Brake control method and related device

Abstract

A brake control method comprises: detecting a control instruction of a target vehicle to perform comfort braking; in response to the control instruction, increasing a pressure of a brake master cylinder first and then decreasing the pressure of the brake master cylinder at a first time and a second time; the first time is a time when a 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 time is equal to a demand pressure; the demand pressure is the pressure of the brake master cylinder when ordinary braking is performed; and the pressure of the brake master cylinder is decreased at the second time and a third time; and the third time is a starting time when the target vehicle is stationary.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicles, specifically to a braking control method and related devices. Background Technology

[0002] In scenarios where the driver applies the brakes or the intelligent driving system applies the brakes, the vehicle typically exhibits a "nodding / jerking" phenomenon. This jerking is particularly noticeable when braking to a complete stop. Optimization of the vehicle's powertrain or suspension system is usually employed to mitigate this "nodding / jerking" phenomenon, but it cannot be completely eliminated.

[0003] To further avoid "nodding / jerking" during braking and achieve a comfortable braking effect, drivers generally consciously reduce braking pressure while driving. However, this inevitably increases braking distance and may even increase the risk of collision. Even when the vehicle is in intelligent driving mode, in scenarios where the vehicle is at low speed or braking to a stop, due to the poor precision of the deceleration closed-loop control, the vehicle generally uses open-loop control of the braking system to achieve braking control, which still cannot avoid the phenomenon of "nodding / jerking" during braking. Summary of the Invention

[0004] This application provides a braking control method and related apparatus that can achieve comfortable braking and avoid the jerking and nose-diving phenomenon caused by braking. Using the braking control method provided in this application for vehicle braking can improve the comfort of the braking process without increasing the braking distance or avoiding the risk of collision.

[0005] In a first aspect, embodiments of this application provide a braking control method, the method comprising:

[0006] The system detects a control command for the target vehicle to perform comfort braking; in response to the control command, from the first moment to the second moment, it first increases the pressure of the master brake cylinder, and then decreases the pressure of the master brake cylinder; the first moment is when the target vehicle's speed is the first speed, which is a preset speed; at the second moment, the pressure of the master brake cylinder is equal to the required pressure; the required pressure is the pressure of the master brake cylinder during normal braking; from the second moment to the third moment, it decreases the pressure of the master brake cylinder; the third moment is the starting moment when the target vehicle comes to a standstill.

[0007] By increasing the pressure of the target vehicle's master cylinder from the first moment to the second moment, and then decreasing the pressure of the target vehicle's master cylinder, it is possible to achieve comfortable braking without increasing the braking distance, and improve the comfort of the braking process compared to ordinary braking.

[0008] In one feasible embodiment, the method of this application further includes:

[0009] After the third moment, the pressure of the master cylinder is increased until the preset pressure is reached, which is the pressure required to keep the target vehicle stationary.

[0010] Specifically, the preset pressure is the pressure of the master cylinder when using pedal braking or automatic braking during normal braking, and it is less than or equal to that of the normal braking. The advantages of having a preset pressure lower than the pressure of the master cylinder when using pedal braking or automatic braking are: firstly, it can reduce power consumption; and secondly, it can reduce wear and tear on vehicle components.

[0011] In one feasible embodiment, the method of this application further includes:

[0012] When the pressure in the master cylinder reaches the preset pressure, the automatic parking system of the target vehicle is activated.

[0013] In one feasible embodiment, the method of this application further includes:

[0014] Obtain the driving status information of the target vehicle; based on the driving status information of the target vehicle, determine whether the target vehicle should perform comfort braking; if the determination result is positive, generate a control command to instruct the target vehicle to perform comfort braking.

[0015] In one feasible embodiment, the driving status information of the target vehicle includes one or more of the following:

[0016] The target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and obstacles, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and active suspension wheel height information of the target vehicle.

[0017] In one feasible embodiment, the method of this application further includes:

[0018] After the target vehicle is powered on, obtain the comfort braking function switch status of the target vehicle at the time of the last start;

[0019] If the comfort braking function is enabled, it means that the comfort braking function of the target vehicle is available; if the comfort braking function is disabled, it means that the comfort braking function of the target vehicle is unavailable, and a prompt message is sent to the user to ask whether to enable the comfort braking function of the target vehicle.

[0020] In one feasible embodiment, the method of this application further includes:

[0021] If the user's activation command is detected, the comfort braking function of the target vehicle will be activated.

[0022] By recording the comfort braking function switch status of the target vehicle at the time of the last startup, and if the comfort braking function switch status indicates that the comfort braking function of the target vehicle was on at the time of the last startup, the user does not need to manually activate the comfort braking function of the target vehicle, thus improving the user experience.

[0023] In one feasible embodiment, the method of this application further includes:

[0024] If the comfort braking time of the target vehicle exceeds a preset time during comfort braking, or if the distance traveled by the target vehicle during comfort braking exceeds a first threshold, comfort braking is discontinued and normal braking is executed.

[0025] In one feasible embodiment, the method of this application further includes:

[0026] If the absolute value of the difference between the estimated braking distance of the target vehicle when it is in comfort braking and the first distance is greater than the second threshold, comfort braking is discontinued and normal braking is performed; wherein, the first distance is the braking distance of the target vehicle when it is braking using pedal braking or automatic braking.

[0027] In one feasible embodiment, the method of this application further includes:

[0028] If the difference between the second distance and the braking distance estimated by the target vehicle during comfort braking is less than a third threshold, or if the braking distance estimated by the target vehicle during comfort braking is greater than the second distance, comfort braking is disengaged and normal braking is performed. Here, the second distance is the distance between the target vehicle and the obstacle.

[0029] In one feasible embodiment, the method of this application further includes:

[0030] If the change in the target vehicle's deceleration during comfort braking is detected to be greater than the fourth threshold, comfort braking is disengaged and normal braking is executed.

[0031] By detecting whether the target vehicle is under-braking or over-braking in the above manner, comfort braking is disengaged and normal braking is applied when the target vehicle is under-braking or over-braking, thereby reducing the risk of the target vehicle colliding with obstacles in front and improving driving safety.

