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 method, device and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410660855.0, filed on May 25, 2024, and entitled "Control method, device and vehicle", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the field of intelligent driving, and more particularly, to a control method, device and vehicle. BACKGROUND

[0003] With the development of society, more and more machines in modern life are developing towards automation and intelligence, and cars for mobile travel are no exception. Intelligent cars are gradually entering people's daily life. In recent years, advanced driving assistant system (ADAS) and autonomous driving system (ADS) play a very important role in intelligent cars. It uses various sensors installed on the car to sense the environment around the car during driving, collects data, detects targets, and combines map data to plan trajectories and control vehicles, effectively increasing the comfort and safety of car driving.

[0004] The current vehicle does not differentiate the operating mechanism in the manual driving state and the intelligent driving state, which leads to a low degree of intelligence of the vehicle and cannot meet the user's needs when the vehicle is in different states, resulting in a poor driving experience of the user. SUMMARY

[0005] The present application provides a control method, device and vehicle, which helps to improve the driving experience of the user when the vehicle is in different states and also helps to improve the degree of intelligence of the vehicle.

[0006] In a first aspect, the present application provides a control method, which comprises: obtaining a driving state of a vehicle, the driving state comprising an intelligent driving state or a manual driving state; and controlling a steering force of a steering mechanism of the vehicle according to the driving state, the steering mechanism comprising one or more of a brake pedal, an accelerator pedal and a steering wheel.

[0007] Based on the above technical solution, the steering force of the steering mechanism is controlled according to the current state of the vehicle, so that the steering force of the steering mechanism is different in different states of the vehicle, which helps to improve the driving experience of the user when the vehicle is in different states and also helps to improve the degree of intelligence of the vehicle.

[0008] In some possible implementation manners, the control of the steering force of the steering mechanism of the vehicle according to the driving state includes: control of a brake pedal force or a brake pedal feedback force of the brake pedal according to the driving state.

[0009] In some possible implementation manners, the control of the steering force of the steering mechanism of the vehicle according to the driving state includes: control of a steering force of the steering wheel according to the driving state.

[0010] With reference to the first aspect, in some implementation manners of the first aspect, the steering mechanism includes a brake pedal, and the control of the steering force of the steering mechanism of the vehicle according to the driving state includes: when the vehicle is in the intelligent driving state and the stroke of the brake pedal is a first stroke, control of the brake pedal force of the brake pedal to be a first brake pedal force; or when the vehicle is in the manual driving state and the stroke of the brake pedal is the first stroke, control of the brake pedal force of the brake pedal to be a second brake pedal force; and the first brake pedal force is greater than the second brake pedal force.

[0011] When the intelligent driving state of the vehicle is activated at present, the driver no longer controls the accelerator pedal and the brake pedal, and the foot is generally placed elsewhere. If the driver is relatively cautious, the foot is still placed on the brake pedal when the vehicle is in the intelligent driving state, considering that the vehicle can be immediately braked to avoid a collision, and the force applied by the foot is easy to mis-trigger the intelligent driving system to issue a takeover request or directly exit, so that the intelligent driving experience of the user is poor.

[0012] Based on the above technical solution, when the stroke of the brake pedal is a first stroke, the brake pedal force when the vehicle is in the intelligent driving state is greater than the brake pedal force when the vehicle is in the manual driving state. In this way, it is helpful to prevent the driver from mis-triggering the intelligent driving system to issue a takeover request or directly exit when the vehicle is in the intelligent driving state; at the same time, the foot of the driver can be supported to ensure the comfort of the foot of the driver.

[0013] With reference to the first aspect, in some implementation manners of the first aspect, the first stroke is 0.

[0014] Based on the above technical solution, when the stroke of the brake pedal is 0, the brake pedal force when the vehicle is in the intelligent driving state is greater than the brake pedal force when the vehicle is in the manual driving state. In this way, when the vehicle is in the intelligent driving state and the stroke of the brake pedal is 0, additional brake pedal force can be provided for the driver, which is helpful to avoid the driver from mis-triggering the intelligent driving system to issue a takeover request or directly exit; at the same time, the foot of the driver can be supported to ensure the comfort of the foot of the driver.

[0015] In some possible implementations of the first aspect, when the vehicle is in the intelligent driving state and the stroke of the brake pedal is the first stroke, the brake pedal force of the brake pedal is controlled to be a first brake pedal force, including: when the vehicle is in the intelligent driving state and the stroke of the brake pedal is within a first preset stroke range, the brake pedal force of the brake pedal is controlled to be the first brake pedal force, and the first preset stroke range includes the first stroke.

[0016] Based on the technical solution, when the stroke of the brake pedal is within the first preset stroke range, the brake pedal force of the vehicle in the intelligent driving state is the first brake pedal force. In this way, when the vehicle is in the intelligent driving state and the stroke of the brake pedal is within a certain range, the driver can be provided with additional brake pedal force, which helps to avoid the driver from triggering the intelligent driving system to issue a takeover request or directly exit; at the same time, the driver's foot can be supported to ensure the comfort of the driver's foot.

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

[0018] In some possible implementations of the first aspect, controlling the brake pedal force of the brake pedal to be the first brake pedal force includes: controlling a wheel edge hydraulic backup loop solenoid valve and a pedal simulator loop solenoid valve in the hydraulic brake system to be closed.

[0019] Based on the technical solution, when the vehicle is in the intelligent driving state, the intelligent driving system can control the wheel edge hydraulic backup loop solenoid valve and the pedal simulator loop solenoid valve to be closed, so that a closed hydraulic loop is formed in the hydraulic brake system, thereby supporting the driver's foot.

[0020] In some possible implementations, controlling the wheel edge hydraulic backup loop solenoid valve and the pedal simulator loop solenoid valve in the hydraulic brake system to be closed includes: sending a first signal to a control unit in the brake system, the first signal being used to instruct the wheel edge hydraulic backup loop solenoid valve and the pedal simulator loop solenoid valve to be closed.

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

[0022] In some implementations of the first aspect, the brake pedal force is controlled to be a first brake pedal force, including: controlling a pedal simulator circuit in the hydraulic brake system to be closed and a pedal hold circuit to be opened; and controlling the pedal hold circuit to be opened and the pedal simulator circuit to be closed when the vehicle is in the intelligent driving state.

[0023] According to the above technical solution, when the vehicle is in the intelligent driving state, the intelligent driving system can control the pedal hold circuit to be opened and the pedal simulator circuit to be closed. Because the pressure value of the pedal hold circuit is greater than the pressure value of the pedal simulator, compared with the manual driving state (when the vehicle is in the manual driving state, the intelligent driving system can control the pedal simulator circuit to be opened and the pedal hold circuit to be closed), the user's foot can be provided with additional support in the intelligent driving state, ensuring the comfort of the driver's foot. At the same time, it helps to avoid the driver from mistakenly triggering the intelligent driving system to issue a takeover request or directly exit.

[0024] The pressure value of the pedal hold circuit can be understood as the hydraulic value in the pedal hold 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 hold circuit and the pedal simulator circuit have different spring stiffness or pre-tightening values, so that the pressure value of the pedal hold circuit is greater than the pressure value of the pedal simulator circuit.

[0026] In some implementations of the first aspect, the brake pedal is connected with an actuating mechanism, and the brake pedal force is controlled to be a first brake pedal force, including: controlling the actuating mechanism to be closed to fix the stroke of the brake pedal; and the brake pedal force for disconnecting the actuating mechanism is a third brake pedal force, the third brake pedal force being greater than or equal to the first brake pedal force.

[0027] According to the above technical solution, when the vehicle is in the intelligent driving state, the intelligent driving system can control the actuating mechanism to be closed, thereby fixing the stroke of the brake pedal, providing additional support for the user's foot, and ensuring the comfort of the driver's foot. At the same time, it helps to avoid the driver from mistakenly triggering the intelligent driving system to issue a takeover request or directly exit.

[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 actuating mechanism to be closed includes: sending a fourth signal to a control unit in the brake system, the fourth signal instructing the control unit to control the actuating mechanism to be closed.

[0030] In some possible implementation manners, the fourth signal is a state signal of the vehicle, and the state signal is used to indicate that the vehicle is in the intelligent driving state.

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

[0032] With reference to the first aspect, in some implementation manners of the first aspect, when the hydraulic braking system of the vehicle is a non-decoupled hydraulic braking system, the method further includes: obtaining a braking demand torque and an energy recovery torque; and when the braking demand torque is greater than the energy recovery torque, controlling the actuating mechanism to be disconnected.

[0033] Based on the technical solution described above, for the non-decoupled hydraulic braking system, when the energy recovery torque is insufficient, the intelligent driving system can control the actuating mechanism to be disconnected, so as to ensure that the hydraulic braking system works, so that the energy recovery torque and the hydraulic braking torque can reach the braking demand torque, thereby ensuring that the braking performance of the vehicle is not affected.

[0034] With reference to the first aspect, in some implementation manners of the first aspect, the brake pedal is connected to the motor, and the control of the brake pedal force of the brake pedal to be the 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 technical solution described above, when the vehicle is in the intelligent driving state, the intelligent driving system can control the motor to apply the reaction force, so as to provide additional support to the user's foot, and ensure the comfort of the driver's foot. At the same time, it is helpful to avoid that the driver mistakenly triggers the intelligent driving system to issue a takeover request or directly exit.

