A dual-redundant brake pedal signal processing method, electronic equipment, and vehicle

Abstract

This invention discloses a dual-redundant brake pedal signal processing method, electronic device, and vehicle, belonging to the field of vehicle technology. The method includes: performing a reliability assessment on the brake pedal signal, which includes a first brake pedal signal and a second brake pedal signal; if both the first and second brake pedal signals are valid, performing a consistency check on the first and second brake pedal signals; and determining the output pressure based on the reliability assessment result and the consistency check result. This invention, by performing reliability assessment and consistency check on the dual brake pedal signals and outputting pressure based on the reliability assessment result and the consistency check result, can effectively avoid false braking.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, specifically relating to a dual-redundant brake pedal signal processing method, electronic equipment, and vehicle. Background Technology

[0002] In intelligent braking vehicles, the brake pedal typically employs a dual-redundant travel sensor design to meet functional safety requirements. However, existing technologies often use a simple averaging algorithm. When one signal fails, directly averaging the two signals can distort braking demand, potentially leading to false braking or insufficient braking force. Summary of the Invention

[0003] One object of the present invention is to provide a dual-redundant brake pedal signal processing method, electronic device and vehicle, which can solve the above-mentioned technical problems in the prior art.

[0004] According to a first aspect of the present invention, a dual-redundant brake pedal signal processing method is provided, comprising:

[0005] A reliability assessment is performed on the brake pedal signal, which includes a first brake pedal signal and a second brake pedal signal.

[0006] If both the first brake pedal signal and the second brake pedal signal are valid, perform a consistency check on the first brake pedal signal and the second brake pedal signal;

[0007] The output pressure is determined based on the credibility assessment results and the consistency verification results.

[0008] Optionally, the confidence assessment of the brake pedal signal includes:

[0009] Determine whether the brake pedal signal is within a preset valid range;

[0010] If the brake pedal signal is not within the preset valid range, the brake pedal signal is determined to be invalid.

[0011] If the brake pedal signal is within the preset effective range, calculate the change in travel between the current cycle and the previous cycle;

[0012] If the current travel exceeds the trigger threshold, and the amount of travel change is less than the minimum change, the stabilization timer is incremented. After the stabilization timer exceeds the stabilization threshold, the brake pedal signal is marked as reliable.

[0013] If the change in travel is greater than the maximum change, the jitter counter is incremented. Once the jitter count exceeds the jitter threshold, the brake pedal signal is marked as unreliable.

[0014] Optionally, the consistency check of the first brake pedal signal and the second brake pedal signal includes:

[0015] Calculate the absolute deviation value based on the first brake pedal signal and the second brake pedal signal;

[0016] If the absolute deviation value exceeds a first threshold, it is determined that the first brake pedal signal and the second brake pedal signal are inconsistent.

[0017] If the absolute deviation value does not exceed the first threshold, it is determined that the first brake pedal signal and the second brake pedal signal are consistent.

[0018] Optionally, determining the output pressure based on the credibility assessment results and consistency verification results includes:

[0019] When the first brake pedal signal and the second brake pedal signal are the same, calculate the average value of the pedal travel corresponding to the first brake pedal signal and the pedal travel corresponding to the second brake pedal signal;

[0020] If the average stroke value exceeds the second threshold, the output pressure is determined by nonlinear lookup table based on the average stroke value;

[0021] If the average stroke value does not exceed the second threshold, the output pressure is determined to be zero.

[0022] Optionally, the method further includes:

[0023] If both the first brake pedal signal and the second brake pedal signal are invalid, the output pressure is determined to be zero.

[0024] Optionally, determining the output pressure based on the credibility assessment results and consistency verification results includes:

[0025] In the case where the first brake pedal signal and the second brake pedal signal are inconsistent, or in the case where only one of the first brake pedal signal and the second brake pedal signal is valid, a target signal with higher reliability is determined from the first brake pedal signal and the second brake pedal signal.

[0026] The target travel distance is determined based on the target signal and the preset degradation coefficient;

[0027] The output pressure is determined by nonlinear lookup table based on the target stroke.

[0028] Optionally, the input and output relationship of the nonlinear lookup table is: the pressure growth rate in the low stroke range is higher than the pressure growth rate in the high stroke range.

[0029] Optionally, the preset degradation coefficient is a calibrable parameter between 0.6 and 0.8.

[0030] According to a second aspect of the present invention, an electronic device is provided, including a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of a dual-redundant brake pedal signal processing method as described in the first aspect of the present invention.

