Brake control method, system, and related devices

Abstract

The application relates to a brake control method, system and related device, the method comprising: obtaining at least one first signal of a brake pedal through at least two first sensors, and obtaining a second signal of the brake pedal through a second sensor; determining a brake stroke of the brake pedal according to the at least one first signal and the second signal. The method senses and self-checks through multiple different types of sensors, compared with multiple same types of sensors or one sensor, not only increases redundancy backup, but also can determine effective signals and abnormal signals in sensor collected signals, improves accuracy of brake intention recognition, and has higher redundancy and safety.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a braking control method, system and related device. Background Technology

[0002] As an indispensable component of brake-by-wire systems, electronic brake pedals are subject to redundancy technology to improve vehicle safety during braking. This redundancy technology aims to switch to a backup sensor when one sensor fails, ensuring normal driving or parking. However, while existing brake-by-wire systems possess some redundancy, the limited location and type of multiple sensors result in poor signal recognition capabilities, leading to low accuracy and efficiency in braking intent identification. Summary of the Invention

[0003] This application provides a braking control method, system, and related device to improve the efficiency of sensor signal acquisition and processing on the brake pedal.

[0004] To achieve the above objectives, according to a first aspect of this application, a braking control method is provided, the method comprising:

[0005] At least one first signal of the brake pedal is obtained through at least two first sensors, and a second signal of the brake pedal is obtained through a second sensor;

[0006] The braking stroke of the brake pedal is determined based on at least one first signal and a second signal.

[0007] Optionally, at least two first sensors include a first preset sensor and a second preset sensor.

[0008] At least one first signal from the brake pedal is obtained through at least two first sensors, including:

[0009] Based on the first acquisition signal acquired by the first preset sensor and the second acquisition signal acquired by the second preset sensor, at least one first signal is determined.

[0010] Optionally, based on a first acquisition signal acquired by a first preset sensor and a second acquisition signal acquired by a second preset sensor, at least one first signal is determined, including:

[0011] Calculate the difference between the first and second acquired signals;

[0012] Based on the relationship between the difference and a preset difference range, at least one first signal is determined.

[0013] Optionally, based on the relationship between the difference and a preset difference range, at least one first signal is determined, including:

[0014] If the difference is within the preset difference range, the first acquisition signal, or the second acquisition signal, or the statistical value of the first acquisition signal and the second acquisition signal will be used as the first signal.

[0015] Optionally, based on the relationship between the difference and a preset difference range, at least one first signal is determined, including:

[0016] If the difference is not within the preset difference range, the first acquisition signal and the second acquisition signal will be used as the first signal.

[0017] Optionally, determining the brake pedal travel based on at least one first signal and one second signal includes:

[0018] Based on the second signal and at least one first signal, a valid signal is determined to determine the braking stroke.

[0019] Optionally, determining a valid signal based on a second signal and at least one first signal includes:

[0020] The valid signal is determined based on the deviation between the second signal and each of the first signals.

[0021] Optionally, a valid signal is determined based on the deviation between the second signal and each of the first signals, including:

[0022] If a deviation exists within the first preset range, then both the second signal and the first signal corresponding to the deviation are determined to be valid signals.

[0023] Optionally, if the first signal is an angle signal,

[0024] Based on the deviation between the second signal and the first signal, the valid signal is determined, including:

[0025] If the deviation is not within the first preset range, then the second signal or the first signal will be taken as the valid signal.

[0026] Optionally, the second signal or the first signal is used as the valid signal, including:

[0027] Based on the second signal, the first signal, and preset conditions, the second signal or the first signal is taken as the valid signal.

[0028] Optionally, based on the second signal, the first signal, and preset conditions, the second signal or the first signal is taken as a valid signal, including:

[0029] If the second braking intention corresponding to the second signal is greater than the first braking intention corresponding to the first signal, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within a second preset range, then the second signal is considered a valid signal.

[0030] Optionally, based on the second signal, the first signal, and preset conditions, the second signal or the first signal is taken as a valid signal, including:

[0031] Based on the second signal, the first signal, and the preset conditions, the second signal or the first signal is taken as a valid signal, including:

[0032] If the second braking intention corresponding to the second signal is less than or equal to the first braking intention corresponding to the first signal, or if the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is not within the second preset range, the first signal will be regarded as a valid signal.

[0033] Optionally, when the first signal includes a first acquisition signal and a second acquisition signal,

[0034] The method also includes:

[0035] If there is no deviation within the first preset range, then the second signal and at least one first signal are determined to be abnormal signals.

[0036] Optionally, the method further includes:

[0037] If both the second signal and at least one first signal are valid, the braking stroke is determined based on at least one first signal.

[0038] Optionally, when at least one first signal includes a first acquisition signal and a second acquisition signal,

[0039] Determining the braking stroke based on at least one first signal includes:

[0040] The braking stroke is determined based on the first acquisition signal and / or the second acquisition signal.

[0041] Optionally, the braking stroke is determined based on the first acquisition signal and / or the second acquisition signal, including:

[0042] Based on the first weight and the second weight, the first acquisition signal and the second acquisition signal are weighted and summed respectively to obtain the weighted summed acquisition signal to determine the braking stroke.

[0043] Optionally, the first weight is related to the deviation between the second signal and the first acquired signal, and the second weight is related to the deviation between the second signal and the second acquired signal.

[0044] Optionally, if the first signal is a single signal,

[0045] Determining the braking stroke based on at least one first signal includes:

[0046] The braking stroke is determined based on the first signal.

[0047] Optionally, the method further includes:

[0048] If the second signal and at least one of the first signals are both abnormal signals, then the brake pedal is determined to be faulty, and the vehicle is controlled to perform emergency redundant braking.

[0049] Optionally, the first sensor is an angle sensor and the second sensor is a pressure sensor; correspondingly, the first signal is an angle signal and the second signal is a pressure signal.

[0050] Optionally, at least one first sensor is used to sense the angle through which the pedal arm rotates and generate an angle signal.

[0051] Optionally, at least one first sensor is mounted on the pedal arm or a structure linked to the pedal arm.

[0052] Optionally, at least one first sensor is mounted at the position where the pedal arm is pivotally connected to the mounting base.

[0053] Optionally, one end of the pedal arm is pivotally connected to the mounting base via a first connecting shaft, and at least one first sensor is mounted on the same end of the first connecting shaft.

[0054] Optionally, one end of the pedal arm is pivotally connected to the mounting base via a first connecting shaft, and at least one first sensor is mounted at both ends of the first connecting shaft.

[0055] Optionally, the second sensor is used to collect the force of stepping on the pedal pad or the force fed back by the pedal simulator.

[0056] Optionally, the second sensor is located inside the brake pedal pad or in the pedal feel simulator to sense the pressure applied by the driver when pressing the pedal and the resulting pressure signal.

[0057] According to a second aspect of this application, embodiments of this application also provide a braking control system, applied to any of the braking control methods described above. The system includes at least two first sensors, a second sensor, a first controller, and a second controller, wherein:

[0058] The first controller is communicatively connected to at least two first sensors and a second controller, and the first controller is used for:

[0059] At least one first signal from the brake pedal is obtained through at least two first sensors and sent to the second controller;

[0060] The second controller is also communicatively connected to the second sensor, and the second controller is used for:

[0061] At least one first signal is obtained through the first controller, and a second signal of the brake pedal is obtained through the second sensor;

[0062] The braking stroke of the brake pedal is determined based on at least one first signal and one second signal.

[0063] According to a third aspect of this application, embodiments of this application also provide a brake pedal, the brake pedal comprising:

[0064] pedal mat;

[0065] The pedal arm has one end connected to the pedal pad and the other end connected to the mounting base. The pedal arm swings around the pivot position.

[0066] At least two first sensors and a second sensor are installed on the brake pedal, and the signals collected by the at least two first sensors and the second sensor are used to determine the braking stroke of the brake pedal.

[0067] Optionally, it also includes a push rod, one end of which is pivotally connected to both ends of the pedal arm.

[0068] Optionally, a pedal feel simulator is also included, which is connected to the other end of the push rod.