[0036] In some possible implementation manners, the control of 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 implementation manners, the fifth signal is a state signal of the vehicle, and the state signal is used to indicate that the vehicle is in the intelligent driving state.

[0038] With reference to the first aspect, in some implementation manners of the first aspect, the steering mechanism includes a steering wheel, and the control of the steering force of the steering mechanism of the vehicle according to the driving state includes: when the vehicle is in the intelligent driving state and the steering wheel angle is a first steering wheel angle, controlling the steering force of the steering wheel to be a first steering force; or when the vehicle is in the manual driving state and the steering wheel angle is the first steering wheel angle, controlling the steering force of the steering wheel to be a second steering force; and the first steering force is greater than the second steering force.

[0039] Based on the above technical solution, when the steering wheel angle is the first steering angle, the intelligent driving system can control the steering force of the steering wheel in the intelligent driving state of the vehicle to be greater than the steering force of the steering wheel in the manual driving state of the vehicle. In this way, the driver can be prevented from mistakenly triggering the intelligent driving system to issue a takeover request or directly exit; at the same time, the driver's hands can be supported to ensure the comfort of the driver's hands.

[0040] In combination with the first aspect, in some implementations of the first aspect, the first steering angle is 0°. Exemplarily, the steering wheel of the vehicle is a decoupled steering wheel.

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

[0042] In combination with the first aspect, in some implementations of the first aspect, the control of the steering force of the steering mechanism of the vehicle according to the driving state includes: when the vehicle is in the intelligent driving state, the steering force of the steering mechanism is controlled according to the intelligent driving level of the vehicle.

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

[0044] In some possible implementations, the control of the steering force of the steering mechanism according to the intelligent driving level of the vehicle includes: when the vehicle is in a first intelligent driving level and the stroke of the brake pedal is a third stroke, the brake pedal force of the brake pedal is controlled to be a fourth brake pedal force; or when the vehicle is in a second intelligent driving level and the stroke of the brake pedal is the third stroke, the brake pedal force of the brake pedal is controlled 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] Since the vehicle with a higher intelligent driving level (for example, L4 or L5) can perform all dynamic driving tasks and does not require the driver to perform takeover, the requirement for preventing the driver from mistakenly triggering is higher. At this time, the intelligent driving system can provide additional brake pedal force to the brake pedal when in a higher intelligent driving level, which helps to prevent the driver from mistakenly triggering the intelligent driving system to issue a takeover request or directly exit.

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

[0047] In combination with the first aspect, in some implementations of the first aspect, the control of the steering force of the steering mechanism of the vehicle according to the driving state comprises: when the vehicle is in the intelligent driving state, controlling the steering force of the steering mechanism according to the data collected by the seat pressure sensor of the main driver area.

[0048] Based on the above technical solution, the steering force of the steering mechanism can be controlled by the data collected by the seat pressure sensor. In this way, different brake pedal forces can be provided for users of different weights, which helps to improve the driving experience of different users when the vehicle is in the intelligent driving state.

[0049] In the second aspect, the application provides a hydraulic brake system, which comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup loop electromagnetic valve and a pedal simulator loop electromagnetic valve, the brake master cylinder is connected with the wheel edge hydraulic backup electromagnetic valve and the pedal simulator loop electromagnetic valve respectively, the wheel edge hydraulic backup electromagnetic valve is connected with a wheel edge hydraulic backup loop, and the pedal simulator loop electromagnetic valve is connected with a pedal simulator loop, wherein the control unit is configured to receive a first signal, the first signal indicating that the control unit controls the wheel edge hydraulic backup electromagnetic valve and the pedal simulator loop electromagnetic valve to be closed; and the control unit is further configured to control the wheel edge hydraulic backup electromagnetic valve to close the wheel edge hydraulic backup loop and control the pedal simulator loop electromagnetic valve to close the pedal simulator loop according to the first signal.

[0050] Based on the above technical solution, when the control unit of the hydraulic brake system receives the first signal, the wheel edge hydraulic backup loop electromagnetic valve and the pedal simulator loop electromagnetic valve can be controlled to be closed, so as to close the wheel edge hydraulic backup loop and the pedal simulator loop, so that a closed hydraulic loop can be formed in the hydraulic brake system, thereby supporting the foot of the driver.

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

[0052] In combination with the second aspect, in some implementations of the second aspect, the brake master cylinder is connected with a pressure sensor, the pressure sensor is used to detect a pressure value in the brake master cylinder, and the control unit is further configured to control the wheel edge hydraulic backup electromagnetic valve to open the wheel edge hydraulic backup loop and control the pedal simulator loop electromagnetic valve to open the pedal simulator loop 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 scheme, 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 the intelligent driving state to the manual driving state, at this time, by controlling the wheel edge hydraulic backup loop to be opened and the pedal simulator loop to be opened, the foot feeling of the user when stepping on the brake pedal can be restored to the normal foot feeling.

[0054] In combination with the second aspect, in some implementations of the second aspect, the brake pedal of the vehicle is connected with a pedal force sensor, and 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 edge hydraulic backup solenoid valve to open the wheel edge hydraulic backup loop and control the pedal simulator loop solenoid valve to open the pedal simulator loop.

[0055] Based on the above technical scheme, when the brake pedal force 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 the intelligent driving state to the manual driving state, at this time, by controlling the wheel edge hydraulic backup loop to be opened and the pedal simulator loop to be opened, the foot feeling of the user when stepping on the brake pedal can be restored to the normal foot feeling.

[0056] In the third aspect, the application provides a hydraulic brake system, which comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup loop solenoid valve, a multi-way solenoid valve and a pedal simulator loop solenoid valve, the brake master cylinder is connected with the wheel edge hydraulic backup solenoid valve and the multi-way solenoid valve respectively, the multi-way solenoid valve is connected with a pedal simulator loop and a pedal holding loop respectively, wherein the control unit is configured to receive a second signal, the second signal instructs the control unit to control the multi-way solenoid valve to close the pedal simulator loop and open the pedal holding loop; the control unit is further configured to, according to the second signal, control the multi-way solenoid valve to close the pedal simulator loop and open the pedal holding loop; wherein when the brake pedal is in a first stroke, the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop.

[0057] Based on the above technical scheme, when the control unit of the hydraulic brake system receives the second signal, the pedal simulator loop can be closed and the pedal holding loop can be opened by the multi-way solenoid valve. Compared with the pedal simulator loop, the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop, so that the foot of the driver can be supported.

[0058] In some possible implementations, the pedal holding loop and the pedal simulator loop have different spring stiffness or pre-tightening values, so that the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop.

[0059] In some possible implementation manners, the second signal is a state signal of the vehicle, and the state signal is used to indicate that the vehicle is in an intelligent driving state.

[0060] In a fourth aspect, the present application provides a hydraulic braking system, which comprises a control unit, a master cylinder, a wheel edge hydraulic backup loop solenoid valve, a pedal holding loop solenoid valve and a pedal simulator loop solenoid valve, the master cylinder is connected with the wheel edge hydraulic backup solenoid valve, the pedal holding loop solenoid valve and the pedal simulator loop solenoid valve respectively, the wheel edge hydraulic backup solenoid valve is connected with a wheel edge hydraulic backup loop, the pedal holding loop solenoid valve is connected with a pedal holding loop, and the pedal simulator loop solenoid valve is connected with a pedal simulator loop, wherein the control unit is configured to receive a third signal of a vehicle, the third signal is used to indicate that the control unit closes the pedal simulator loop and opens the pedal holding loop; the control unit is further configured to control the pedal simulator loop solenoid valve to close the pedal simulator loop and control the pedal holding loop solenoid valve to open the pedal holding loop according to the third signal; and when the brake pedal is in a first stroke, a pressure value of the pedal holding loop is greater than a pressure value of the pedal simulator loop.

[0061] Based on the above technical solution, when the control unit of the hydraulic braking system receives the third signal, the control unit can control the pedal simulator loop solenoid valve to close the pedal simulator loop and control the pedal holding loop solenoid valve to open the pedal holding loop. Compared with the pedal simulator loop, the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop, so that additional brake pedal force can be provided for the brake pedal, thereby supporting the foot of the driver.

[0062] In some possible implementation manners, the third signal is a state signal of the vehicle, and the state signal is used to indicate that the vehicle is in an intelligent driving state.

[0063] In a fifth aspect, the present application provides a hydraulic braking system, which comprises a brake pedal, an actuating mechanism, a control unit and a master cylinder, the brake pedal is connected with the actuating mechanism and the master cylinder respectively, wherein the control unit is configured to receive a fourth signal, the fourth signal is used to indicate that the control unit controls the actuating mechanism to close; the control unit is further configured to control the actuating mechanism to close to fix the stroke of the brake pedal according to the fourth signal.

[0064] Based on the above technical solution, when the control unit of the hydraulic braking system receives the fourth signal, the control unit can control the actuating mechanism to close to fix the stroke of the brake pedal, thereby supporting the foot of the driver.

[0065] In some possible implementation manners, the fourth signal is a state signal of the vehicle, and the state signal is used to indicate that the vehicle is in an intelligent driving state.

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

[0067] With reference to the fifth aspect, in some possible implementation manners of the fifth aspect, the control unit is further configured to control the actuating mechanism to be disconnected when it is detected that the brake pedal force is greater than or equal to the preset brake pedal force.