[0031] According to a third aspect of the present invention, a vehicle is provided, including an electronic device as described in the second aspect of the present invention.

[0032] The beneficial effects of the present invention are as follows: by performing reliability assessment and consistency verification on the dual-path brake pedal signals, and outputting pressure based on the reliability assessment results and consistency verification results, the present invention can effectively avoid false braking. Attached Figure Description

[0033] Figure 1 This is a flowchart of a dual-redundant brake pedal signal processing method according to an embodiment of the present invention. Detailed Implementation

[0034] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0035] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0036] Techniques, methods, and apparatus known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and apparatus should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0037] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0038] In the specification of this invention, the terms "first" and "second" may explicitly or implicitly include one or more of the same feature. In the description of this invention, unless otherwise stated, "multiple" means two or more. Furthermore, in the specification, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0039] In intelligent braking vehicles, brake pedals typically employ a dual-redundant travel sensor design to meet functional safety requirements. However, existing technologies have the following drawbacks: (1) Simple averaging algorithms are risky. When one signal fails (e.g., stuck or drifting), directly taking the average of the two signals can lead to distorted braking demand, potentially causing false braking or insufficient braking force; (2) Static threshold judgment is insufficient. Signal consistency is judged solely by a fixed deviation threshold, which cannot identify abnormal fluctuations under dynamic conditions (e.g., high-frequency jitter or slow drift); (3) There is no state perception mechanism. The distinction between "stable pressing" and "transition process" is not made, and the pedal is easily misjudged as a fault during rapid changes; (4) The degradation strategy is crude. When a single signal fails, the degradation is directly reduced proportionally without combining the dynamic characteristics of the signal for intelligent switching.

[0040] like Figure 1 As shown in the figure, this embodiment introduces a dual-redundant brake pedal signal processing method, including steps 1100-1300.

[0041] Step 1100: Perform a reliability assessment on the brake pedal signal, which includes a first brake pedal signal and a second brake pedal signal.

[0042] The brake pedal signal comes from a travel sensor mounted on the brake pedal and characterizes the distance the driver has traveled while pressing the brake pedal, typically expressed as a percentage. The brake pedal signal serves as the raw input for generating the braking demand pressure, reflecting the driver's braking intention.

[0043] The brake pedal employs a dual-redundant travel sensor, which outputs a first brake pedal signal and a second brake pedal signal, respectively, which are acquired in real time through two independent sensor channels. The first and second brake pedal signals refer to two redundant and independent sensor signals, serving as backups for each other to meet functional safety requirements and improve system reliability.

[0044] Credibility is the judgment of whether a single signal is genuine, stable, and free of anomalies. Credibility assessment dimensions include whether the signal is within its effective range, whether high-frequency jitter exists, and whether it is stable over a long period. Credibility is used to determine whether the signal can be subsequently used or whether it needs to be downgraded.

[0045] Step 1200: If both the first brake pedal signal and the second brake pedal signal are valid, perform a consistency check on the first brake pedal signal and the second brake pedal signal.

[0046] If the first brake pedal signal and the second brake pedal signal are identical, it indicates that the difference between them is very small. Even when both redundant sensors are working normally and the overall measured values ​​are consistent, there may still be slight differences between the two signals. These differences are usually caused by factors such as the inherent accuracy of the sensors, sensor installation tolerances, signal sampling errors, and inconsistent effects of environmental factors on the two sensors.

[0047] If the first brake pedal signal and the second brake pedal signal are inconsistent, it indicates that there is a large difference between them, which may be caused by factors such as single-channel sensor failure, electromagnetic interference, or fluctuations in sensor power supply.

[0048] Specifically, step 1200 includes: calculating an absolute deviation value based on the first brake pedal signal and the second brake pedal signal; determining that the first brake pedal signal and the second brake pedal signal are inconsistent if the absolute deviation value exceeds a first threshold; and determining that the first brake pedal signal and the second brake pedal signal are consistent if the absolute deviation value does not exceed the first threshold.

[0049] The absolute deviation value is the absolute value of the difference between the pedal travel corresponding to the first brake pedal signal and the pedal travel corresponding to the second brake pedal signal.

[0050] ;

[0051] in, This is the absolute deviation value. This refers to the pedal travel corresponding to the first brake pedal signal. This refers to the pedal travel corresponding to the second brake pedal signal.