[0032] Secondly, embodiments of this application provide a braking control device, comprising:

[0033] The detection unit is used to detect control commands for the target vehicle to perform comfort braking;

[0034] The control unit is used to respond to control commands. From the first moment to the second moment, it first increases the pressure of the master cylinder and then decreases the pressure of the master cylinder. The first moment is when the target vehicle's speed is the first speed, which is a preset speed. At the second moment, the pressure of the master cylinder is equal to the required pressure, which is the pressure of the master cylinder during normal braking. From the second moment to the third moment, it decreases the pressure of the master cylinder. The third moment is the starting moment when the target vehicle comes to a standstill.

[0035] In one feasible embodiment, the control unit is also used for:

[0036] After the third moment, the pressure of the master cylinder is increased until the preset pressure is reached, which is the pressure required to keep the target vehicle stationary.

[0037] In one feasible embodiment, the control unit is also used for:

[0038] When the pressure in the master cylinder reaches the preset pressure, the automatic parking system of the target vehicle is activated.

[0039] In one feasible embodiment, the braking control device further includes:

[0040] The acquisition unit is used to acquire the driving status information of the target vehicle;

[0041] The judgment unit is used to determine whether the target vehicle should perform comfort braking based on the target vehicle's driving status information.

[0042] The generation unit is used to generate control commands to instruct the target vehicle to perform comfort braking when the judgment result is positive.

[0043] In one feasible embodiment, the driving status information of the target vehicle includes one or more of the following:

[0044] The target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and obstacles, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and active suspension wheel height information of the target vehicle.

[0045] In one feasible embodiment, the acquisition unit is further configured to acquire the comfort braking function switch status of the target vehicle at the time of the last start after the target vehicle is powered on.

[0046] The braking control device also includes:

[0047] The prompting unit is used to issue a prompt message to the user if the comfort braking function is turned on, indicating that the comfort braking function of the target vehicle is available; and if the comfort braking function is turned off, indicating that the comfort braking function of the target vehicle is unavailable. The prompt message is used to prompt the user whether to turn on the comfort braking function of the target vehicle.

[0048] In one feasible embodiment, the braking control device further includes:

[0049] The activation unit is used to activate the comfort braking function of the target vehicle upon detecting a user's activation command.

[0050] In one feasible embodiment, the braking control device further includes:

[0051] The switching unit is used to exit comfort braking and perform normal braking when the detection unit detects that the target vehicle has been performing comfort braking for a longer time than a preset time, or when the detection unit detects that the target vehicle has traveled a distance greater than a first threshold during comfort braking.

[0052] In one feasible embodiment, the braking control device further includes:

[0053] The switching unit is used to switch from comfort braking to normal braking when the detection unit detects that the absolute value of the difference between the estimated braking distance of the target vehicle during comfort braking and the first distance is greater than a second threshold. The first distance is the braking distance of the target vehicle when braking using pedal braking or automatic braking.

[0054] In one feasible embodiment, the braking control device further includes:

[0055] The switching unit is used to switch from comfort braking to normal braking when the detection unit detects that the difference between the second distance and the braking distance estimated by the target vehicle during comfort braking is less than a third threshold, or when the braking distance estimated by the target vehicle during comfort braking is greater than the second distance. Here, the second distance is the distance between the target vehicle and the obstacle.

[0056] In one feasible embodiment, the braking control device further includes:

[0057] The switching unit is used to switch from comfort braking to normal braking when the detection unit detects that the change in the deceleration of the target vehicle during comfort braking is greater than the fourth threshold.

[0058] Thirdly, embodiments of this application provide a braking control device, including a processor and a memory, wherein the processor and the memory are connected, wherein the memory is used to store program code, and the processor is used to call the program code to execute part or all of the method as described in the first aspect.

[0059] Fourthly, embodiments of this application provide a chip system applied to an electronic device; the chip system includes one or more interface circuits and one or more processors; the interface circuits and processors are interconnected via lines; the interface circuits are used to receive signals from the memory of the electronic device and send signals to the processor, the signals including computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device performs part or all of the method described in the first aspect.

[0060] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that is executed by a processor to implement part or all of the methods described in the first aspect.

[0061] In a sixth aspect, embodiments of this application provide a computer program that is executed by a processor to implement part or all of the methods described in the first aspect.

[0062] In a seventh aspect, embodiments of this application provide an integrated power booster, which includes a pedal travel sensor, a brake master cylinder, a motor, a push rod mechanism, and part or all of the method described in the first aspect.

[0063] Eighthly, embodiments of this application provide a braking system including a brake pedal, a brake actuator, a brake fluid line, and the integrated booster described in the seventh aspect.

[0064] It should be understood that the descriptions of technical features, technical solutions, beneficial effects, or similar language in this application do not imply that all features and advantages can be achieved in any single embodiment. Rather, it is understood that the description of a feature or beneficial effect means that a specific technical feature, technical solution, or beneficial effect is included in at least one embodiment. Therefore, the descriptions of technical features, technical solutions, or beneficial effects in this specification do not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions, and beneficial effects described in this embodiment can be combined in any suitable manner. Those skilled in the art will understand that embodiments can be implemented without one or more specific technical features, technical solutions, or beneficial effects of a particular embodiment. In other embodiments, additional technical features and beneficial effects may be identified in specific embodiments that do not embody all embodiments. Attached Figure Description

[0065] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0066] Figure 1 A schematic diagram of an electro-hydraulic braking system provided in an embodiment of this application;

[0067] Figure 2 A schematic flowchart of a braking control method provided in an embodiment of this application;

[0068] Figure 3 This is a schematic diagram of a process for activating the braking function provided in an embodiment of this application;

[0069] Figure 4A A schematic diagram of a preset pressure curve and velocity curve provided for an embodiment of this application;

[0070] Figure 4B A schematic diagram of a preset pressure curve, deceleration curve, and velocity curve provided for embodiments of this application;

[0071] Figure 4C A deceleration curve and a velocity curve schematic diagram provided for embodiments of this application;

[0072] Figure 4D A schematic diagram of a pressure curve and a velocity curve disclosed in the prior art;

[0073] Figure 5 This is a schematic diagram of the structure of a braking control device provided in an embodiment of this application;

[0074] Figure 6 This is a schematic diagram of another braking control device provided in an embodiment of this application;

[0075] Figure 7 This is a schematic diagram of another braking control device provided in an embodiment of this application;

[0076] Figure 8 This is a schematic diagram of another braking control device provided in an embodiment of this application. Detailed Implementation

[0077] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0078] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0079] "Multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0080] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0081] The braking system is one of the core control systems of a vehicle, used to achieve longitudinal control of the vehicle, causing it to decelerate or maintain a certain speed. See also... Figure 1 , Figure 1 This is a schematic diagram of an electrohydraulic brake (EHB) system provided in an embodiment of this application. The braking system includes: a brake pedal 101, an integrated booster 102, brake actuators (103-1, 103-2, 103-3, 103-4), and brake fluid lines 104.