[0068] With reference to the fifth aspect, in some possible implementation manners of the fifth aspect, the hydraulic brake system is a non-decoupled hydraulic brake system, the control unit is further configured to receive a hydraulic brake instruction, the hydraulic brake instruction being used to instruct the hydraulic brake system to perform hydraulic braking, and the control unit is further configured to control the actuating mechanism to be disconnected according to the hydraulic brake instruction.

[0069] The sixth aspect provides a brake system, which includes 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, the fifth signal being used to instruct the control unit to control the motor to apply a first counterforce to the brake pedal, and the control unit is further configured to control the motor to apply the first counterforce to the brake pedal according to the fifth signal.

[0070] Based on the above technical solution, when the control unit of the hydraulic brake system receives the fifth signal, the motor can be controlled to apply the first counterforce to the brake pedal, so as to support the driver's foot.

[0071] With reference to the sixth aspect, in some possible implementation manners of the sixth aspect, the fifth signal includes information used to indicate that the vehicle is in an intelligent driving state.

[0072] With reference to the sixth aspect, in some possible implementation manners of the sixth aspect, the control unit is configured to receive a sixth signal, the sixth signal being used to instruct the control unit to control the motor to apply a second counterforce to the brake pedal, and the control unit is further configured to control the motor to apply the second counterforce to the brake pedal according to the sixth signal, wherein the first counterforce is a counterforce when the brake pedal is in a first stroke, the second counterforce is a counterforce when the brake pedal is in the first stroke, and the first counterforce is greater than the second counterforce.

[0073] With reference to the sixth aspect, in some possible implementation manners of the sixth aspect, the sixth signal includes information used to indicate that the vehicle is in a manual driving state.

[0074] The seventh aspect provides a control device, which includes a module configured to execute the method in the first aspect and any possible implementation manner thereof.

[0075] In an eighth aspect, a control device is provided, which includes a memory for storing a computer program and a processor for executing the computer program in the memory, so that the control device can implement the method in the first aspect and any possible implementation manner thereof.

[0076] In a ninth aspect, a control system is provided, which includes a braking system and the control device in the seventh aspect or the eighth aspect.

[0077] In some possible implementation manners, the braking system includes the braking system in any one of the second aspect to the sixth aspect.

[0078] In a tenth aspect, a vehicle is provided, which includes the braking system in any one of the second aspect to the sixth aspect, or includes the control device in any one of the seventh aspect or the eighth aspect, or includes the control system in the ninth aspect.

[0079] The vehicle in the present application is a vehicle in a broad sense, which can be a traffic tool (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. The type of the vehicle is not limited in the embodiments of the present application.

[0080] In an eleventh aspect, a computer program product is provided, which includes computer program code, when the computer program code is run on a computer, so that the computer executes the method in any one of the possible implementation manners of the first aspect.

[0081] In a twelfth aspect, a computer readable storage medium is provided, which stores a computer program, when the computer program is run on a computer, so that the computer executes the method in any one of the possible implementation manners of the first aspect.

[0082] In a thirteenth aspect, a chip is provided, which includes a circuit for executing the method in any one of the possible implementation manners of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0083] FIG. 1 is a functional block diagram of a vehicle according to an embodiment of the present application.

[0084] FIG. 2 is a schematic block diagram of an intelligent driving system according to an embodiment of the present application.

[0085] FIG. 3 is a schematic flowchart of a control method according to an embodiment of the present 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 DESCRIPTION

[0103] The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B; in this document, "and / or" only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", which describes the association relationship of the associated objects, which means that there can be three relationships, for example, at least one of A and B, which can represent: A exists alone, A and B exist together, and B exists alone.

[0104] In the embodiments of the present application, the prefix words such as "first", "second" are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words such as prefixes in the embodiments of the present application does not limit the described objects, and the description of the described objects should be referred to the description of the context in the claims or embodiments, and should not be limited by the use of such prefix words. In addition, in the description of the embodiments, unless otherwise specified, the meaning of "multiple" is two or more.

[0105] FIG. 1 is a functional block diagram of a vehicle 100 according to an embodiment of the present application. The vehicle 100 can include a perception system 110, a computing platform 120, and a display device 130, wherein the perception system 110 can include one or more sensors that sense information about the environment around the vehicle 100. For example, the perception system 110 can include a positioning system, which can be a global positioning system (GPS), a Beidou system, or other positioning systems. For another example, the perception system 110 can include one or more of an inertial measurement unit (IMU), an acceleration sensor, a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0106] Some or all functions of the vehicle 100 can be controlled by the computing platform 120. The computing platform 120 can include one or more processors, such as processors 121 through 12n (n is a positive integer), which are circuits having a processing capability of signals. In one implementation, the processors can be circuits having an instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a kind of microprocessor), a digital signal processor (DSP), or the like. In another implementation, the processors can be circuits having a certain function implemented by a logic relationship of hardware circuits, which is fixed or reconfigurable. For example, the processors can be hardware circuits implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration. It can be understood that the processor loads instructions to implement the functions of the above units. In addition, the processors can also be hardware circuits designed for artificial intelligence, which can be understood as a kind of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), or the like. In addition, the computing platform 120 can further include a memory for storing instructions, and some or all of the processors 121 through 12n can call the instructions in the memory to implement corresponding functions.

[0107] The display device 130 in the cabin is mainly divided into two categories, the first category is a vehicle display screen, and the second category is a projection display screen, such as a head up display (HUD). The vehicle display screen is a physical display screen and is an important component of the in-vehicle infotainment system. Multiple display screens can be provided in the cabin, such as a digital instrument display screen, a center control screen, a display screen in front of a passenger (also referred to as a front passenger) at a co-driver position, a display screen in front of a left rear passenger, and a display screen in front of a right rear passenger, or even a vehicle window can be used as a display screen for display. The head up display, also known as a head-up display system, is mainly used for displaying driving information such as speed, navigation, etc. on a display device (such as a windshield) in front of the driver. This reduces the time for the driver to change his line of sight and avoids changes in the pupil caused by the driver changing his line of sight, thereby improving driving safety and comfort. The HUD includes, for example, a combiner-HUD (C-HUD) system, a windshield-HUD (W-HUD) system, and an augmented reality HUD (AR-HUD). It should be understood that other types of systems can also appear as the technology evolves, and the present application does not limit this.

[0108] The display device 130 described above is illustrated by taking the vehicle display screen and the projection display screen as examples, and embodiments of the present 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 only schematic, and in actual applications, various components in the vehicle 100 described above can be added or deleted according to actual needs.

[0110] The vehicle 100 can include an intelligent driving system, which can include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system uses various sensors (including but not limited to laser radar, millimeter wave radar, camera, ultrasonic sensor, global positioning system, and inertial measurement unit) on the vehicle to obtain information from the surroundings of the vehicle, and analyzes and processes the obtained information to realize functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / reminding, etc., thereby improving the safety, automation level, and comfort of vehicle driving.

[0111] For example, FIG. 2 shows a schematic block diagram of an intelligent driving system according to an embodiment of the present application. The intelligent driving system can include three functional modules: a perception module 210, a planning module 220, and a control module 230. The perception module 210 perceives the environment around the vehicle body through sensors and outputs corresponding perception data to the planning and control module 220. The planning module 220 obtains road topology and target object information based on the information obtained by the perception module 210. The planning module 220 can determine a planning trajectory for a period of time based on the road topology and target object information. The planning module 220 can send the planning trajectory to the control module 230. The control module 230 can output a control signal after receiving the planning trajectory from the planning module 220, and can control the actuators to take corresponding actions, such as steering, accelerating, decelerating, etc.

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

[0113] The perception module 210 described above can also be located in the computing platform 120.

[0114] The degree to which a vehicle-based driving automation system is capable of performing dynamic driving tasks is divided into levels 0 to 5 (or L0-L5) based on the role allocation in performing dynamic driving tasks and the presence or absence of operational design domain (ODD) limits, such as external conditions suitable for the functional operation of the driving automation system as determined when the system is designed, such as roads, traffic, weather, lighting, etc. Among the six levels of driving automation, levels 0-2 are driving assistance, and the system assists humans in performing dynamic driving tasks, and the driving subject is still the driver. Levels 3-5 are autonomous driving, and the system replaces humans in performing dynamic driving tasks under the design operating conditions, and when the function is activated, the driving subject is the system. The names and definitions of each level are as follows:

[0115] A Level 0 driving automation (also known as emergency assistance) system is not capable of continuously performing vehicle lateral or longitudinal motion control in dynamic driving tasks, but is capable of performing some target and event detection and response in dynamic driving tasks. A Level 1 driving automation (also known as partial driver assistance) system continuously performs vehicle lateral or longitudinal motion control in dynamic driving tasks, and is capable of some target and event detection and response appropriate to the vehicle lateral or longitudinal motion control performed, under the design operating conditions of the system. A Level 2 driving automation (also known as combined driver assistance) system continuously performs vehicle lateral and longitudinal motion control in dynamic driving tasks, and is capable of some target and event detection and response appropriate to the vehicle lateral and longitudinal motion control performed, under the design operating conditions of the system. A Level 3 driving automation (also known as conditionally automated driving) system continuously performs all dynamic driving tasks under the design operating conditions of the system. A Level 4 driving automation (also known as highly automated driving) system continuously performs all dynamic driving tasks under the design operating conditions of the system and the system is designed to perform the minimum risk maneuver under the design operating conditions of the system. A Level 5 driving automation (also known as fully automated driving) system continuously performs all dynamic driving tasks under all the design operating conditions of the system and the system is designed to perform the minimum risk maneuver under all the design operating conditions of the system. Generally, intelligent driving systems are generally L2-L5, such as ADAS is L2, and ADS is L3-L5.