[0069] According to a fourth aspect of this application, embodiments of this application also provide a computer program product that stores instructions which, when executed by a computer, cause the computer to implement any of the braking control methods provided in the embodiments of this application.

[0070] According to a fifth aspect of this application, embodiments of this application also provide an electronic device, comprising:

[0071] A memory on which computer programs are stored;

[0072] A processor is used to execute a computer program in memory to implement any of the braking control methods provided in the embodiments of this application.

[0073] According to a sixth aspect of this application, embodiments of this application also provide a vehicle, including electronic equipment, or a braking control system, or a brake pedal of any of the embodiments of this application.

[0074] Some embodiments in this specification include at least the following beneficial effects: In the initial stage, the two controllers are responsible for the acquisition and preliminary processing of different types of sensor signals. For example, one controller focuses on the data collection and preprocessing of the angle sensor, while the other controller processes the pressure sensor and other related signals, reducing the load on a single controller and avoiding performance bottlenecks caused by over-concentration of tasks. In the later stage, all the pre-processed data is transmitted to the main controller, which executes a complex braking intention recognition algorithm. Through a large amount of computing resources and efficient algorithms, the algorithm accurately judges the driver's operating intention and determines the corresponding braking intention, ensuring the consistency and accuracy of braking intention recognition. Through the above dual-controller design, the efficiency of sensor signal acquisition and processing can be improved while ensuring the full utilization of controller resources, thereby providing a safer and more reliable guarantee for the brake-by-wire system.

[0075] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0076] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0077] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0078] Figure 1A This is a schematic diagram of the brake pedal structure according to some embodiments of this specification;

[0079] Figure 1B This is a schematic diagram of the structure of another brake pedal according to some embodiments shown in this specification.

[0080] Figure 2 This is a schematic diagram of the braking control system according to some embodiments of this specification;

[0081] Figure 3 This is an exemplary flowchart of a braking control method according to some embodiments of this specification;

[0082] Figure 4 This is an exemplary flowchart illustrating the acquisition of a first signal according to some embodiments of this specification;

[0083] Figure 5This is an exemplary schematic diagram of yet another braking control method according to some embodiments of this specification;

[0084] Figure 6 This is an exemplary schematic diagram of yet another braking control method according to some embodiments of this specification;

[0085] Figure 7 This is a schematic diagram of the structure of an electronic device according to some embodiments of this specification. Detailed Implementation

[0086] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0087] To facilitate understanding of the implementation schemes provided in this application, the relevant application background of the braking control method provided in this application will be explained first.

[0088] Currently, with the continuous development of automotive technology towards intelligence, connectivity, and electrification, the degree of steer-by-wire in braking systems is gradually increasing, placing higher demands on the response speed and safety redundancy of braking systems. Therefore, as an indispensable component of steer-by-wire systems, the reliability of the sensor module in the electronic brake pedal has become crucial. Typically, redundancy design can be used to improve the reliability of the sensor module.

[0089] The redundant design commonly used in related technologies, such as using a force sensor as the main sensor and a stroke sensor as an auxiliary sensor for status self-checking, is difficult to accurately identify faulty sensors, limiting the effectiveness of self-checking. Moreover, the design with a force sensor as the main sensor has insufficient robustness and is easily affected by external interference such as sudden changes in pedaling force and vibration, resulting in unstable or distorted signals, which in turn affects the smoothness of the braking force curve. In addition, although using multiple sensors of the same type increases redundancy, since all sensors have the same failure mechanism, they are prone to common cause failures, which increases the random failure rate. Furthermore, due to the single sensor location, there is a lack of safety redundancy backup for mechanical failures, resulting in poor braking performance.

[0090] In view of this, some embodiments of this specification provide a braking control method and system. Through the redundant design of multiple angle sensors, it can be ensured that even if one angle sensor malfunctions, the system can still identify and respond, enhancing the safety and reliability of the entire braking system. In addition, the redundant control method, which uses angle sensors as the primary and pressure sensors as secondary, ensures the stability of the output braking stroke while achieving complementary advantages of the two sensors, improving the ability to identify unexpected situations such as mechanical failures or driver misoperation, and improving the accuracy of braking intention recognition. Furthermore, by adopting a dual control unit design that separates the tasks of initial signal acquisition and processing from the tasks of subsequent braking intention recognition, the efficiency of sensor signal acquisition and processing is improved while ensuring full utilization of processor resources.

[0091] Figure 1A This is a schematic diagram of the brake pedal according to some embodiments of this specification.

[0092] like Figure 1A As shown, the brake pedal may include:

[0093] Pedal pad 1;

[0094] The pedal arm 2 has one end connected to the pedal pad 1 and the other end connected to the mounting base 5. The pedal arm 2 swings around the pivot position.

[0095] At least two first sensors and a second sensor are installed on the brake pedal, and the signals collected by the at least two first sensors and the second sensor are used to determine the braking stroke of the brake pedal.

[0096] In some embodiments, the other end of the pedal arm 2 is hinged to the mounting base 5 via the first connecting shaft 6, and the pedal arm 2 swings about the first connecting shaft 6.

[0097] In some embodiments, at least one first sensor is also included, which generates an angle signal by sensing the angle through which the pedal arm 2 rotates.

[0098] In some embodiments, such as Figure 1A As shown, the first sensor is an angle sensor 8.

[0099] In some embodiments, at least one first sensor includes a first preset sensor and a second preset sensor, wherein the first preset sensor and the second preset sensor are disposed at the same end of the first connecting shaft 6, or the first preset sensor and the second preset sensor are disposed at opposite ends of the first connecting shaft 6.

[0100] In some embodiments, a first controller is also included, which is integrated into the brake pedal. Exemplarily, the first controller is integrated into a first preset sensor or a second preset sensor.

[0101] A first preset sensor and a second preset sensor are installed on the first connecting shaft 6 to achieve redundant detection. The two angle sensors can be installed at the same end or at opposite ends, depending on the design requirements.

[0102] Integrating the first controller (such as an ECU) into one of the angle sensors reduces wiring complexity and improves signal processing speed.

[0103] In some embodiments, a second sensor is also included, which is used to sense the pressure of the driver pressing the brake pedal and generate a pressure signal.

[0104] In some embodiments, such as Figure 1A As shown, the second sensor is pressure sensor 7.

[0105] In some embodiments, the pressure sensor 7 may be installed inside the pedal pad 1.

[0106] It should be noted that using three sensors for sensing and self-testing, compared to two or one sensor, not only increases redundancy and backup, but also allows for the determination of valid and abnormal signals in the sensor-collected signals through a majority-rule method, improving the accuracy of braking intention recognition and providing higher redundancy and safety. In addition, the diverse sensor types and installation locations in this application can increase safety redundancy backup for mechanical failures, reduce the probability of common-cause failure of sensors, and improve pressure resistance and anti-interference capabilities, thereby achieving higher reliability with a limited number of sensors.

[0107] In some embodiments, a push rod 4 is further included, one end of which is pivotally connected to one end of the pedal arm 2. For example, one end of the push rod 4 is hinged to the pedal arm 2 via a second connecting shaft 3.

[0108] The push rod 4 serves to transmit the movement of the pedal arm 2 to the pedal feel simulator 9, and also acts as a medium for force transmission.

[0109] In some embodiments, a pedal feel simulator 9 is also included, which is connected to the other end of the push rod 4.

[0110] The pedal feel simulator 9 is used to simulate the feedback of a traditional hydraulic braking system, providing the driver with a realistic pedal response, which can improve the driver's driving experience and enhance driver confidence.

[0111] In some embodiments, the pedal feel simulator 9 is equipped with adjustable damping, allowing the driver to adjust the feel of the brake pedal according to personal preference, such as hardness or travel.

[0112] In some embodiments, the pedal feel simulator 9 can dynamically adjust the brake pedal feedback according to the vehicle's driving status (such as speed, road conditions, etc.) to make braking more intelligent and smooth.

[0113] The pedal feel simulator 9 can be one of the following: hydraulic pedal feel simulator 9, electromechanical pedal feel simulator 9, spring pedal feel simulator 9, etc. This manual does not limit the type or internal structure of the pedal feel simulator 9.

