CN116568572A

CN116568572A - Brake control method and related device

Info

Publication number: CN116568572A
Application number: CN202180033425.0A
Authority: CN
Inventors: 吕尚炜; 马文涛; 刘栋豪; 周勇有
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2021-12-07
Filing date: 2021-12-07
Publication date: 2023-08-08
Also published as: WO2023102731A1

Abstract

A brake control method comprising: detecting a control instruction of comfortable braking of a target vehicle; responding to the control command, and firstly increasing the pressure of the brake master cylinder and then reducing the pressure of the brake master cylinder from the first moment to the second moment; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of a brake master cylinder during ordinary braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time of the stationary state of the target vehicle.

Description

Brake control method and related device

Technical Field

The application relates to the field of intelligent vehicles, in particular to a braking control method and a related device.

Background

In the case of a driver braking a vehicle or an intelligent driving system braking a vehicle, the vehicle generally has a "nod/bump" phenomenon. Particularly when braking causes the vehicle to come to a stop, a more pronounced jerk may occur. Optimization of the vehicle's powertrain or suspension system is generally adopted to mitigate this "nodding/setback" phenomenon, but it is still not entirely avoided.

In order to further avoid the phenomenon that the vehicle is in a 'nodding/jolting' state in the braking process, a comfortable braking effect is achieved, and in the driving process of the vehicle, a driver generally intentionally reduces the braking pressure, but inevitably increases the braking distance and even causes the risk of collision of the vehicle. Even if the vehicle is in an intelligent driving mode, in a scene that the vehicle is about to stop due to low speed or braking, the vehicle generally adopts open loop control of a braking system to realize braking control due to poor deceleration closed loop control precision, and the phenomenon of 'nodding/jerking' of the vehicle in the braking process is avoided.

Disclosure of Invention

The embodiment of the application provides a brake control method and a related device, which can realize comfortable braking and avoid the phenomenon of pause and nodding caused by braking. By adopting the braking control method provided by the embodiment of the application to brake the vehicle, the braking distance can be not additionally increased, and the collision risk is avoided; improving the comfort level of the braking process.

In a first aspect, an embodiment of the present application provides a brake control method, including:

detecting a control instruction of comfortable braking of a target vehicle; responding to the control command, and firstly increasing the pressure of the brake master cylinder and then reducing the pressure of the brake master cylinder from the first moment to the second moment; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of a brake master cylinder during ordinary braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time of the stationary state of the target vehicle.

By increasing the pressure of the target vehicle master cylinder and then decreasing the pressure of the target vehicle master cylinder from the first time to the second time, the brake distance can be not increased and the comfort degree of the braking process can be improved on the premise of realizing comfortable braking compared with ordinary braking.

In one possible embodiment, the method of the present application further comprises:

after the third time, the pressure of the master cylinder is increased until a preset pressure, which is a pressure required to maintain the target vehicle stationary, is reached.

The preset pressure is smaller than or equal to the pressure of a brake master cylinder when a pedal braking or automatic braking mode is adopted when normal braking is performed. When the preset pressure is smaller than the normal braking, the pressure of the brake master cylinder when adopting a pedal braking or automatic braking mode has the advantages that: firstly, the power consumption can be reduced; secondly, the loss of the vehicle parts can be reduced.

when the pressure of the brake master cylinder reaches a preset pressure, an automatic parking system of the target vehicle is started.

acquiring running state information of a target vehicle; judging whether the target vehicle performs comfortable braking according to the running state information of the target vehicle; and when the judgment result is affirmative, generating a control instruction for instructing the target vehicle to perform comfortable braking.

In one possible embodiment, the driving state information of the target vehicle includes one or more of the following:

deceleration of the target vehicle, speed of the target vehicle, whether there is an obstacle around the target vehicle, distance between the target vehicle and the obstacle, brake pedal stroke of the target vehicle, rate of change of brake pedal stroke of the target vehicle, traffic signal information around the target vehicle, active suspension four-wheel height information of the target vehicle.

after the target vehicle is electrified, acquiring a comfortable braking function switch state of the target vehicle when the target vehicle is started last time;

if the comfort brake function is on, indicating that the comfort brake function of the target vehicle is available; if the comfort braking function is off, indicating that the comfort braking function of the target vehicle is unavailable, a prompt message is sent to the user, wherein the prompt message is used for prompting the user whether to start the comfort braking function of the target vehicle.

and if the opening instruction of the user is detected, opening the comfortable braking function of the target vehicle.

By recording the comfortable braking function switch state of the target vehicle when the target vehicle is started last time, when the comfortable braking function switch state of the target vehicle indicates that the comfortable braking function of the target vehicle is started last time, the user is not required to manually start the comfortable braking function of the target vehicle, and user experience is improved.

and when the comfortable braking time of the target vehicle is larger than the preset time in the process of detecting the comfortable braking, or the distance travelled by the target vehicle in the process of detecting the comfortable braking is larger than a first threshold value, the target vehicle exits the comfortable braking, and the normal braking is executed.

when the absolute value of the difference between the estimated braking distance and the first distance is larger than a second threshold value when the target vehicle is detected to be in comfortable braking, the comfortable braking is exited, and normal braking is executed; the first distance is a braking distance when the target vehicle is braked by adopting a pedal braking or automatic braking mode.

and after detecting that the difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is smaller than a third threshold value or the estimated braking distance of the target vehicle during comfortable braking is larger than the second distance, exiting the comfortable braking, and executing normal braking, wherein the second distance is the distance between the target vehicle and the obstacle.

When it is detected that the amount of change in the deceleration of the target vehicle during the comfort braking is greater than the fourth threshold value, the comfort braking is exited, and the ordinary braking is performed.

By the method, whether the target vehicle is in the under-braking state or the over-braking state is detected, and when the target vehicle is in the under-braking state or the over-braking state, comfortable braking is exited, normal braking is executed, the risk of collision between the target vehicle and a front obstacle is reduced, and driving safety is improved.

In a second aspect, an embodiment of the present application provides a brake control apparatus, including:

the detection unit is used for detecting a control instruction of comfortable braking of the target vehicle;

the control unit is used for responding to the control instruction, and increasing the pressure of the brake master cylinder and then reducing the pressure of the brake master cylinder from the first moment to the second moment; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of a brake master cylinder during ordinary braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time of the stationary state of the target vehicle.