[0116] When the car in the L3 state of the autonomous driving state is about to exit the ODD, or the ADS fails, the ADS will issue an intervention request to request the driver to take over the driving right of the vehicle. The driver can also actively initiate the takeover of the driving right of the vehicle by taking one or more of the means of turning the steering wheel, stepping on the accelerator pedal, or stepping on the brake pedal. When one or more of the steering wheel is turned to a certain angle, the accelerator pedal is stepped down to a certain stroke, or the brake pedal is stepped down to a certain stroke, the ADS system considers that the driver wants to actively take over the vehicle, and exits the ADS state.

[0117] After the intelligent driving state of the vehicle is activated, the driver no longer controls the accelerator pedal and the brake pedal, and the foot is generally placed elsewhere. If the driver is relatively cautious, he still places his foot on the brake pedal when the vehicle is in the intelligent driving state, considering that he can brake to avoid a collision immediately. The force exerted by the foot is easy to trigger the intelligent driving system to issue a takeover request or directly exit, resulting in a poor intelligent driving experience for the user.

[0118] The embodiment of the present application provides a control method, device and vehicle, different steering forces of a steering mechanism can be configured when the vehicle is in different states. In this way, the driving experience of a user when the vehicle is in different states can be met, and the intelligent degree of the vehicle is also improved. For example, when the vehicle is in an intelligent driving state, an additional brake pedal force can be provided to the brake pedal, so that the driver can be prevented from triggering the intelligent driving system to issue a takeover request or directly exit, and the intelligent driving experience of the user is improved. Meanwhile, the driver's feet can be supported, and the comfort of the driver's feet is improved.

[0119] FIG. 3 shows a schematic flowchart of a control method 300 provided by the embodiment of the present application. The method 300 can be executed by the vehicle 100, or the method 300 can be executed by the computing platform 120, or the method 300 can be executed by a system-on-a-chip (SoC) in the computing platform 120, or the method 300 can be executed by a processor, a chip or a circuit in the computing platform 120, or the method 300 can be executed by the intelligent driving system. In the following embodiment, the intelligent driving system is taken as an example for description. The method 300 includes the following steps.

[0120] S310, obtaining a driving state of the vehicle, the driving state including an intelligent driving state or a manual driving state.

[0121] Optionally, obtaining the driving state of the vehicle includes: determining the driving state of the vehicle according to whether an instruction indicating to start the intelligent driving function is detected.

[0122] For example, when the instruction indicating to start the intelligent driving function is detected, it can be determined that the vehicle is in the intelligent driving state.

[0123] For example, the intelligent driving function includes an intelligent driving navigation assist (NCA) function, an adaptive cruise control (ACC), an automated lane keeping (ALK), an L3 level high-speed expressway automatic driving, an L3 level urban trunk road automatic driving, an automated parking assist (APA) function, a remote parking assist (RPA) function or an automated valet parking (AVP) function.

[0124] S320, according to the driving state, control the control force of the control mechanism of the vehicle, the control mechanism including one or more of a brake pedal, an accelerator pedal, and a steering wheel.

[0125] Optionally, the control mechanism includes a brake pedal, and according to the driving state, the control of the control force of the control mechanism of the vehicle includes: when the vehicle is in the intelligent driving state and the stroke of the brake pedal is a first stroke, controlling the brake pedal force of the brake pedal to be a first brake pedal force; or when the vehicle is in the manual driving state and the stroke of the brake pedal is the first stroke, 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.

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

[0127] In the embodiments of the present application, 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 brake pedal stroke is 0 (or the brake pedal stroke is less than a certain value) after the intelligent driving state is activated, compared with the manual driving state, the intelligent driving system can control the brake pedal to provide additional brake pedal force or brake pedal feedback force for supporting the driver's foot.

[0128] For example, FIG. 4 shows a schematic diagram of the relationship between the brake pedal stroke and the brake pedal force or brake pedal feedback force in the manual driving state.

[0129] As shown in FIG. 4, when the vehicle is in the manual driving state, the brake pedal force or brake pedal feedback force is 0 when the pedal stroke is 0. As the brake pedal stroke increases, the brake pedal force or brake pedal feedback force increases accordingly. At present, when the vehicle is in the intelligent driving state, a pedal stroke margin (for example, 5%) for preventing accidental triggering is set, which is to prevent the driver from accidentally stepping on the pedal. If the driver keeps stepping on the brake pedal, the force applied by the foot is still likely to exceed the 5% stroke margin, which may cause the manual driving system to issue a takeover request or directly exit, affecting the driving experience of the user.

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

[0131] As shown in FIG. 5, when the intelligent driving state is activated, the brake pedal force or the brake pedal feedback force is greater than 0 when the stroke of the brake pedal is 0, for supporting the driver's foot. When the stroke of the brake pedal is within 0-S1, the brake pedal force or the brake pedal feedback force remains unchanged. In order to ensure that the driver feels the same when stepping on the brake pedal when the driver wants to take over the vehicle as in the manual driving state, the relationship curve between the brake pedal stroke and the brake pedal force remains unchanged when the vehicle is in the intelligent driving state and the manual driving state, and the pedal stroke is greater than S1.

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

[0133] FIGS. 4 and 5 are examples of linear increase, and in actual situations, the brake stroke and the brake pedal force are not necessarily a strict linear relationship, which is not limited in the embodiments of the present application.

[0134] Optionally, the first stroke is 0.

[0135] For example, FIG. 6 shows another relationship diagram between the brake pedal stroke and the brake pedal force or the brake pedal feedback force in the intelligent driving state according to an embodiment of the present application.

[0136] As shown in FIG. 6, when the vehicle is in the intelligent driving state and the pedal stroke is 0, the brake pedal force or the brake pedal feedback force is greater than 0, for supporting the driver's foot. Once the brake pedal stroke exceeds 0, the relationship curve between the brake pedal stroke and the brake pedal force in the intelligent driving state remains unchanged with the manual driving state.

[0137] In the embodiments of the present application, by providing an additional brake pedal force or brake pedal feedback force in the intelligent driving state, it can prevent the intelligent driving system from issuing a driver takeover request or causing the intelligent driving state to directly exit due to the driver's false triggering; at the same time, it can also support the driver's foot, thereby ensuring the comfort of the driver's foot when the vehicle is in the intelligent driving state.

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

[0139] For example, since L5 and L4 can achieve all dynamic driving tasks, the driver does not need to perform takeover, and the requirement for false triggering prevention of the driver is higher. Compared with L2 and L3 states, a greater brake pedal force or brake pedal feedback force can be provided when the brake pedal stroke is 0.

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

[0141] For example, FIG. 7 shows a schematic diagram of the relationship between the brake pedal stroke and the brake pedal force or brake pedal feedback force in different intelligent driving levels according to an embodiment of the present application.

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

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

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

[0145] The above describes an embodiment of the present application in which additional brake pedal force or brake pedal feedback force is provided in the intelligent driving state. The following describes an embodiment of the present application in which additional steering force of the steering wheel is provided in the intelligent driving state.

[0146] For example, FIG. 8 shows a schematic diagram of the relationship between the steering wheel angle and the steering force of the steering wheel in the manual driving state.

[0147] As shown in FIG. 8, in the manual driving state, when the steering wheel angle is 0, a certain steering force of the steering wheel is required to rotate the steering wheel. As the steering wheel angle increases, the steering force of the steering wheel also increases.

[0148] The above FIG. 8 is an example of linear increase, and in actual situations, the relationship between the steering wheel angle and the steering force of the steering wheel is not necessarily linear, which is not limited in the embodiments of the present application.

[0149] For example, FIG. 9 shows a schematic diagram of the relationship between the steering wheel angle and the steering wheel steering force in the intelligent driving state according to an embodiment of the present application.

[0150] As shown in FIG. 9, when the vehicle is in the intelligent driving state and the steering wheel angle is 0, the steering wheel steering force for turning the steering wheel is greater than that in the manual driving state, which is used to support the driver's hand. Once the steering wheel angle exceeds 0, the relationship curve between the steering wheel angle and the steering wheel steering force in the intelligent driving state is consistent with that in the manual driving state.

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

[0152] For example, FIG. 10 shows another schematic diagram of the relationship between the steering wheel angle and the steering wheel steering force in the intelligent driving state according to an embodiment of the present application.

[0153] As shown in FIG. 10, when the vehicle is in the intelligent driving state, if the steering wheel rotation angle changes with the change of the vehicle turning angle, then at any position of the steering wheel rotation angle, the vehicle can provide additional steering steering force in the intelligent driving state compared with the manual driving state, which is used to support the driver's hand. Once the driver wants to take over the vehicle, the force acting on the steering wheel exceeds the steering force at the position of the steering wheel in the intelligent driving state, then the relationship curve of the steering wheel steering force can be immediately switched to the relationship curve of the steering wheel steering force in the manual driving state.

[0154] In the embodiments of the present application, by providing additional steering wheel steering force in the intelligent driving state, it can be prevented that the intelligent driving system sends a driver takeover request or the intelligent driving state is directly exited due to the mis-triggering of the driver; at the same time, the driver's hand can be supported, so as to ensure the comfort of the user's hand when the vehicle is in the intelligent driving state.