[0114] Figure 1B This is a schematic diagram of the structure of another brake pedal according to some embodiments of this specification.

[0115] Based on the above embodiments, such as Figure 1B As shown, the second sensor is installed in the pedal feel simulator 9 to detect the pedal force output by the push rod 4 or the reaction force output by the pedal feel simulator 9 as feedback, and to generate a pressure signal.

[0116] Figure 2 This is a schematic diagram of the braking control system according to some embodiments of this specification.

[0117] like Figure 2 As shown, the braking control system 200 may include:

[0118] At least two first sensors, a second sensor, a first controller 240, and a second controller 250, wherein:

[0119] The first controller 240 is communicatively connected to at least two first sensors and the second controller 250, respectively. The first controller 240 is used for:

[0120] At least one first signal from the brake pedal is obtained through at least two first sensors and sent to the second controller;

[0121] The second controller 250 is also communicatively connected to the second sensor, and the second controller 250 is used for:

[0122] At least one first signal is obtained through the first controller 240, and a second signal of the brake pedal is obtained through the second sensor;

[0123] The braking stroke of the brake pedal is determined based on at least one first signal and one second signal.

[0124] In some embodiments, at least two first sensors and a second sensor are used to sense signals when the brake pedal is pressed.

[0125] In some embodiments, the first sensor is an angle sensor to sense the angle signal when the brake pedal is pressed, and the second sensor is a preset pressure sensor 230 to sense the pressure signal when the brake pedal is pressed.

[0126] In some embodiments, at least one first sensor includes a first preset sensor and a second preset sensor. Based on the first sensor being an angle sensor, the first preset sensor is a first angle sensor 210, and the second preset sensor is a second angle sensor 220.

[0127] In some embodiments, the first controller 240 is integrated into the brake pedal.

[0128] In some embodiments, an angle sensor is a sensor used to measure the angular position of a rotating or oscillating object. In a brake pedal system, an angle sensor is used to monitor the angular change of the pedal arm relative to its initial position, thereby accurately capturing the driver's operating intention and converting the angular change information into an electrical signal that is transmitted to a first controller.

[0129] In some embodiments, the preset pressure sensor 230 is a device for measuring the pressure applied thereto and converting it into an electrical signal. In a brake pedal system, the preset pressure sensor 230 is primarily used to detect the force generated when the driver depresses the pedal and convert this force information into an electrical signal to transmit to a second controller to accurately identify the driver's braking intention.

[0130] In some embodiments, the preset pressure sensor 230 may be one of a piezoresistive sensor, a capacitive sensor, a strain gauge sensor, etc.

[0131] The first controller 240 is connected to at least two first sensors and receives acquisition signals from the first preset sensor and the second preset sensor. The second controller 250 is connected to the second sensor 250 and receives the second signal from the brake pedal. The first controller 240 and the second controller 250 are communicatively connected. The second controller 250 is communicatively connected to the brake actuator 260.

[0132] Brake actuator 260 is a component used to convert the braking stroke command issued by the second controller 250 into actual physical braking force. Brake actuator 260 can apply appropriate braking force to the wheels according to the identified braking intention of the driver. Brake actuator 260 can be a hydraulic brake actuator, an electromechanical brake actuator, etc.

[0133] The first controller 240, acting as an auxiliary control unit, is responsible for acquiring angle signals from the first angle sensor 210 and the second angle sensor 220, performing preliminary arbitration on them, and sending at least one first signal to the second controller 250 based on the arbitration result. The second controller 250, acting as the system's control unit, is responsible for acquiring the second signal from the preset pressure sensor 230, performing comprehensive arbitration on at least one first signal and the second signal, and selecting the appropriate valid signal based on the arbitration result to identify the braking intention and drive the brake actuator 260.

[0134] Meanwhile, the redundant safety design and arbitration mechanism required by the braking control system 200 are integrated into the second controller 250. The second controller 250 contains two functionally identical control circuits and a central arbitration mechanism. The two control circuits are independent and functionally identical; both can acquire the second signal from the second sensor, perform comprehensive arbitration based on at least one first signal and the second signal, and select the appropriate valid signal according to the arbitration result to identify the braking intent and drive the brake actuator 260. The two control circuits communicate with the arbitration mechanism in the second controller 250. The arbitration mechanism is responsible for determining whether the two control circuits are operating normally. When one control circuit detects an abnormal state, the other control circuit is switched on as a backup.

[0135] It should be noted that the above description of the braking control system 200 and its modules is for convenience only and should not be construed as limiting this specification to the scope of the embodiments described. It is understood that those skilled in the art, after understanding the principles of this system, may arbitrarily combine the various modules or construct subsystems connected to other modules without departing from these principles.

[0136] Figure 3 This is an exemplary flowchart of a braking control method according to some embodiments of this specification. In some embodiments, process 300 may be executed based on a second controller. Figure 3 As shown, process 300 includes the following steps.

[0137] Step 310: Obtain at least one first signal of the brake pedal through at least two first sensors, and obtain a second signal of the brake pedal through a second sensor.

[0138] The first signal is a first signal determined by information collected by at least two first sensors.

[0139] The first signal can be a signal directly from one of the sensors, or it can be a composite signal obtained by fusing, weighting, or otherwise processing two signals.

[0140] The second signal is the signal detected by the second sensor.

[0141] In some embodiments, the first sensor is an angle sensor and the second sensor is a pressure sensor; correspondingly, the first signal is an angle signal and the second signal is a pressure signal.

[0142] In some embodiments of this specification, the angle sensor directly measures the angle change of the brake pedal, which can more intuitively reflect the driver's operating intention. However, the angle sensor may not provide sufficient detail for rapidly changing or complex driving behaviors (such as emergency braking). In addition, if the brake pedal itself has a mechanical problem (such as sticking), the angle sensor may not be able to identify it in time. The pressure sensor, on the other hand, is located inside the pedal pad or in the pedal feel simulator, directly sensing the pressure value applied by the driver. It can more accurately reflect the actual applied braking force, especially during emergency braking, where the change in pressure signal is more obvious. By complementing the advantages of the two sensors, the ability to identify unexpected situations such as mechanical failures or driver misoperation is improved, thus enhancing the accuracy of braking intention recognition.

[0143] In some embodiments, at least two first sensors include a first preset sensor and a second preset sensor.

[0144] In some embodiments of this specification, by setting multiple first sensors and comparing the consistency of the angle signals from the multiple first sensors, the validity of the sensor data can be verified, eliminating misjudgments caused by a single sensor failure or external interference. Moreover, based on the comprehensive analysis of the two angle signals, the driver's braking intention can be identified more accurately, reducing unnecessary braking actions or delayed responses. Furthermore, by performing weighted summation or other forms of data fusion on the two angle signals, a more accurate angle signal can be generated, reducing the impact of single sensor errors on braking.

[0145] In some embodiments, at least one first sensor is mounted on the pedal arm or a structure linked to the pedal arm.

[0146] For example, the first sensor can be installed in the middle of the pedal arm or at any other location, or the first sensor can be mounted on a mounting base and linked to the pedal arm via a lever of the first sensor. When the pedal arm rotates, the lever of the first sensor drives the fork of the first sensor to rotate, thereby measuring the rotation angle of the pedal arm and generating an angle signal.

[0147] In some embodiments of this specification, the angle change of the pedal arm is directly related to the driver's braking intention. By mounting an angle sensor on the pedal arm or a structure linked to the pedal arm, the angle through which the pedal arm rotates can be sensed.

[0148] In some embodiments, at least one first sensor is mounted at the position where the pedal arm is pivotally connected to the mounting base.

[0149] By placing the angle sensor at the pivot point between the pedal arm and the mounting base, the movement of the second sensor can be synchronized with that of the pedal arm, improving measurement accuracy. This allows for the most direct and accurate capture of the driver's braking needs, reducing potential errors or delays introduced by intermediate steps.

[0150] In some embodiments, at least one first sensor is mounted on the same end of the first connecting shaft.

[0151] In some embodiments, the first sensor includes a rotor and a stator. The rotor is fixedly connected to a first connecting shaft and rotates with the first connecting shaft. The stator is mounted on a fixed structure, such as a housing or bracket, that does not rotate with the first connecting shaft to secure the stator. The stator does not rotate with the first connecting shaft to detect the relative motion of the rotor.