In a possible embodiment, the control unit is further adapted to:

In one possible embodiment, the brake control apparatus further includes:

an acquisition unit configured to acquire travel state information of a target vehicle;

a judging unit for judging whether the target vehicle is subjected to comfortable braking according to the running state information of the target vehicle;

and the generation unit is used for generating a control instruction for instructing the target vehicle to perform comfortable braking when the judgment result is affirmative.

In a possible embodiment, the obtaining unit is further configured to obtain, after the target vehicle is powered on, a comfortable brake function switch state of the target vehicle at the time of last start;

the brake control apparatus further includes:

a prompt unit for indicating that the comfort braking function of the target vehicle is available if the comfort braking function is on; if the comfort braking function is off, indicating that the comfort braking function of the target vehicle is unavailable, a prompt message is sent to the user, wherein the prompt message is used for prompting the user whether to start the comfort braking function of the target vehicle.

In one possible embodiment, the brake control apparatus further includes:

and the starting unit is used for starting the comfortable braking function of the target vehicle after detecting the starting instruction of the user.

In one possible embodiment, the brake control apparatus further includes:

and the switching unit is used for exiting the comfortable braking and executing the common braking when the detection unit detects that the time for the target vehicle to perform the comfortable braking in the comfortable braking process is longer than the preset time or when the distance travelled by the target vehicle in the comfortable braking process is longer than the first threshold value.

In one possible embodiment, the brake control apparatus further includes:

And the switching unit is used for outputting comfortable braking and executing normal braking when the detection unit detects that the absolute value of the difference value between the estimated braking distance and the first distance of the target vehicle during comfortable braking is larger than a second threshold value, wherein the first distance is the braking distance of the target vehicle during braking in a pedal braking or automatic braking mode.

In one possible embodiment, the brake control apparatus further includes:

and the switching unit is used for outputting comfortable braking and executing normal braking when the detecting unit detects that the difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is smaller than a third threshold value or the estimated braking distance of the target vehicle during comfortable braking is larger than the second distance, wherein the second distance is the distance between the target vehicle and the obstacle.

In one possible embodiment, the brake control apparatus further includes:

and a switching unit for outputting the comfort braking and executing the normal braking when the detecting unit detects that the variation of the deceleration of the target vehicle during the comfort braking is greater than the fourth threshold value.

In a third aspect, an embodiment of the present application provides a brake control device, including a processor and a memory, where the processor is connected to the memory, and the memory is configured to store program code, and the processor is configured to invoke the program code to perform part or all of the method according to the first aspect.

In a fourth aspect, an embodiment of the present application provides a chip system, where the chip system is applied to an electronic device; the system-on-chip includes one or more interface circuits, and one or more processors; the interface circuit and the processor are interconnected through a circuit; the interface circuit is used for receiving signals from the memory of the electronic device and sending signals to the processor, wherein the signals comprise computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device performs part or all of the method of the first aspect.

In a fifth aspect, embodiments of the present application provide a computer readable storage medium storing a computer program for execution by a processor to implement part or all of the method of the first aspect.

In a sixth aspect, embodiments of the present application provide a computer program for execution by a processor to implement part or all of the method of the first aspect.

In a seventh aspect, embodiments of the present application provide an integrated booster that includes a pedal travel sensor, a master cylinder, a motor, a push rod mechanism, and some or all of the methods of the first aspect.

In an eighth aspect, embodiments of the present application provide a brake system comprising a brake pedal, a brake actuator, a brake fluid line, and an integrated booster according to the seventh aspect.

It should be appreciated that the description of technical features, aspects, benefits or similar language in this application does not imply that all of the features and advantages may be realized with any single embodiment. Conversely, it should be understood that the description of features or advantages is intended to include, in at least one embodiment, the particular features, aspects, or advantages. Therefore, the description of technical features, technical solutions or advantageous effects in this specification does not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions and advantageous effects described in the present embodiment may also be combined in any appropriate manner. Those of skill in the art will appreciate that an embodiment may be implemented without one or more particular features, aspects, or benefits of a particular embodiment. In other embodiments, additional features and advantages may be recognized in certain embodiments that may not be present in all embodiments.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below.

FIG. 1 is a schematic illustration of an electro-hydraulic braking system provided in an embodiment of the present application;

fig. 2 is a schematic flow chart of a braking control method according to an embodiment of the present application;

fig. 3 is a schematic flow chart of a brake function opening according to an embodiment of the present application;

FIG. 4A is a schematic diagram of a preset pressure curve and a preset velocity curve according to an embodiment of the present disclosure;

FIG. 4B is a schematic diagram of a preset pressure curve, deceleration curve and speed curve according to an embodiment of the present disclosure;

FIG. 4C is a schematic illustration of a deceleration curve and a velocity curve provided in an embodiment of the present application;

FIG. 4D is a schematic diagram of a pressure curve and a velocity curve as disclosed in the prior art;

fig. 5 is a schematic structural diagram of a brake control device according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of another brake control device according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of another brake control device according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of another brake control device according to an embodiment of the present application.

Detailed Description

The terms "first," "second," "third," and "fourth" and the like in the description and in the claims of this application and in the drawings, are used for distinguishing between different objects and not for describing a particular sequential order. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the present application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.

"plurality" means two or more. "and/or", describes an association relationship of an association object, and indicates that there may be three relationships, for example, a and/or B, and may indicate: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship.

In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application.

The brake system is one of the vehicle core control systems for achieving longitudinal control of the vehicle, decelerating the vehicle or maintaining a certain speed. Referring to fig. 1, fig. 1 is a schematic diagram of an electro-hydraulic brake (electro hydraulic brake, EHB) system provided in an embodiment of the present application. The braking system includes: brake pedal 101, integrated booster 102, brake actuators (103-1, 103-2, 103-3, 103-4), and brake fluid line 104.

