Control method and apparatus, and vehicle

Abstract

A control method, a hydraulic braking system, a control apparatus, a vehicle, a computer-readable storage medium, a computer program product, and a chip. The control method comprises: acquiring a driving state of a vehicle, the driving state including an intelligent driving state or a manual driving state; and on the basis of the driving state, controlling a control force of a control mechanism of the vehicle, the control mechanism comprising one or more of a brake pedal, an accelerator pedal, and a steering wheel.

Description

Control methods, devices and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202410660855.0, filed on May 25, 2024, entitled "Control Method, Apparatus and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of intelligent driving, and more specifically, to a control method, device, and vehicle. Background Technology

[0003] With societal development, more and more machines in modern life are becoming automated and intelligent, and cars for mobility are no exception. Intelligent cars are gradually entering people's daily lives. In recent years, Advanced Driving Assistance Systems (ADAS) and Autonomous Driving Systems (ADS) have played a very important role in intelligent cars. They utilize various sensors installed on the vehicle to sense the surrounding environment, collect data, detect objects, and combine this with map data for trajectory planning and vehicle control, effectively increasing driving comfort and safety.

[0004] Currently, vehicles do not differentiate between manual and intelligent driving modes, resulting in a low level of vehicle intelligence and an inability to meet user needs in different driving states, leading to a poor driving experience. Summary of the Invention

[0005] This application provides a control method, device, and vehicle that helps improve the user's driving experience when the vehicle is in different states, and also helps to improve the vehicle's intelligence level.

[0006] In a first aspect, this application provides a control method, the method comprising: acquiring the driving state of a vehicle, the driving state including intelligent driving state or manual driving state; and controlling the operating force of the vehicle's control mechanism according to the driving state, the control mechanism including one or more of a brake pedal, an accelerator pedal and a steering wheel.

[0007] Based on the above technical solution, by controlling the operating force of the control mechanism according to the current state of the vehicle, the operating force of the control mechanism can be different in different states of the vehicle, which helps to improve the user's driving experience when the vehicle is in different states, and also helps to improve the intelligence level of the vehicle.

[0008] In some possible implementations, the control force of the vehicle's control mechanism is controlled according to the driving state, including: controlling the brake pedal force or brake pedal feedback force according to the driving state.

[0009] In some possible implementations, the control force of the vehicle's control mechanism is controlled according to the driving state, including: controlling the steering wheel control force according to the driving state.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the control mechanism includes a brake pedal, and controlling the control force of the vehicle's control mechanism according to the driving state includes: when the vehicle is in an intelligent driving state and the travel of the brake pedal is a first travel, controlling the brake pedal force of the brake pedal to be a first brake pedal force; or, when the vehicle is in a manual driving state and the travel of the brake pedal is the first travel, controlling the brake pedal force of the brake pedal to be a second brake pedal force; wherein the first brake pedal force is greater than the second brake pedal force.

[0011] Currently, once the vehicle's intelligent driving mode is activated, the driver no longer controls the accelerator and brake pedals, and their feet are generally placed elsewhere. If the driver is relatively cautious and wants to brake immediately to avoid a collision, they may keep their foot on the brake pedal while the vehicle is in intelligent driving mode. The force applied by the foot can easily trigger the intelligent driving system to issue a takeover request or disengage directly, resulting in a poor intelligent driving experience for the user.

[0012] Based on the above technical solution, when the brake pedal travel is at its first stroke, the brake pedal force when the vehicle is in intelligent driving mode is greater than the brake pedal force when the vehicle is in manual driving mode. This helps prevent the driver from accidentally triggering the intelligent driving system to issue a takeover request or directly disengaging when the vehicle is in intelligent driving mode; at the same time, it provides support for the driver's feet, ensuring the driver's foot comfort.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, the first journey is 0.

[0014] Based on the above technical solution, when the brake pedal travel is 0, the brake pedal force when the vehicle is in intelligent driving mode is greater than the brake pedal force when the vehicle is in manual driving mode. In this way, when the vehicle is in intelligent driving mode and the brake pedal travel is 0, it can provide the driver with additional brake pedal force, which helps to prevent the driver from accidentally triggering the intelligent driving system to issue a takeover request or directly disengage; at the same time, it can provide support for the driver's feet and ensure the comfort of the driver's feet.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, when the vehicle is in intelligent driving mode and the travel of the brake pedal is a first travel, controlling the brake pedal force of the brake pedal to be a first brake pedal force includes: when the vehicle is in intelligent driving mode and the travel of the brake pedal is within a first preset travel range, controlling the brake pedal force of the brake pedal to be the first brake pedal force, wherein the first preset travel range includes the first travel.

[0016] Based on the above technical solution, when the brake pedal travel is within the first preset travel range, the brake pedal force when the vehicle is in intelligent driving mode is the first brake pedal force. In this way, when the vehicle is in intelligent driving mode and the brake pedal travel is within a certain range, it can provide the driver with additional brake pedal force, which helps to prevent the driver from accidentally triggering the intelligent driving system to issue a takeover request or directly disengage; at the same time, it can provide support for the driver's feet and ensure the comfort of the driver's feet.

[0017] In some possible implementations, the first stroke is any stroke within a first preset stroke range, or, under any stroke within the first preset stroke range, the brake pedal force when the vehicle is in intelligent driving mode is greater than the brake pedal force when the vehicle is in manual driving mode.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, controlling the brake pedal force of the brake pedal to be a first brake pedal force includes: controlling the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve in the hydraulic braking system to close.

[0019] Based on the above technical solution, when the vehicle is in intelligent driving mode, the intelligent driving system can control the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve to close, thus forming a closed hydraulic circuit in the hydraulic braking system to support the driver's feet.

[0020] In some possible implementations, controlling the closure of the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve in the hydraulic braking system includes: sending a first signal to the control unit of the braking system, the first signal being used to instruct the control of the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve to close.

[0021] In some possible implementations, the first signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, controlling the brake pedal force of the brake pedal to be a first brake pedal force includes: controlling the pedal simulator circuit in the hydraulic braking system to close and the pedal holding circuit to open; wherein, during the first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0023] Based on the above technical solution, when the vehicle is in intelligent driving mode, the intelligent driving system can control the pedal holding circuit to open and the pedal simulator circuit to close. Because the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator, compared to manual driving mode (where the intelligent driving system can control the pedal simulator circuit to open and the pedal holding circuit to close), intelligent driving mode provides additional support for the user's feet, ensuring driver comfort. Simultaneously, it helps prevent the driver from accidentally triggering a takeover request or disengaging the intelligent driving system.

[0024] The pressure value of the pedal holding circuit can be understood as the hydraulic value in the pedal holding circuit, and the pressure value of the pedal simulator circuit can be understood as the hydraulic value in the pedal simulator circuit.

[0025] In some possible implementations, the pedal holding circuit and the pedal simulator circuit have different spring stiffness or preload values, such that the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0026] In conjunction with the first aspect, in some implementations of the first aspect, the brake pedal is connected to an actuating mechanism, and the brake pedal force controlled by the brake pedal is a first brake pedal force, including: controlling the actuating mechanism to close to fix the travel of the brake pedal; wherein the brake pedal force that causes the actuating mechanism to disconnect is a third brake pedal force, and the third brake pedal force is greater than or equal to the first brake pedal force.

[0027] Based on the above technical solution, when the vehicle is in intelligent driving mode, the intelligent driving system can control the closing of the actuator to fix the travel of the brake pedal, providing additional support for the user's feet and ensuring the driver's foot comfort. At the same time, it helps prevent the driver from accidentally triggering the intelligent driving system to issue a takeover request or directly disengage.

[0028] In some possible implementations, the third brake pedal force is equal to the first brake pedal force.

[0029] In some possible implementations, controlling the closure of the actuation mechanism includes sending a fourth signal to a control unit in the braking system, the fourth signal instructing the control unit to control the closure of the actuation mechanism.

[0030] In some possible implementations, the fourth signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0031] In some possible implementations, the actuating mechanism is an electromagnetic clutch.

[0032] In conjunction with the first aspect, in some implementations of the first aspect, when the vehicle's hydraulic braking system is a non-decoupled hydraulic braking system, the method further includes: acquiring the braking demand torque and the energy recovery torque; and controlling the actuation mechanism to disconnect when the braking demand torque is greater than the energy recovery torque.

[0033] Based on the above technical solution, for non-decoupled hydraulic braking systems, when the energy recovery torque is insufficient, the intelligent driving system can control the actuation mechanism to disconnect, thereby ensuring the operation of the hydraulic braking system. This allows the energy recovery torque and hydraulic braking torque to reach the required braking torque, thus ensuring that the vehicle's braking performance is not affected.

[0034] In conjunction with the first aspect, in some implementations of the first aspect, the brake pedal is connected to a motor, and controlling the brake pedal force of the brake pedal to be a first brake pedal force includes: controlling the motor to apply the first reaction force to the brake pedal, the first reaction force being greater than or equal to the first brake pedal force.

[0035] Based on the above technical solution, when the vehicle is in intelligent driving mode, the intelligent driving system can control the motor to apply a reaction force, providing additional support for the user's feet and ensuring the driver's foot comfort. At the same time, it helps prevent the driver from accidentally triggering a takeover request or disengaging the intelligent driving system.

[0036] In some possible implementations, controlling the motor to apply the first reaction force to the brake pedal includes sending a fifth signal to a control unit in the braking system, the fifth signal being used to instruct the control unit to control the motor to apply the first reaction force to the brake pedal.