[0152] In some embodiments, the first sensor may be a Hall effect sensor, a capacitive sensor, a voltage sensor, etc.

[0153] The first connecting shaft is a relatively stable mechanical component. An angle sensor installed on the first connecting shaft can provide a high-precision and stable angle signal, reducing errors caused by mechanical vibration or other external factors. Installing an angle sensor on the first connecting shaft can simplify the overall mechanical design, eliminating the need for additional space to arrange the sensor and making the entire system more compact. The angle sensor installed on the first connecting shaft can directly measure the overall rotation angle of the pedal arm, providing the most direct indication of the driver's braking intention.

[0154] In some embodiments of this specification, concentrating two angle sensors at the same end can simplify mechanical design, reduce space requirements, and make the entire system more compact. Moreover, concentrating two angle sensors facilitates installation and subsequent maintenance, reduces wiring complexity, and lowers maintenance costs and technical difficulty.

[0155] In some embodiments, at least one first sensor is mounted at both ends of the first connecting shaft.

[0156] In some embodiments of this specification, if two angle sensors are located at the same end of the first connecting shaft, they are affected by the same external factors, such as temperature changes and vibrations. This can easily lead to environmental factors causing the data collected by both angle sensors to fail. Therefore, the data provided by the angle sensors at both ends can be used for multi-dimensional data fusion to further optimize the braking stroke recognition algorithm and improve the system's response speed and accuracy. Furthermore, the angle sensors at both ends can serve as independent correction mechanisms. When one angle sensor deviates, the data from the other angle sensor can be used for correction, ensuring the continuous and stable operation of the system.

[0157] In some embodiments, the second sensor is used to collect the force of stepping on the pedal pad or the force fed back by the pedal simulator.

[0158] By placing the second sensor inside the pedal feel simulator or the pedal pad, it is possible to identify the force of the driver's pedal press and the force fed back by the pedal simulator, preventing situations such as pedal shaft jamming or pedal feel simulator failure, and further avoiding misidentification of braking intention.

[0159] In some embodiments, the second sensor is disposed within the brake pedal pad or within a pedal feel simulator to sense the pressure exerted by the driver on the brake pedal and the resulting pressure signal.

[0160] In some embodiments, when the second sensor is disposed within the pedal pad of the brake pedal, the second sensor can measure the pressure applied by the driver when pressing the brake pedal.

[0161] By measuring the pressure inside the pedal pad, the driver's braking intention can be more accurately identified, determining whether it is light braking, moderate braking, or emergency braking. For example, when the pressure signal is large and changes rapidly, it can be identified as an emergency braking demand. The second controller can then build up pressure in advance, enabling the vehicle to decelerate promptly and quickly, thus improving driving safety.

[0162] In some embodiments, when the second sensor is located within the pedal feel simulator, the second sensor can measure the force output by the push rod or the reaction force provided by the pedal feel simulator as feedback.

[0163] In some embodiments, based on the measured force output by the push rod or the reaction force of the pedal feel simulator, the measured push rod output force or reaction force can be converted into an equivalent pressure signal applied by the driver when pressing the brake pedal through a pre-calibrated force-pressure relationship curve, thereby determining the driver's braking intention.

[0164] By incorporating a second sensor within the pedal feel simulator, the system can more accurately simulate the pedal feel similar to a traditional braking system while recognizing the driver's braking intentions. For example, when the pedal is lightly pressed, the simulator provides a small reaction force, allowing the driver to feel a slight braking feedback; while when the pedal is pressed harder, the reaction force increases accordingly, enabling the driver to accurately perceive the magnitude of the braking force, thereby better controlling the vehicle's braking and enhancing the driving experience.

[0165] In some embodiments, when the pedal feel simulator is a spring combination pedal simulator, the second sensor is located between the spring and the transmission rod within the pedal feel simulator; when the pedal feel simulator is a hydraulic pedal simulator, the second sensor is a hydraulic sensor within the hydraulic pedal simulator.

[0166] By installing a second sensor inside the pedal feel simulator or pedal pad, it is possible to identify the force applied by the driver to the pedal or the force fed back by the pedal simulator, preventing situations such as pedal shaft jamming or pedal feel simulator failure, and further avoiding misidentification of braking intention.

[0167] It should be noted that the first sensor and the second sensor are different types of sensors and are set in different locations. Under the premise of meeting the above conditions, the first sensor and the second sensor can also be other sensors, and this specification does not limit them.

[0168] In some embodiments, the first signal reflects the angle of rotation of the brake pedal when the driver presses it, and the second signal reflects the force with which the driver presses the brake pedal.

[0169] In some embodiments, the second controller may be communicatively connected to the first controller to acquire at least one first signal of the brake pedal output by the first controller in real time and periodically (e.g., every 0.1 seconds, 0.2 seconds, etc.).

[0170] In some embodiments, the second controller may be communicatively connected to the second sensor to acquire the second signal of the brake pedal output by the second sensor in real time and periodically (e.g., every 0.1 seconds, 0.2 seconds, etc.).

[0171] Step 320: Determine the braking stroke of the brake pedal based on at least one first signal and a second signal.

[0172] In some embodiments, the second controller can obtain the braking stroke based on at least one first signal and a second signal using a predefined algorithm. For example, linear regression, neural networks, or other mathematical models can be used to process at least one first signal and the second signal to obtain the braking stroke.

[0173] In some embodiments of this specification, by analyzing and fusing data from multiple different types of sensors (i.e., first signals and second signals), the driver's braking intention can be more comprehensively identified; this helps to improve the accuracy of the subsequently determined braking distance and better meet the braking needs of users under different driving conditions.

[0174] In some embodiments, determining the brake pedal travel based on at least one first signal and a second signal includes:

[0175] Based on the second signal and at least one first signal, a valid signal is determined to determine the braking stroke.

[0176] An effective signal refers to the output signal of a sensor that is within the expected range and conforms to physical models or theoretical relationships.

[0177] In some embodiments, the second controller can set a preset output range (including an upper limit and a lower limit) for the first sensor and the second sensor respectively. When the output signals of the first sensor and the second sensor exceed the corresponding preset output range, they are considered as abnormal signals.

[0178] In some embodiments, the second controller can dynamically adjust the preset output range based on different driving conditions or historical data to adapt to changing working environments.

[0179] In some embodiments, the second controller can establish a theoretical relationship curve between sensors (such as the relationship between a first signal and a second signal) based on a physical model or experimental data. If the actually measured first signal or second signal deviates from the theoretical relationship curve, it is determined that the first signal or second signal exceeds a preset output range, and is therefore considered an abnormal signal.

[0180] In some embodiments, the second controller can analyze the time series data output by the sensor to identify whether there are abrupt changes, drifts, or other abnormal changes in the time series data.

[0181] For example, suppose in a braking control system, the theoretical relationship curve indicates that when the first signal is 30 degrees, the second signal should be 1.5 bar. However, in actual application, when the first signal is 30 degrees, the measured second signal is only 1.2 bar, a deviation of 0.3 bar. The preset deviation range is ±0.1 bar, which exceeds the allowable range, indicating an anomaly in either the first or second signal.

[0182] In some embodiments of this specification, monitoring, analyzing, and verifying sensor data to determine valid signals helps in determining the reliability and accuracy of the sensor output signal.

[0183] In some embodiments, determining a valid signal based on a second signal and at least one first signal includes:

[0184] The valid signal is determined based on the deviation between the second signal and each of the first signals.

[0185] Both the second signal and the first signal are closely related to the pedal travel. That is, the second signal has a corresponding pedal travel, and the first signal also has a corresponding pedal travel. The pedal travel is a key parameter for identifying the driver's braking intention, and their correspondence can be calibrated based on actual application requirements.

[0186] In some embodiments, the second controller may convert the second signal into the corresponding theoretical pedal stroke and the first signal into the corresponding theoretical pedal stroke based on a pre-calibrated correspondence.

[0187] The corresponding deviation is the difference between the theoretical pedal travel corresponding to the second signal and the theoretical pedal travel corresponding to the first signal.