[0082] The integrated booster 102 is the core component of the braking system, integrating an electronic control unit (ECU), pedal travel sensor, master cylinder, motor, push rod mechanism, etc. The brake pedal 101 is rigidly connected to the integrated booster 102 via the push rod mechanism, and the integrated booster 102 is connected to the brake actuators (103-1, 103-2, 103-3, 103-4) mounted on the side of the wheel via brake fluid lines 104.

[0083] During braking, when the user depresses the brake pedal 101, the push rod mechanism of the integrated booster 102 is displaced. The pedal stroke sensor detects the displacement of the push rod mechanism and sends the displacement signal to the ECU. The ECU calculates the torque that the motor should generate, and then the motor's transmission mechanism converts the torque into braking force. The braking force and the push rod force generated by the brake pedal 101 through the push rod mechanism act together on the brake master cylinder, where they are converted into hydraulic pressure. The brake fluid with hydraulic pressure acts on the brake actuators (103-1, 103-2, 103-3, 103-4) through the brake fluid pipe 104 to achieve braking.

[0084] See Figure 2 , Figure 2 This is a schematic flowchart illustrating a braking control method provided in an embodiment of this application. Figure 2 As shown, the method includes:

[0085] S201, The brake control device detects a control command for the target vehicle to perform comfort braking.

[0086] In one feasible embodiment, the method of this application further includes:

[0087] The braking control device acquires the driving status information of the target vehicle; based on the driving status information of the target vehicle, it determines whether the target vehicle should perform comfort braking; if the determination result is positive, the braking control device generates a control command instructing the target vehicle to perform comfort braking.

[0088] Optionally, the target vehicle's driving status information includes one or more of the following:

[0089] The data includes the target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and obstacles, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and the active suspension wheel height of the target vehicle. Active suspension wheel height refers to the height of the active suspension on each of the four wheels above the ground.

[0090] The traffic signal information around the target vehicle includes traffic light information in front of the vehicle and traffic police directing traffic.

[0091] It should be noted that the above driving status information may also include other information.

[0092] Optionally, the judgment condition is one or more of the following conditions:

[0093] Whether the deceleration of the target vehicle is within the first preset range, whether the speed of the target vehicle is less than the preset speed, whether there are obstacles around the target vehicle, whether the distance between the target vehicle and the obstacle is greater than the first preset distance, whether the brake pedal travel of the target vehicle is within the second preset range, whether the rate of change of the brake pedal travel of the target vehicle is within the third preset range, whether the traffic light in front of the target vehicle is red, whether there is a pedestrian crossing in front of the target vehicle, whether the distance between the target vehicle and the pedestrian crossing is greater than the 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.

[0094] It should be noted that the above judgment conditions may also include other situations. The first preset range, second preset range, third preset range, preset speed, first preset distance, and second preset threshold can be set for different cars and different driving environments.

[0095] In a feasible embodiment, before determining whether the target vehicle should perform comfort braking based on the target vehicle's driving status information, the method of this application further includes:

[0096] like Figure 3 As shown, after the target vehicle is powered on, the system obtains the status of the comfort braking function switch of the target vehicle at the time of the last start. If the comfort braking function of the target vehicle was turned on at the time of the last start, it means that the comfort braking function of the target vehicle is available. If the comfort braking function of the target vehicle was turned off at the time of the last start, a prompt message is sent to the user to prompt the user whether to turn on the comfort braking function of the target vehicle. When the user's turn-on command is detected, the comfort braking function of the target vehicle is turned on.

[0097] Optionally, the above-mentioned prompts may be voice prompts, text prompts, video prompts, or other forms of prompts, without specific limitations.

[0098] Optionally, the activation command can be an operation command from the user to the physical control button on the center console of the target vehicle, a touch command from the user to the virtual button on the center console display of the target vehicle, or a voice command, gesture command, or other command, without specific limitations.

[0099] The users mentioned above can be either the driver or a passenger of the target vehicle; there is no limitation on this.

[0100] It should be noted that the comfort braking function switch status of the target vehicle at the time of the last start refers to whether the comfort braking function was available during the last start of the target vehicle.

[0101] Optionally, after the target vehicle is powered on, the system checks whether the target vehicle and system are available; if the target vehicle and system are available, the system retrieves the status of the function switch from the last startup and performs subsequent operations; if the target vehicle and system are unavailable, the system indicates that the comfort braking function is unavailable.

[0102] It should be noted that testing the usability of the target vehicle and system specifically involves checking for factors that affect the comfort of braking the target vehicle, such as a damaged brake pedal or a broken brake master cylinder.

[0103] S202. The braking control device responds to the control command, from the first moment to the second moment, first increases the pressure of the master cylinder, and then decreases the pressure of the master cylinder; the first moment is when the target vehicle's speed is the first speed, which is the preset speed; at the second moment, the pressure of the master cylinder is equal to the required pressure; the required pressure is the pressure of the master cylinder during normal braking; from the second moment to the third moment, the pressure of the master cylinder is decreased; the third moment is the starting moment when the target vehicle comes to a standstill.