[0037] In some possible implementations, the fifth signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0038] In conjunction with the first aspect, in some implementations of the first aspect, the control mechanism includes a steering wheel, and the control force of the vehicle's control mechanism is controlled according to the driving state, including: when the vehicle is in intelligent driving state and the steering wheel angle is a first angle, controlling the steering wheel control force to be a first control force; or, when the vehicle is in manual driving state and the steering wheel angle is the first angle, controlling the steering wheel control force to be a second control force; wherein the first control force is greater than the second control force.

[0039] Based on the above technical solution, when the steering wheel angle is at the first turning angle, the intelligent driving system can control the steering wheel force to be greater when the vehicle is in intelligent driving mode than when the vehicle is in manual driving mode. This avoids the driver accidentally triggering the intelligent driving system to issue a takeover request or directly disengage; at the same time, it provides support for the driver's hands, ensuring driver comfort.

[0040] In conjunction with the first aspect, in some implementations of the first aspect, the first turning angle is 0°. For example, the vehicle's steering wheel is a decoupled steering wheel.

[0041] In some possible implementations, for a non-decoupled steering wheel, the steering force of the vehicle's control mechanism is controlled according to the driving state, including: when the vehicle is in intelligent driving state and the steering wheel angle is any second angle within a first preset angle range, controlling the steering wheel steering force as a third steering force; or, when the vehicle is in manual driving state and the steering wheel angle is the second angle, controlling the steering wheel steering force as a fourth steering force; wherein the third steering force is greater than the fourth steering force.

[0042] In conjunction with the first aspect, in some implementations of the first aspect, controlling the operating force of the vehicle's control mechanism according to the driving state includes: when the vehicle is in an intelligent driving state, controlling the operating force of the control mechanism according to the vehicle's intelligent driving level.

[0043] Based on the above technical solutions, the intelligent driving system can determine the control force of the control mechanism according to the level of intelligent driving, which helps to further improve the intelligence level of the vehicle.

[0044] In some possible implementations, the control force of the control mechanism is controlled according to the vehicle's intelligent driving level, including: when the vehicle is in a first intelligent driving level and the brake pedal travel is in the third travel, controlling the brake pedal force to be a fourth brake pedal force; or, when the vehicle is in a second intelligent driving level and the brake pedal travel is in the third travel, controlling the brake pedal force to be a fifth brake pedal force; wherein the first intelligent driving level is greater than the second intelligent driving level, and the fourth brake pedal force is greater than the fifth brake pedal force.

[0045] Because vehicles with higher levels of autonomous driving (e.g., L4 or L5) can perform all dynamic driving tasks without driver intervention, the requirements for preventing accidental triggering by the driver are higher. In this case, the autonomous driving system can provide additional braking force to the brake pedal when at a higher level of autonomous driving, which helps to prevent the driver from accidentally triggering the autonomous driving system to issue a takeover request or directly disengage.

[0046] For example, taking the brake pedal as the control mechanism, when the brake pedal travel is 0, the brake pedal force at the L4 level of intelligent driving is greater than the brake pedal force at the L3 level of intelligent driving.

[0047] In conjunction with the first aspect, in some implementations of the first aspect, controlling the operating force of the vehicle's control mechanism according to the driving state includes: when the vehicle is in intelligent driving mode, controlling the operating force of the control mechanism based on data collected by the seat pressure sensor in the driver's area.

[0048] Based on the above technical solution, the operating force of the control mechanism can be controlled by data collected from the seat pressure sensor. This allows for different brake pedal forces to be provided to users of different weights, helping to improve the driving experience for different users when the vehicle is in intelligent driving mode.

[0049] Secondly, this application provides a hydraulic braking system, which includes a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to both the wheel-side hydraulic backup solenoid valve and the pedal simulator circuit solenoid valve. The wheel-side hydraulic backup solenoid valve is connected to a wheel-side hydraulic backup circuit, and the pedal simulator circuit solenoid valve is connected to a pedal simulator circuit. The control unit is configured to receive a first signal, which instructs the control unit to close both the wheel-side hydraulic backup solenoid valve and the pedal simulator circuit solenoid valve. The control unit is also configured to, according to the first signal, control the wheel-side hydraulic backup solenoid valve to close the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to close the pedal simulator circuit.

[0050] Based on the above technical solution, when the control unit in the hydraulic braking system receives the first signal, it can control the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve to close, thereby closing the wheel-side hydraulic backup circuit and the pedal simulator circuit. This can form a closed hydraulic circuit in the hydraulic braking system, thereby supporting the driver's feet.

[0051] In some possible implementations, the first signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0052] In conjunction with the second aspect, in some implementations of the second aspect, the brake master cylinder is connected to a pressure sensor, which is used to detect the pressure value in the brake master cylinder. The control unit is also used to control the wheel-side hydraulic backup solenoid valve to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to open the pedal simulator circuit when the pressure value collected by the pressure sensor is greater than or equal to a preset pressure value.

[0053] Based on the above technical solution, when the pressure value collected by the pressure sensor is greater than or equal to the preset pressure value, it indicates that the user wants to switch the vehicle from intelligent driving mode to manual driving mode. At this time, by controlling the opening of the wheel-side hydraulic backup circuit and the pedal simulator circuit, the user's foot feel when pressing the brake pedal can be restored to the normal foot feel.

[0054] In conjunction with the second aspect, in some implementations of the second aspect, the vehicle's brake pedal is connected to a pedal force sensor, and the control unit is further configured to control the wheel-side hydraulic backup solenoid valve to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to open the pedal simulator circuit when the brake pedal force collected by the pedal force sensor is greater than or equal to a preset pedal force.

[0055] Based on the above technical solution, when the brake pedal force value collected by the pedal force sensor is greater than or equal to the preset pedal force, it indicates that the user wants to switch the vehicle from intelligent driving mode to manual driving mode. At this time, by controlling the opening of the wheel-side hydraulic backup circuit and the pedal simulator circuit, the user's foot feel when pressing the brake pedal can be restored to the normal foot feel.

[0056] Thirdly, this application provides a hydraulic braking system, which includes a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, a multi-way solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to both the wheel-side hydraulic backup solenoid valve and the multi-way solenoid valve. The multi-way solenoid valve is connected to both the pedal simulator circuit and the pedal holding circuit. The control unit receives a second signal that instructs it to control the multi-way solenoid valve to close the pedal simulator circuit and open the pedal holding circuit. The control unit is also configured to control the multi-way solenoid valve to close the pedal simulator circuit and open the pedal holding circuit according to the second signal. When the brake pedal is in its first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0057] Based on the above technical solution, when the control unit in the hydraulic braking system receives the second signal, it can control the pedal simulator circuit to close and the pedal holding circuit to open via a multi-way solenoid valve. Compared to the pedal simulator circuit, the pressure value of the pedal holding circuit is greater than that of the pedal simulator circuit, thus supporting the driver's foot.

[0058] In some possible implementations, the pedal holding circuit and the pedal simulator circuit have different spring stiffness or preload values, such that the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0059] In some possible implementations, the second signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0060] Fourthly, this application provides a hydraulic braking system, which includes a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, a pedal holding circuit solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to the wheel-side hydraulic backup circuit solenoid valve, the pedal holding circuit solenoid valve, and the pedal simulator circuit solenoid valve, respectively. The wheel-side hydraulic backup circuit solenoid valve is connected to the wheel-side hydraulic backup circuit, the pedal holding circuit solenoid valve is connected to the pedal holding circuit, and the pedal simulator circuit solenoid valve is connected to the pedal simulator circuit. The control unit is configured to receive a third signal from the vehicle, which instructs the control unit to close the pedal simulator circuit and open the pedal holding circuit. The control unit is also configured to control the pedal simulator circuit solenoid valve to close the pedal simulator circuit and control the pedal holding circuit solenoid valve to open the pedal holding circuit according to the third signal. When the brake pedal is in its first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0061] Based on the above technical solution, when the control unit in the hydraulic braking system receives a third signal, it can control the pedal simulator circuit solenoid valve to close the pedal simulator circuit and control the pedal holding circuit solenoid valve to open the pedal holding circuit. Compared to the pedal simulator circuit, the pressure value of the pedal holding circuit is greater than that of the pedal simulator circuit, which can provide additional braking force to the brake pedal, thereby supporting the driver's foot.

[0062] In some possible implementations, the third signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0063] Fifthly, this application provides a hydraulic braking system, which includes a brake pedal, an actuation mechanism, a control unit, and a master cylinder. The brake pedal is connected to the actuation mechanism and the master cylinder, respectively. The control unit is configured to receive a fourth signal, which instructs the control unit to control the actuation mechanism to close. The control unit is also configured to control the actuation mechanism to close according to the fourth signal to fix the travel of the brake pedal.

[0064] Based on the above technical solution, when the control unit in the hydraulic braking system receives the fourth signal, it can control the actuation mechanism to close, thereby fixing the travel of the brake pedal and supporting the driver's foot.

[0065] In some possible implementations, the fourth signal is a vehicle status signal used to indicate that the vehicle is in an intelligent driving state.

[0066] In some possible implementations, the actuating mechanism can be an electromagnetic clutch.

[0067] In conjunction with the fifth aspect, in some implementations of the fifth aspect, the control unit is also configured to control the actuation mechanism to disconnect when the brake pedal force is detected to be greater than or equal to a preset brake pedal force.

[0068] In conjunction with the fifth aspect, in some implementations of the fifth aspect, the hydraulic braking system is a non-decoupled hydraulic braking system, and the control unit is further configured to receive a hydraulic braking command, which instructs the hydraulic braking system to perform hydraulic braking; the control unit is further configured to control the actuating mechanism to disconnect according to the hydraulic braking command.