[0188] In some embodiments, the difference between the theoretical pedal travel corresponding to the second signal at different times within a period of time and the theoretical pedal travel corresponding to the first signal at the corresponding time can be calculated, and the deviation can be determined based on the statistical value (e.g., average value) of the difference at different times.

[0189] In some embodiments, the pedal travel can be converted into a corresponding theoretical angle signal, or the pedal travel can be converted into a corresponding theoretical pressure signal.

[0190] In some embodiments, when the first signal includes a first acquisition signal and a second acquisition signal, if the first deviation between the second signal and the first acquisition signal is within a preset range, then both the second signal and the first acquisition signal are determined to be valid signals; if the second deviation between the second signal and the second acquisition signal is within a preset range, then both the second signal and the second acquisition signal are determined to be valid signals.

[0191] In some embodiments, when the first signal includes a single signal, if the target deviation between the second signal and the first signal is within a first preset range, then both the second signal and the first signal are determined to be valid signals.

[0192] In some embodiments, the second controller may convert the second signal into an equivalent first signal or convert each first signal into an equivalent second signal based on a relationship curve, and determine the valid signal based on the deviation between the second signal and each equivalent second signal or based on the deviation between the equivalent first signal and each first signal.

[0193] The relationship curve is a standard curve determined based on design specifications and test data. It represents the expected relationship between the first and second signals under ideal conditions. The relationship curve can reflect the expected correspondence between the force applied by the driver and the response of the braking system under normal operating conditions.

[0194] In some embodiments, the relationship curve can be established using experimental data or a physical model. For example, the relationship curve describes the magnitude of the pressure that should be applied at different angles.

[0195] In some embodiments, the relationship curve between the second signal and the first signal can be determined based on the time series data of the historical first signal and the time series data of the historical second signal.

[0196] The time series data of the historical second signal is a sequence composed of multiple historical second signals at different times; the time series data of the historical first signal is a sequence composed of multiple historical first signals at different times, and the timestamps of each signal in the time series data of the historical second signal and the time series data of the historical first signal are consistent.

[0197] In some embodiments, the second controller can use a fitting algorithm to fit the historical second signal and the historical first signal at each time point to determine the relationship curve. The fitting algorithm may include the least squares method, the Levenberg-Marquardt algorithm, the genetic algorithm, etc.

[0198] In some embodiments, when the first signal includes a first acquisition signal and a second acquisition signal, the relationship curve may include a first relationship curve corresponding to the second signal and the first acquisition signal, and a first relationship curve corresponding to the second signal and the second acquisition signal.

[0199] In some embodiments, when the first signal includes a single signal, the relationship curve may include a second signal and a target relationship curve corresponding to the first signal.

[0200] In some embodiments, the relationship curve is an actual curve plotted by real-time monitoring of data points obtained from the first and second sensors. The relationship curve represents the actual relationship between the first and second signals at different points in time over a period of time.

[0201] In some embodiments of this specification, by determining the deviation between different sensor signals, the performance of the system can be evaluated, faults or anomalies can be detected, and the vehicle can be ensured to brake at the appropriate time, thereby improving braking safety and reliability.

[0202] In some embodiments, determining a valid signal based on the deviation between the second signal and each of the first signals includes:

[0203] If a deviation exists within the first preset range, then both the second signal and the first signal corresponding to that deviation are determined to be valid signals.

[0204] The first preset range refers to a pre-defined deviation range used to determine whether the deviation is within an acceptable range. The first preset range can be determined based on experimental data and system design requirements.

[0205] In some embodiments, the first preset range may be based on the unit representation of the physical quantity corresponding to the deviation, such as bar (pressure), degree (angle), millimeter (pedal stroke), or percentage (relative deviation).

[0206] In some embodiments, the first preset range may be a reference numerical range. For example, the first preset range may be [±A], where -A is the lower limit of the first preset range and +A is the upper limit of the first preset range.

[0207] In some embodiments of this specification, by calculating the deviation between the curves, the second controller can more accurately determine whether the output signal of the first or second sensor is a valid signal; this helps to improve the system's response speed and accuracy, and enhance overall safety and reliability.

[0208] In some embodiments, when the first signal is a single signal...

[0209] Based on the deviation between the second signal and each of the first signals, the valid signals are determined, including:

[0210] If the deviation is not within the first preset range, then the second signal or the first signal will be taken as the valid signal.

[0211] In some embodiments, if the target deviation exceeds a first preset range when the first signal is a single signal, then either the second signal or the first signal is used as a valid signal. The valid signal can be determined based on system redundancy design, current driving conditions, or manual input.

[0212] In some embodiments of this specification, deviation analysis and arbitration mechanisms ensure that even if one sensor fails, safe and reliable braking operations can still be performed by relying on data provided by another sensor; this helps to more accurately capture the driver's operating intentions and provide a safer and more reliable braking experience.

[0213] In some embodiments, using the second signal or the first signal as a valid signal includes:

[0214] Based on the second signal, the first signal, and preset conditions, the second signal or the first signal is taken as the valid signal.

[0215] Preset conditions are the criteria for evaluating a valid signal. For example, preset conditions may include that the theoretical pedal travel corresponding to the second signal is greater than that corresponding to the first signal, or that the rate of change of the second signal is greater than that of the first signal.

[0216] In some embodiments, if the theoretical pedal travel corresponding to the second signal is greater than the theoretical pedal travel corresponding to the first signal, then the second signal is considered a valid signal.

[0217] In some embodiments, the preset conditions include:

[0218] The second braking intention corresponding to the second signal is greater than the first braking intention corresponding to the first signal, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within a second preset range.

[0219] The rate of increase of braking intent refers to the speed at which the braking intent corresponding to the signal increases over time.

[0220] Braking intent refers to the degree of urgency by which a driver wishes to slow down or stop the vehicle by operating the brake pedal.

[0221] In some embodiments, the theoretical pedal travel corresponding to a signal can be used as the braking intention corresponding to the signal based on a pre-calibrated correspondence.

[0222] The second preset range is used to determine whether the rate of change of the relationship curve is within an acceptable range. The second preset range can be determined based on experiments or experience.

[0223] In some embodiments, the second preset range can be a reference numerical range. For example, the first preset range is [+B, +C], where +B is the lower limit of the second preset range and +C is the upper limit of the second preset range. The difference between the growth rate of the second braking intention and the growth rate of the first braking intention can be represented within the second preset range, where the growth rate of the second braking intention is greater than the growth rate of the first braking intention, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within the preset range.

[0224] In some embodiments, when the first signal is a single signal, the second controller can convert the second signal into a corresponding theoretical pedal stroke and the first signal into a corresponding theoretical pedal stroke based on a pre-calibrated correspondence. If the theoretical pedal stroke corresponding to the second signal is greater than the theoretical pedal stroke corresponding to the first signal, then it is determined that the second braking intention is greater than the first braking intention.

[0225] In some embodiments, when the first signal is a single signal, the second controller can determine the theoretical pedal travel corresponding to each second signal based on the time series data of the second signal and a pre-calibrated correspondence, thereby obtaining the second braking intention at multiple time points, and calculating the growth rate of the second braking intention based on the theoretical pedal travel at multiple time points; and based on the time series data of the first signal and a pre-calibrated correspondence, determine the theoretical pedal travel corresponding to each first signal, thereby obtaining the first braking intention at multiple time points, and calculating the growth rate of the first braking intention based on the theoretical pedal travel at multiple time points.

[0226] In some embodiments of this specification, preset conditions are key parameters to ensure the validity of sensor signals. By reasonably setting preset conditions, the response speed and accuracy of the braking control system to braking operations can be improved. By evaluating preset conditions, sensor fault diagnosis can be performed, which helps to accurately identify and handle potential problems and provide a safer and more reliable braking experience.

[0227] In some embodiments, based on a second signal, a first signal, and a preset condition, the second signal or the first signal is taken as a valid signal, including:

[0228] If the second braking intention corresponding to the second signal is greater than the first braking intention corresponding to the first signal, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within a second preset range, then the second signal is considered a valid signal.