[0052] The first threshold is a calibrable parameter that can be adjusted according to vehicle model, sensor characteristics, etc. For example, the first threshold can be set to 3% or other values.

[0053] In one example, the pedal travel corresponding to the first brake pedal signal is 25%, and the pedal travel corresponding to the second brake pedal signal is 26.5%. The calculated absolute deviation value is 1.5%, which is less than the first threshold of 3%. Therefore, it is determined that the first brake pedal signal and the second brake pedal signal are consistent.

[0054] In another example, the pedal travel corresponding to the first brake pedal signal is 25%, and the pedal travel corresponding to the second brake pedal signal is 60%. The calculated absolute deviation value is 35%, which is greater than the first threshold of 3%. Therefore, it is determined that the first brake pedal signal and the second brake pedal signal are inconsistent.

[0055] Step 1300: Determine the output pressure based on the credibility assessment results and consistency verification results.

[0056] Specifically, step 1300 includes steps 1310-1330.

[0057] Step 1310: When the first brake pedal signal and the second brake pedal signal are the same, calculate the average travel value of the pedal travel corresponding to the first brake pedal signal and the pedal travel corresponding to the second brake pedal signal.

[0058] Since each sensor may have independent random errors, averaging the two signals effectively improves accuracy while retaining the reliability advantage of dual-channel redundancy. This method is only used when both signals are consistent, preventing fault signals from contaminating the average value. The average travel value is:

[0059] ;

[0060] in, This represents the average distance traveled.

[0061] Step 1320: If the average stroke value exceeds the second threshold, determine the output pressure based on the average stroke value through a non-linear lookup table.

[0062] During vehicle operation, the brake pedal may experience a small travel of 0.5% due to various factors such as road bumps, slight movement of the driver's foot, or sensor noise. If these small signals are not judged by a second threshold, they may be misinterpreted as braking demand, leading to frequent slight braking of the vehicle, which affects smoothness and increases energy consumption.

[0063] The second threshold is usually a small percentage value, such as 2%, but it can also be set to other values ​​depending on the actual situation. For example, some brake pedals are designed with a certain amount of free travel in the initial stage. At this time, although the driver presses the pedal, he does not actually expect to brake. The second threshold can be set according to the actual situation of the brake pedal.

[0064] The second threshold is a safe and comfortable protective barrier that filters out meaningless, minute signals before braking activation, ensuring that braking force is only generated by explicit driver input that exceeds the minimum travel distance. This value can be flexibly calibrated based on vehicle model, pedal travel, and sensor noise levels.

[0065] Nonlinear lookup table is a method that maps input (pedal travel) to output (brake pressure), where the ratio of input change to output change is not constant, but is achieved through a predefined discrete table.

[0066] For example, preset pedal travel percentages include 0, 5, 10, 20, 30, 50, 70, and 100%, with corresponding pressures set for each percentage: 0, 1.5, 4, 9, 13, 17, 19, and 20%. When the input pedal travel matches the preset percentage, the corresponding pressure is output directly. When the input pedal travel falls between two preset adjacent pedal travel percentages, the pressure can be calculated through interpolation.

[0067] The input and output relationship of the nonlinear lookup table is: the pressure growth rate in the low stroke range is higher than the pressure growth rate in the high stroke range.

[0068] The pedal travel is 0-100%, with the low travel range defined as 0-30% and the high travel range defined as 30%-100%.

[0069] Within the low travel range, the pressure increase rate is relatively high. If the driver presses the pedal slightly more, the braking force can be significantly increased. It is highly sensitive and easy to control the vehicle speed delicately, such as following other vehicles or coasting to a stop.

[0070] Within the high-stroke range, the pressure increase rate is low and the pressure increase is gradual, which avoids excessively rapid increase in braking force during emergency braking, which could lead to tire lock-up or severe nose-dive, and also conforms to the habits of most drivers.

[0071] Step 1330: If the average stroke value does not exceed the second threshold, determine that the output pressure is zero.

[0072] If the average travel value does not exceed the second threshold, it means that the current pedal travel does not reflect the driver's actual braking intention, and the output pressure is zero.

[0073] This invention effectively avoids accidental braking by performing reliability assessment and consistency verification on dual-path brake pedal signals and outputting pressure based on the reliability assessment and consistency verification results.

[0074] In this embodiment, when both the first brake pedal signal and the second brake pedal signal are invalid, the output pressure is determined to be zero.

[0075] When both signals are invalid, the system cannot know the driver's true braking intention. If it rashly outputs a non-zero pressure, it may cause the braking force to go out of control and cause safety problems.