[0069] In a sixth aspect, this application provides a braking system including a control unit, a brake pedal, and a motor, the brake pedal being connected to the motor, the control unit being configured to receive a fifth signal instructing the control unit to control the motor to apply a first reaction force to the brake pedal; the control unit is further configured to control the motor to apply the first reaction force to the brake pedal according to the fifth signal.

[0070] Based on the above technical solution, when the control unit in the hydraulic braking system receives the fifth signal, it can control the motor to apply the first reaction force to the brake pedal, thereby supporting the driver's foot.

[0071] In conjunction with the sixth aspect, in some implementations of the sixth aspect, the fifth signal includes information for indicating that the vehicle is in a smart driving state.

[0072] In conjunction with the sixth aspect, in some implementations of the sixth aspect, the control unit is configured to receive a sixth signal instructing the control unit to control the motor to apply a second reaction force to the brake pedal; the control unit is further configured to control the motor to apply a second reaction force to the brake pedal according to the sixth signal; wherein the first reaction force is the reaction force of the brake pedal when it is in the first stroke, the second reaction force is the reaction force of the brake pedal when it is in the first stroke, and the first reaction force is greater than the second reaction force.

[0073] In conjunction with the sixth aspect, in some implementations of the sixth aspect, the sixth signal includes information for indicating that the vehicle is in a manually driven state.

[0074] In a seventh aspect, a control device is provided, the control device including a module for performing the methods described in the first aspect and any possible implementation thereof.

[0075] Eighthly, a control device is provided, comprising a memory and a processor, the memory for storing a computer program and the processor for executing the computer program in the memory, such that the control device can implement the methods of the first aspect and any possible implementation thereof.

[0076] Ninthly, a control system is provided, the braking system including a braking system and the control device described in the seventh or eighth aspect above.

[0077] In some possible implementations, the braking system includes any of the braking systems possible in the second to sixth aspects described above.

[0078] In a tenth aspect, a vehicle is provided, comprising a braking system possible in any of the second to sixth aspects described above, or a control device possible in any of the seventh or eighth aspects described above, or a control system as described in the ninth aspect described above.

[0079] The term "vehicle" in this application is used in a broad sense and can refer to means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0080] Eleventhly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the method in any possible implementation of the first aspect.

[0081] In a twelfth aspect, a computer-readable storage medium is provided, which stores a computer program that, when run on a computer, causes the computer to perform the method in any possible implementation of the first aspect.

[0082] In a thirteenth aspect, a chip is provided, the chip including circuitry for performing the method in any possible implementation of the first aspect described above. Attached Figure Description

[0083] Figure 1 is a functional block diagram of the vehicle provided in an embodiment of this application.

[0084] Figure 2 is a schematic block diagram of the intelligent driving system provided in an embodiment of this application.

[0085] Figure 3 is a schematic flowchart of the control method provided in an embodiment of this application.

[0086] Figure 4 is a schematic diagram showing the relationship between brake pedal travel and brake pedal force or brake pedal feedback force under manual driving conditions.

[0087] Figure 5 is a schematic diagram showing the relationship between brake pedal travel and brake pedal force or brake pedal feedback force in intelligent driving state provided in the embodiments of this application.

[0088] Figure 6 is another schematic diagram showing the relationship between brake pedal travel and brake pedal force or brake pedal feedback force in intelligent driving state provided by the embodiments of this application.

[0089] Figure 7 is a schematic diagram showing the relationship between brake pedal travel and brake pedal force or brake pedal feedback force under the non-ventilated intelligent driving level provided in the embodiments of this application.

[0090] Figure 8 is a schematic diagram showing the relationship between steering wheel angle and steering wheel control force under manual driving conditions.

[0091] Figure 9 is a schematic diagram showing the relationship between steering wheel angle and steering wheel control force in intelligent driving state provided in an embodiment of this application.

[0092] Figure 10 is another schematic diagram showing the relationship between steering wheel angle and steering wheel control force in intelligent driving state provided by an embodiment of this application.

[0093] Figure 11 is a schematic block diagram of the decoupled hydraulic braking system provided in an embodiment of this application.

[0094] Figure 12 is another schematic block diagram of the decoupled hydraulic braking system provided in the embodiments of this application.

[0095] Figure 13 is another schematic block diagram of the decoupled hydraulic braking system provided in the embodiments of this application.

[0096] Figure 14 is another schematic block diagram of the decoupled hydraulic braking system provided in the embodiments of this application.

[0097] Figure 15 is a schematic block diagram of the hydraulic braking system provided in an embodiment of this application.

[0098] Figure 16 is a schematic block diagram of a braking system that simulates brake pedal feel in an active manner, according to an embodiment of this application.

[0099] Figure 17 is a graphical user interface (GUI) provided in an embodiment of this application.

[0100] Figure 18 is another set of graphical user interfaces (GUIs) provided in the embodiments of this application.

[0101] Figure 19 is a schematic block diagram of the control device provided in an embodiment of this application.

[0102] Figure 20 is a schematic block diagram of the control system provided in an embodiment of this application. Detailed Implementation

[0103] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. "At least one" refers to one or more. For example, "at least one of A and B," similar to "A and / or B," describes the association relationship between related objects, indicating that three relationships can exist. For example, at least one of A and B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0104] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0105] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a sensing system 110, a computing platform 120, and a display device 130. The sensing system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 110 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou Navigation Satellite System, or another positioning system. As another example, the sensing system 110 may include one or more of the following: an inertial measurement unit (IMU), an accelerometer, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0106] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0107] The in-cabin display devices 130 are mainly divided into two categories: the first is the in-vehicle display screen; the second is the projection display screen, such as the head-up display (HUD). An in-vehicle display screen is a physical display screen and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as the digital instrument cluster display, the central control screen, the display screen in front of the front passenger (also known as the front-seat passenger), the display screen in front of the left rear passenger, the display screen in front of the right rear passenger, and even the car window can be used as a display screen. A head-up display, also known as a head-up display system, is mainly used to display driving information such as speed and navigation on a display device in front of the driver (such as the windshield). This reduces the driver's eye-shift time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. Examples of HUDs include combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems. It should be understood that HUDs can also evolve into other types of systems as technology progresses, and this application does not limit them.

[0108] The above description of the display device 130 uses an in-vehicle display screen and a projection display screen as examples, but the embodiments of this application are not limited thereto. For example, the display device 130 can also be a light display screen or a projection screen.

[0109] Optionally, the structure of the vehicle 100 described above is merely illustrative. In actual applications, various components of the vehicle 100 may be added or removed as needed.

[0110] Vehicle 100 may include an intelligent driving system, which may include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system uses various sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, camera devices, ultrasonic sensors, global positioning system, inertial measurement unit) to acquire information from the vehicle's surroundings, and analyzes and processes the acquired information to achieve functions such as obstacle perception, target recognition, vehicle positioning, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0111] For example, Figure 2 shows a schematic block diagram of an intelligent driving system provided in an embodiment of this application. The intelligent driving system may include three functional modules: a perception module 210, a planning module 220, and a control module 230. The perception module 210 perceives the environment surrounding the vehicle through sensors and outputs corresponding perception data to the planning module 220. The planning module 220 obtains information such as road topology and target objects based on the information acquired by the perception module 210. Based on the road topology and target object information, the planning module 220 can determine a planned trajectory over a period of time. The planning module 220 can send this planned trajectory to the control module 230. After receiving the planned trajectory from the planning module 220, the control module 230 can output control signals to control the actuators to take corresponding actions, such as steering, acceleration, and deceleration.

[0112] The above-mentioned sensing module 210 can be the above-mentioned sensing system 110, and the planning module 220 and the control module 230 can be located in the above-mentioned computing platform 120.

[0113] The above-mentioned sensing module 210 can also be located in the computing platform 120.

[0114] Vehicle-based driving automation systems are classified into five levels (L0-L5) based on the degree to which they can perform dynamic driving tasks, according to the role allocation in performing these tasks and the presence or absence of an operational design domain (ODD), such as the external conditions (road, traffic, weather, lighting, etc.) defined during the system's design. Levels 0-2 represent driver assistance, where the system assists humans in performing dynamic driving tasks, but the driver remains the primary driver. Levels 3-5 represent autonomous driving, where the system performs dynamic driving tasks in place of the human under the designed operating conditions; when activated, the system becomes the primary driver. The names and definitions of each level are as follows:

[0115] Level 0 driving automation (also known as emergency assistance) systems cannot continuously perform lateral or longitudinal motion control of the vehicle during dynamic driving tasks, but they possess the ability to continuously perform partial target and event detection and response during dynamic driving tasks. Level 1 driving automation (also known as partial driver assistance) systems continuously perform lateral or longitudinal motion control of the vehicle during dynamic driving tasks under their design operating conditions, and possess the ability to perform partial target and event detection and response adapted to the performed lateral or longitudinal motion control. Level 2 driving automation (also known as combined driver assistance) systems continuously perform lateral and longitudinal motion control of the vehicle during dynamic driving tasks under their design operating conditions, and possess the ability to perform partial target and event detection and response adapted to the performed lateral and longitudinal motion control. Level 3 driving automation (also known as conditionally automated driving) systems continuously perform all dynamic driving tasks under their design operating conditions. Level 4 driving automation (also known as highly automated driving) systems continuously perform all dynamic driving tasks under their design operating conditions and automatically execute minimum risk strategies. Level 5 driving automation (also known as fully automated driving) systems continuously perform all dynamic driving tasks and automatically execute minimum-risk strategies under any drivable conditions. Typically, intelligent driving systems fall between Level 2 and Level 5; for example, ADAS is Level 2, and ADS is Level 3-Level 5.