[0229] In some embodiments, when the first signal is a single signal, if the second braking intention corresponding to the second signal is greater than the first braking intention corresponding to the first signal, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within a second preset range, then it indicates that the driver is rapidly increasing the braking force, that is, it is determined that a pedal mechanical failure or emergency braking situation has occurred, and the second signal is taken as a valid signal.

[0230] In some embodiments, if the second signal and the first signal do not meet the preset conditions, the first signal is taken as the valid signal.

[0231] In some embodiments, when the first signal is a single signal, if the second braking intention corresponding to the second signal is less than or equal to the first braking intention corresponding to the first signal, or if the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is not within a second preset range, then the first signal is considered a valid signal.

[0232] In some embodiments of this specification, preset conditions can be used to determine mechanical failures or emergency braking situations, ensuring that the system can accurately and promptly respond to the driver's braking operations, and helping to identify and handle potential problems in a timely manner.

[0233] In some embodiments, where the first signal includes a first acquisition signal and a second acquisition signal...

[0234] The method also includes:

[0235] If there is no deviation within the first preset range, then the second signal and at least one first signal are determined to be abnormal signals.

[0236] Abnormal signals refer to data output by sensors that do not conform to preset conditions or expected behavior, indicating sensor malfunction, external interference, or other system abnormalities.

[0237] In some embodiments, when the first signal includes a first acquisition signal and a second acquisition signal, if the first deviation is not within a first preset range and the second deviation is not within the first preset range, it is determined that the second signal, the first acquisition signal, and the second acquisition signal are all abnormal signals.

[0238] In some embodiments of this specification, valid and abnormal signals in the sensor-collected signals are determined by a majority vote, which provides higher redundancy and security.

[0239] In some embodiments, the method further includes:

[0240] If both the second signal and at least one first signal are valid, the braking stroke is determined based on at least one first signal.

[0241] Brake travel reflects the amount of displacement of the brake pedal, which is used to directly indicate the driver's actual braking intention.

[0242] In some embodiments, the first signal can be converted into a corresponding theoretical pedal travel based on a first signal using a pre-calibrated correspondence, thereby determining the braking travel.

[0243] The transformation can be achieved through table lookup, interpolation, or mathematical models (such as polynomial fitting).

[0244] In some embodiments of this specification, when both the second signal and at least one first signal are valid signals, a redundant control method with an angle sensor as the primary sensor and a pressure sensor as the secondary sensor is used to ensure the accuracy of the determined braking stroke control signal.

[0245] In some embodiments, where at least one first signal includes a first acquisition signal and a second acquisition signal...

[0246] Determining the braking stroke based on at least one first signal includes:

[0247] The braking stroke is determined based on the first acquisition signal and / or the second acquisition signal.

[0248] In some embodiments, when both the first acquisition signal and the second acquisition signal are valid signals, the theoretical pedal travel corresponding to either the first acquisition signal or the second acquisition signal can be used as the braking travel.

[0249] In some embodiments, a signal with better quality or more stable performance can be selected from the first and second acquired signals. Based on a pre-calibrated correspondence, the theoretical pedal travel corresponding to the better quality or more stable signal can be used as the braking travel. For example, signal quality can be evaluated using indicators such as the noise level and fluctuation amplitude of the first and second acquired signals.

[0250] In some embodiments of this specification, by using data provided by two angle sensors, one of them is selected as the braking stroke when both are valid, thereby improving the system's response speed and accuracy and ensuring driving safety.

[0251] In some embodiments, where at least one first signal includes a first acquisition signal and a second acquisition signal...

[0252] Determining the braking stroke based on at least one first signal includes:

[0253] Based on the first weight and the second weight, the first and second acquired signals are weighted and summed respectively to obtain the braking stroke.

[0254] The first weight refers to the weighting coefficient assigned to the first acquired signal, which is used to represent the importance of the first acquired signal in the weighted summation.

[0255] The second weight refers to the weighting coefficient assigned to the second acquired signal, which is used to indicate the importance of the second acquired signal in the weighted summation.

[0256] In some embodiments, a first weight and a second weight can be set according to actual conditions. For example, the weights can be determined based on factors such as signal quality and real-time performance. Typically, the first weight and the second weight are values ​​between 0 and 1, and the sum of the first weight and the second weight equals 1.

[0257] In some embodiments, when both the first acquisition signal and the second acquisition signal are valid signals, the first acquisition signal and the second acquisition signal are weighted and summed respectively based on the first weight and the second weight to obtain a weighted summed signal. Based on the pre-calibrated correspondence, the theoretical pedal stroke corresponding to the weighted summed signal is taken as the braking stroke.

[0258] In some embodiments of this specification, by introducing a redundant design using a weighted summation method, even if the data from one of the first sensors fluctuates slightly or becomes abnormal, the data from the other first sensor can still play a corrective role, ensuring the stability and reliability of the system.

[0259] In some embodiments, the first weight is related to the deviation between the second signal and the first acquired signal, and the second weight is related to the deviation between the second signal and the second acquired signal.

[0260] In some embodiments, when both the first acquisition signal and the second acquisition signal are valid signals, the first weight is related to the first deviation, and the second weight is related to the second deviation.

[0261] In some embodiments, the smaller the deviation, the closer the data from the first sensor is to the ideal value, and the higher the weight should be; conversely, the larger the deviation, the further the data from the first sensor deviates from the ideal value, and the lower the weight should be.

[0262] In some embodiments of this specification, more accurate signal processing is achieved by dynamically adjusting the weights based on the characteristics and reliability of the first and second preset sensors. In this case, adjusting the weights based on the deviation can better reflect the driver's true intentions.

[0263] In some embodiments, when the first signal is a single signal...

[0264] Determining the braking stroke based on at least one first signal includes:

[0265] The first signal is used as the braking stroke.

[0266] In some embodiments, when the first signal is a single signal, the theoretical pedal travel corresponding to the first signal is taken as the braking travel based on a pre-calibrated correspondence.

[0267] In some embodiments, the method further includes:

[0268] If the second signal and at least one of the first signals are both abnormal signals, then the brake pedal is determined to be faulty, and the vehicle is controlled to perform emergency redundant braking.

[0269] In some embodiments of this specification, by determining that both the second signal and at least one first signal are abnormal signals, emergency redundant braking is immediately initiated, which can reduce the vehicle speed to a safe level in the shortest possible time, reduce the risk of accidents, and protect the safety of the driver and other objects on the road.

[0270] In some embodiments of this specification, by introducing deviations, abnormal data can be detected and eliminated in a timely manner, avoiding the situation where the entire system misjudges due to the failure of a single sensor, thereby improving the reliability and safety of the system; when the information provided by two sensors is inconsistent, it helps to quickly identify potential problems, such as mechanical failures, sensor errors, etc., so that measures can be taken as early as possible for maintenance or repair.

[0271] It should be noted that the above description of the process is for illustrative purposes only and does not limit the scope of this specification. Those skilled in the art can make various modifications and changes to the process under the guidance of this specification. However, these modifications and changes remain within the scope of this specification.

[0272] For ease of explanation, the following description uses the first signal as the target angle signal and the second signal as the pressure signal as an example.

[0273] Figure 4 This is an exemplary flowchart illustrating the acquisition of a target angle signal according to some embodiments of this specification.

[0274] In some embodiments, at least two first sensors include a first angle sensor and a second angle sensor.

[0275] At least one target angle signal of the brake pedal is obtained through at least two first sensors, including:

[0276] Based on the first angle signal acquired by the first angle sensor and the second angle signal acquired by the second angle sensor, at least one target angle signal is determined.

[0277] In some embodiments, the first controller may be communicatively connected to the first angle sensor and the second angle sensor to acquire the first angle signal and the second angle signal collected by the first angle sensor and the second angle sensor in real time and periodically (e.g., every 0.1 seconds, 0.2 seconds, etc.).

[0278] In some embodiments, the first controller may determine whether two angle signals are consistent or similar in order to determine whether the braking intentions reflected by the two angle signals are the same, thereby determining at least one target angle signal.

[0279] In some embodiments, process 400 may be executed based on a first controller. For example... Figure 4 As shown, process 400 includes the following steps.