[0104] It should be noted that the brake control device can be viewed as controlling the pressure of the brake master cylinder using a preset pressure curve, or the above control process can be characterized by a preset pressure curve, which is used to characterize the relationship between the pressure of the brake master cylinder and time. Specifically, the brake control device can be viewed as controlling the pressure of the brake master cylinder using a preset pressure curve, including:

[0105] From the first moment to the second moment, the pressure of the master cylinder of the target vehicle is increased first, and then the pressure of the master cylinder of the target vehicle is decreased. The first moment is when the speed of the target vehicle is the first speed, which is the preset speed. At the second moment, the pressure of the master cylinder of the brake is equal to the required pressure, which is the pressure of the master cylinder of the target vehicle during normal braking. From the second moment to the third moment, the pressure of the master cylinder of the brake is decreased. The third moment is the starting moment when the target vehicle comes to a standstill.

[0106] Optionally, the method of this application further includes: after the third moment, increasing the pressure of the brake master cylinder until a preset pressure is reached, the preset pressure being the pressure required to keep the target vehicle stationary.

[0107] Specifically, such as Figure 4AAs shown, after the target vehicle needs to perform comfort braking, when the target vehicle's speed reaches the first speed (i.e., the first moment), the pressure of the target vehicle's master cylinder is increased. When the pressure of the target vehicle's master cylinder reaches the preset maximum value, the pressure of the target vehicle's master cylinder is decreased. When the pressure of the target vehicle's master cylinder reaches the required pressure (i.e., the second moment), the pressure of the target vehicle's wheel cylinders continues to decrease until the target vehicle stops. The starting moment when the target vehicle comes to a stop is the third moment. The required pressure is the pressure of the master cylinder when using pedal braking or automatic braking during normal braking. When the target vehicle is stationary, the pressure of the target vehicle's master cylinder begins to increase to increase the braking force of the target vehicle until the pressure of the target vehicle's master cylinder reaches the pressure required to keep the target vehicle stationary, that is, to make the braking force of the target vehicle reach the braking force required to keep the target vehicle stationary. The pressure to keep the target vehicle stationary is less than or equal to the required pressure. The advantages of keeping the target vehicle stationary less than the required pressure are: firstly, it can reduce power consumption; secondly, it can reduce the wear and tear of vehicle components, such as motor wear.

[0108] It should be noted that normal braking is relative to comfort braking. In other words, braking is divided into normal braking and comfort braking; a vehicle's braking is not simply either normal braking or comfort braking.

[0109] in, Figure 4A In the pressure curve of the intermediate wheel cylinder, the thin line is the pressure curve from normal braking to the brake master cylinder, and the thick line is the pressure curve of the brake master cylinder during comfort braking.

[0110] In one feasible embodiment, the method of this application further includes: activating the automatic parking function of the target vehicle after the pressure of the brake master cylinder of the target vehicle returns to a preset pressure. Optionally, the automatic parking function of the target vehicle may be implemented through the target vehicle's electronic parking brake (EPB) system, automatic parking brake (AVH) system, or P-Lock. Of course, other methods are also possible and are not limited here.

[0111] The following explains how to achieve comfortable braking based on the aforementioned preset pressure curve from the perspective of intelligent driving.

[0112] It should be noted that the intelligent driving mentioned in this application refers to the intelligent driving system of the target vehicle autonomously controlling the target vehicle to brake.

[0113] As described above, there is a linear relationship between the pressure of the target vehicle's master cylinder and its deceleration. Therefore, the target vehicle's intelligent driving system can control the target vehicle to follow... Figure 4CThe deceleration curve shown (the thick line in the diagram) controls the target vehicle's movement, thus achieving comfortable braking. In a specific scenario, such as bringing the target vehicle to a stop before a stationary obstacle, the expected braking distance is known. During the deceleration to a stop, the target vehicle's deceleration is as follows: Figure 4C The curve shown illustrates the following: At the first vehicle speed, the target vehicle begins to apply comfort braking, increasing its deceleration. When the maximum deceleration is reached, the deceleration decreases. At the second speed, the deceleration continues to decrease until the target vehicle stops, at which point its deceleration is zero. Specifically, increasing or decreasing the deceleration is achieved by increasing or decreasing the pressure of the target vehicle's master brake cylinder.

[0114] It should be pointed out here that Figure 4C The thick curve represents the vehicle speed and deceleration during comfortable braking, while the thin curve represents the vehicle speed and deceleration during normal braking.

[0115] After the target vehicle stops, activate the target vehicle's automatic parking system.

[0116] During comfort braking, the pressure of the target vehicle's master cylinder can be determined by detecting the deceleration or speed of the target vehicle. This detection result can then guide the adjustment strategy for the pressure of the target vehicle's master cylinder.

[0117] Figure 4D The diagram illustrates the variation curves of brake master cylinder pressure and speed during a conventional comfort braking system. (For example...) Figure 4D As shown, when the vehicle reaches the first speed and triggers comfort braking, the pressure of the vehicle's master brake cylinder is directly reduced until the vehicle stops; after the vehicle stops, the pressure of the master brake cylinder is increased until the pressure of the master brake cylinder equals the required pressure. Compared with the existing technology, the solution of this application is equivalent to... Figure 4D Before the indicated moment, the pressure of the master cylinder is first increased, then decreased, allowing the vehicle to decelerate in a very short time; then the pressure of the master cylinder is gradually decreased again, thus achieving comfortable braking. And by... Figure 4B As can be seen from the speed curve, the braking distance using the solution of this application is not increased compared to the prior art, and the speed curve of the vehicle using the solution of this application is smoother than that of the prior art. In other words, braking using the solution of this application is more comfortable than that of the prior art.

[0118] Figure 4B The thick lines represent the curves showing the changes in relevant parameters during comfort braking, while the thin lines represent the curves showing the changes in relevant parameters during normal braking. These relevant parameters include the pressure of the master cylinder, deceleration, and vehicle speed.

[0119] During comfort braking, the target vehicle may experience overbraking or underbraking. Overbraking or underbraking can affect driving comfort and even safety. Therefore, it's crucial to monitor the target vehicle for overbraking or underbraking during comfort braking. If overbraking or underbraking is detected, comfort braking should be disengaged, and normal braking should be initiated. Specifically, the following methods can be used to determine if the target vehicle is in an underbraking or overbraking state:

[0120] The target vehicle's comfort braking time is longer than the preset time, or...