The integrated booster 102 is a core component of a brake system, and is integrated with an electronic control unit (electroniccontrol unit, ECU), a pedal stroke sensor, a master cylinder, a motor, a push rod mechanism, and the like. The brake pedal 101 is rigidly connected to the integrated booster 102 via a push rod mechanism, and the integrated booster 102 is connected to brake actuators (103-1, 103-2, 103-3, 103-4) mounted on the wheel side via brake fluid lines 104.

In the braking realization process, a user steps on the brake pedal 101, the push rod mechanism of the integrated booster 102 generates displacement, the pedal stroke sensor detects the displacement of the push rod mechanism and sends a displacement signal to the ECU, the ECU calculates the torque which the motor should generate, and the transmission mechanism of the motor converts the torque into braking force. The braking force acts on the master cylinder together with a push rod force generated by the brake pedal 101 through a push rod mechanism, the hydraulic force is converted into a hydraulic force in the master cylinder, and the brake fluid with the hydraulic force acts on the brake actuators (103-1, 103-2, 103-3, 103-4) through the brake pipe 104 to realize braking.

Referring to fig. 2, fig. 2 is a schematic flow chart of a braking control method according to an embodiment of the present application. As shown in fig. 2, the method includes:

s201, the brake control device detects a control instruction of comfortable braking of the target vehicle.

the brake control device acquires running state information of a target vehicle; judging whether the target vehicle performs comfortable braking according to the running state information of the target vehicle; when the determination result is affirmative, the brake control device generates a control instruction that instructs the target vehicle to perform comfortable braking.

Optionally, the driving state information of the target vehicle includes one or more of the following:

deceleration of the target vehicle, speed of the target vehicle, whether there is an obstacle around the target vehicle, distance between the target vehicle and the obstacle, brake pedal stroke of the target vehicle, rate of change of brake pedal stroke of the target vehicle, traffic signal information around the target vehicle, active suspension four-wheel height of the target vehicle. The active suspension four-wheel height refers to the height of the active suspension on the four-wheel from the ground.

The traffic signal information around the target vehicle comprises traffic light information in front of the vehicle, traffic police command traffic information and the like.

It should be noted here that the above travel state information may also include other information.

Optionally, the judging condition is one or more of the following conditions:

whether the deceleration of the target vehicle is within a first preset range, whether the speed of the target vehicle is less than a preset speed, whether an obstacle exists around the target vehicle, whether a distance between the target vehicle and the obstacle is greater than a first preset distance, whether a brake pedal stroke of the target vehicle is within a second preset range, whether a rate of change of the brake pedal stroke of the target vehicle is within a third preset range, whether a traffic signal light in front of the target vehicle is a red light, whether a pavement exists in front of the target vehicle, and whether a distance between the target vehicle and the pavement is greater than a second preset distance; whether the front axle suspension height of the target vehicle is lower than the rear axle suspension height of the target vehicle.

It should be noted here that the above determination conditions may also include other cases. The first preset range, the second preset range, the third preset range, the preset speed, the first preset distance and the second preset threshold value can be set for different automobiles and different running environments.

In one possible embodiment, before determining whether the target vehicle is performing comfortable braking according to the driving state information of the target vehicle, the method of the present application further includes:

as shown in fig. 3, after the target vehicle is powered on, the comfortable brake function switch state of the target vehicle at the last starting time is acquired; if the comfort brake function of the target vehicle was on at the last start, indicating that the comfort brake function of the target vehicle is available; if the comfortable braking function of the target vehicle is closed at the last starting, sending prompt information to the user, wherein the prompt information is used for prompting the user whether to start the comfortable braking function of the target vehicle; when an opening instruction of a user is detected, a comfortable braking function of the target vehicle is started.

Alternatively, the prompt information may be a voice prompt information, a text prompt information, a video prompt information or other types of prompt information, which is not limited herein.

Optionally, the opening instruction may be an operation instruction of the user for a physical control button on the center console of the target vehicle, or may be a touch instruction of the user for a virtual button on the center console display screen of the target vehicle, or may be a voice instruction, a gesture instruction, or other instructions, which are not specifically limited herein.

The user may be a driver of the target vehicle or a passenger of the target vehicle, and is not limited herein.

It is to be noted herein that the comfort brake function switch state of the target vehicle at the last time of starting refers to whether the comfort brake function is available during the last time of starting the target vehicle.

Optionally, after the target vehicle is powered on, detecting whether the target vehicle and the system are available; when the target vehicle and the system are determined to be available, executing the function switch state and the subsequent operation which are started last time; upon determining that the target vehicle and system are not available, it is indicated that the comfort braking function is not available.

It should be noted here that whether the target vehicle and the system are usable or not is specifically to detect whether there is a factor affecting comfortable braking of the target vehicle, such as a brake pedal damage, a brake master cylinder break, or the like.

S202, the brake control device responds to a control instruction, and firstly increases the pressure of a brake master cylinder and then decreases the pressure of the brake master cylinder from a first moment to a second moment; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of a brake master cylinder during ordinary braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time of the stationary state of the target vehicle.

It should be noted here that the brake control device can be regarded as a preset pressure curve for controlling the pressure of the brake master cylinder, or the above-described control process can be characterized by a preset pressure curve for characterizing the pressure of the brake master cylinder with respect to time; the brake control device can be regarded as a preset pressure curve to control the pressure of the brake master cylinder, and specifically comprises:

the method comprises the steps of firstly increasing the pressure of a brake master cylinder of a target vehicle from a first moment to a second moment, and then reducing the pressure of the brake master cylinder of the target vehicle, wherein the first moment is when the speed of the target vehicle is a first speed, and the first speed is a preset speed; the pressure of the brake master cylinder at the second moment is equal to the demand pressure, and the demand pressure is the pressure of the brake master cylinder of the target vehicle during normal braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time of the stationary state of the target vehicle.

Optionally, the method of the present application further comprises: after the third time, the pressure of the master cylinder is increased until a preset pressure, which is a pressure required to maintain the target vehicle stationary, is reached.