[0116] When a vehicle in Level 3 autonomous driving mode is about to exit the ODD (Operational Design Domain) or when the ADS (Autonomous Driving System) malfunctions, the ADS will issue an intervention request, asking the driver to take over driving control. The driver can also actively initiate takeover by turning the steering wheel, pressing the accelerator pedal, or pressing the brake pedal. Once one or more of these actions occur—such as turning the steering wheel to a certain angle, pressing the accelerator pedal to a certain distance, or pressing the brake pedal to a certain distance—the ADS system will interpret this as the driver intending to take over and will exit ADS mode.

[0117] Once the vehicle's intelligent driving mode is activated, the driver no longer controls the accelerator and brake pedals, and their feet are generally placed elsewhere. If the driver is relatively cautious and wants to brake immediately to avoid a collision, they may keep their foot on the brake pedal while the vehicle is in intelligent driving mode. The force applied by the foot may accidentally trigger the intelligent driving system to issue a takeover request or disengage directly, resulting in a poor intelligent driving experience for the user.

[0118] This application provides a control method, device, and vehicle that can be configured with different operating forces of the control mechanism when the vehicle is in different states. This satisfies the user's driving experience in different vehicle states and also helps improve the vehicle's intelligence level. For example, when the vehicle is in intelligent driving mode, additional braking force can be provided to the brake pedal, thereby preventing the driver from accidentally triggering a takeover request or directly disengaging the intelligent driving system, thus improving the user's intelligent driving experience. Simultaneously, support can be provided for the driver's feet, helping to improve driver comfort.

[0119] Figure 3 shows a schematic flowchart of the control method 300 provided in an embodiment of this application. This method 300 can be executed by the vehicle 100, or by the computing platform 120, or by a system-on-a-chip (SoC) in the computing platform 120, or by a processor, chip, or circuit in the computing platform 120, or by the intelligent driving system. The following embodiments use an intelligent driving system as an example for illustration. The method 300 includes:

[0120] S310 obtains the vehicle's driving status, which includes intelligent driving status or manual driving status.

[0121] Optionally, the vehicle's driving status can be obtained, including determining the vehicle's driving status based on whether a user-instructed command to activate the intelligent driving function is detected.

[0122] For example, when a user instructs the vehicle to activate the intelligent driving function, it can be determined that the vehicle is in intelligent driving mode.

[0123] For example, the intelligent driving function includes: intelligent driving navigation assist (NCA) function, adaptive cruise control (ACC) function, automatic lane keeping (ALK) function, L3 level highway and expressway autonomous driving, L3 level urban trunk and branch road autonomous driving, automatic parking assist (APA) function, remote parking assist (RPA) function, or automatic valet parking (AVP) function, etc.

[0124] S320, depending on the driving state, controls the operating force of the vehicle's control mechanism, which includes one or more of the brake pedal, accelerator pedal, and steering wheel.

[0125] Optionally, the control mechanism includes a brake pedal, and the control force of the vehicle's control mechanism is controlled according to the driving state, including: when the vehicle is in intelligent driving state and the travel of the brake pedal is a first travel, controlling the brake pedal force to be a first brake pedal force; or, when the vehicle is in manual driving state and the travel of the brake pedal is the first travel, controlling the brake pedal force to be a second brake pedal force; wherein the first brake pedal force is greater than the second brake pedal force.

[0126] Optionally, controlling the brake pedal force to be the first brake pedal force when the vehicle is in intelligent driving mode and the travel of the brake pedal is the first travel includes: controlling the brake pedal force to be the first brake pedal force when the vehicle is in intelligent driving mode and the travel of the brake pedal is within a first preset travel range, wherein the first preset travel range includes the first travel.

[0127] In this embodiment, the intelligent driving system can configure different brake pedal forces or brake pedal feedback forces according to different driving states (intelligent driving state, manual driving state). When the intelligent driving state is activated, and the brake pedal travel is 0 (or the brake pedal travel is less than a certain value), compared to the manual driving state, the intelligent driving system can control the brake pedal to provide additional brake pedal force or brake pedal feedback force to support the driver's foot.

[0128] For example, Figure 4 shows a schematic diagram of the relationship between brake pedal travel and brake pedal force or brake pedal feedback force under manual driving conditions.

[0129] As shown in Figure 4, when the vehicle is in manual driving mode, the brake pedal force or brake pedal feedback force is zero when the pedal travel is 0. As the brake pedal travel increases, the brake pedal force or brake pedal feedback force also increases. Currently, in intelligent driving mode, a pedal travel margin (e.g., 5%) is set to prevent accidental triggering. This is to prevent the driver from accidentally pressing the pedal; if the pedal travel margin is within 5%, it will not be considered as the driver intending to take over the vehicle. If the driver keeps their foot on the brake pedal, the force applied can easily exceed the 5% travel margin, which may cause the manual driving system to issue a takeover request or disengage directly, affecting the user's driving experience.

[0130] For example, Figure 5 shows a schematic diagram of the relationship between brake pedal travel and brake pedal force or brake pedal feedback force in intelligent driving state provided by the embodiments of this application.

[0131] As shown in Figure 5, after the intelligent driving state is activated, when the brake pedal travel is 0, the brake pedal force or brake pedal feedback force is greater than 0, supporting the driver's foot. When the brake pedal travel is within the range of 0-S1, the brake pedal force or brake pedal feedback force remains unchanged. To ensure that the feeling of pressing the brake pedal when the driver wants to take over the vehicle is consistent with that in manual driving, the relationship curve between brake pedal travel and brake pedal force remains consistent when the pedal travel is greater than S1 in both intelligent and manual driving states.

[0132] The first stroke can be any stroke within the pedal stroke range 0-S1.

[0133] Figures 4 and 5 above illustrate a linear increase. In reality, the relationship between braking stroke and brake pedal force is not necessarily strictly linear, and this application does not limit this.

[0134] Optionally, the first journey can be 0.

[0135] For example, Figure 6 shows another schematic diagram of the relationship between brake pedal travel and brake pedal force or brake pedal feedback force in intelligent driving state provided by an embodiment of this application.

[0136] As shown in Figure 6, when the vehicle is in intelligent driving mode and the pedal travel is 0, the brake pedal force or brake pedal feedback force is greater than 0, which supports the driver's foot. Once the brake pedal travel exceeds 0, the relationship curve between brake pedal travel and brake pedal force in intelligent driving mode remains consistent with that in manual driving mode.

[0137] In this embodiment, by providing additional brake pedal force or brake pedal feedback force in the intelligent driving state, it is possible to prevent the intelligent driving system from issuing a driver takeover request or directly exiting the intelligent driving state due to the driver's accidental triggering; at the same time, it can also provide support for the driver's feet, thereby ensuring the comfort of the driver's feet when the vehicle is in the intelligent driving state.

[0138] Optionally, controlling the operating force of the vehicle's control mechanism according to the driving state includes: when the vehicle is in an intelligent driving state, controlling the operating force of the control mechanism according to the vehicle's intelligent driving level.

[0139] For example, since L5 and L4 can perform all dynamic driving tasks without driver intervention, the requirements for preventing accidental triggering by the driver are higher. Compared to L2 and L3 states, when the brake pedal travel is 0, a greater brake pedal force or brake pedal feedback force can be provided.

[0140] For example, when the brake pedal travel is 0, the brake pedal force in state L5 is greater than or equal to the brake pedal force in state L4, the brake pedal force in state L4 is greater than the brake pedal force in state L3, the brake pedal force in state L3 is greater than or equal to the brake pedal force in state L2, the brake pedal force in state L2 is greater than the brake pedal force in state L1, and the brake pedal force in state L1 is greater than or equal to the brake pedal force in state L0.

[0141] For example, Figure 7 shows a schematic diagram of the relationship between brake pedal travel and brake pedal force or brake pedal feedback force under different intelligent driving levels provided in the embodiments of this application.

[0142] As shown in Figure 7, when the vehicle is in L5 and L4 states, the brake pedal travel is within the range of 0-S2, and the brake pedal force is F1; when the vehicle is in L3 and L2 states, the brake pedal travel is within the range of 0-S3, and the brake pedal force is F2; ​​when the vehicle is in L1 and L0 states, the relationship between the brake pedal travel and the brake pedal force is the same as the relationship between the brake pedal travel and the brake pedal force in manual driving states; where F1 is greater than F2, and F2 is greater than 0.

[0143] Optionally, the control mechanism includes a steering wheel, and the control force of the vehicle's control mechanism is controlled according to the driving state, including: when the vehicle is in intelligent driving state and the steering wheel angle is a first angle, controlling the steering wheel control force to be a first control force; or, when the vehicle is in manual driving state and the steering wheel angle is the first angle, controlling the steering wheel control force to be a second control force; wherein the first control force is greater than the second control force.

[0144] Optionally, the first turning angle is 0°.

[0145] The embodiments of this application, in conjunction with Figures 3 to 7, have described the implementation methods for providing additional brake pedal force or brake pedal feedback force in intelligent driving mode. The embodiments of this application, in conjunction with Figures 8 to 10, will now describe the implementation methods for providing additional steering wheel control force in intelligent driving mode.

[0146] For example, Figure 8 shows a schematic diagram of the relationship between steering wheel angle and steering wheel operating force under manual driving conditions.

[0147] As shown in Figure 8, in manual driving mode, when the steering wheel angle is 0 degrees, a certain amount of steering wheel force is required to turn the steering wheel. As the steering wheel angle increases, the steering wheel force also increases.

[0148] Figure 8 above uses a linear increase as an example. In reality, the relationship between steering wheel angle and steering wheel force is not necessarily strictly linear, and this application does not limit this.