[0076] For example, during vehicle operation, if the power supply to both sensors is interrupted simultaneously due to a blown fuse or a common cause fault (such as a loose wiring harness connector), the output of both sensors will be zero, and the corresponding signal values ​​will be interpreted as invalid.

[0077] In this embodiment, step 1100 includes steps 1110-1160.

[0078] Step 1110: Determine whether the brake pedal signal is within a preset valid range.

[0079] The preset effective range can be 0-100%, which is used to filter out physically impossible values ​​caused by hardware failures (open circuit, short circuit, abnormal power supply, etc.), such as -5%, 120%, etc.

[0080] Step 1120: If the brake pedal signal is not within the preset valid range, determine that the brake pedal signal is invalid.

[0081] Invalid brake pedal signals will not be used for subsequent consistency checks and pressure generation. Values ​​outside the valid range do not reflect the actual pedal travel and must be discarded.

[0082] Step 1130: If the brake pedal signal is within the preset effective range, calculate the change in travel between the current cycle and the previous cycle.

[0083] A cycle is typically 10ms, but this is determined based on specific circumstances. The change in travel is used to quantify the intensity of the brake pedal movement, providing a basis for subsequent stability assessments.

[0084] Step 1140: If the current travel exceeds the trigger threshold, and the travel change is less than the minimum change, increment the stabilization timer. After the stabilization timer exceeds the stabilization threshold, mark the brake pedal signal as reliable.

[0085] When the pedal is not depressed, factors such as sensor noise and minor vibrations can cause the travel variation to fluctuate greatly. If this variation is not differentiated and vibration is detected directly, normal noise can easily be misinterpreted as vibration, thus incorrectly labeling the signal as unreliable. Using a trigger threshold can avoid misjudgments near the zero position.

[0086] During the braking preparation phase, such as when the pedal travel is within 2%-20% (light touch, no travel, foot on the pedal, etc.), the driver does not yet have a clear expectation of deceleration, and the system should not perform a stability evaluation. The trigger threshold can be used to distinguish between braking preparation and active braking.

[0087] When the pedal travel is below the trigger threshold, the system skips the complex dynamic stability analysis and only retains the basic validity check, which can effectively reduce the amount of computation.

[0088] The trigger threshold is a pedal travel limit. Only when the pedal travel exceeds this threshold will the system enter dynamic stability analysis, i.e., determine whether the signal is stable or fluctuating abnormally. The trigger threshold can be calibrated according to the actual vehicle model; for example, it can be calibrated to 20%.

[0089] When the change in pedal travel is less than the minimum change, it indicates that the pedal remains almost still, drifting very slowly or remaining stationary within adjacent cycles, which is considered a stable holding state. For example, the minimum change can be calibrated as 0.05%, meaning that when the change in pedal travel within a single cycle is less than 0.05%, the pedal is considered to be in a stable holding state.

[0090] In a stable state, the stabilization timer is incremented, and the stabilization timer is started. Each time the above conditions are met, the timer is incremented by 1. For example, it is incremented by 1 every 10ms, which means that the stabilization time increments by 10ms.

[0091] The stabilization threshold is a preset time length, such as 500ms, corresponding to 50 accumulations, or 50 cycles. If the stabilization time exceeds this threshold, the brake pedal signal is marked as reliable, indicating that the brake pedal signal is not only effective but has also stabilized for a period of time, demonstrating that the brake pedal signal can truly reflect the driver's intention to maintain the pedal position.

[0092] If the change in travel exceeds the minimum change, then reset the stabilization timer and stop timing.

[0093] For example, after the driver depresses the brake pedal, the pedal travel slowly increases from 0 to 45%. The driver then keeps the pedal position unchanged, and the pedal travel remains between 45% and 45.05%, with the change in travel less than the minimum change, at which point a stable timing period begins. If the stable timing exceeds a timing threshold of 500ms, the stability condition is met, and the brake pedal signal is considered reliable.

[0094] Step 1150: If the change in travel is greater than the maximum change, increment the jitter counter. After the jitter count exceeds the jitter threshold, mark the brake pedal signal as unreliable.

[0095] The maximum change is a threshold much higher than the speed of human foot operation, and can only be reached under conditions of high-frequency abnormal fluctuations, such as electromagnetic interference or signal jumps. For example, the maximum change can be set at 20%, meaning that if the change in pedal travel within a single cycle exceeds 20%, it is considered to be in an abnormal state.