[0121] During comfort braking, the target vehicle travels a distance greater than the first threshold, or...

[0122] The absolute value of the difference between the estimated braking distance of the target vehicle under comfort braking and the first distance is greater than a second threshold, where the first distance is the braking distance of the target vehicle when braking using pedal braking or automatic braking; or...

[0123] The difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is less than the third threshold, or the estimated braking distance of the target vehicle during comfortable braking is greater than the second distance, where the second distance is the distance between the target vehicle and the obstacle; or,

[0124] The change in the target vehicle's deceleration during comfort braking is greater than the fourth threshold.

[0125] It should be noted that the target vehicle's comfort braking time is longer than the preset time, which means that the braking force is insufficient, resulting in a longer braking time. This situation indicates that the pressure of the target vehicle's master cylinder is insufficient, and the target vehicle is in an under-braking state.

[0126] If the target vehicle travels a distance greater than the first threshold during comfort braking, meaning the target vehicle's braking distance is too long, the reason is insufficient braking force, i.e., insufficient pressure in the target vehicle's master cylinder. This situation indicates that the target vehicle is in an under-braking state.

[0127] If the absolute value of the difference between the estimated braking distance of the target vehicle under comfort braking and the distance under braking using the brake pedal or automatic braking is greater than the second threshold, there are two possibilities: First, if the difference between the estimated braking distance under comfort braking and the distance under braking using the brake pedal or automatic braking is greater than the second threshold, it means that the distance under comfort braking is significantly greater than the distance under braking using the brake pedal or automatic braking. This is due to insufficient braking force, i.e., insufficient pressure in the brake master cylinder, indicating that the target vehicle is under-braking. Second, if the difference between the distance under braking using the brake pedal or automatic braking and the estimated braking distance under comfort braking is greater than the second threshold, it means that the distance under comfort braking is significantly less than the distance under braking using the brake pedal or automatic braking. This is due to excessive braking force, i.e., excessive pressure in the brake master cylinder, indicating that the target vehicle is over-braking.

[0128] If the difference between the second distance and the estimated braking distance of the target vehicle during comfortable braking is less than the third threshold, it indicates that the estimated braking distance of the target vehicle during comfortable braking is close to the second distance, and the target vehicle is at risk of colliding with the obstacle; if the estimated braking distance of the target vehicle during comfortable braking is greater than the second distance, the target vehicle is at risk of colliding with the obstacle. The reason for these two situations is insufficient braking force, that is, insufficient pressure in the master cylinder of the target vehicle's brakes. The occurrence of these two situations indicates that the target vehicle is in an under-braking state.

[0129] If the change in deceleration of the target vehicle is too large during comfort braking, it is because the braking force is too large, that is, the pressure of the target vehicle's master cylinder is too large. This situation indicates that the target vehicle is in an over-braking state.

[0130] For non-decoupled braking systems, a portion of brake fluid is drawn from or injected into the master cylinder of the target vehicle by controlling a solenoid valve or a pressure-based closed-loop control motor, thereby reducing or increasing the pressure in the master cylinder. For decoupled braking systems, a pressure unit adjusts the pressure in the master cylinder according to a preset pressure curve by controlling a solenoid valve or a pressure-based closed-loop control motor. This method results in more stable pressure regulation and lower noise.

[0131] Combination Figure 1The braking system shown, during braking, involves the user pressing the brake pedal 101. This causes displacement of the push rod mechanism of the integrated booster 102. The pedal travel sensor detects this displacement and sends a signal to the ECU. The ECU calculates the torque that the motor should generate, and the motor's transmission mechanism converts this torque into braking force. The ECU calculates the pressure in the master cylinder when this braking force, combined with the push rod force generated by the brake pedal 101 via the push rod mechanism, acts on the master cylinder. This pressure is the aforementioned required pressure. Based on the required pressure and according to the aforementioned control method, the ECU controls the pressure in the master cylinder to change according to the preset pressure curve. During this process, the pressure in the master cylinder is converted into hydraulic pressure. The brake fluid, with hydraulic pressure, acts on the brake actuators (103-1, 103-2, 103-3, 103-4) via the brake fluid pipe 104, thereby achieving comfortable braking.

[0132] See Figure 5 , Figure 5 This is a schematic flowchart illustrating another braking control method provided in an embodiment of this application. Figure 5 As shown, the method includes:

[0133] S501. Obtain the driving status information of the target vehicle.

[0134] S502. Determine whether to apply comfort braking based on driving status information.

[0135] Specifically, if comfort braking is required, step S503 is executed; otherwise, step S507 is executed.

[0136] It should be noted that the specific driving status information of the target vehicle can be found in the relevant description of step S201, and the specific determination of whether to perform comfort braking based on the driving status information can also be found in the relevant description of step S201, which will not be described again here.

[0137] S503: Dynamic pressure adjustment is performed to achieve comfortable braking.

[0138] Specifically, according to Figure 2 The preset pressure curve in the illustrated embodiment adjusts the pressure of the target vehicle's brake master cylinder; for details of the implementation process, please refer to the relevant description of step S202.

[0139] S504. Determine whether the vehicle is in an under-braking or over-braking state.

[0140] Specifically, during comfort braking, it is determined in real time whether the target vehicle is in an under-braking or over-braking state; the specific determination method can be found in the relevant description of step S202, and will not be described here again. If the target vehicle is not in an under-braking or over-braking state, step S503 is executed; if the target vehicle is in an under-braking or over-braking state, step S507 is executed.

[0141] S505. Determine whether the target vehicle has stopped.

[0142] Specifically, it is determined whether the target vehicle has stopped based on its driving information; this driving information can be the target vehicle's speed, or other information, which is not limited here. If the target vehicle stops, step S506 is executed; if the target vehicle has not stopped, step 503 is executed.

[0143] S506, restore pressure or park.

[0144] Specifically, during the comfort braking process according to the preset pressure curve, when the target vehicle is stationary, the pressure of the target vehicle's master cylinder is relatively low and insufficient to keep the target vehicle stationary. Therefore, when the target vehicle is stationary, the pressure of the target vehicle's master cylinder is increased to reach the pressure required to keep the target vehicle stationary. When the pressure of the target vehicle's master cylinder reaches the pressure required to keep the target vehicle stationary, the target vehicle's automatic parking system is activated.