[0149] For example, Figure 9 shows a schematic diagram of the relationship between steering wheel angle and steering wheel control force in intelligent driving state provided by an embodiment of this application.

[0150] As shown in Figure 9, when the vehicle is in intelligent driving mode and the steering wheel angle is 0 degrees, the steering wheel operating force required to turn the steering wheel is greater than that required in manual driving mode, in order to support the driver's hands. Once the steering wheel angle exceeds 0 degrees, the relationship curve between the steering wheel angle and steering wheel operating force in intelligent driving mode remains consistent with that in manual driving mode.

[0151] Optionally, the first turning angle is within a preset turning angle range, and the method further includes: when the vehicle is in intelligent driving mode and the steering wheel turning angle is any second turning angle within the preset turning angle range, controlling the steering wheel's operating force to be a third operating force; or, when the vehicle is in manual driving mode and the steering wheel turning angle is the second turning angle, controlling the steering wheel's operating force to be a fourth operating force; wherein the third operating force is greater than the fourth operating force.

[0152] For example, Figure 10 shows another schematic diagram of the relationship between steering wheel angle and steering wheel operating force in intelligent driving state provided by an embodiment of this application.

[0153] As shown in Figure 10, when the vehicle is in intelligent driving mode, if the steering wheel angle changes with the vehicle's steering angle, then at any position, compared to manual driving mode, the vehicle can provide additional steering force in intelligent driving mode to support the driver's hands. If the driver wants to take over the vehicle and the force acting on the steering wheel exceeds the steering force required for the steering wheel's current position in intelligent driving mode, then the steering force curve can immediately switch to the steering force curve in manual driving mode.

[0154] In this embodiment, by providing additional steering wheel control force in intelligent driving mode, it is possible to prevent the intelligent driving system from issuing a driver takeover request or directly exiting intelligent driving mode due to accidental triggering by the driver; at the same time, it can also provide support for the driver's hands, thereby ensuring the comfort of the user's hands when the vehicle is in intelligent driving mode.

[0155] Optionally, controlling the brake pedal force to be a first brake pedal force includes: controlling the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve in the hydraulic braking system to close.

[0156] The embodiments of this application, which provide additional brake pedal force or brake pedal feedback force in intelligent driving mode, have been described above with reference to Figures 3 to 7. The following describes, in conjunction with the accompanying drawings, how to achieve the above-mentioned braking performance in the braking system.

[0157] In one embodiment, this application provides a hydraulic braking system including a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to both the wheel-side hydraulic backup solenoid valve and the pedal simulator circuit solenoid valve. The wheel-side hydraulic backup solenoid valve is connected to a wheel-side hydraulic backup circuit, and the pedal simulator circuit solenoid valve is connected to a pedal simulator circuit. The control unit is configured to receive a first signal instructing it to close both the wheel-side hydraulic backup solenoid valve and the pedal simulator circuit solenoid valve. The control unit is also configured to, based on the first signal, control the wheel-side hydraulic backup solenoid valve to close the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to close the pedal simulator circuit.

[0158] For example, the first signal may be a vehicle status signal indicating that the vehicle is in intelligent driving mode; or, the first signal may be a solenoid valve closing signal indicating that the wheel-side hydraulic backup solenoid valve and the pedal simulator circuit solenoid valve are closed.

[0159] Optionally, the brake master cylinder is connected to a pressure sensor, which is used to detect the pressure value in the brake master cylinder.

[0160] The control unit is also used to control the wheel-side hydraulic backup solenoid valve to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to open the pedal simulator circuit when the pressure value collected by the pressure sensor is greater than or equal to the preset pressure value.

[0161] For example, Figure 11 shows a schematic block diagram of a decoupled hydraulic braking system 1100 provided in an embodiment of this application.

[0162] As shown in Figure 11, the hydraulic braking system 1100 includes a control unit 1110, a master cylinder 1120, a pressure sensor 1130, a wheel-side hydraulic backup circuit solenoid valve 1140, and a pedal simulator circuit solenoid valve 1150. The master cylinder 1120 is connected to the wheel-side hydraulic backup circuit solenoid valve 1140 and the pedal simulator circuit solenoid valve 1150. The pressure sensor 1130 is used to detect the pressure value of the master cylinder 1120. The wheel-side hydraulic backup circuit solenoid valve 1140 is connected to the wheel-side hydraulic backup circuit, and the pedal simulator circuit solenoid valve 1150 is connected to the pedal simulator circuit.

[0163] For the decoupled hydraulic braking system shown in Figure 11, after the intelligent driving state is activated, the intelligent driving system can send the first signal to the control unit 1110. Based on this first signal, the control unit 1110 can control the wheel-side hydraulic backup circuit solenoid valve 1140 to close the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve 1150 to close the pedal simulator circuit. This forms a closed hydraulic circuit, making it difficult for the driver to press the brake pedal, thus providing support for the driver's foot.

[0164] For example, when the pressure value collected by the pressure sensor 1130 is greater than or equal to a preset pressure value, the wheel-side hydraulic backup circuit solenoid valve 1140 can be controlled to open the wheel-side hydraulic backup circuit, and the pedal simulator circuit solenoid valve 1150 can be controlled to open the pedal simulator circuit. At this time, the driver can press the brake pedal normally and restore normal braking feel.

[0165] Optionally, the vehicle's brake pedal is connected to a pedal force sensor. The control unit is further configured to control the wheel-side hydraulic backup solenoid valve to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to open the pedal simulator circuit when the brake pedal force collected by the pedal force sensor is greater than or equal to a preset pedal force.

[0166] For example, Figure 12 shows a schematic block diagram of a decoupled hydraulic braking system 1200 provided in an embodiment of this application.

[0167] As shown in Figure 12, the hydraulic braking system 1200 includes a control unit 1210, a master cylinder 1220, a pedal force sensor 1230, a wheel-side hydraulic backup circuit solenoid valve 1240, and a pedal simulator circuit solenoid valve 1250. The master cylinder 1220 is connected to the wheel-side hydraulic backup circuit solenoid valve 1240 and the pedal simulator circuit solenoid valve 1250. The pedal force sensor 1230 is used to detect the braking force applied by the driver to the brake pedal. The wheel-side hydraulic backup circuit solenoid valve 1240 is connected to the wheel-side hydraulic backup circuit, and the pedal simulator circuit solenoid valve 1250 is connected to the pedal simulator circuit.

[0168] For the decoupled hydraulic braking system shown in Figure 12, a pedal force sensor 1230 can be added to the hydraulic braking system. After the intelligent driving state is activated, the intelligent driving system can send the first signal to the control unit 1210. Based on this first signal, the control unit 1210 controls the wheel-side hydraulic backup circuit solenoid valve 1240 to close the wheel-side hydraulic backup circuit and controls the pedal simulator circuit solenoid valve 1250 to close the pedal simulator circuit, thus forming a closed hydraulic circuit. At this time, it is difficult for the driver to press the brake pedal, thus providing support for the driver's foot. When the control unit 1210 detects that the brake pedal force collected by the pedal force sensor 1230 is greater than or equal to the preset pedal force, it can control the wheel-side hydraulic backup circuit solenoid valve 1240 to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve 1250 to open the pedal simulator circuit. At this time, the driver can press the brake pedal normally, restoring normal braking feel.

[0169] Optionally, the preset pressure value and preset pedal force can be set to different values ​​according to different drivers to adapt to different driving habits.

[0170] Optionally, controlling the brake pedal force to be a first brake pedal force includes: controlling the pedal simulator circuit in the hydraulic braking system to close and the pedal holding circuit to open; wherein, during the first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0171] In one embodiment, this application provides a hydraulic braking system including a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, a multi-way solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to both the wheel-side hydraulic backup solenoid valve and the multi-way solenoid valve. The multi-way solenoid valve is connected to both the pedal simulator circuit and the pedal holding circuit. The control unit receives a second signal instructing it to control the multi-way solenoid valve to close the pedal simulator circuit and open the pedal holding circuit. The control unit is also configured to control the multi-way solenoid valve to close the pedal simulator circuit and open the pedal holding circuit according to the second signal. When the brake pedal is in its first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0172] For example, Figure 13 shows another schematic block diagram of the decoupled hydraulic braking system 1300 provided in an embodiment of this application.

[0173] As shown in Figure 13, the hydraulic braking system 1300 includes a control unit 1310, a master cylinder 1320, a pedal travel sensor 1330, a wheel-side hydraulic backup circuit solenoid valve 1340, and a multi-way solenoid valve 1350. The master cylinder 1320 is connected to the wheel-side hydraulic backup circuit solenoid valve 1340 and the multi-way solenoid valve 1350. The multi-way solenoid valve 1340 can be connected to a pedal simulator circuit and a pedal holding circuit. The wheel-side hydraulic backup circuit solenoid valve 1340 is connected to the wheel-side hydraulic backup circuit. The pedal travel sensor is used to detect the travel of the brake pedal.

[0174] For the decoupled hydraulic braking system shown in Figure 13, the solenoid valve of the pedal simulator circuit in the hydraulic braking system is replaced with a multi-way solenoid valve, and a pedal holding circuit is added. After the intelligent driving state is activated, when the pedal travel is 0, the intelligent driving system can send the second signal to the control unit 1310. The control unit 1310 can control the multi-way solenoid valve according to the second signal, thereby closing the pedal simulator circuit and opening the pedal holding circuit. Compared with the pedal simulator circuit, the pedal holding circuit has a different spring stiffness and preload, and the hydraulic circuit forms a certain pressure, which can be used to support the driver's foot. For example, when the brake pedal travel sensor detects that the pedal travel is not 0, the control unit 1310 can control the multi-way solenoid valve to close the pedal holding circuit and open the pedal simulator circuit, thereby restoring normal driving foot feel.