[0096] Under high-frequency fluctuations, the pedal travel will drastically change back and forth within a very short period of time, with large changes in travel between adjacent cycles and alternating directions. However, under normal driving conditions, even if the driver quickly depresses the brake pedal, the change in travel will not repeatedly change abruptly between positive and negative values ​​within adjacent cycles, but will change continuously in the positive direction.

[0097] When the change in travel exceeds the maximum change, the jitter counter is incremented. Each time this condition is met, the jitter counter is incremented by 1. Once the jitter count exceeds the jitter threshold, the brake pedal signal for that route is marked as unreliable, indicating that although the brake pedal signal is within the valid range, it exhibits high-frequency abnormal fluctuations and cannot accurately reflect the driver's intentions.

[0098] If it's just a single vibration, it might be intermittent noise. However, if there are multiple consecutive vibrations, it can be considered a high-frequency abnormal fluctuation, and the brake pedal signal for that circuit is deemed unreliable.

[0099] The jitter counter decrements after the stroke change is less than the maximum change.

[0100] For example, in an electromagnetic interference environment, if the pedal travel increases from 30% to 55% within one cycle, the change in travel is 25%, exceeding the maximum change, and the jitter count is incremented. Then, in the next cycle, if the travel decreases from 55% to 25%, the change in travel is 30%, exceeding the maximum change, and the jitter count is incremented again. At this point, the jitter count has exceeded the jitter threshold, and the brake pedal signal is determined to be unreliable.

[0101] This embodiment uses a jitter counter to accurately determine high-frequency jitter and prevent accidental braking.

[0102] In this embodiment, when the first brake pedal signal and the second brake pedal signal are inconsistent, or when only one of the first brake pedal signal and the second brake pedal signal is valid, a target signal with high reliability is determined from the first brake pedal signal and the second brake pedal signal; a target stroke is determined based on the target signal and a preset degradation coefficient; and the output pressure is determined based on the target stroke through a nonlinear lookup table.

[0103] If only one of the two brake pedal signals is valid, then that valid signal is used as the target signal. If both brake pedal signals are valid, but the two brake pedal signals are determined to be inconsistent, then the signal with higher reliability is selected as the target signal based on the reliability of the two brake pedal signals.

[0104] When a single signal is valid or two signals are inconsistent, the system cannot verify the accuracy of the signal. To improve security, the system proactively reduces the level of trust in the target signal by using a preset degradation factor to reduce output pressure. The preset degradation factor is a value less than 1, and is a calibrable parameter between 0.6 and 0.8, for example, it can be calibrated to 0.65.

[0105] Even if there are undetected drifts or deviations in the target signal, such as an actual travel of 30% but a sensor output of 50%, after downgrading to 32.5%, it can still output some braking force, but not so much as to cause danger. Conversely, if the signal is too low, such as an actual travel of 30% but a sensor output of 20%, after downgrading to 13%, the braking force is insufficient, but still better than a complete loss of braking force. Safety strategies tend to favor slightly less braking force rather than slightly more, because slightly less braking force can be compensated for by the driver continuing to press the pedal harder, while slightly more braking force may lead to unexpected sudden braking.

[0106] After obtaining the target stroke, the output pressure is determined by a non-linear lookup table method, which is the same as the non-linear lookup table method in the previous embodiment, and will not be repeated here.

[0107] In one example, the degradation factor is 0.65. The first brake pedal signal is marked as reliable, the second brake pedal signal is invalid, and the first brake pedal signal outputs a pedal travel of 30%. In this case, the first brake pedal signal is used as the target signal. The target travel is calculated to be 0.65 * 30% = 19.5% using the degradation factor, and the output pressure is then obtained by looking up a table.

[0108] In this embodiment, when both signals are valid but inconsistent or only one signal is valid, only the valid signal or the signal with high reliability is used. A conservative strategy is adopted by setting a degradation coefficient, which avoids complete loss of braking due to single-channel failure or inconsistency between the two channels, and also prevents excessive braking force caused by potential fault signals, thereby improving braking safety.

[0109] This embodiment introduces an electronic device, including a processor and a memory, wherein the memory stores programs or instructions that can run on the processor, and when the programs or instructions are executed by the processor, they implement the steps of a dual-redundant brake pedal signal processing method as described in any embodiment of the present invention.

[0110] This embodiment describes a vehicle that includes an electronic device as described in the above embodiments of the present invention.