[0145] Alternatively, activate the target vehicle's automatic parking system when the target vehicle is stationary.

[0146] S507, standard braking.

[0147] Specifically, if comfort braking continues when the target vehicle is in an under-braking or over-braking state, it will affect driving safety. Therefore, when the target vehicle is in an under-braking or over-braking state, the target vehicle will be controlled to exit comfort braking and perform normal braking.

[0148] See Figure 6 , Figure 6 This is a schematic diagram of a braking control device provided in an embodiment of this application. Figure 6 As shown, the braking control device 600 includes:

[0149] The detection module 601 is used to detect and acquire the driving status information of the target vehicle.

[0150] The target vehicle's driving information includes one or more of the following:

[0151] The target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and obstacles, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and the height of the target vehicle's active suspension four wheels.

[0152] Specifically, the system collects and integrates information from various modules, including the brake ECU (the last activation status of the comfort braking function), vehicle instrument panel or button inputs, driver input (accelerator pedal, brake pedal travel, etc.), vehicle sensor modules (wheel speed, vehicle speed, acceleration, etc.), network modules (surrounding vehicle information, etc.), environmental perception modules (obstacles, distance to obstacles, traffic light and zebra crossing information, etc.), and associated ECUs (active suspension four-wheel height, etc.), to obtain the target vehicle's driving status information.

[0153] The judgment module 603 is used to determine whether the target vehicle should perform comfort braking based on the target vehicle's driving status information.

[0154] For the specific judgment process, please refer to the relevant content of step S201 above, which will not be described again here.

[0155] Control module 604, if the target vehicle is equipped with active suspension and has an external response interface, can cooperate with hydraulic braking to achieve a comfortable braking effect throughout the entire braking process. If the target vehicle is equipped with conventional suspension and it has been determined that comfortable braking is required, the brake ECU dynamically adjusts the hydraulic pressure, specifying that the braking pressure provided by the hydraulic unit be adjusted according to a prescribed curve. This pressure may differ from the braking pressure corresponding to the travel of the target vehicle's brake pedal or the braking pressure requested by the automatic braking system. When the target vehicle comes to a stop, the specified braking pressure is restored to the pressure that keeps the target vehicle stationary, not necessarily the pressure requested by the intelligent driving system or the pressure corresponding to the driver's brake pedal travel. Here, the braking pressure refers to the pressure of the target vehicle's master cylinder.

[0156] The execution module 605 is used to adjust the pressure of the target vehicle's brake master cylinder according to the preset pressure curve. The specific adjustment method is not limited, and either a decoupled braking system or a non-decoupled braking system can be used.

[0157] The monitoring module 602 is used to monitor in real time whether the target vehicle is in an under-braking state or an over-braking state based on the data collected by the detection module 601 and the overall vehicle status of the target vehicle.

[0158] It should be noted that the implementation process of the above-mentioned detection module 601, monitoring module 602, judgment module 603, control module 604 and execution module 605 can be found in the relevant descriptions of S201 and S202, and will not be described again here.

[0159] See Figure 7 , Figure 7 This is a schematic diagram of a braking control device provided in an embodiment of this application. Figure 7 As shown, the braking control device 700 includes:

[0160] Detection unit 701 is used to detect control commands for the target vehicle to perform comfort braking;

[0161] Control unit 702 is used to respond to the control command, and from a first moment to a second moment, first increase the pressure of the brake master cylinder, and then decrease the pressure of the brake master cylinder; the first moment is when the speed of the target vehicle is a first speed, which is a preset speed; at the second moment, the pressure of the brake master cylinder is equal to the required pressure; the required pressure is the pressure of the brake master cylinder during normal braking; from the second moment to a third moment, decrease the pressure of the brake master cylinder; the third moment is the starting moment when the target vehicle comes to a standstill.

[0162] In one feasible embodiment, the control unit 702 is further configured to:

[0163] After the third moment, the pressure of the master cylinder is increased until the preset pressure is reached, which is the pressure required to keep the target vehicle stationary.

[0164] In one feasible embodiment, the control unit 702 is further configured to:

[0165] When the pressure in the master cylinder reaches the preset pressure, the automatic parking system of the target vehicle is activated.

[0166] In one feasible embodiment, the braking control device 700 further includes:

[0167] Acquisition unit 703 is used to acquire the driving status information of the target vehicle;

[0168] The judgment unit 704 is used to determine whether the target vehicle should perform comfort braking based on the driving status information of the target vehicle.

[0169] The generation unit 705 is used to generate a control command to instruct the target vehicle to perform comfort braking when the judgment result is positive.

[0170] In one feasible embodiment, the driving status information of the target vehicle includes one or more of the following:

[0171] The target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and obstacles, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and active suspension wheel height information of the target vehicle.

[0172] In one feasible embodiment, the acquisition unit 703 is further configured to acquire the comfort braking function switch status of the target vehicle at the time of the last start after the target vehicle is powered on.

[0173] The brake control device 700 also includes:

[0174] The prompting unit 706 is used to issue a prompt message to the user if the comfort braking function is turned on, indicating that the comfort braking function of the target vehicle is available; and if the comfort braking function is turned off, indicating that the comfort braking function of the target vehicle is unavailable. The prompt message is used to prompt the user whether to turn on the comfort braking function of the target vehicle.

[0175] In one feasible embodiment, the braking control device 700 further includes:

[0176] The activation unit 707 is used to activate the comfort braking function of the target vehicle after the detection unit 701 detects the user's activation command.

[0177] In one feasible embodiment, the braking control device 700 further includes:

[0178] The switching unit 708 is used to exit comfort braking and perform normal braking when the detection unit 701 detects that the target vehicle performs comfort braking for a longer time than a preset time, or when the detection unit 701 detects that the target vehicle travels a distance greater than a first threshold during comfort braking.

[0179] In one feasible embodiment, the braking control device 700 further includes:

[0180] The switching unit 708 is used to switch from comfort braking to normal braking when the detection unit 701 detects that the absolute value of the difference between the estimated braking distance of the target vehicle during comfort braking and the first distance is greater than a second threshold. The first distance is the braking distance of the target vehicle when braking using pedal braking or automatic braking.