[0175] In one embodiment, this application provides a hydraulic braking system including a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, a pedal holding circuit solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to the wheel-side hydraulic backup circuit solenoid valve, the pedal holding circuit solenoid valve, and the pedal simulator circuit solenoid valve, respectively. The wheel-side hydraulic backup circuit solenoid valve is connected to the wheel-side hydraulic backup circuit, the pedal holding circuit solenoid valve is connected to the pedal holding circuit, and the pedal simulator circuit solenoid valve is connected to the pedal simulator circuit. The control unit is configured to receive a third signal from the vehicle, the third signal instructing the control unit to close the pedal simulator circuit and open the pedal holding circuit. The control unit is also configured to control the pedal simulator circuit solenoid valve to close the pedal simulator circuit and control the pedal holding circuit solenoid valve to open the pedal holding circuit according to the third signal. When the brake pedal is in its first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0176] For example, Figure 14 shows another schematic block diagram of a decoupled hydraulic braking system 1400 provided in an embodiment of this application.

[0177] As shown in Figure 14, the hydraulic braking system 1400 includes a control unit 1410, a master cylinder 1420, a pedal travel sensor 1430, a wheel-side hydraulic backup circuit solenoid valve 1440, a pedal simulator circuit solenoid valve 1450, and a pedal holding solenoid valve 1460. The wheel-side hydraulic backup circuit solenoid valve 1440 is connected to the wheel-side hydraulic backup circuit, the pedal simulator circuit solenoid valve 1450 is connected to the pedal simulator circuit, the pedal holding solenoid valve 1460 is connected to the pedal holding circuit, and the pedal travel sensor 1430 is used to detect the travel of the brake pedal.

[0178] For the decoupled hydraulic braking system shown in Figure 14, a pedal holding solenoid valve 1440 and a pedal holding circuit are newly added to the hydraulic braking system. After the intelligent driving state is activated, when the pedal travel is 0, the intelligent driving system can send the third signal to the control unit 1410. The control unit 1410 can control the pedal simulator solenoid valve 1450 to close, thereby closing the pedal simulator circuit, and control the pedal holding solenoid valve 1460 to open, thereby opening the pedal holding circuit. Compared with the pedal simulator circuit, the pedal holding circuit has a different spring stiffness and preload, and the hydraulic circuit forms a certain pressure, which can be used to support the driver's foot. For example, when the control unit 1410 determines that the pedal travel is not 0 based on the data collected by the brake pedal travel sensor 1430, it can control the pedal holding solenoid valve 1460 to close, thereby closing the pedal holding circuit, and control the pedal simulator circuit 1450 to open, thereby opening the pedal simulator circuit, thus restoring normal driving foot feel.

[0179] Optionally, the brake pedal is connected to an actuation mechanism, and the brake pedal force controlling the brake pedal is a first brake pedal force, including: controlling the actuation mechanism to close to fix the travel of the brake pedal; wherein the brake pedal force that causes the actuation mechanism to disconnect is a third brake pedal force, and the third brake pedal force is greater than or equal to the first brake pedal force.

[0180] In one embodiment, this application provides a hydraulic braking system including a brake pedal, an actuation mechanism, a control unit, and a master cylinder. The brake pedal is connected to the actuation mechanism and the master cylinder. The control unit is configured to receive a fourth signal, which instructs the control unit to control the actuation mechanism to close. The control unit is also configured to control the actuation mechanism to close according to the fourth signal to fix the travel of the brake pedal.

[0181] Optionally, the control unit is also configured to control the actuation mechanism to disconnect when the brake pedal force is detected to be greater than or equal to a preset brake pedal force.

[0182] For example, Figure 15 shows a schematic block diagram of a hydraulic braking system 1500 provided in an embodiment of this application.

[0183] As shown in Figure 15, the hydraulic braking system 1500 includes a control unit 1510, a master cylinder 1520, and an actuation mechanism 1530. The brake pedal is connected to the master cylinder 1520, and the actuation mechanism 1530 is connected to both the brake pedal and the control unit 1510.

[0184] For example, the actuation mechanism 1530 can be an electromagnetic clutch.

[0185] Taking the decoupled hydraulic braking system shown in Figure 15 as an example, an actuation mechanism 1530 and a control unit 1510 can be added to the hydraulic braking system. After the intelligent driving state is activated, the intelligent driving system can send the fourth signal to the control unit 1510. The control unit 1510 can control the actuation mechanism to close according to the fourth signal to fix the brake pedal travel, at which time the brake pedal can be used to support the driver's foot. When the control unit 1510 detects that the brake pedal force applied by the driver when pressing the brake pedal is greater than or equal to the preset brake pedal force, it can control the actuation mechanism to automatically disengage, thereby restoring normal brake pedal feel.

[0186] The control unit 1510 and the actuation mechanism 1530 can be integrated into one component, or they can be separate components.

[0187] Optionally, the hydraulic braking system is a non-decoupled hydraulic braking system. The control unit is also used to receive a hydraulic braking command, which instructs the hydraulic braking system to perform hydraulic braking. The control unit is also used to control the actuating mechanism to disconnect according to the hydraulic braking command.

[0188] Taking the non-decoupled hydraulic braking system shown in Figure 15 as an example, when the intelligent driving state is activated, the intelligent driving system can send the fourth signal to the control unit 1510. The control unit 1510 can control the actuation mechanism to close according to the fourth signal to fix the brake pedal travel, at which time the brake pedal can be used to support the driver's foot. When the control unit 1510 detects that the braking force applied by the driver when pressing the brake pedal is greater than or equal to the preset braking force, or when it receives an instruction from the intelligent driving system, it can control the actuation mechanism 1530 to automatically disengage and restore normal braking feel. This instruction is used to indicate when hydraulic braking is required in the intelligent driving state, or to indicate that the braking torque provided by energy recovery is insufficient.

[0189] Taking an electromagnetic clutch as an example, by selecting the appropriate model of the electromagnetic clutch, the maximum load-bearing capacity of the actuation mechanism can be kept within a suitable range. This way, even if the actuation mechanism fails due to power loss, the driver can still apply a force exceeding its maximum capacity to the brake pedal to disengage it and restore normal brake feel. When the brake pedal force applied by the driver is less than the maximum load-bearing capacity of the actuation mechanism, the magnitude of the force supporting the driver's foot after the actuation mechanism is closed can be flexibly set by adjusting the actuation mechanism characteristics.

[0190] In one embodiment, this application provides a braking system including a control unit, a brake pedal, and a motor. The brake pedal is connected to the motor. The control unit is configured to receive a fifth signal, which instructs the control unit to control the motor to apply a first reaction force to the brake pedal. The control unit is also configured to control the motor to apply the first reaction force to the brake pedal according to the fifth signal.

[0191] For example, the fifth signal includes information indicating that the vehicle is in a smart driving state.

[0192] Optionally, the control unit is configured to control the motor to apply a second reaction force to the brake pedal when the pedal travel is greater than or equal to a preset travel; wherein the first reaction force is the reaction force when the brake pedal is in the first travel, the second reaction force is the reaction force when the brake pedal is in the first travel, and the first reaction force is greater than the second reaction force.

[0193] Optionally, the control unit is configured to receive a sixth signal, the sixth signal instructing the control unit to control the motor to apply a second reaction force to the brake pedal; the control unit is further configured to control the motor to apply a second reaction force to the brake pedal according to the sixth signal; wherein the first reaction force is the reaction force when the brake pedal is in the first stroke, the second reaction force is the reaction force when the brake pedal is in the first stroke, and the first reaction force is greater than the second reaction force.

[0194] For example, the sixth signal includes information indicating that the vehicle is in a manual driving state.

[0195] For example, Figure 16 shows a schematic block diagram of a braking system 1600 that simulates brake pedal feel in an active manner according to an embodiment of this application.

[0196] As shown in Figure 16, the braking system 1600 includes a control unit 1610, a motor 1620, a pedal travel sensor 1630, a reducer 1640, and a spring 1650 (or, damper). After the intelligent driving state is activated, when the pedal travel is 0, the intelligent driving system can send information to the control unit 1610 indicating that the vehicle is in intelligent driving mode. The control unit 1610 can then set the motor 1620 to a stall state based on this information. In this stall state, the motor 1620 can apply a first reaction force to the brake pedal to support the driver's foot.

[0197] For example, when the pedal travel sensor 1630 determines that the pedal travel is not zero, the control unit 1610 can control the motor 1620 to enter normal mode, or maintain the brake pedal force within a certain range of brake pedal travel, and control the motor 1620 to enter normal mode when the travel exceeds this range. In this normal operating state, the motor 1620 can apply a second reaction force to the brake pedal, where the first reaction force is greater than the second reaction force.

[0198] For example, after the manual driving state is activated, when the pedal travel is 0, the control unit 1610 can control the motor 1620 to be in normal state and apply a second reaction force, where the first reaction force is greater than the second reaction force.

[0199] The reaction force applied by the above motor 1620 can be set to different values ​​according to different drivers to adapt to different driving habits.

[0200] In this embodiment, when the brake pedal travel is 0 (or the brake pedal travel is less than a certain value), additional brake pedal force or brake pedal feedback force can be provided in intelligent driving mode compared to manual driving mode. This can prevent the driver from accidentally triggering the intelligent driving system to issue a takeover request or directly disengage, and can also provide support for the driver's feet, ensuring the driver's foot comfort.