[0280] Step 410: Calculate the difference between the first angle signal and the second angle signal.

[0281] Step 420: Based on the relationship between the difference and the preset difference range, determine at least one target angle signal.

[0282] The preset difference range is a critical condition for determining the magnitude of the difference between the first angle signal and the second angle signal. The preset difference range can be determined based on experiments or experience.

[0283] In some embodiments, the difference between the first angle signal and the second angle signal is the absolute value of the result of subtracting the second angle signal from the first angle signal.

[0284] In some embodiments, determining the target angle signal based on the relationship between the difference and a preset difference range includes:

[0285] If the difference is within the preset difference range, the first angle signal, or the second angle signal, or the statistical value (e.g., the average value) of the first angle signal and the second angle signal will be used as the target angle signal.

[0286] In some embodiments, if the difference between the first angle signal and the second angle signal is within a preset difference range (i.e., the braking intentions corresponding to the two are similar), one of the signals can be selected as the target angle signal.

[0287] In some embodiments, the first controller may take the average of the first angle signal and the second angle signal as the target angle signal. This reduces the impact of single sensor error and provides a smoother and more stable output signal. For example, if the first angle signal is 30 degrees and the second angle signal is 32 degrees, then the target angle signal is 31 degrees.

[0288] In some embodiments, under certain circumstances, the first controller may weight the two angle signals based on the sensor's historical performance or other factors to calculate a weighted average as the target angle signal, thereby further improving the accuracy and reliability of the signal.

[0289] In some embodiments, determining the target angle signal based on the relationship between the difference and a preset difference range includes:

[0290] If the difference is not within the preset difference range, the first angle signal and the second angle signal will be used as the target angle signal.

[0291] In some embodiments of this specification, a dual control unit design is employed, separating the tasks of initial signal acquisition and processing from the task of subsequent braking intent recognition. This improves the efficiency of sensor signal acquisition and processing while ensuring full utilization of processor resources. Since the first controller and the two angle sensors are centrally located on the brake pedal, the auxiliary control unit only needs to send the acquired, processed, and arbitrated effective angle signal to the system control unit, simplifying the structure and reducing wiring costs. Integrating the system's required redundant safety design and arbitration mechanism into the second controller increases the integration of the control system and reduces costs.

[0292] Figure 5 This is an exemplary schematic diagram of yet another braking control method according to some embodiments of this specification.

[0293] In practical implementation, when the driver presses the brake pedal, the first angle sensor and the second angle sensor detect the rotation angle of the pedal arm and generate angle signals, while the pressure sensor detects the pressure applied to the brake pedal and generates pressure signals. For example... Figure 5 As shown, the braking control method includes:

[0294] Step 1: The first controller acquires the angle signals from the first angle sensor and the second angle sensor.

[0295] For example, Sa, the first controller acquires the output signals of the first angle sensor and the second angle sensor; Sb, calculates the first angle signal and the second angle signal based on the output signals.

[0296] Step 2: The first controller performs preliminary arbitration on the first angle signal and the second angle signal. For example, the first controller determines whether the difference between the first angle signal and the second angle signal is within a preset difference range, that is, whether the braking intentions corresponding to the first angle signal and the second angle signal are similar, and sends the corresponding angle signal to the second controller based on the determination result. Specifically:

[0297] Sc: Determine whether the difference between the first angle signal and the second angle signal is within the preset difference range: If the difference is within the preset difference range, proceed to step S02; if the difference is not within the preset difference range, proceed to step S03.

[0298] Sd: The first angle signal and the second angle signal, or the average of the two, are used as the target angle signal and sent to the second controller. At this time, it is determined that the braking intentions corresponding to the first angle signal and the second angle signal are similar.

[0299] Se: The first angle signal and the second angle signal are used as the target angle signal and sent to the second controller. At this time, it is determined that at least one angle signal is abnormal.

[0300] Figure 6 This is an exemplary schematic diagram of yet another braking control method according to some embodiments of this specification.

[0301] like Figure 6 As shown, the braking control method includes:

[0302] Step 1: The second controller acquires the pressure signal from the pressure sensor. For example, S01, the second controller acquires the output signal from the pressure sensor; S02, the pressure signal is calculated based on the output signal.

[0303] Step 2: The second controller performs comprehensive arbitration on at least one target angle signal and pressure signal. Upon receiving at least one target angle signal output from the first controller, the second controller compares the at least one target angle signal with the pressure signal, comprehensively determines the valid signal, and uses it as the braking distance of the electronic brake pedal to identify the driver's braking intention. Specifically:

[0304] S11: Receive at least one target angle signal from the first controller.

[0305] Determine the number of target angle signals. For example, in S12, determine whether there is only one target angle signal: if the number of target angle signals is equal to 1, then execute step S16; if the number of target angle signals is greater than 1, then execute step S13.

[0306] S13: Determine whether the deviation between the pressure signal and one of the angle signals is within a first preset range: if yes, determine that the pressure signal and the corresponding first angle signal or second angle signal are valid, and execute step S14; if no, execute step S15.

[0307] S14: Determine the brake travel signal of the electronic brake pedal based on the corresponding angle signal to identify the driver's braking intention.

[0308] S15: If the electronic brake pedal is deemed to be malfunctioning and unable to recognize the driver's braking intention, an emergency redundant braking scheme is initiated. The emergency redundant braking scheme may be redundant mechanical braking, intelligent driver assistance systems, a backup brake switch, or other forms; this invention does not limit the specific implementation.

[0309] S16: Determine whether the deviation between the pressure signal and the target angle signal is within the first preset range: If the deviation is within the first preset range, then determine that both the pressure signal and the target angle signal are valid signals, and execute step S17; if the deviation is not within the first preset range, then execute step S18.

[0310] S17: Based on the target angle signal, determine the braking travel signal of the electronic brake pedal to identify the driver's braking intention.

[0311] Determine whether the pressure signal and the target angle signal meet the preset conditions, namely S18: the second braking intention corresponding to the pressure signal is greater than the first braking intention corresponding to the target angle signal, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within a second preset range. If the conditions are met, it is determined that the pedal mechanism is faulty or the driver is performing emergency braking, the pressure signal is valid, and step S19 is executed. If the conditions are not met, it is determined that the pressure signal is an abnormal signal, the target angle signal is valid, and step S17 is executed.

[0312] S19: Use pressure signals as force signals for the electronic brake pedal to identify the driver's braking intention.

[0313] Step 3: If the electronic brake pedal is determined to be faulty, step S15 is executed. If the driver's braking intention cannot be identified, an emergency redundant braking scheme is adopted. If a valid signal is determined to exist, step S21 is executed to send the target braking force to the brake actuator.

[0314] S20: Based on the driver's braking intention, send the target braking force to the brake actuator, and the brake actuator applies the corresponding braking force to the wheels.

[0315] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0316] Figure 7 This is a schematic diagram of the structure of an electronic device according to some embodiments of this specification. For example... Figure 7 As shown, the electronic device 700 may include a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input / output (I / O) component 704, and a communication component 705. In this embodiment, the electronic device 700 may be a device for implementing the braking control method provided in this embodiment.

[0317] The processor 701 controls the overall operation of the electronic device 700 to complete all or part of the steps in the aforementioned braking control method. The memory 702 stores various types of data to support the operation of the electronic device 700. This data may include, for example, instructions for any application or method operating on the electronic device 700, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 703 may include a screen and audio components. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 702 or transmitted via communication component 705. The audio component also includes at least one speaker for outputting audio signals. I / O component 704 provides an interface between processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, Narrow Band Internet of Things (NB-IoT), Enhanced Machine Type Communication (eMTC), or other 5G technologies, or combinations thereof, without limitation. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0318] In an exemplary embodiment, the electronic device 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the braking control method described above.

[0319] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implements the steps of the braking control method described above. For example, the computer-readable storage medium may be the memory 702 including program instructions described above, which may be executed by the processor 701 of the electronic device 700 to implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of this application;

[0320] Alternatively, when the instructions are executed by a computer, they may be used to implement or execute the methods, steps, and logic diagrams disclosed in the embodiments of this application.