[0155] Optionally, controlling the brake pedal force of the brake pedal to be a first brake pedal force includes: controlling a wheel edge hydraulic backup circuit electromagnetic valve and a pedal simulator circuit electromagnetic valve in a hydraulic brake system to be closed.

[0156] The above describes the implementation of providing additional brake pedal force or brake pedal feedback force in the intelligent driving state according to the embodiments of the present application through FIG. 3 to FIG. 7. The following describes the manner of realizing the above brake performance in the brake system in combination with the drawings.

[0157] In one embodiment, the embodiments of the present application provide a hydraulic brake system, which comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup loop electromagnetic valve and a pedal simulator loop electromagnetic valve, the brake master cylinder is connected with the wheel edge hydraulic backup electromagnetic valve and the pedal simulator loop electromagnetic valve respectively, the wheel edge hydraulic backup electromagnetic valve is connected with a wheel edge hydraulic backup loop, and the pedal simulator loop electromagnetic valve is connected with a pedal simulator loop, wherein the control unit is configured to receive a first signal, the first signal is used to indicate that the control unit controls the wheel edge hydraulic backup electromagnetic valve and the pedal simulator loop electromagnetic valve to be closed; and the control unit is further configured to control the wheel edge hydraulic backup electromagnetic valve to close the wheel edge hydraulic backup loop and control the pedal simulator loop electromagnetic valve to close the pedal simulator loop according to the first signal.

[0158] For example, the first signal can be a state signal of the vehicle, which is used to indicate that the vehicle is in an intelligent driving state; or the first signal can also be an electromagnetic valve closing signal, which is used to indicate that the wheel edge hydraulic backup electromagnetic valve and the pedal simulator loop electromagnetic valve are closed.

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

[0160] The control unit is further configured to control the wheel edge hydraulic backup electromagnetic valve to open the wheel edge hydraulic backup loop and control the pedal simulator loop electromagnetic valve to open the pedal simulator loop when the pressure value detected by the pressure sensor is greater than or equal to a preset pressure value.

[0161] For example, FIG. 11 shows a schematic block diagram of a decoupled hydraulic brake system 1100 provided by the embodiments of the present application.

[0162] As shown in FIG. 11, the hydraulic brake system 1100 comprises a control unit 1110, a brake master cylinder 1120, a pressure sensor 1130, a wheel edge hydraulic backup loop electromagnetic valve 1140 and a pedal simulator loop electromagnetic valve 1150, the brake master cylinder 1120 is connected with the wheel edge hydraulic backup loop electromagnetic valve 1140 and the pedal simulator loop electromagnetic valve 1150, the pressure sensor 1130 is used to detect the pressure value of the brake master cylinder 1120, the wheel edge hydraulic backup loop electromagnetic valve 1140 is connected with a wheel edge hydraulic backup loop, and the pedal simulator loop electromagnetic valve 1150 is connected with a pedal simulator loop.

[0163] For the decoupled hydraulic braking system shown in FIG. 11, after the intelligent driving state is activated, the intelligent driving system can send the first signal to the control unit 1110. The control unit 1110 can control the wheel edge hydraulic backup circuit electromagnetic valve 1140 to close the wheel edge hydraulic backup circuit and control the pedal simulator circuit electromagnetic valve 1150 to close the pedal simulator circuit according to the first signal, so as to form a closed hydraulic circuit, at this time, it is difficult for the driver to step on the brake pedal, so as to support the driver's feet.

[0164] For example, when the pressure value collected by the pressure sensor 1130 is greater than or equal to the preset pressure value, the wheel edge hydraulic backup circuit electromagnetic valve 1140 can be controlled to open the wheel edge hydraulic backup circuit and the pedal simulator circuit electromagnetic valve 1150 can be controlled to open the pedal simulator circuit. At this time, the driver can normally step on the brake pedal and restore the normal brake foot feeling.

[0165] Optionally, the brake pedal of the vehicle is connected with a pedal force sensor, and the control unit is further configured to control the wheel edge hydraulic backup circuit electromagnetic valve to open the wheel edge hydraulic backup circuit and control the pedal simulator circuit electromagnetic 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, FIG. 12 shows a schematic block diagram of a decoupled hydraulic braking system 1200 provided by an embodiment of the present application.

[0167] As shown in FIG. 12, the hydraulic braking system 1200 includes a control unit 1210, a brake master cylinder 1220, a pedal force sensor 1230, a wheel edge hydraulic backup circuit electromagnetic valve 1240 and a pedal simulator circuit electromagnetic valve 1250. The brake master cylinder 1220 is connected with the wheel edge hydraulic backup circuit electromagnetic valve 1240 and the pedal simulator circuit electromagnetic valve 1250. The pedal force sensor 1230 is configured to detect the brake pedal force applied by the driver on the brake pedal. The wheel edge hydraulic backup circuit electromagnetic valve 1240 is connected with the wheel edge hydraulic backup circuit. The pedal simulator circuit electromagnetic valve 1250 is connected with the pedal simulator circuit.

[0168] For the decoupled hydraulic brake system shown in FIG. 12, a pedal force sensor 1230 can be added in the hydraulic brake system. After the intelligent driving state is activated, the intelligent driving system can send the first signal to the control unit 1210. According to the first signal, the control unit 1210 can control the wheel edge hydraulic backup circuit electromagnetic valve 1240 to close the wheel edge hydraulic backup circuit and control the pedal simulator circuit electromagnetic valve 1250 to close the pedal simulator circuit, so as to form a closed hydraulic circuit, at this time, it is difficult for the driver to step on the brake pedal, so as to support the driver's feet. 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, the wheel edge hydraulic backup circuit electromagnetic valve 1240 can be controlled to open the wheel edge hydraulic backup circuit and the pedal simulator circuit electromagnetic valve 1250 can be controlled to open the pedal simulator circuit. At this time, the driver can normally step on the brake pedal and restore the normal brake foot feeling.

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

[0170] Optionally, the control of the brake pedal force of the brake pedal is a first brake pedal force, which comprises: controlling the pedal simulator circuit in the hydraulic brake system to be closed and the pedal holding circuit to be opened; wherein, in 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, the hydraulic brake system provided by the embodiments of the present application comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup circuit electromagnetic valve, a multi-way electromagnetic valve and a pedal simulator circuit electromagnetic valve. The brake master cylinder is connected with the wheel edge hydraulic backup electromagnetic valve and the multi-way electromagnetic valve respectively. The multi-way electromagnetic valve is connected with a pedal simulator circuit and a pedal holding circuit respectively. The control unit is used for receiving a second signal, and the second signal indicates that the control unit controls the multi-way electromagnetic valve to close the pedal simulator circuit and open the pedal holding circuit. The control unit is also used for controlling the multi-way electromagnetic valve to close the pedal simulator circuit and open the pedal holding circuit according to the second signal. When the brake pedal is in a first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0172] For example, FIG. 13 shows another schematic block diagram of the decoupled hydraulic brake system 1300 provided by the embodiments of the present application.

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

[0174] For the decoupled hydraulic brake system shown in FIG. 13, the pedal simulator circuit electromagnetic valve in the hydraulic brake system is replaced by a multi-way electromagnetic valve, and a pedal holding circuit is added. After the intelligent driving state is activated, when the pedal stroke is 0, the intelligent driving system can send a second signal to the control unit 1310. The control unit 1310 can control the multi-way electromagnetic valve according to the second signal, so that the pedal simulator circuit is closed and the pedal holding circuit is opened. Compared with the pedal simulator circuit, the pedal holding circuit has different spring stiffness and pre-tightening, and the hydraulic circuit forms a certain pressure, which can be used to support the driver's foot. For example, when the brake pedal stroke sensor detects that the pedal stroke is not 0, the control unit 1310 can control the multi-way electromagnetic valve to close the pedal holding circuit and open the pedal simulator circuit, so as to restore the normal driving foot feeling.

[0175] In one embodiment, the hydraulic brake system provided by the embodiments of the present application includes a control unit, a brake master cylinder, a wheel edge hydraulic backup circuit electromagnetic valve, a pedal holding circuit electromagnetic valve, and a pedal simulator circuit electromagnetic valve. The brake master cylinder is connected to the wheel edge hydraulic backup electromagnetic valve, the pedal holding circuit electromagnetic valve, and the pedal simulator circuit electromagnetic valve, respectively. The wheel edge hydraulic backup electromagnetic valve is connected to a wheel edge hydraulic backup circuit. The pedal holding circuit electromagnetic valve is connected to a pedal holding circuit. The pedal simulator circuit electromagnetic valve is connected to a pedal simulator circuit. The control unit is configured to receive a third signal of a vehicle, and the third signal indicates that the control unit closes the pedal simulator circuit and opens the pedal holding circuit. The control unit is further configured to control the pedal simulator circuit electromagnetic valve to close the pedal simulator circuit and control the pedal holding circuit electromagnetic valve to open the pedal holding circuit according to the third signal. When the brake pedal is at a first stroke, the pressure value of the pedal holding circuit is greater than the pressure value of the pedal simulator circuit.

[0176] For example, FIG. 14 shows another schematic block diagram of the decoupled hydraulic brake system 1400 provided by the embodiments of the present application.