[0201] The above-mentioned control units 1110-1610 can be integrated into the braking system or can be independent of the braking system. This application embodiment does not specifically limit this.

[0202] The braking systems 1100-1600 described above may also include a brake pedal, but this application does not specifically limit this.

[0203] Optionally, the control force of the vehicle's control mechanism is controlled according to the driving state, including: when the vehicle is in intelligent driving state, controlling the control force of the control mechanism based on data collected by the seat pressure sensor in the driver's area.

[0204] For example, a seat pressure sensor can send the collected pressure data to an intelligent driving system. The intelligent driving system can then determine the brake pedal force when the vehicle is in intelligent driving mode and the pedal travel is zero, based on this pressure value.

[0205] For example, when the vehicle is in intelligent driving mode and the pedal travel is 0, the brake pedal force can be 0.

[0206] For example, when the intelligent driving system determines that the user's weight is within the range of (40kg, 60kg) based on the pressure value, it can determine that the braking pedal force is 10N when the vehicle is in intelligent driving mode and the pedal travel is 0.

[0207] For example, when the intelligent driving system determines that the user's weight is between 60kg and 80kg based on the pressure value, it can determine that the braking pedal force is 20N when the vehicle is in intelligent driving mode and the pedal travel is 0.

[0208] For example, when the intelligent driving system determines that the user's weight is between 80kg and 100kg based on the pressure value, it can determine that the braking pedal force is 30N when the vehicle is in intelligent driving mode and the pedal travel is 0.

[0209] In this embodiment, the intelligent driving system can control the brake pedal to provide different braking forces when the pressure sensor collects different values. This allows for adaptive adjustment of the braking force when the pedal travel is 0, based on different users, thus improving the vehicle's intelligence. Simultaneously, it can also provide different braking pedal forces for users of different weights, enhancing the driving experience for different users in intelligent driving mode.

[0210] Optionally, the method 300 further includes: when the vehicle is in intelligent driving mode, the control display device displays a prompt message, the prompt message being used to prompt whether to provide additional brake pedal force to the user; when the vehicle is in intelligent driving mode and the travel of the brake pedal is a first travel, controlling the brake pedal force of the brake pedal to a first brake pedal force includes: when a first instruction from the user is obtained and the travel of the brake pedal is a first travel, controlling the brake pedal force of the brake pedal to a first brake pedal force, the first instruction being used to indicate providing additional brake pedal force.

[0211] Figure 17 shows the graphical user interface (GUI) provided in the embodiments of this application.

[0212] For example, when the vehicle is detected to be in intelligent driving mode, the intelligent driving system can control the display of a prompt box on the vehicle's central control screen. This prompt box may include the message "The vehicle is detected to be in intelligent driving mode. Do you need to increase the brake pedal force to avoid accidentally triggering the intelligent driving disengagement and to support your foot?" When the system detects that the user clicks the "Confirm" control, it can control the brake pedal force to be 10N when the pedal travel is 0.

[0213] In one embodiment, the prompt box shown in Figure 17 may also include multiple levels of brake pedal force information, such as normal, hardness mode 1, and hardness mode 2. Specifically, when the pedal travel is 0, the brake pedal force in the normal mode is the same as the brake pedal force under manual driving conditions; the brake pedal force in hardness mode 1 is greater than the brake pedal force under manual driving conditions; and the brake pedal force in hardness mode 2 is greater than the brake pedal force in hardness level 1.

[0214] Figure 18 shows another set of GUIs provided in the embodiments of this application.

[0215] As shown in Figure 18(a), this GUI is the display interface for driver assistance. The interface includes a display box for brake pedal force. This display box includes the prompt message "When the vehicle is in intelligent driving mode, the system will configure different brake pedal forces to prevent the driver's foot from accidentally triggering the exit from intelligent driving mode. It also provides support for the driver's foot. You can select different brake pedal forces when the vehicle is in intelligent driving mode," as well as different brake pedal force levels, such as normal, hardness level 1, and hardness level 2.

[0216] As shown in Figure 18(b), when the user clicks on the function details control, the vehicle can display a prompt box on the screen. The prompt box includes the message "The brake pedal force is different when the brake pedal travel is 0 in different gears" and information on the brake pedal force in different gears. The information on the brake pedal force in different gears is shown in Table 1.

[0217] Table 1

[0218] The gear positions and their corresponding brake pedal forces shown in Table 1 above are merely illustrative and are not limited in the embodiments of this application.

[0219] Optionally, when the vehicle is in intelligent driving mode and the travel of the brake pedal is the first travel, controlling the brake pedal force to be the first brake pedal force includes: when the vehicle is in intelligent driving mode, controlling the brake pedal force to be the first brake pedal force according to the user's identification information and a first association relationship, wherein the first association relationship includes the correspondence between the user's identification information and the brake pedal force.

[0220] For example, a user can customize the brake pedal force when the vehicle is in intelligent driving mode and the pedal travel is 0. Before starting the vehicle, the user can select their preferred brake pedal force by customizing the brake pedal force when the pedal travel is 0. For example, user 1 can select a preferred brake pedal force of 10N, and user 2 can select a preferred brake pedal force of 20N. When the vehicle detects the user's custom setting operation, it can record the correspondence between the user's identification information (e.g., facial information) and their preferred brake pedal force. Table 2 shows the correspondence between the user's identification information and their preferred brake pedal force when the pedal travel is 0.

[0221] Table 2

[0222] For example, when the vehicle detects that the intelligent driving function has been activated, it can obtain the facial information of the user in the driver's seat area. When it is determined that the facial information of the user in the driver's seat area matches facial information 1, the intelligent driving system can control the brake pedal force to 10N when the pedal travel is 0, based on the above correspondence.

[0223] Figure 19 shows a schematic block diagram of a control device 1900 provided in an embodiment of this application. The control device 1900 includes: an acquisition module 1910 for acquiring the driving state of the vehicle, which includes intelligent driving state or manual driving state; and a control module 1920 for controlling the operating force of the vehicle's control mechanism according to the driving state, which includes one or more of a brake pedal, an accelerator pedal, and a steering wheel.

[0224] Optionally, the control mechanism includes a brake pedal, and the control module 1920 is specifically used to: control the brake pedal force to be a first brake pedal force when the vehicle is in intelligent driving mode and the brake pedal travel is a first travel; or, control the brake pedal force to be a second brake pedal force when the vehicle is in manual driving mode and the brake pedal travel is the first travel; wherein the first brake pedal force is greater than the second brake pedal force.

[0225] Optionally, the first journey can be 0.

[0226] Optionally, the control module 1920 is specifically used to: when the vehicle is in intelligent driving mode and the travel of the brake pedal is within a first preset travel range, control the brake pedal force of the brake pedal to be the first brake pedal force, the first preset travel range including the first travel.

[0227] Optionally, the control module 1920 is specifically used to: control the closure of the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve in the hydraulic braking system.

[0228] Optionally, the control module 1920 is specifically used to: control the pedal simulator circuit in the hydraulic braking system to close and the pedal holding circuit to open; wherein, during the first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0229] Optionally, the brake pedal is connected to the actuation mechanism, and the control module 1920 is specifically used to: control the actuation mechanism to close so as to fix the stroke of the brake pedal; wherein the brake pedal force that causes the actuation mechanism to disconnect is a third brake pedal force, and the third brake pedal force is greater than or equal to the first brake pedal force.

[0230] Optionally, when the vehicle's hydraulic braking system is a non-decoupled hydraulic braking system, the acquisition module 1910 is also used to acquire the braking demand torque and the energy recovery torque; the control module 1920 is also used to control the actuation mechanism to disconnect when the braking demand torque is greater than the energy recovery torque.

[0231] Optionally, the brake pedal is connected to a motor, and the control module 1920 is specifically used to: control the motor to apply the first reaction force to the brake pedal, the first reaction force being greater than or equal to the first brake pedal force.

[0232] Optionally, the control mechanism includes a steering wheel, and the control module 1920 is specifically used to: control the steering wheel to a first control force when the vehicle is in intelligent driving mode and the steering wheel angle is a first angle; or, control the steering wheel to a second control force when the vehicle is in manual driving mode and the steering wheel angle is the first angle; wherein the first control force is greater than the second control force.

[0233] Optionally, the first turning angle is 0°.

[0234] Optionally, the control module 1920 is specifically used to: control the operating force of the control mechanism according to the intelligent driving level of the vehicle when the vehicle is in intelligent driving state.

[0235] Optionally, the control module 1920 is specifically used to: control the operating force of the control mechanism based on data collected by the seat pressure sensor in the driver's area when the vehicle is in intelligent driving mode.

[0236] Figure 20 shows a schematic block diagram of a control system 2000 provided in an embodiment of this application. The control system 2000 includes an intelligent driving system 2010 and a braking system 2020. The intelligent driving system includes a module for performing the method 300 described above, and the braking system 2020 may include any one of the braking systems 1100 to 1600 described above.

[0237] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits.

[0238] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0239] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0240] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0241] This application also provides a control device, which includes a processing unit and a storage unit. The storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to cause the device to perform the methods or steps described in the above embodiments.

[0242] Optionally, if the control device is located in a vehicle, the processing unit may be one or more of the processors 121-12n shown in FIG1.

[0243] This application also provides a vehicle that may include the aforementioned control device or control system.

[0244] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0245] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0246] This application also provides a chip, which includes a circuit for performing the methods described in the above embodiments.

[0247] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0248] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0249] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not 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 this application.

[0250] Those skilled in the art will recognize that the units and algorithm steps of the various examples 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 implementation should not be considered beyond the scope of this application.