Specifically, as shown in fig. 4A, after the target vehicle needs to perform comfortable braking, when the speed of the target vehicle is the first speed, that is, at the first time, the pressure of the master cylinder of the target vehicle is increased; when the pressure of the brake master cylinder of the target vehicle reaches a preset maximum value, reducing the pressure of the brake master cylinder of the target vehicle; when the master cylinder pressure of the target vehicle is the demand pressure, that is, the second time, the wheel cylinder pressure of the target vehicle is continuously reduced until the target vehicle stops. The starting moment of the stationary state of the target vehicle is a third moment; the required pressure is the pressure of a brake master cylinder when a pedal braking or automatic braking mode is adopted in the normal braking. When the target vehicle is stationary, the pressure of the master cylinder of the target vehicle is started to increase the braking force of the target vehicle until the pressure of the master cylinder of the target vehicle reaches the pressure required to maintain the target vehicle stationary, that is, the braking force of the target vehicle reaches the braking force to maintain the target vehicle stationary. Maintaining the pressure at which the target vehicle is stationary is less than or equal to the demand pressure, the benefits of maintaining the pressure at which the target vehicle is stationary is less than the demand pressure: firstly, the power consumption can be reduced; secondly, losses of vehicle components, such as losses of the motor, can be reduced.

It should be noted here that ordinary braking is relatively comfortable braking, that is, braking is classified into ordinary braking and comfortable braking; the braking of the vehicle is either normal braking or comfortable braking.

In the wheel cylinder pressure curve in fig. 4A, the thin line is the pressure curve from normal braking to the master cylinder, and the thick line is the pressure curve of the master cylinder during comfortable braking.

In one possible embodiment, the method of the present application further comprises: after the pressure of the master cylinder of the target vehicle is restored to the preset pressure, the automatic parking function of the target vehicle is started. Alternatively, the automatic parking function of the target vehicle may be implemented by an Electronic Parking Brake (EPB) system, an automatic parking brake (AVH) system, or a P-Lock (P-Lock) of the target vehicle. Of course, other ways are possible and are not limited herein.

How comfortable braking is achieved based on the above-mentioned preset pressure profile is explained below from the intelligent driving level.

It should be noted that, intelligent driving in this application refers to that an intelligent driving system of a target vehicle autonomously controls the target vehicle to brake.

As is apparent from the above description, there is a linear relationship between the pressure and the deceleration of the master cylinder of the target vehicle, and thus the intelligent driving system of the target vehicle can control the target vehicle to travel in accordance with the deceleration curve (bold line in the drawing) shown in fig. 4C by controlling the target vehicle, thereby achieving comfortable braking. In one particular scenario, such as where the target vehicle is braked prior to an obstacle being fixed, the expected braking distance is known. In the deceleration to stop process, the deceleration of the target vehicle is as shown in the curve of fig. 4C: at a first vehicle speed, the target vehicle starts to perform comfortable braking, starts to increase the deceleration of the target vehicle, and reduces the deceleration of the target vehicle when the maximum deceleration is reached; continuously reducing the deceleration of the target vehicle until the target vehicle stops when the speed of the target vehicle is the second speed, wherein the deceleration of the target vehicle is 0 when the target vehicle stops; wherein the deceleration of the target vehicle is increased or decreased, specifically by increasing or decreasing the pressure of the target vehicle master cylinder.

It is to be noted here that the thick line curve in fig. 4C is a curve of the vehicle speed and the deceleration of the target vehicle at the time of comfortable braking, and the thin line curve is a curve of the vehicle speed and the deceleration of the target vehicle at the time of ordinary braking.

After the target vehicle is stopped, the automatic parking system of the target vehicle is started.

During comfort braking, it may be determined whether the pressure of the target vehicle master cylinder is increased or decreased in place by detecting the deceleration or speed of the target vehicle, so that the adjustment strategy of the pressure of the target vehicle master cylinder may be directed based on the detection result.

Fig. 4D illustrates a conventional brake master cylinder pressure and speed profile during comfort braking. As shown in fig. 4D, when the vehicle reaches a first speed to trigger comfortable braking, the pressure of the vehicle brake master cylinder is directly reduced until the vehicle stops; after the vehicle is stopped, the pressure of the vehicle master cylinder is increased until the pressure of the master cylinder is equal to the demand pressure. Compared with the scheme in the prior art, the scheme of the application is equivalent to that before the moment I shown in fig. 4D, the pressure of the brake master cylinder is increased and then the pressure of the brake master cylinder is reduced, so that the speed of the vehicle can be reduced in a short time; then gradually reducing the pressure of the brake master cylinder, thereby realizing comfortable braking. And as can be seen from the speed profile in fig. 4B, with the solution of the present application, the braking distance is not increased relative to the prior art, and with the solution of the present application, the speed profile of the vehicle is smoother relative to the prior art, i.e. with the solution of the present application, braking is more comfortable.

The thick line in fig. 4B is a change curve of the relevant parameter at the time of comfortable braking, and the thin line is a change curve of the relevant parameter at the time of ordinary braking, and the relevant parameters include the pressure, deceleration, and vehicle speed of the master cylinder.

During comfort braking, it may occur that the target vehicle is in an overbrake (overbrake) state or an underbrake (underbrake) state. In the process of performing comfortable braking, whether the target vehicle is under-braked or over-braked needs to be monitored in real time. And if the target vehicle is determined to be in an underbraking state or an overbraking state, the comfortable braking is stopped, and the normal braking is performed. Specifically, whether the target vehicle is in an under-braking state or an over-braking state can be judged by the following modes:

the comfortable braking time of the target vehicle is longer than the preset time, or,

the distance traveled by the target vehicle during comfort braking is greater than a first threshold, or,

the absolute value of the difference between the estimated braking distance of the target vehicle during comfortable braking and the first distance is larger than a second threshold value, and the first distance is the braking distance of the target vehicle during braking by adopting a pedal braking or automatic braking mode; or alternatively, the process may be performed,

The difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is smaller than a third threshold value or the estimated braking distance of the target vehicle during comfortable braking is larger than the second distance, and the second distance is the distance between the target vehicle and the obstacle; or alternatively, the process may be performed,

the amount of change in the deceleration of the target vehicle during comfort braking is greater than the fourth threshold value.

It should be noted that the time for comfortable braking of the target vehicle is longer than the preset time, that is, the braking force is insufficient, resulting in a longer time taken for braking, and that such a situation occurs that the pressure of the master cylinder of the target vehicle is insufficient, and the target vehicle is in an under-braked state.