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

[0178] For the decoupled hydraulic brake system shown in FIG. 14, a pedal holding electromagnetic valve 1440 and a pedal holding circuit are added to the hydraulic brake system. After the intelligent driving state is activated, when the pedal stroke is 0, the intelligent driving system can send a third signal to the control unit 1410. The control unit 1410 can control the pedal simulator electromagnetic valve 1450 to be closed to close the pedal simulation circuit and control the pedal holding electromagnetic valve 1460 to be opened to open the pedal holding circuit according to the first signal. Compared with the pedal simulator circuit, the pedal holding circuit has different spring stiffness and pre-tightening, 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 stroke is not 0 according to the data collected by the brake pedal stroke sensor 1430, the pedal holding electromagnetic valve 1460 can be controlled to be closed to close the pedal holding circuit and the pedal simulator circuit 1450 can be controlled to be opened to open the pedal simulator circuit, so as to restore the normal driving foot feeling.

[0179] Optionally, the brake pedal is connected with an actuating mechanism, the brake pedal force for controlling the brake pedal is a first brake pedal force, and the method comprises: controlling the actuating mechanism to be closed to fix the stroke of the brake pedal; wherein the brake pedal force for making the actuating mechanism to be disconnected 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, the hydraulic brake system provided by the embodiments of the present application comprises a brake pedal, an actuating mechanism, a control unit and a brake master cylinder, wherein the brake pedal is connected with the actuating mechanism and the brake master cylinder respectively, the control unit is used to receive a fourth signal, the fourth signal indicating that the control unit controls the actuating mechanism to be closed, and the control unit is further used to control the actuating mechanism to be closed to fix the stroke of the brake pedal according to the fourth signal.

[0181] Optionally, the control unit is further used to control the actuating mechanism to be disconnected when it is detected that the brake pedal force is greater than or equal to a preset brake pedal force.

[0182] For example, FIG. 15 shows a schematic block diagram of the hydraulic brake system 1500 provided by the embodiments of the present application.

[0183] As shown in FIG. 15, the hydraulic brake system 1500 includes a control unit 1510, a brake master cylinder 1520, and an actuator mechanism 1530, wherein the brake pedal is connected to the brake master cylinder 1520, and the actuator mechanism 1530 is connected to the brake pedal and the control unit 1510, respectively.

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

[0185] Taking the hydraulic brake system shown in FIG. 15 as an example, the hydraulic brake system can be added with the actuator mechanism 1530 and the control unit 1510. 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 actuator mechanism to close according to the fourth signal, so as to fix the brake pedal stroke. At this 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 on the brake pedal is greater than or equal to the preset brake pedal force, the actuator mechanism can be automatically disconnected, so as to restore the normal brake pedal feel.

[0186] The control unit 1510 and the actuator mechanism 1530 can be integrated in one component, or can also be separate components.

[0187] Optionally, the hydraulic brake system is a non-decoupling hydraulic brake system. The control unit is further configured to receive a hydraulic brake instruction, the hydraulic brake instruction being used to instruct the hydraulic brake system to perform hydraulic braking; and the control unit is further configured to control the actuator mechanism to disconnect according to the hydraulic brake instruction.

[0188] Taking the hydraulic brake system shown in FIG. 15 as an example, the hydraulic brake system is a non-decoupling hydraulic brake 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 actuator mechanism to close according to the fourth signal, so as to fix the brake pedal stroke. At this 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 on the brake pedal is greater than or equal to the preset brake pedal force, or receives the indication information of the intelligent driving system, the actuator mechanism 1530 can be automatically disconnected to restore the normal brake pedal feel. The indication information is used to indicate that the hydraulic brake needs to be involved in the intelligent driving state, or the indication information is used to indicate that the brake torque provided by the energy recovery is insufficient.

[0189] Taking the actuating mechanism as an electromagnetic clutch, the model of the electromagnetic clutch is selected so that the maximum bearing force of the actuating mechanism is in a proper range. In this way, even if the actuating mechanism fails due to power failure, the driver can still exert a force greater than the maximum bearing force of the actuating mechanism on the brake pedal to disconnect it, thereby restoring the normal brake pedal feel. When the brake pedal force exerted by the driver is less than the maximum bearing force of the actuating mechanism, the actuating mechanism characteristics can be adjusted to flexibly set the size of the foot force exerted on the driver after the actuating mechanism is closed.

[0190] In one embodiment, the application provides a brake system, comprising 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, the fifth signal indicating that the control unit controls the motor to exert a first counterforce on the brake pedal; and the control unit being further configured to control the motor to exert the first counterforce on the brake pedal according to the fifth signal.

[0191] In an example, the fifth signal comprises information indicating that the vehicle is in an intelligent driving state.

[0192] Optionally, the control unit is configured to control the motor to exert a second counterforce on the brake pedal when the pedal stroke is greater than or equal to a preset stroke; wherein the first counterforce is a counterforce when the brake pedal is at a first stroke, the second counterforce is a counterforce when the brake pedal is at the first stroke, and the first counterforce is greater than the second counterforce.

[0193] Optionally, the control unit is configured to receive a sixth signal, the sixth signal indicating that the control unit controls the motor to exert a second counterforce on the brake pedal; and the control unit is further configured to control the motor to exert the second counterforce on the brake pedal according to the sixth signal; wherein the first counterforce is a counterforce when the brake pedal is at a first stroke, the second counterforce is a counterforce when the brake pedal is at the first stroke, and the first counterforce is greater than the second counterforce.

[0194] In an example, the sixth signal comprises information indicating that the vehicle is in a manual driving state.

[0195] In an example, FIG. 16 shows a schematic block diagram of a brake system 1600 for simulating brake pedal feel in an active manner according to an embodiment of the application.

[0196] As shown in FIG. 16, the brake system 1600 includes a control unit 1610, a motor 1620, a pedal stroke sensor 1630, a decelerator 1640, and a spring 1650 (or a damper). After the intelligent driving state is activated, when the pedal stroke is 0, the intelligent driving system can send information indicating that the vehicle is in the intelligent driving state to the control unit 1610. The control unit 1610 can set the motor 1620 to be in a locked state according to the information. In the locked state, the motor 1620 can apply a first counterforce to the brake pedal for supporting the driver's foot.

[0197] For example, when it is determined by the pedal stroke sensor 1630 that the pedal stroke is not 0, the control unit 1610 can control the motor 1620 to enter a normal mode, or the brake pedal force is unchanged within a certain brake pedal stroke range, and the motor 1620 enters the normal mode when the pedal stroke exceeds the range. In the normal state, the motor 1620 can apply a second counterforce to the brake pedal, and the first counterforce is greater than the second counterforce.

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

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

[0200] In the embodiments of the present application, when the brake pedal stroke is 0 (or the brake pedal stroke is less than a certain value), compared with the manual driving state, the intelligent driving state can provide additional brake pedal force or brake pedal feedback force. This can prevent the driver from mistakenly triggering the intelligent driving system to issue a takeover request or directly exit, and also provides support to the driver's foot to ensure the comfort of the driver's foot.

[0201] The control units 1110-1610 above can be integrated in the brake system or independent of the brake system, and the embodiments of the present application do not make specific limitations thereto.

[0202] The brake systems 1100-1600 above can also include a brake pedal, and the embodiments of the present application do not make specific limitations thereto.

[0203] Optionally, according to the driving state, the control of the steering force of the steering mechanism of the vehicle includes: when the vehicle is in the intelligent driving state, controlling the steering force of the steering mechanism according to the data collected by the seat pressure sensor of the main driver area.

[0204] For example, the seat pressure sensor can send the collected pressure data to the intelligent driving system. The intelligent driving system can determine the brake pedal force when the vehicle is in the intelligent driving state and the pedal stroke is 0 according to the pressure value.

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

[0206] For another example, the intelligent driving system can determine that the brake pedal force when the vehicle is in the intelligent driving state and the pedal stroke is 0 is 10 N when the user's weight is in (40 kg, 60 kg] according to the pressure value.

[0207] For another example, the intelligent driving system can determine that the brake pedal force when the vehicle is in the intelligent driving state and the pedal stroke is 0 is 20 N when the user's weight is in (60 kg, 80 kg] according to the pressure value.

[0208] For another example, the intelligent driving system can determine that the brake pedal force when the vehicle is in the intelligent driving state and the pedal stroke is 0 is 30 N when the user's weight is in (80 kg, 100 kg] according to the pressure value.

[0209] In the embodiments of the present application, the intelligent driving system can control the brake pedal to provide different brake pedal forces when the pressure sensor collects different values. In this way, the brake pedal force when the pedal stroke is 0 can be adaptively adjusted based on different users, which helps to improve the intelligent degree of the vehicle. At the same time, different brake pedal forces can be provided for users with different weights, which helps to improve the driving experience of different users when the vehicle is in the intelligent driving state.

[0210] Optionally, the method 300 further includes: when the vehicle is in the intelligent driving state, controlling the display device to display prompt information, the prompt information being used to prompt whether to provide the user with additional brake pedal force; when the vehicle is in the intelligent driving state and the stroke of the brake pedal is the first stroke, controlling the brake pedal force of the brake pedal to be the first brake pedal force, including: when the first instruction of the user is acquired and the stroke of the brake pedal is the first stroke, controlling the brake pedal force of the brake pedal to be the first brake pedal force, the first instruction being used to instruct to provide additional brake pedal force.

[0211] FIG. 17 shows a graphical user interface (GUI) provided by the embodiments of the present application.