[0181] In one feasible embodiment, the braking control device 700 further includes:

[0182] The switching unit 708 is used to switch from comfort braking to normal braking when the detection unit 701 detects that the difference between the second distance and the braking distance estimated by the target vehicle during comfort braking is less than a third threshold or the braking distance estimated by the target vehicle during comfort braking is greater than the second distance, wherein the second distance is the distance between the target vehicle and the obstacle.

[0183] In one feasible embodiment, the braking control device 700 further includes:

[0184] The switching unit 708 is used to switch from comfort braking to normal braking when the detection unit 701 detects that the change in the deceleration of the target vehicle during comfort braking is greater than the fourth threshold.

[0185] It should be noted that the aforementioned units (detection unit 701, control unit 702, acquisition unit 703, judgment unit 704, generation unit 705, prompting unit 706, startup unit 707, and switching unit 708) are used to execute the relevant steps of the above method. For example, detection unit 701, acquisition unit 703, judgment unit 704, generation unit 705, prompting unit 706, and startup unit 707 are used to execute the relevant content of S201, while detection unit 701, control unit 702, and switching unit 708 are used to execute the relevant content of step S202.

[0186] In this embodiment, the braking control device 700 is presented in the form of a unit. Here, "unit" can refer to an application-specific integrated circuit (ASIC), a processor and memory executing one or more software or firmware programs, integrated logic circuits, and / or other devices that can provide the above-mentioned functions. Furthermore, the detection unit 701, control unit 702, acquisition unit 703, judgment unit 704, generation unit 705, prompting unit 706, activation unit 707, and switching unit 708 can be... Figure 8 The braking control device shown is implemented by the processor 801.

[0187] refer to Figure 8 , Figure 8 This is a schematic diagram of the structure of a braking control device provided in an embodiment of this application. Figure 8 The braking control device 800 shown (specifically, this device 800 can be a computer device) includes a memory 802, a processor 801, and a communication interface 803. The memory 802, processor 801, and communication interface 803 are interconnected via a bus.

[0188] The memory 802 may be a read-only memory (ROM), a static storage device, a dynamic storage device, or a 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 execute the various steps of the braking control method of the embodiments of this application.

[0189] The processor 801 may be a general-purpose central processing unit (CPU), microprocessor, application specific integrated circuit (ASIC), graphics processing unit (GPU), or one or more integrated circuits, used to execute relevant programs to implement the functions required by the units in the braking control device 700 of this application embodiment, or to execute the braking control method of the method embodiment of this application, or to implement the functions required by the modules in the braking control device 600 of this application embodiment.

[0190] The processor 801 can also be an integrated circuit chip with signal processing capabilities. In implementation, each step of the braking control method of this application can be completed by the integrated logic circuits in the hardware of the processor 801 or by instructions in software form. The aforementioned processor 801 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or can be executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 802. Processor 801 reads the information in memory 802 and, in conjunction with its hardware, performs the functions required by the units included in the vehicle device of this application embodiment, or performs the comfort braking control communication method of this application method embodiment.

[0191] The communication interface 803 uses a transceiver device, such as, but not limited to, a transceiver, to enable communication between the braking control device 800 and other devices or communication networks.

[0192] The bus may include a pathway for transmitting information between various components of the braking control device 800 (e.g., memory 802, processor 801, communication interface 803).

[0193] It should be understood that the detection unit 701, control unit 702, acquisition unit 703, judgment unit 704, generation unit 705, prompting unit 706, start unit 707 and switching unit 708 in the braking control device 700 can be equivalent to the processor 801.

[0194] It should be noted that, although Figure 8 The illustrated braking control device 800 only shows the memory, processor, and communication interface. However, those skilled in the art should understand that in specific implementations, device 800 may also include other devices necessary for normal operation. Furthermore, depending on specific needs, those skilled in the art should understand that device 800 may also include hardware devices for implementing other additional functions. Moreover, those skilled in the art should understand that device 800 may only include the devices necessary for implementing the embodiments of this application, and may not necessarily include... Figure 8 All the devices shown.

[0195] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0196] This application also provides a computer storage medium, wherein the computer storage medium can store a program, which, when executed, can implement some or all of the steps of any braking control method described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory, random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0197] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0198] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0199] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical or other forms.

[0200] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0201] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A braking control method, characterized in that, include: A control command for the target vehicle to perform comfort braking was detected. In response to the control command, from the first moment to the second moment, the pressure of the master cylinder is first increased, and then the pressure of the master cylinder is decreased; the first moment is when the speed of the target vehicle is a first speed, which is a preset speed; at the second moment, the pressure of the master cylinder is equal to the required pressure; the required pressure is the pressure of the master cylinder during normal braking. Between the second and third moments, the pressure of the master cylinder is reduced, and the third moment is the starting moment when the target vehicle comes to a standstill.

2. The method according to claim 1, characterized in that, The method further includes: After the third moment, the pressure of the master cylinder is increased until a preset pressure is reached, which is the pressure required to keep the target vehicle stationary.

3. The method according to claim 2, characterized in that, The method further includes: When the pressure in the master cylinder reaches the preset pressure, the automatic parking system of the target vehicle is activated.

4. The method according to claim 1, characterized in that, The method further includes: Obtain the driving status information of the target vehicle; Based on the driving status information of the target vehicle, determine whether the target vehicle should perform comfort braking; When the determination result is positive, the control command is generated to instruct the target vehicle to perform comfort braking.

5. The method according to claim 1, characterized in that, The driving status information of the target vehicle includes one or more of the following: The target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and the obstacle, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and active suspension wheel height information of the target vehicle.

6. The method according to claim 1, characterized in that, The method further includes: After the target vehicle is powered on, obtain the comfort braking function switch status of the target vehicle at the time of the last start; If the comfort braking function is activated, it means that the comfort braking function of the target vehicle is available; If the comfort braking function is turned off, it means that the comfort braking function of the target vehicle is unavailable. In this case, a prompt message is sent to the user to ask whether to turn on the comfort braking function of the target vehicle.