[0251] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0252] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units 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 units may be electrical, mechanical, or other forms.

[0253] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0254] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0255] If the aforementioned functions are implemented as software functional units 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 application, in essence, 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 described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0256] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be covered. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method, characterized in that, include: The driving status of the vehicle is obtained, including intelligent driving status or manual driving status; Based on the driving state, control the operating force of the vehicle's control mechanism, which includes one or more of a brake pedal, an accelerator pedal, and a steering wheel.

2. The method according to claim 1, characterized in that, The control mechanism includes a brake pedal, and the control force of the vehicle's control mechanism according to the driving state includes: When the vehicle is in intelligent driving mode and the brake pedal travel is at the first travel, the brake pedal force is controlled to be the first brake pedal force; or, When the vehicle is in manual driving mode and the travel of the brake pedal is the first travel, the brake pedal force controlled by the brake pedal is the second brake pedal force. Wherein, the force of the first brake pedal is greater than the force of the second brake pedal.

3. The method according to claim 2, characterized in that, The first journey is 0.

4. The method according to claim 2 or 3, characterized in that, The step of controlling the brake pedal force to be a first brake pedal force when the vehicle is in intelligent driving mode and the brake pedal travel is a first travel includes: When the vehicle is in intelligent driving mode and the travel of the brake pedal is within a first preset travel range, the brake pedal force is controlled to be the first brake pedal force, and the first preset travel range includes the first travel.

5. The method according to any one of claims 2 to 4, characterized in that, The brake pedal force controlling the brake pedal is a first brake pedal force, including: The solenoid valves of the wheel-side hydraulic backup circuit and the pedal simulator circuit in the control hydraulic braking system are closed.

6. The method according to any one of claims 2 to 4, characterized in that, The brake pedal force controlling the brake pedal is a first brake pedal force, including: In the control hydraulic braking system, the pedal simulator circuit is closed and the pedal holding circuit is open; During the first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

7. The method according to any one of claims 2 to 4, characterized in that, The brake pedal is connected to the actuation mechanism, and the brake pedal force controlling the brake pedal is a first brake pedal force, including: Control the actuation mechanism to close, thereby fixing the travel of the brake pedal; The brake pedal force that causes the actuation mechanism to disconnect is the third brake pedal force, which is greater than or equal to the first brake pedal force.

8. The method according to claim 7, characterized in that, When the vehicle's hydraulic braking system is a non-decoupled hydraulic braking system, the method further includes: Obtain braking torque and energy recovery torque; When the braking torque demand is greater than the energy recovery torque, the actuation mechanism is controlled to disconnect.

9. The method according to any one of claims 2 to 4, characterized in that, The brake pedal is connected to a motor, and the brake pedal force controlling the brake pedal is a first brake pedal force, including: The motor is controlled to apply a first reaction force to the brake pedal, the first reaction force being greater than or equal to the first brake pedal force.

10. The method according to claim 1, characterized in that, The control mechanism includes a steering wheel, and the control force of the vehicle's control mechanism according to the driving state includes: When the vehicle is in intelligent driving mode and the steering wheel angle is the first angle, the steering wheel control force is the first control force; or, When the vehicle is in manual driving mode and the steering wheel angle is the first angle, the steering wheel control force is the second control force. Wherein, the first operating force is greater than the second operating force.

11. The method according to claim 10, characterized in that, The first turning angle is 0°.

12. The method according to any one of claims 1 to 11, characterized in that, The step of controlling the operating force of the vehicle's control mechanism according to the driving state includes: When the vehicle is in intelligent driving mode, the operating force of the control mechanism is controlled according to the intelligent driving level of the vehicle.

13. The method according to any one of claims 1 to 12, characterized in that, The step of controlling the operating force of the vehicle's control mechanism according to the driving state includes: When the vehicle is in intelligent driving mode, the operating force of the control mechanism is controlled based on the data collected by the seat pressure sensor in the driver's area.

14. A hydraulic braking system, characterized in that, The hydraulic braking system includes a control unit, a master cylinder, wheel-side hydraulic backup circuit solenoid valves, and pedal simulator circuit solenoid valves. The master cylinder is connected to both the wheel-side hydraulic backup circuit solenoid valves and the pedal simulator circuit solenoid valves. The wheel-side hydraulic backup circuit solenoid valves are connected to the wheel-side hydraulic backup circuit, and the pedal simulator circuit solenoid valves are connected to the pedal simulator circuit. The control unit is configured to receive a first signal, the first signal instructing the control unit to close the wheel-side hydraulic backup circuit solenoid valve and the pedal simulator circuit solenoid valve; The control unit is further configured to, based on the first signal, control the wheel-side hydraulic backup circuit solenoid valve to close the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to close the pedal simulator circuit.

15. The hydraulic braking system according to claim 14, characterized in that, The brake master cylinder is connected to a pressure sensor, which is used to detect the pressure value in the brake master cylinder. The control unit is further configured to, when the pressure value collected by the pressure sensor is greater than or equal to a preset pressure value, control the wheel-side hydraulic backup circuit solenoid valve to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to open the pedal simulator circuit.

16. The hydraulic braking system according to claim 14, characterized in that, The vehicle's brake pedal is connected to the pedal force sensor. The control unit is further configured to, when the brake pedal force collected by the pedal force sensor is greater than or equal to a preset pedal force, control the wheel-side hydraulic backup circuit solenoid valve to open the wheel-side hydraulic backup circuit and control the pedal simulator circuit solenoid valve to open the pedal simulator circuit.

17. A hydraulic braking system, characterized in that, The hydraulic braking system includes a control unit, a master cylinder, a wheel-side hydraulic backup circuit solenoid valve, a multi-way solenoid valve, and a pedal simulator circuit solenoid valve. The master cylinder is connected to both the wheel-side hydraulic backup circuit solenoid valve and the multi-way solenoid valve. The multi-way solenoid valve is connected to both the pedal simulator circuit and the pedal holding circuit. The control unit is configured to receive a second signal, the second signal instructing the control unit to control the multi-way solenoid valve to close the pedal simulator circuit and open the pedal holding circuit; The control unit is further configured to control the multi-way solenoid valve to close the pedal simulator circuit and open the pedal holding circuit according to the second signal; Specifically, when the brake pedal is in its first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

18. A hydraulic braking system, characterized in that, The hydraulic braking system includes a control unit, a master cylinder, wheel-side hydraulic backup circuit solenoid valves, pedal holding circuit solenoid valves, and pedal simulator circuit solenoid valves. The master cylinder is connected to each of the wheel-side hydraulic backup circuit solenoid valves, pedal holding circuit solenoid valves, and pedal simulator circuit solenoid valves. The wheel-side hydraulic backup circuit solenoid valves are connected to the wheel-side hydraulic backup circuit, the pedal holding circuit solenoid valves are connected to the pedal holding circuit, and the pedal simulator circuit solenoid valves are connected to the pedal simulator circuit. The control unit is configured to receive a third signal from the vehicle, the third signal instructing the control unit to close the pedal simulator circuit and open the pedal holding circuit; The control unit is further configured to, according to the third signal, control the pedal simulator circuit solenoid valve to close the pedal simulator circuit and control the pedal holding circuit solenoid valve to open the pedal holding circuit; Specifically, when the brake pedal is in its first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

19. A hydraulic braking system, characterized in that, The hydraulic braking system includes a brake pedal, an actuation mechanism, a control unit, and a master cylinder. The brake pedal is connected to both the actuation mechanism and the master cylinder. The control unit is configured to receive a fourth signal, the fourth signal instructing the control unit to control the actuation mechanism to close; The control unit is further configured to control the actuation mechanism to close according to the fourth signal, so as to fix the travel of the brake pedal.

20. The hydraulic braking system according to claim 19, characterized in that, The control unit is also configured to control the actuation mechanism to disconnect when the brake pedal force is detected to be greater than or equal to the preset brake pedal force.

21. The hydraulic braking system according to claim 19, characterized in that, The hydraulic braking system is a non-decoupled hydraulic braking system. The control unit is also configured to receive a hydraulic braking command, which instructs the hydraulic braking system to perform hydraulic braking. The control unit is also configured to control the actuation mechanism to disconnect according to the hydraulic braking command.

22. A braking system, characterized in that, The braking system includes a control unit, a brake pedal, and a motor, with the brake pedal connected to the motor. The control unit is configured to receive a fifth signal, the fifth signal instructing the control unit to control the motor to apply a first reaction force to the brake pedal; The control unit is further configured to control the motor to apply a first reaction force to the brake pedal according to the fifth signal.

23. The braking system according to claim 22, characterized in that, The fifth signal includes information indicating that the vehicle is in an intelligent driving state.

24. The braking system according to claim 22 or 23, characterized in that, The control unit is configured to receive a sixth signal, the sixth signal instructing the control unit to control the motor to apply a second reaction force to the brake pedal; The control unit is further configured to control the motor to apply a second reaction force to the brake pedal according to the sixth signal; Wherein, the first reaction force is the reaction force when the brake pedal is in the first stroke, the second reaction force is the reaction force when the brake pedal is in the first stroke, and the first reaction force is greater than the second reaction force.

25. The braking system according to claim 24, characterized in that, The sixth signal includes information indicating that the vehicle is in a manual driving state.

26. A control device, characterized in that, The control device includes a module or unit for performing the method as described in any one of claims 1-13.

27. A vehicle, characterized in that, Includes the braking system as described in any one of claims 14 to 25, and / or the control device as described in claim 26.

28. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, cause the processor to implement the method as described in any one of claims 1 to 13.

29. A computer program product, characterized in that, The computer program product includes computer program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1 to 13.

30. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 13.

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