[0212] For example, when detecting that the vehicle is in the intelligent driving state, the intelligent driving system can control the central control screen of the vehicle to display a prompt box, which can include the prompt information "detecting that the vehicle is in the intelligent driving state, do you need to increase the brake pedal force to avoid mis-triggering the intelligent driving exit and support your foot". When detecting that the user clicks the confirmation control, the intelligent driving system can control the brake pedal force to be 10 N when the pedal stroke is 0.

[0213] In one embodiment, the prompt box shown in FIG. 17 can further include brake pedal force information of multiple gears, for example, normal, hardness mode 1 and hardness mode 2. Among them, when the pedal stroke is 0, the brake pedal force in the normal gear is the same as the brake pedal force in the manual driving state; the brake pedal force in the hardness mode 1 is greater than the brake pedal force in the manual driving state; and the brake pedal force in the hardness mode 2 is greater than the brake pedal force in the hardness level 1.

[0214] FIG. 18 shows another set of GUIs provided by the embodiments of the present application.

[0215] As shown in (a) of FIG. 18, the GUI is a display interface for assisted driving. The display interface includes a display box of brake pedal force. The display box includes the prompt information "when the vehicle is in the intelligent driving state, the system will configure different brake pedal forces for the brake pedal to avoid the driver's foot mis-triggering the intelligent driving state exit on the brake pedal, and also provide support for the driver's foot. You can select different brake pedal forces when the vehicle is in the intelligent driving state" and different brake pedal force levels, for example, normal, hardness level 1 and hardness level 2.

[0216] As shown in (b) of FIG. 18, when detecting that the user clicks the function details control, the vehicle can display a prompt box through the display screen, which also includes the prompt information "the brake pedal force when the brake pedal stroke is 0 is different in different gears" and the information of the brake pedal force in different gears. The information of the brake pedal force in different gears is shown in Table 1.

[0217] Table 1

[0218] The gears shown in Table 1 above and the corresponding brake pedal forces are only illustrative, and the embodiments of the present application are not limited thereto.

[0219] Optionally, when the vehicle is in the intelligent driving state and the stroke of the brake pedal is the first stroke, the brake pedal force of the brake pedal is controlled to be a first brake pedal force, comprising: when the vehicle is in the intelligent driving state, according to the identification information of the user and a first association relationship, the brake pedal force of the brake pedal is controlled to be the first brake pedal force, the first association relationship comprising a corresponding relationship between the identification information of the user and the brake pedal force.

[0220] For example, the user can customize the brake pedal force when the vehicle is in the intelligent driving state and the pedal stroke is 0. Before the vehicle starts, the user can select the preferred brake pedal force by customizing the brake pedal force when the pedal stroke is 0. For example, user 1 can select the preferred brake pedal force as 10N, and user 2 can select the preferred brake pedal force as 20N. When the vehicle detects the user's custom setting operation, it can record the corresponding relationship between the user's identification information (for example, face information) and the preferred brake pedal force. Table 2 shows the corresponding relationship between the user's identification information and the preferred brake pedal force when the pedal stroke is 0.

[0221] Table 2

[0222] For example, when the vehicle detects the start of the intelligent driving function, it can obtain the face information of the user in the main driving area. When it is determined that the face information of the user in the main driving area matches face information 1, the intelligent driving system can control the brake pedal force to be 10N when the pedal stroke is 0 according to the above-mentioned corresponding relationship.

[0223] FIG. 19 shows a schematic block diagram of a control device 1900 provided by an embodiment of the application. The control device 1900 comprises: an acquisition module 1910, which acquires a driving state of a vehicle, the driving state comprising an intelligent driving state or a manual driving state; and a control module 1920, which controls a control force of a control mechanism of the vehicle according to the driving state, the control mechanism comprising one or more of a brake pedal, an accelerator pedal, and a steering wheel.

[0224] Optionally, the control mechanism comprises a brake pedal, and the control module 1920 is specifically configured to: when the vehicle is in the intelligent driving state and the stroke of the brake pedal is a first stroke, control the brake pedal force of the brake pedal to be a first brake pedal force; or when the vehicle is in the manual driving state and the stroke of the brake pedal is the first stroke, control 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.

[0225] Optionally, the first stroke is 0.

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

[0227] Optionally, the control module 1920 is specifically configured to: control the wheel edge hydraulic backup loop solenoid valve and the pedal simulator loop solenoid valve in the hydraulic brake system to be closed.

[0228] Optionally, the control module 1920 is specifically configured to: control the pedal simulator loop in the hydraulic brake system to be closed and the pedal holding loop to be opened; wherein the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop at the first stroke.

[0229] Optionally, the brake pedal is connected with an actuating mechanism, and the control module 1920 is specifically configured to: control the actuating mechanism to be closed to fix the stroke of the brake pedal; wherein the brake pedal force when the actuating mechanism is disconnected is a third brake pedal force, the third brake pedal force being greater than or equal to the first brake pedal force.

[0230] Optionally, when the hydraulic brake system of the vehicle is a non-decoupling hydraulic brake system, the acquisition module 1910 is further configured to acquire a braking demand torque and an energy recovery torque; and the control module 1920 is further configured to control the actuating mechanism to be disconnected when the braking demand torque is greater than the energy recovery torque.

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

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

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

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

[0235] Optionally, the control module 1920 is specifically configured to: when the vehicle is in the intelligent driving state, control the steering force of the steering mechanism according to the data collected by the seat pressure sensor of the main driver area.

[0236] FIG. 20 shows a schematic block diagram of a control system 2000 provided by an embodiment of the present application. The control system 2000 includes an intelligent driving system 2010 and a braking system 2020. The intelligent driving system 2010 includes a module for executing the method 300 described above. The braking system 2020 can include any one of the braking systems 1100 to 1600 described above.

[0237] It should be understood that the division of each unit in the above device is only a logical division of functions, and all or part of the units can be integrated into one physical entity, or can be physically separated. In addition, the units in the device can be implemented in the form of processor calling software; for example, the device includes a processor, the processor is connected with a memory, the memory stores instructions, and the processor calls the instructions stored in the memory to implement any one of the above methods or to realize the functions of each unit of the device, wherein the processor is, for example, a general processor such as a CPU or a microprocessor, and the memory is an internal memory of the device or an external memory of the device. Alternatively, the units in the device can be implemented in the form of hardware circuit, and the functions of part or all of the units can be realized by the design of the hardware circuit, which can be understood as one or more processors; for example, in one implementation, the hardware circuit is an ASIC, and the functions of part or all of the units are realized by the design of the logical relationship of elements in the circuit; for example, in another implementation, the hardware circuit is a PLD, and taking an FPGA as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of part or all of the units. All units of the above device can be implemented in the form of processor calling software, or all units can be implemented in the form of hardware circuit, or part of the units can be implemented in the form of processor calling software, and the remaining part can be implemented in the form of hardware circuit.

[0238] In embodiments of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a CPU, a microprocessor, a GPU, or a DSP, etc. In another implementation, the processor can implement certain functions through a logic relationship of a hardware circuit, which is fixed or can be reconfigured. For example, the processor is an ASIC or a PLD implemented hardware circuit, such as an FPGA. In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration. It can be understood that the processor loads instructions to implement the functions of the above units.

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

[0240] In addition, each unit in the above apparatus can be integrated together or can be independently implemented. In one implementation, these units are integrated together to implement a SoC. The SoC can include at least one processor for implementing any of the above methods or the functions of the units of the apparatus. The at least one processor can be different, such as including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0241] Embodiments of the present application also provide a control apparatus, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to make the apparatus execute the methods or steps performed by the above embodiments.

[0242] Optionally, if the control apparatus is located in a vehicle, the above processing unit can be one or more of the processors 121-12n shown in FIG. 1.

[0243] Embodiments of the present application also provide a vehicle, which can include the above control apparatus or the above control system.

[0244] Embodiments of the present application also provide a computer program product, which includes computer program code. When the computer program code runs on a computer, it makes the computer execute the methods in the above embodiments.

[0245] The embodiment of the present application further provides a computer readable medium, which stores program codes, and when the program codes are run on a computer, the computer is caused to execute the method in the above embodiment.

[0246] The embodiment of the present application further provides a chip, which comprises a circuit for executing the method in the above embodiment.

[0247] In the implementation process, each step of the above method can be completed by integrated logic circuits of hardware in the processor or instructions in the form of software. The method disclosed in the embodiment of the present application can be directly embodied as hardware processor execution completion, or combined execution completion by hardware and software modules in the processor. The software module can be located in a mature storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, register or the like. The storage medium is located in the memory, and the processor reads the information in the memory, and combines the hardware to complete the steps of the above method. To avoid repetition, it will not be described in detail here.

[0248] It should be understood that in the embodiment of the present application, the memory can include read-only memory and random access memory, and provide instructions and data to the processor.

[0249] It should also be understood that in various embodiments of the present application, the size of the serial number of each process described above does not mean the execution order, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0250] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized in electronic hardware or a combination of computer software and electronic hardware. Whether the functions are executed 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 the present application.

[0251] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiment, which will not be described here.

[0252] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the described device embodiments are merely schematic. The division of the units is merely logical function division. There can be other division manners in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0253] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

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

[0255] If the functions are realized in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product is stored in a storage medium, and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various program code storage media.

[0256] The above is merely specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method characterized by, The method comprises: obtaining a driving state of the vehicle, the driving state comprising an intelligent driving state or a manual driving state; controlling a steering force of a steering mechanism of the vehicle according to the driving state, the steering mechanism comprising one or more of a brake pedal, an accelerator pedal and a steering wheel.