The distance traveled by the target vehicle during the comfort braking is greater than the first threshold, that is, the braking distance of the target vehicle is too long, because the braking force is insufficient, that is, the pressure of the target vehicle master cylinder is insufficient, which indicates that the target vehicle is in an under-braked state.

The absolute value of the difference between the estimated braking distance of the target vehicle at the time of comfortable braking and the distance of the target vehicle at the time of braking by means of brake pedal braking or automatic braking is greater than the second threshold value, including two cases: firstly, the difference between the estimated braking distance of the target vehicle during comfortable braking and the distance of the target vehicle during braking by adopting a brake pedal braking or automatic braking mode is larger than a second threshold value, namely the distance of the target vehicle during comfortable braking is increased too much compared with the distance of the target vehicle during braking by adopting the pedal braking or automatic braking mode, because the braking force is insufficient, namely the pressure of a brake master cylinder of the target vehicle is insufficient, and the situation shows that the target vehicle is in an underbraking state; and secondly, the difference between the distance of the target vehicle when braking by adopting a brake pedal braking or automatic braking mode and the estimated braking distance of the target vehicle when comfortable braking is larger than a second threshold value, namely the distance of the target vehicle when comfortable braking is reduced too much compared with the distance of the target vehicle when braking by adopting a pedal braking or automatic braking mode, because the braking force is overlarge, namely the pressure of a brake master cylinder of the target vehicle is overlarge, and the situation indicates that the target vehicle is in an overbraked state.

The difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is less than a third threshold value, which indicates that the estimated braking distance of the target vehicle during comfortable braking is relatively close to the second distance, and the target vehicle is at risk of collision with an obstacle; the estimated braking distance of the target vehicle during comfortable braking is greater than the second distance, and the target vehicle is at risk of collision with the obstacle; the reason for these two cases, which are indicative of the target vehicle being in an underbraked state, is that the braking force is insufficient, i.e., the pressure of the target vehicle master cylinder is insufficient.

The amount of change in the deceleration of the target vehicle during the comfort braking is excessive because the braking force is excessive, that is, the pressure of the target vehicle master cylinder is excessive, and this occurrence indicates that the target vehicle is in an over-braking state.

For a non-decoupled braking system, the pressure of the brake master cylinder of the target vehicle is reduced or increased by controlling a solenoid valve or controlling a motor to extract or press a part of brake fluid from or into the brake master cylinder of the target vehicle in a pressure closed loop manner. For a decoupled braking system, the pressure unit adjusts the pressure of a target vehicle brake master cylinder according to a preset pressure curve by controlling an electromagnetic valve or controlling a motor based on a pressure closed loop mode, and the pressure adjustment is more stable and has low noise.

In combination with the braking system shown in fig. 1, in the braking implementation process, a user steps on the brake pedal 101, the push rod mechanism of the integrated booster 102 generates displacement, the pedal stroke sensor detects the displacement of the push rod mechanism and sends a displacement signal to the ECU, the ECU calculates the torque which the motor should generate, and then the transmission mechanism of the motor converts the torque into braking force. The ECU calculates the pressure of the master cylinder when the braking force acts on the master cylinder together with the push rod force generated by the brake pedal 101 by the push rod mechanism, the pressure being the above-described demand pressure. The ECU controls the pressure of the brake master cylinder to change according to the preset pressure curve according to the required pressure and the control mode; in this process, the hydraulic pressure is jointly converted into the hydraulic pressure in the brake master cylinder, and the brake fluid having the hydraulic pressure acts on the brake actuators (103-1, 103-2, 103-3, 103-4) via the brake pipe 104, thereby achieving comfortable braking.

Referring to fig. 5, fig. 5 is a schematic flow chart of another braking control method according to an embodiment of the present application. As shown in fig. 5, the method includes:

s501, acquiring driving state information of a target vehicle.

S502, judging whether comfortable braking is performed according to the running state information.

Wherein, when judging that the comfortable braking is performed, executing step S503; otherwise, step S507 is executed.

Here, the driving state information of the target vehicle may be specifically described with reference to step S201, and whether to perform comfortable braking based on the driving state information may be specifically described with reference to step S201, which will not be described.

S503, dynamically regulating pressure to realize comfortable braking.

Specifically, the pressure of the target vehicle master cylinder is adjusted according to the preset pressure curve in the embodiment shown in fig. 2; the specific implementation process can be referred to in the related description of step S202.

S504, judging whether the vehicle is in an underbraking state or an overbraking state.

Specifically, in the comfortable braking process, determining whether the target vehicle is in an underbraked state or an overbraked state in real time; the specific determination method may be referred to in the related description of step S202, which will not be described here. When the target vehicle is not in the under-braking state and is not in the over-braking state, continuing to execute step S503; when the target vehicle is in the under-braking state or the over-braking state, step S507 is executed.

S505, judging whether the target vehicle is stopped.

Specifically, whether the target vehicle is stopped or not is determined according to the running information of the target vehicle; the travel information may be the speed of the target vehicle, but may be other information, and is not limited thereto. After the target vehicle is stopped, step S506 is performed; when the target vehicle is not stopped, step 503 is continued.

S506, restoring pressure or parking.

Specifically, during the comfortable braking according to the preset pressure curve, when the target vehicle is stationary, the pressure of the target vehicle brake master cylinder is small and insufficient to maintain the target vehicle stationary, so that when the target vehicle is stationary, the pressure of the target vehicle brake master cylinder is increased to achieve the pressure required for maintaining the target vehicle stationary; when the pressure of the brake master cylinder of the target vehicle reaches the pressure required for maintaining the target vehicle to be stationary, starting an automatic parking system of the target vehicle;

or when the target vehicle is stationary, starting an automatic parking system of the target vehicle.

S507, ordinary braking.

Specifically, if comfortable braking is continued when the target vehicle is in an under-braking state or an over-braking state, driving safety is affected, and thus the target vehicle is controlled to exit the comfortable braking and perform normal braking when the target vehicle is in the under-braking state or the over-braking state.

Referring to fig. 6, fig. 6 is a schematic structural diagram of a brake control device according to an embodiment of the present application. As shown in fig. 6, the brake control apparatus 600 includes:

the detection module 601 is configured to detect and acquire driving status information of a target vehicle.