7. The method according to claim 6, characterized in that, The method further includes: If the user's activation command is detected, the comfort braking function of the target vehicle is activated.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: If the target vehicle performs comfort braking for a longer period than a preset time during comfort braking, or if the target vehicle travels a distance greater than a first threshold during comfort braking, comfort braking is discontinued and normal braking is performed.

9. The method according to any one of claims 1-7, characterized in that, The method further includes: When the absolute value of the difference between the estimated braking distance of the target vehicle during comfort braking and the first distance is detected to be greater than the second threshold, comfort braking is disengaged and normal braking is performed, wherein the first distance is the braking distance of the target vehicle when braking using pedal braking or automatic braking.

10. The method according to any one of claims 1-7, characterized in that, The method further includes: When the difference between the second distance and the braking distance estimated by the target vehicle during comfort braking is less than a third threshold, or when the braking distance estimated by the target vehicle during comfort braking is greater than the second distance, comfort braking is disengaged and normal braking is performed, wherein the second distance is the distance between the target vehicle and the obstacle.

11. The method according to any one of claims 1-7, characterized in that, The method further includes: When the change in the deceleration of the target vehicle during comfort braking is detected to be greater than the fourth threshold, comfort braking is disengaged and normal braking is performed.

12. A braking control device, characterized in that, include: The detection unit is used to detect control commands for the target vehicle to perform comfort braking; The control unit is configured to respond to the control command by first increasing the pressure of the master brake cylinder and then decreasing the pressure of the master brake cylinder between a first moment and a second moment; the first moment is when the speed of the target vehicle is a first speed, which is a preset speed; the pressure of the master brake cylinder is equal to the required pressure at the second moment, which is the pressure of the master brake cylinder during normal braking; and decrease the pressure of the master brake cylinder between the second moment and a third moment, where the third moment is the initial moment when the target vehicle comes to a standstill.

13. The apparatus according to claim 12, characterized in that, The control unit is also used for: After the third moment, the pressure of the master cylinder is increased until a preset pressure is reached, which is the pressure required to keep the target vehicle stationary.

14. The apparatus according to claim 13, characterized in that, The control unit is also used for: When the pressure in the master cylinder reaches the preset pressure, the automatic parking system of the target vehicle is activated.

15. The apparatus according to claim 12, characterized in that, The device includes: The acquisition unit is used to acquire the driving status information of the target vehicle; The judgment unit is used to determine whether the target vehicle is performing comfort braking based on the driving status information of the target vehicle. The generation unit is used to generate the control command for instructing the target vehicle to perform comfort braking when the judgment result is positive.

16. The apparatus according to claim 12, characterized in that, The driving status information of the target vehicle includes one or more of the following: The target vehicle's deceleration, speed, presence of obstacles around the target vehicle, distance between the target vehicle and the obstacle, brake pedal travel, rate of change of brake pedal travel, traffic signal information around the target vehicle, and active suspension wheel height information of the target vehicle.

17. The apparatus according to claim 15, characterized in that, The acquisition unit is also used to acquire the comfort braking function switch status of the target vehicle at the last start time after the target vehicle is powered on; The device further includes: The prompting unit is configured to issue a prompt message to the user if the comfort braking function is turned off, indicating that the comfort braking function of the target vehicle is unavailable. The prompt message is used to prompt the user whether to turn on the comfort braking function of the target vehicle. If the user's command to turn on the comfort braking function of the target vehicle is detected, the unit turns on the comfort braking function of the target vehicle, wherein turning on the comfort braking function indicates that the comfort braking function of the target vehicle is available.

18. The apparatus according to claim 17, characterized in that, The device further includes: The activation unit is used to activate the comfort braking function of the target vehicle if the detection unit detects the user's activation command.

19. The apparatus according to any one of claims 12-18, characterized in that, The device further includes: The switching unit is used to exit comfort braking and perform normal braking when the detection unit detects that the target vehicle performs comfort braking for a longer time than a preset time, or when the detection unit detects that the target vehicle travels a distance greater than a first threshold during comfort braking.

20. The apparatus according to any one of claims 12-18, characterized in that, The device further includes: A switching unit is configured to exit comfort braking and perform normal braking when the detection unit detects that the absolute value of the difference between the estimated braking distance of the target vehicle during comfort braking and the first distance is greater than a second threshold, wherein the first distance is the braking distance of the target vehicle when braking using pedal braking or automatic braking.

21. The apparatus according to any one of claims 12-18, characterized in that, The device further includes: A switching unit is configured to exit comfort braking and perform normal braking when the detection unit detects that the difference between the second distance and the braking distance estimated by the target vehicle during comfort braking is less than a third threshold or the braking distance estimated by the target vehicle during comfort braking is greater than the second distance, wherein the second distance is the distance between the target vehicle and the obstacle.

22. The apparatus according to any one of claims 12-18, characterized in that, The device further includes: The switching unit is used to exit comfort braking and perform normal braking when the detection unit detects that the change in deceleration of the target vehicle during comfort braking is greater than a fourth threshold.

23. A braking control device, characterized in that, The device includes a processor and a memory, wherein the processor and the memory are connected together, wherein the memory is used to store program code, and the processor is used to call the program code to execute the braking control method as described in any one of claims 1 to 6.

24. A chip system, characterized in that, The chip system is applied to an electronic device; the chip system includes one or more interface circuits and one or more processors; the interface circuits and the processors are interconnected via lines; the interface circuits are used to receive signals from the memory of the electronic device and send the signals to the processors, the signals including computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device performs the braking control method as described in any one of claims 1-11.

25. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that is executed by a processor to implement the braking control method as described in any one of claims 1 to 11.

26. A computer program, characterized in that, The computer program is executed by a processor to implement the braking control method as described in any one of claims 1 to 11.

27. An integrated booster, characterized in that, The integrated booster includes a pedal travel sensor, a brake master cylinder, a motor, a push rod mechanism, and an electronic control unit (ECU) that performs the braking control method as described in any one of claims 1-11.

28. A braking system, characterized in that, The braking system includes a brake pedal, a brake actuator, brake fluid lines, and an integrated booster as described in claim 27.

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