2. The method of claim 1, wherein, The steering mechanism comprises a brake pedal, and the controlling the steering force of the steering mechanism of the vehicle according to the driving state comprises: when the vehicle is in the intelligent driving state and a stroke of the brake pedal is a first stroke, controlling a brake pedal force of the brake pedal to be a first brake pedal force; or when the vehicle is in the manual driving state and the stroke of the brake pedal is the first stroke, 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.

3. The method of claim 2, wherein, The first stroke is 0.

4. The method according to claim 2 or 3, characterized in that, The controlling the brake pedal force of the brake pedal to be the first brake pedal force when the vehicle is in the intelligent driving state and the stroke of the brake pedal is the first stroke comprises: when the vehicle is in the intelligent driving state and the stroke of the brake pedal is within a first preset stroke range, controlling the brake pedal force of the brake pedal to be the first brake pedal force, the first preset stroke range comprising the first stroke.

5. The method according to any one of claims 2 to 4, characterized in that, The controlling the brake pedal force of the brake pedal to be the first brake pedal force comprises: controlling a wheel edge hydraulic backup circuit electromagnetic valve and a pedal simulator circuit electromagnetic valve in a hydraulic brake system to be closed.

6. The method according to any one of claims 2 to 4, characterized in that, The controlling the brake pedal force of the brake pedal to be the first brake pedal force comprises: controlling the pedal simulator circuit in the hydraulic brake system to be closed and the pedal holding circuit to be opened; wherein, at the first stroke, a pressure value of the pedal holding circuit is greater than a 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 with an actuating mechanism, and the controlling the brake pedal force of the brake pedal to be the first brake pedal force comprises: controlling the actuating mechanism to be closed to fix the stroke of the brake pedal; wherein a brake pedal force for disconnecting the actuating mechanism is a third brake pedal force, the third brake pedal force being greater than or equal to the first brake pedal force.

8. The method of claim 7, wherein, When the hydraulic brake system of the vehicle is a non-decoupling hydraulic brake system, the method further comprises: obtaining a braking demand torque and an energy recovery torque; controlling the actuating mechanism to be disconnected when the braking demand torque is greater than the energy recovery torque.

9. The method according to any one of claims 2 to 4, characterized in that, The brake pedal is connected with a motor, and the controlling the brake pedal force of the brake pedal to be the first brake pedal force comprises: controlling the motor 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 of claim 1, wherein, The steering mechanism comprises a steering wheel, and the controlling the steering force of the steering mechanism of the vehicle according to the driving state comprises: when the vehicle is in the intelligent driving state and a steering wheel angle is a first steering wheel angle, controlling a steering force of the steering wheel to be a first steering force; or when the vehicle is in the manual driving state and the steering wheel angle is the first steering wheel angle, controlling the steering force of the steering wheel to be a second steering force. The first steering force is greater than the second steering force.

11. The method of claim 10, wherein, The first rotation angle is 0°.

12. The method according to any one of claims 1 to 11, characterized in that, The control of the steering force of the steering mechanism of the vehicle according to the driving state comprises: When the vehicle is in the intelligent driving state, the control of the steering force of the steering mechanism 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 control of the steering force of the steering mechanism of the vehicle according to the driving state comprises: When the vehicle is in the intelligent driving state, the control of the steering force of the steering mechanism according to the data collected by the seat pressure sensor of the main driving area.

14. A hydraulic brake system characterized by, The hydraulic brake system comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup loop electromagnetic valve and a pedal simulator loop electromagnetic valve, the brake master cylinder is connected with the wheel edge hydraulic backup loop electromagnetic valve and the pedal simulator loop electromagnetic valve respectively, the wheel edge hydraulic backup loop electromagnetic valve is connected with a wheel edge hydraulic backup loop, and the pedal simulator loop electromagnetic valve is connected with a pedal simulator loop. The control unit is used for receiving a first signal, and the first signal indicates that the control unit controls the wheel edge hydraulic backup loop electromagnetic valve and the pedal simulator loop electromagnetic valve to be closed. The control unit is further used for controlling the wheel edge hydraulic backup loop electromagnetic valve to close the wheel edge hydraulic backup loop and controlling the pedal simulator loop electromagnetic valve to close the pedal simulator loop according to the first signal.

15. The hydraulic brake system of claim 14, wherein, The brake master cylinder is connected with a pressure sensor, and the pressure sensor is used for detecting a pressure value in the brake master cylinder. The control unit is further used for controlling the wheel edge hydraulic backup loop electromagnetic valve to open the wheel edge hydraulic backup loop and controlling the pedal simulator loop electromagnetic valve to open the pedal simulator loop when the pressure value collected by the pressure sensor is greater than or equal to a preset pressure value.

16. The hydraulic brake system of claim 14, wherein, The brake pedal of the vehicle is connected with a pedal force sensor. The control unit is further used for controlling the wheel edge hydraulic backup loop electromagnetic valve to open the wheel edge hydraulic backup loop and controlling the pedal simulator loop electromagnetic valve to open the pedal simulator loop when brake pedal force collected by the pedal force sensor is greater than or equal to a preset pedal force.

17. A hydraulic brake system characterized by, The hydraulic brake system comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup loop electromagnetic valve, a multi-way electromagnetic valve and a pedal simulator loop electromagnetic valve, the brake master cylinder is connected with the wheel edge hydraulic backup loop electromagnetic valve and the multi-way electromagnetic valve respectively, and the multi-way electromagnetic valve is connected with a pedal simulator loop and a pedal holding loop respectively. The control unit is used for receiving a second signal, and the second signal indicates that the control unit controls the multi-way electromagnetic valve to close the pedal simulator loop and open the pedal holding loop. The control unit is further used for controlling the multi-way electromagnetic valve to close the pedal simulator loop and open the pedal holding loop according to the second signal. When the brake pedal is in a first stroke, the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop.

18. A hydraulic brake system characterized by, The hydraulic brake system comprises a control unit, a brake master cylinder, a wheel edge hydraulic backup loop solenoid valve, a pedal holding loop solenoid valve and a pedal simulator loop solenoid valve, the brake master cylinder is connected with the wheel edge hydraulic backup loop solenoid valve, the pedal holding loop solenoid valve and the pedal simulator loop solenoid valve respectively, the wheel edge hydraulic backup loop solenoid valve is connected with a wheel edge hydraulic backup loop, the pedal holding loop solenoid valve is connected with a pedal holding loop, and the pedal simulator loop solenoid valve is connected with a pedal simulator loop, wherein The control unit is configured to receive a third signal, and the third signal is used to instruct the control unit to close the pedal simulator loop and open the pedal holding loop. The control unit is further configured to control the pedal simulator loop solenoid valve to close the pedal simulator loop and control the pedal holding loop solenoid valve to open the pedal holding loop according to the third signal. When the brake pedal is in a first stroke, the pressure value of the pedal holding loop is greater than the pressure value of the pedal simulator loop.

19. A hydraulic brake system characterized by, The hydraulic brake system comprises a brake pedal, an actuating mechanism, a control unit and a brake master cylinder, and the brake pedal is connected with the actuating mechanism and the brake master cylinder respectively, wherein The control unit is configured to receive a fourth signal, and the fourth signal is used to instruct the control unit to control the actuating mechanism to close. The control unit is further configured to control the actuating mechanism to close according to the fourth signal, so as to fix the stroke of the brake pedal.

20. The hydraulic brake system according to claim 19, wherein The control unit is further configured to control the actuating mechanism to open when it is detected that the brake pedal force is greater than or equal to a preset brake pedal force.

21. The hydraulic brake system of claim 19, wherein, The hydraulic brake system is a non-decoupling hydraulic brake system, The control unit is further configured to receive a hydraulic brake instruction, and the hydraulic brake instruction is used to instruct the hydraulic brake system to perform hydraulic braking. The control unit is further configured to control the actuating mechanism to open according to the hydraulic brake instruction.

22. A brake system characterized by, The brake system comprises a control unit, a brake pedal and a motor, and the brake pedal is connected with the motor, The control unit is configured to receive a fifth signal, and the fifth signal is used to instruct the control unit to control the motor to apply a first counterforce to the brake pedal. The control unit is further configured to control the motor to apply the first counterforce to the brake pedal according to the fifth signal.

23. The brake system of claim 22, wherein, The fifth signal comprises information used to indicate that the vehicle is in an intelligent driving state.

24. The brake system according to claim 22 or 23, wherein The control unit is configured to receive a sixth signal, and the sixth signal is used to instruct the control unit to control the motor to apply a second counterforce to the brake pedal. The control unit is further configured to control the motor to apply the second counterforce to the brake pedal according to the sixth signal. The first reaction force is greater than the second reaction force.

25. The brake system of claim 24, wherein, The sixth signal includes information indicating that the vehicle is in a manual driving state.

26. A control device characterized by comprising: The control device includes a module or unit for performing the method of any one of claims 1-13.

27. A vehicle characterized by A braking system as claimed in any one of claims 14 to 25, and / or a control device as claimed in claim 26.

28. A computer-readable storage medium, characterized in that, A computer program product comprising computer program code to, when run on a computer, cause the computer to implement the method of any one of claims 1 to 13.

29. A computer program product, characterised in that, The computer program product comprises computer program code to, when run on a computer, cause the computer to implement the method of any one of claims 1 to 13.

30. A chip, characterized by The chip comprises a circuit for performing the method of any one of claims 1 to 13.

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