Wherein the target vehicle travel information includes one or more of:

deceleration of the target vehicle, speed of the target vehicle, whether there is an obstacle around the target vehicle, distance between the target vehicle and the obstacle, brake pedal stroke of the target vehicle, rate of change of brake pedal stroke of the target vehicle, traffic signal information around the target vehicle, active suspension four-wheel height of the target vehicle.

Specifically, information is monitored in real time by collecting information stored in the brake ECU (a state in which the comfortable braking function was last started), vehicle instrument or key input, driver input information (accelerator pedal, brake pedal stroke, etc.), vehicle sensor modules (wheel speed, acceleration, etc.), network connection modules (surrounding vehicle information, etc.), environment sensing modules (presence or absence of an obstacle, distance from the obstacle, traffic light zebra crossing information, etc.), associated ECU (active suspension four-wheel height, etc.), and the like, and fusion processing is performed to obtain running state information of the target vehicle.

A judging module 603 is configured to judge whether the target vehicle performs comfortable braking based on the running state information of the target vehicle.

The specific judgment process can be referred to in the above description of step S201, and will not be described here.

The control module 604, if the target vehicle is equipped with an active suspension and has an external response interface, can cooperate with the hydraulic brake to achieve the effect of comfortable braking during the whole service braking process; if the target vehicle is provided with a common suspension and comfortable braking is judged to be required, the brake ECU dynamically adjusts the hydraulic pressure, and the brake pressure provided by the hydraulic unit is appointed to be adjusted according to a specified curve and can be different from the brake pressure corresponding to the stroke of a brake pedal of the target vehicle or the brake pressure requested by an automatic brake system; when the target vehicle is stationary, the designated brake pressure is restored to a pressure that will enable the target vehicle to remain stationary, rather than necessarily the pressure that the intelligent driving system requests or the driver's brake pedal stroke corresponds to. The brake pressure here refers to the pressure of the target vehicle master cylinder.

The execution module 605 is configured to adjust the pressure of the master cylinder of the target vehicle according to the preset pressure curve, and may use a decoupling braking system or a non-decoupling braking system without limiting a specific adjustment manner.

The monitoring module 602 is configured to monitor, in real time, whether the target vehicle is in an under-braking state or an over-braking state according to the data collected by the detection module 601 and the entire vehicle state of the target vehicle.

It should be noted that the implementation processes of the detection module 601, the monitoring module 602, the judging module 603, the control module 604, and the executing module 605 described above may be referred to the relevant descriptions of S201 and S202, which will not be described herein.

Referring to fig. 7, fig. 7 is a schematic structural diagram of a brake control device according to an embodiment of the present application. As shown in fig. 7, the brake control apparatus 700 includes:

a detection unit 701 for detecting a control instruction for comfortable braking of the target vehicle;

a control unit 702, configured to increase the pressure of the master cylinder and then decrease the pressure of the master cylinder from a first time to a second time in response to the control command; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of a brake master cylinder during ordinary braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time of the stationary state of the target vehicle.

In one possible embodiment, the control unit 702 is further configured to:

In one possible embodiment, the brake control apparatus 700 further includes:

an acquisition unit 703 for acquiring running state information of the target vehicle;

a judging unit 704 for judging whether the target vehicle is performing comfortable braking according to the running state information of the target vehicle;

and a generation unit 705 for generating a control instruction for instructing the target vehicle to perform comfortable braking when the determination result is affirmative.

In a possible embodiment, the acquiring unit 703 is further configured to acquire, after the target vehicle is powered on, a comfortable brake function switch state of the target vehicle at the last time of starting;

The brake control apparatus 700 further includes:

a prompt unit 706 for indicating that the comfort brake function of the target vehicle is available if the comfort brake function is on; if the comfort braking function is off, indicating that the comfort braking function of the target vehicle is unavailable, a prompt message is sent to the user, wherein the prompt message is used for prompting the user whether to start the comfort braking function of the target vehicle.

In one possible embodiment, the brake control apparatus 700 further includes:

a starting unit 707 for starting the comfort braking function of the target vehicle if the detecting unit 701 detects the start instruction of the user.

In one possible embodiment, the brake control apparatus 700 further includes:

and a switching unit 708 configured to exit the comfortable braking and execute the normal braking when the detection unit 701 detects that the time for which the target vehicle is performing the comfortable braking during the comfortable braking is greater than the preset time, or when the distance travelled by the target vehicle during the comfortable braking is greater than the first threshold.

In one possible embodiment, the brake control apparatus 700 further includes:

and a switching unit 708 for performing the normal braking when the detecting unit 701 detects that the absolute value of the difference between the estimated braking distance and the first distance of the target vehicle during the comfortable braking is greater than the second threshold, wherein the first distance is the braking distance of the target vehicle during braking by means of pedal braking or automatic braking.

In one possible embodiment, the brake control apparatus 700 further includes:

and a switching unit 708 for performing the comfort braking when the detecting unit 701 detects that the difference between the second distance and the estimated braking distance of the target vehicle at the time of the comfort braking is smaller than the third threshold value or the estimated braking distance of the target vehicle at the time of the comfort braking is larger than the second distance, wherein the second distance is the distance between the target vehicle and the obstacle, and performing the normal braking.

In one possible embodiment, the brake control apparatus 700 further includes:

and a switching unit 708 for performing the normal braking by outputting the comfort braking when the detecting unit 701 detects that the amount of change in the deceleration of the target vehicle during the comfort braking is greater than the fourth threshold value.

The above units (detecting unit 701, control unit 702, acquiring unit 703, judging unit 704, generating unit 705, presenting unit 706, starting unit 707, and switching unit 708) are configured to execute relevant steps of the above method. Such as a detection unit 701, an acquisition unit 703, a judgment unit 704, a generation unit 705, a presentation unit 706, and a start-up unit 707, are used to execute the relevant contents of S201, and a detection unit 701, a control unit 702, and a switching unit 708 are used to execute the relevant contents of step S202.