[0111] While specific embodiments of the present invention have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the invention. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of the invention.

[0112] Those skilled in the art will recognize that the modules and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0113] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described apparatus and equipment can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0114] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or modules may be electrical, mechanical, or other forms.

[0115] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of the embodiments of the present invention, depending on actual needs.

[0116] In addition, the functional modules in the embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0117] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0118] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

[0119] It should be understood that the sequence numbers of the steps in the invention's content and embodiments do not absolutely imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention. The foregoing description of embodiments of this disclosure has been provided for illustrative and descriptive purposes. The foregoing description is not exhaustive and is not intended to limit this disclosure to the exact form disclosed. Various modifications and variations may exist based on the foregoing teachings, or various modifications and variations may be derived from the practice of this disclosure. These embodiments were chosen and described to illustrate the principles of this disclosure and its practical application, so that those skilled in the art can utilize this disclosure in various implementations and modifications suitable for the specific purpose of the concept.

Claims

1. A dual-redundant brake pedal signal processing method, characterized in that, include: A reliability assessment is performed on the brake pedal signal, which includes a first brake pedal signal and a second brake pedal signal. If both the first brake pedal signal and the second brake pedal signal are valid, perform a consistency check on the first brake pedal signal and the second brake pedal signal; The output pressure is determined based on the credibility assessment results and the consistency verification results.

2. The dual-redundant brake pedal signal processing method according to claim 1, characterized in that, The reliability assessment of the brake pedal signal includes: Determine whether the brake pedal signal is within a preset valid range; If the brake pedal signal is not within the preset valid range, the brake pedal signal is determined to be invalid. If the brake pedal signal is within the preset effective range, calculate the change in travel between the current cycle and the previous cycle; If the current travel exceeds the trigger threshold, and the amount of travel change is less than the minimum change, the stabilization timer is incremented. After the stabilization timer exceeds the stabilization threshold, the brake pedal signal is marked as reliable. If the change in travel is greater than the maximum change, the jitter counter is incremented. Once the jitter count exceeds the jitter threshold, the brake pedal signal is marked as unreliable.

3. The dual-redundant brake pedal signal processing method according to claim 1, characterized in that, The consistency check of the first brake pedal signal and the second brake pedal signal includes: Calculate the absolute deviation value based on the first brake pedal signal and the second brake pedal signal; If the absolute deviation value exceeds a first threshold, it is determined that the first brake pedal signal and the second brake pedal signal are inconsistent. If the absolute deviation value does not exceed the first threshold, it is determined that the first brake pedal signal and the second brake pedal signal are consistent.

4. The dual-redundant brake pedal signal processing method according to claim 1, characterized in that, The process of determining the output pressure based on the credibility assessment results and consistency verification results includes: When the first brake pedal signal and the second brake pedal signal are the same, calculate the average value of the pedal travel corresponding to the first brake pedal signal and the pedal travel corresponding to the second brake pedal signal; If the average stroke value exceeds the second threshold, the output pressure is determined by nonlinear lookup table based on the average stroke value; If the average stroke value does not exceed the second threshold, the output pressure is determined to be zero.

5. The dual-redundant brake pedal signal processing method according to claim 1, characterized in that, The method further includes: If both the first brake pedal signal and the second brake pedal signal are invalid, the output pressure is determined to be zero.

6. The dual-redundant brake pedal signal processing method according to claim 1, characterized in that, The process of determining the output pressure based on the credibility assessment results and consistency verification results includes: In the case where the first brake pedal signal and the second brake pedal signal are inconsistent, or in the case where only one of the first brake pedal signal and the second brake pedal signal is valid, a target signal with higher reliability is determined from the first brake pedal signal and the second brake pedal signal. The target travel distance is determined based on the target signal and the preset degradation coefficient; The output pressure is determined by nonlinear lookup table based on the target stroke.

7. A dual-redundant brake pedal signal processing method according to claim 4 or 6, characterized in that, The input and output relationship of the nonlinear lookup table is as follows: the pressure growth rate in the low stroke range is higher than the pressure growth rate in the high stroke range.

8. The dual-redundant brake pedal signal processing method according to claim 6, characterized in that, The preset degradation factor is a calibrable parameter between 0.6 and 0.

8.

9. An electronic device, characterized in that, It includes a processor and a memory, the memory storing programs or instructions that can run on the processor, the programs or instructions being executed by the processor to implement the steps of a dual-redundant brake pedal signal processing method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes an electronic device as described in claim 9.

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