[0321] This application also provides a vehicle equipped with the electronic equipment, braking control system, or brake pedal provided in any of the above embodiments, wherein the electronic equipment is used to execute the braking control method provided in any of the above embodiments. The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this specification does not specifically limit it.

[0322] In one embodiment, the vehicle can be configured for fully or partially autonomous driving. For example, the vehicle can control itself while in autonomous driving mode, and can determine the current state of the vehicle and its surrounding environment through human intervention, determine the possible behaviors of at least one other vehicle in the surrounding environment, and determine the confidence level corresponding to the probability of that other vehicle performing a possible behavior, and control the vehicle based on the determined information. When the vehicle is in autonomous driving mode, it can be configured to operate without human interaction.

[0323] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0324] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0325] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and the parts not described in detail in a certain embodiment can be referred to the relevant embodiments of other embodiments, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A braking control method, characterized in that, The method includes: At least one first signal of the brake pedal is obtained through at least two first sensors, and a second signal of the brake pedal is obtained through a second sensor; The braking stroke of the brake pedal is determined based on the at least one first signal and the second signal.

2. The method according to claim 1, characterized in that, The at least two first sensors include a first preset sensor and a second preset sensor. The acquisition of at least one first signal from the brake pedal via at least two first sensors includes: Based on the first acquisition signal acquired by the first preset sensor and the second acquisition signal acquired by the second preset sensor, at least one first signal is determined.

3. The method according to claim 2, characterized in that, The determination of at least one first signal based on the first acquisition signal acquired by the first preset sensor and the second acquisition signal acquired by the second preset sensor includes: Calculate the difference between the first acquired signal and the second acquired signal; Based on the relationship between the difference and the preset difference range, the at least one first signal is determined.

4. The method according to claim 3, characterized in that, Determining the at least one first signal based on the relationship between the difference and a preset difference range includes: If the difference is within the preset difference range, the first acquisition signal, or the second acquisition signal, or the statistical value of the first acquisition signal and the second acquisition signal, shall be used as the first signal.

5. The method according to claim 3, characterized in that, Determining the at least one first signal based on the relationship between the difference and a preset difference range includes: If the difference is not within the preset difference range, the first acquisition signal and the second acquisition signal are used as the first signal.

6. The method according to claim 1, characterized in that, Determining the braking travel of the brake pedal based on the at least one first signal and the second signal includes: Based on the second signal and the at least one first signal, a valid signal is determined to determine the braking stroke.

7. The method according to claim 6, characterized in that, The determination of a valid signal based on the second signal and the at least one first signal includes: The effective signal is determined based on the deviation between the second signal and each of the first signals.

8. The method according to claim 7, characterized in that, The step of determining the valid signal based on the deviation between the second signal and each of the first signals includes: If the deviation exists within a first preset range, then both the second signal and the first signal corresponding to the deviation are determined to be valid signals.

9. The method according to claim 7, characterized in that, When the first signal is an angle signal Determining the valid signal based on the deviation between the second signal and the first signal includes: If the deviation is not within the first preset range, then the second signal or the first signal shall be used as the valid signal.

10. The method according to claim 9, characterized in that, The step of using the second signal or the first signal as the valid signal includes: Based on the second signal, the first signal, and the preset conditions, the second signal or the first signal is taken as the valid signal.

11. The method according to claim 10, characterized in that, The step of using the second signal, the first signal, and a preset condition as the valid signal includes: If the second braking intention corresponding to the second signal is greater than the first braking intention corresponding to the first signal, and the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is within a second preset range, then the second signal is taken as the valid signal.

12. The method according to claim 10, characterized in that, The step of using the second signal, the first signal, and a preset condition as the valid signal includes: If the second braking intention corresponding to the second signal is less than or equal to the first braking intention corresponding to the first signal, or if the difference between the growth rate of the second braking intention and the growth rate of the first braking intention is not within a second preset range, the first signal is taken as the valid signal.

13. The method according to claim 7, characterized in that, When the first signal includes the first acquisition signal and the second acquisition signal. The method further includes: If the deviation does not exist within the first preset range, then the second signal and the at least one first signal are determined to be abnormal signals.

14. The method according to claim 1, characterized in that, The method further includes: If both the second signal and the at least one first signal are valid signals, the braking stroke is determined based on the at least one first signal.

15. The method according to claim 14, characterized in that, In the case where the at least one first signal includes a first acquisition signal and a second acquisition signal, Determining the braking stroke based on the at least one first signal includes: The braking stroke is determined based on the first acquisition signal and / or the second acquisition signal.

16. The method according to claim 15, characterized in that, Determining the braking stroke based on the first acquired signal and / or the second acquired signal includes: Based on the first weight and the second weight, the first acquisition signal and the second acquisition signal are weighted and summed respectively to obtain the weighted summed acquisition signal to determine the braking stroke.

17. The method according to claim 16, characterized in that, The first weight is related to the deviation between the second signal and the first acquired signal, and the second weight is related to the deviation between the second signal and the second acquired signal.

18. The method according to claim 14, characterized in that, When the first signal is a single signal... Determining the braking stroke based on the at least one first signal includes: The braking stroke is determined based on the first signal.

19. The method according to any one of claims 1-18, characterized in that, The method further includes: If both the second signal and the at least one first signal are abnormal signals, then the brake pedal is determined to be faulty, and the vehicle is controlled to perform emergency redundant braking.

20. The method according to any one of claims 1-18, characterized in that, The first sensor is an angle sensor, and the second sensor is a pressure sensor. Correspondingly, the first signal is an angle signal, and the second signal is a pressure signal.

21. The method according to claim 20, characterized in that, The at least one first sensor is used to sense the angle through which the pedal arm rotates and generate an angle signal.

22. The method according to claim 21, characterized in that, The at least one first sensor is mounted on the pedal arm or a structure linked to the pedal arm.

23. The method according to claim 22, characterized in that, The at least one first sensor is mounted at the pivot point between the pedal arm and the mounting base.

24. The method according to claim 23, characterized in that, One end of the pedal arm is pivotally connected to the mounting base via a first connecting shaft, and the at least one first sensor is mounted on the same end of the first connecting shaft.

25. The method according to claim 23, characterized in that, One end of the pedal arm is pivotally connected to the mounting base via a first connecting shaft, and at least one first sensor is mounted at both ends of the first connecting shaft.

26. The method according to claim 20, characterized in that, The second sensor is used to collect the force of stepping on the pedal pad or the force fed back by the pedal simulator.

27. The method according to claim 26, characterized in that, The second sensor is located inside the pedal pad of the brake pedal or inside the pedal feel simulator.

28. A braking control system, characterized in that, The braking control method according to any one of claims 1-27, the system comprising at least two first sensors, a second sensor, a first controller, and a second controller, wherein: The first controller is communicatively connected to the at least two first sensors and the second controller, respectively, and the first controller is used for: At least one first signal from the brake pedal is obtained through the at least two first sensors and sent to the second controller; The second controller is also communicatively connected to the second sensor, and the second controller is used for: The at least one first signal is obtained through the first controller, and the second signal of the brake pedal is obtained through the second sensor; The braking stroke of the brake pedal is determined based on the at least one first signal and the second signal.

29. A brake pedal, characterized in that, The brake pedal includes: pedal mat; A pedal arm, one end of which is connected to the pedal pad, and the other end of which is pivotally connected to the mounting base. The pedal arm swings around the pivoting position. At least two first sensors and a second sensor are installed on the brake pedal, and the signals collected by the at least two first sensors and the second sensor are used to determine the braking stroke of the brake pedal.

30. The brake pedal according to claim 29, characterized in that, It also includes a push rod, one end of which is pivotally connected to one end of the pedal arm.

31. The brake pedal according to claim 30, characterized in that, It also includes a pedal feel simulator, which is connected to the other end of the push rod.

32. A computer program product, characterized in that, The computer program product stores instructions that, when executed by a computer, cause the computer to perform the braking control method according to any one of claims 1 to 27.

33. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the braking control method according to any one of claims 1 to 27.

34. A vehicle, characterized in that, This includes the electronic device of claim 33, the braking control system of claim 28, or the brake pedal of any one of claims 29 to 31.

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