In the present embodiment, the brake control apparatus 700 is presented in the form of a unit. "unit" herein may refer to an application-specific integrated circuit (ASIC), a processor and memory executing one or more software or firmware programs, an integrated logic circuit, and/or other devices that can provide the above described functionality. Further, the above detecting unit 701, control unit 702, acquiring unit 703, judging unit 704, generating unit 705, presenting unit 706, starting unit 707, and switching unit 708 may be implemented by the processor 801 of the brake control apparatus shown in fig. 8.

Referring to fig. 8, fig. 8 is a schematic structural diagram of a brake control device according to an embodiment of the present application. The brake control apparatus 800 shown in fig. 8 (the apparatus 800 may be a computer device in particular) includes a memory 802, a processor 801, and a communication interface 803. Wherein the memory 802, the processor 801 and the communication interface 803 realize communication connection therebetween through a bus.

The Memory 802 may be a Read Only Memory (ROM), a static storage device, a dynamic storage device, or a random access Memory (Random Access Memory, RAM). The memory 802 may store a program, and when the program stored in the memory 802 is executed by the processor 801, the processor 801 and the communication interface 803 are used to perform the respective steps of the brake control method of the embodiment of the present application.

The processor 801 may employ a general-purpose central processing unit (Central Processing Unit, CPU), microprocessor, application specific integrated circuit (Application Specific Integrated Circuit, ASIC), graphics processor (graphics processing unit, GPU) or one or more integrated circuits for executing associated programs to perform functions required to be performed by the units in the brake control apparatus 700 of the present embodiment, or to perform the brake control method of the present method embodiment, or to perform functions required to be performed by the modules in the brake control apparatus 600 of the present embodiment.

The processor 801 may also be an integrated circuit chip with signal processing capabilities. In implementation, various steps of the brake control method of the present application may be accomplished by instructions in the form of integrated logic circuits or software in hardware in the processor 801. The processor 801 described above may also be a general purpose processor, digital signal processor (Digital Signal Processing, DSP), application Specific Integrated Circuit (ASIC), off-the-shelf programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the embodiments of the present application may be embodied directly in hardware, in a decoded processor, or in a combination of hardware and software modules in a decoded processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in the memory 802, and the processor 801 reads information in the memory 802, and in combination with hardware thereof, performs functions required to be performed by units included in the in-vehicle apparatus of the present embodiment, or performs a method of comfortable brake control communication of the method embodiment of the present application.

The communication interface 803 uses a transceiver device, such as, but not limited to, a transceiver, to enable communication between the brake control device 800 and other devices or communication networks.

A bus may include a path that communicates information between various components of brake control device 800 (e.g., memory 802, processor 801, communication interface 803).

It is to be understood that the detection unit 701, the control unit 702, the acquisition unit 703, the judgment unit 704, the generation unit 705, the presentation unit 706, the start unit 707, and the switching unit 708 in the brake control apparatus 700 may correspond to the processor 801.

It should be noted that although the brake control apparatus 800 shown in fig. 8 shows only a memory, a processor, and a communication interface, those skilled in the art will appreciate that the apparatus 800 also includes other components necessary to achieve proper operation in a particular implementation. Also, as will be appreciated by those of skill in the art, the apparatus 800 may also include hardware devices that implement other additional functions, as desired. Furthermore, it will be appreciated by those skilled in the art that the apparatus 800 may also include only the devices necessary to implement the embodiments of the present application, and not necessarily all of the devices shown in FIG. 8.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

The embodiment of the present application also provides a computer storage medium, where the computer storage medium may store a program, and the program may implement part or all of the steps including any of the brake control methods described in the above method embodiments when executed. The aforementioned storage medium includes: a U-disk, a read-only memory (english), a random access memory (english: random access memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

It should be noted that, for simplicity of description, the foregoing method embodiments are all expressed as a series of action combinations, but it should be understood by those skilled in the art that the present application is not limited by the order of actions described, as some steps may be performed in other order or simultaneously in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required in the present application.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

In the several embodiments provided in this application, it should be understood that the disclosed apparatus may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, such as the division of the units, merely a logical function division, and there may be additional manners of dividing the actual implementation, such as multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, or may be in electrical or other forms.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

The above embodiments are merely for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

A brake control method characterized by comprising:

detecting a control instruction of comfortable braking of a target vehicle;

responding to the control instruction, and firstly increasing the pressure of the brake master cylinder and then reducing the pressure of the brake master cylinder from the first moment to the second moment; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of the brake master cylinder during normal braking;

and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time when the target vehicle is stationary.
The method according to claim 1, wherein the method further comprises:

after the third time, the pressure of the brake master cylinder is increased until a preset pressure is reached, the preset pressure being a pressure required to maintain the target vehicle stationary.
The method according to claim 2, wherein the method further comprises:

and when the pressure of the brake master cylinder reaches the preset pressure, starting an automatic parking system of the target vehicle.
A method according to any one of claims 1-3, wherein the method further comprises:

acquiring running state information of a target vehicle;

judging whether the target vehicle performs comfortable braking or not according to the running state information of the target vehicle;

and when the judgment result is affirmative, generating the control instruction for instructing the target vehicle to perform comfortable braking.
The method of any one of claims 1-4, wherein the driving state information of the target vehicle includes one or more of:

the deceleration of the target vehicle, the speed of the target vehicle, whether there is an obstacle around the target vehicle, the distance between the target vehicle and the obstacle, the brake pedal stroke of the target vehicle, the rate of change of the brake pedal stroke of the target vehicle, traffic signal information around the target vehicle, active suspension four-wheel height information of the target vehicle.
The method according to any one of claims 1-5, further comprising:

after the target vehicle is electrified, acquiring a comfortable braking function switch state of the target vehicle when the target vehicle is started last time;

if the comfort brake function is on, indicating that the comfort brake function of the target vehicle is available;

and if the comfortable braking function is closed, indicating that the comfortable braking function of the target vehicle is unavailable, sending prompt information to a user, wherein the prompt information is used for prompting whether the user starts the comfortable braking function of the target vehicle or not.
The method of claim 6, wherein the method further comprises:

and if the opening instruction of the user is detected, opening the comfortable braking function of the target vehicle.
The method according to any one of claims 1-7, further comprising:

and when the time for the target vehicle to perform comfortable braking in the process of detecting the comfortable braking is longer than the preset time, or when the distance travelled by the target vehicle in the process of detecting the comfortable braking is longer than a first threshold value, exiting the comfortable braking, and executing ordinary braking.
The method according to any one of claims 1-7, further comprising:

and when detecting that the absolute value of the difference between the estimated braking distance and the first distance of the target vehicle during comfortable braking is larger than a second threshold value, performing comfortable braking, and executing normal braking, wherein the first distance is the braking distance of the target vehicle during braking by adopting a pedal braking or automatic braking mode.
The method according to any one of claims 1-7, further comprising:

and when detecting that the difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is smaller than a third threshold value or the estimated braking distance of the target vehicle during comfortable braking is larger than the second distance, performing comfortable braking, and executing normal braking, wherein the second distance is the distance between the target vehicle and an obstacle.
The method according to any one of claims 1-7, further comprising:

and when the change amount of the deceleration of the target vehicle in the comfort braking process is detected to be larger than a fourth threshold value, the comfort braking is carried out, and the normal braking is carried out.
A brake control apparatus, characterized by comprising:

the detection unit is used for detecting a control instruction of comfortable braking of the target vehicle;

the control unit is used for responding to the control instruction, and increasing the pressure of the brake master cylinder and then reducing the pressure of the brake master cylinder from the first moment to the second moment; the first moment is the moment when the speed of the target vehicle is the first speed, the first speed is the preset speed, and the pressure of the brake master cylinder is equal to the demand pressure at the second moment; the required pressure is the pressure of the brake master cylinder during normal braking; and reducing the pressure of the brake master cylinder from the second time to a third time, wherein the third time is the starting time when the target vehicle is stationary.
The apparatus of claim 12, wherein the control unit is further configured to:

after the third time, the pressure of the brake master cylinder is increased until a preset pressure is reached, the preset pressure being a pressure required to maintain the target vehicle stationary.
The apparatus of claim 13, wherein the control unit is further configured to:

and when the pressure of the brake master cylinder reaches the preset pressure, starting an automatic parking system of the target vehicle.
The apparatus according to any one of claims 12-14, characterized in that the apparatus comprises:

an acquisition unit configured to acquire running state information of a target vehicle;

a judging unit for judging whether the target vehicle is subjected to comfortable braking according to the running state information of the target vehicle;

and the generation unit is used for generating the control instruction for instructing the target vehicle to perform comfortable braking when the judgment result is affirmative.
The apparatus of any one of claims 12-15, wherein the driving status information of the target vehicle includes one or more of:

the deceleration of the target vehicle, the speed of the target vehicle, whether there is an obstacle around the target vehicle, the distance between the target vehicle and the obstacle, the brake pedal stroke of the target vehicle, the rate of change of the brake pedal stroke of the target vehicle, traffic signal information around the target vehicle, active suspension four-wheel height information of the target vehicle.
The device according to any one of claims 12 to 16, wherein,

the acquisition unit is also used for acquiring the comfortable braking function switch state of the target vehicle when the target vehicle is started last time after the target vehicle is electrified;

The apparatus further comprises:

the prompting unit is used for sending prompting information to a user if the comfortable braking function of the target vehicle is closed and the comfortable braking function of the target vehicle is not available, wherein the prompting information is used for prompting whether the user starts the comfortable braking function of the target vehicle or not; and if the user is detected to start the comfortable braking function of the target vehicle, starting the comfortable braking function of the target vehicle, wherein the comfortable braking function is started, and the comfortable braking function of the target vehicle is available.
The apparatus of claim 17, wherein the apparatus further comprises:

and the starting unit is used for starting the comfortable braking function of the target vehicle if the detecting unit detects the starting instruction of the user.
The apparatus according to any one of claims 12-18, wherein the apparatus further comprises:

and the switching unit is used for exiting the comfortable braking and executing the common braking when the detection unit detects that the time for the target vehicle to perform the comfortable braking in the process of the comfortable braking is longer than the preset time or when the distance for the target vehicle to travel in the process of the comfortable braking is longer than a first threshold value.
The apparatus according to any one of claims 12-18, wherein the apparatus further comprises:

and the switching unit is used for outputting comfortable braking and executing normal braking when the detection unit detects that the absolute value of the difference value between the estimated braking distance and the first distance of the target vehicle during comfortable braking is larger than a second threshold value, wherein the first distance is the braking distance of the target vehicle during braking in a pedal braking or automatic braking mode.
The apparatus according to any one of claims 12-18, wherein the apparatus further comprises:

and the switching unit is used for outputting comfortable braking and executing normal braking when the detecting unit detects that the difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is smaller than a third threshold value or the estimated braking distance of the target vehicle during comfortable braking is larger than the second distance, wherein the second distance is the distance between the target vehicle and an obstacle.
The apparatus according to any one of claims 12-18, wherein the apparatus further comprises:

and the switching unit is used for outputting comfortable braking and executing normal braking when the detecting unit detects that the variation of the deceleration of the target vehicle in the process of comfortable braking is larger than a fourth threshold value.
A brake control apparatus comprising a processor and a memory, wherein the processor is connected to the memory, wherein the memory is configured to store program code, and wherein the processor is configured to invoke the program code to perform the brake control method of any of claims 1 to 6.
A chip system, wherein the chip system is applied to an electronic device; the system-on-chip includes one or more interface circuits, and one or more processors; the interface circuit and the processor are interconnected through a circuit; the interface circuit is configured to receive a signal from a memory of the electronic device and to send the signal to the processor, the signal including computer instructions stored in the memory; the electronic device, when executing the computer instructions, performs the brake control method according to any one of claims 1 to 11.
A computer-readable storage medium storing a computer program that is executed by a processor to implement the brake control method according to any one of claims 1 to 11.
A computer program, characterized in that the computer program is executed by a processor to implement the brake control method according to any one of claims 1 to 11.
An integrated booster comprising a pedal travel sensor, a master cylinder, a motor, a push rod mechanism, and an electronic control unit ECU that performs the brake control method according to any one of claims 1 to 11.
A brake system comprising a brake pedal, a brake actuator, a brake fluid line, and the integrated booster of claim 27.