Brake control method for vehicle, program product, brake system and vehicle

Abstract

The invention relates to a braking control method for a vehicle. The braking control method comprises the following steps that the adhesion coefficient of a road surface is obtained; when the adhesion coefficient is lower than an adhesion coefficient threshold value and the vehicle is braked, a hydraulic compensation braking mode is entered, and in the hydraulic compensation braking mode, recovery braking and hydraulic compensation braking jointly bear the braking function; the hydraulic compensation braking torque is calculated according to the obtained target braking torque and the actual recovery braking torque, the hydraulic compensation braking torque is applied to wheels of the vehicle through a wheel brake, and the hydraulic compensation braking mode comprises an initial stage, a middle stage and an end stage; the hydraulic compensation brake torque gradually increases from the initial phase to the intermediate phase and gradually decreases from the intermediate phase to the end phase. The invention also relates to a computer program product, a braking system and a vehicle. The problem that the braking capacity of a vehicle on a low-adhesion road surface is insufficient can be reliably solved, and the pause feeling in the braking process is avoided.

Description

Technical Field

[0001] The present invention relates to the field of vehicle braking, and in particular to a braking control method for a vehicle. The present invention also relates to a corresponding computer program product, a corresponding braking system for a vehicle, and a corresponding vehicle. Background Art

[0002] In recent years, with the continuous development of new energy technologies, electric vehicles or hybrid vehicles have received more and more attention and recognition for their advantages such as fast starting, low energy consumption, low noise and environmental friendliness.

[0003] In order to improve the energy utilization rate of the vehicle and increase the cruising range as much as possible, the drive motor can be switched from drive mode to drag mode when the electric vehicle or hybrid vehicle brakes, so that the drive motor acts as a generator and converts the kinetic energy during braking into electrical energy that can be stored in the power battery, thereby achieving the purpose of energy recovery while realizing braking.

[0004] However, when the vehicle is driving on a road with a low adhesion coefficient, such as a slippery road, and decelerating and braking, the vehicle controller of the vehicle will actively reduce the regenerative braking torque in order to keep the wheels stable. This results in a reduction in the braking ability of the vehicle and the inability to achieve the target deceleration, which adversely affects the driver's driving experience and even endangers driving safety. Summary of the invention

[0005] Therefore, the object of the present invention is to provide an improved braking control method for a vehicle, by which the problem of insufficient braking ability of the vehicle on a low-adhesion road surface can be reliably solved and the sense of frustration during braking can be avoided, thereby effectively improving the driving experience and safety of the vehicle. The object of the present invention is also to provide a computer program product, a braking system for a vehicle, and a vehicle.

[0006] According to a first aspect of the present invention, a braking control method for a vehicle is provided, wherein the braking control method comprises at least the following steps:

[0007] S1: Get the adhesion coefficient of the road surface;

[0008] S2: when the adhesion coefficient is lower than the adhesion coefficient threshold and the vehicle is braked, entering a hydraulic compensation braking mode, in which the regenerative braking and the hydraulic compensation braking jointly assume the braking function;

[0009] S3: Calculating a hydraulic compensating braking torque according to the acquired target braking torque and the actual recovery braking torque, wherein the hydraulic compensating braking torque is applied to the wheels of the vehicle through wheel brakes,

[0010] The hydraulic compensation braking mode includes an initial stage, an intermediate stage and an end stage, and the hydraulic compensation braking torque gradually increases from the initial stage to the intermediate stage and gradually decreases from the intermediate stage to the end stage.

[0011] Compared with the prior art, in the braking control method for a vehicle according to the present invention, when it is identified that the road surface has a low adhesion coefficient and the vehicle is braked, the hydraulic compensation braking mode is entered, and the difference between the target braking torque and the actual recovery braking torque is compensated by the hydraulic compensation braking torque, thereby improving the braking ability of the vehicle and achieving the deceleration expected by the driver, wherein the hydraulic compensation braking mode includes an initial stage, an intermediate stage and an end stage, and the hydraulic compensation braking torque gradually changes in each stage, thereby achieving smooth application of the hydraulic compensation braking torque and avoiding step-like torque changes, which can prevent the sense of frustration during braking. As a result, the braking performance of the vehicle can be improved and the deceleration expected by the driver can be achieved, and the driving experience and safety of the driver can also be improved.

[0012] Exemplarily, the rate of change of the hydraulically compensated braking torque in the initial stage is greater than the rate of change in the intermediate stage; and / or, when the hydraulically compensated braking torque reaches a specific proportion of the maximum hydraulically compensated braking torque, the initial stage transitions to the intermediate stage, and the maximum hydraulically compensated braking torque occurs when the recovery braking torque defined by the drag torque control unit is reached; and / or, at least in the initial stage of the hydraulically compensated braking mode, the actual recovery braking torque gradually decreases.

[0013] Exemplarily, when the adhesion coefficient is higher than the adhesion coefficient threshold and / or the slip rate of the vehicle is lower than the slip rate threshold, the intermediate stage is transitioned to the end stage.

[0014] Exemplarily, in step S1, the adhesion coefficient is obtained by at least one of the following ways: by identifying the road surface condition photographed by a vehicle-mounted camera; by identifying the weather condition detected by an environmental sensor; by detecting the slip rate of the vehicle.

[0015] Exemplarily, the target braking torque is calculated by a pedal state, a driving speed of the vehicle and a preset recovery intensity; and / or, the actual recovery braking torque is calculated by operating parameters of a driving motor of the vehicle.

[0016] Exemplarily, in step S2, the hydraulic compensation braking mode is entered only when the desired braking deceleration of the vehicle exceeds a deceleration threshold; and / or, in step S2, braking of the vehicle is achieved by depressing the brake pedal and / or releasing the accelerator pedal.

[0017] Exemplarily, the hydraulically compensated braking torque is applied to non-driven wheels of the vehicle.

[0018] According to a second aspect of the present invention, there is provided a computer program product, comprising a computer program, wherein when the computer program is executed by one or more processors, the processors are capable of executing the brake control method for a vehicle according to the present invention.

[0019] According to a third aspect of the present invention, there is provided a braking system for a vehicle, wherein the braking system at least comprises:

[0020] - a drive motor configured to apply a recuperation braking torque to the drive shaft when the vehicle is braked;

[0021] - a drag torque control unit, the drag torque control unit being adapted to control a regenerative braking torque of a drive motor of the vehicle when the vehicle is braked;

[0022] - an adhesion coefficient acquisition unit, the adhesion coefficient acquisition unit being configured to acquire an adhesion coefficient of a road surface;

[0023] a hydraulic brake unit adapted to apply a hydraulically compensated braking torque on the wheels of the vehicle via wheel brakes; and

[0024] a hydraulic torque control unit which is communicatively connected to the adhesion coefficient acquisition unit, the drag torque control unit and the hydraulic brake unit respectively and is configured to be suitable for executing the braking control method for the vehicle according to the present invention using the computer program product according to the present invention.

[0025] According to a fourth aspect of the present invention, there is provided a vehicle having a braking system for a vehicle according to the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present invention will be described in more detail below with reference to the accompanying drawings, so that the principles, features and advantages of the present invention can be better understood. The accompanying drawings include:

[0027] Figure 1 A schematic block diagram of a braking system for a vehicle according to an exemplary embodiment of the present invention is shown;

[0028] Figure 2 A schematic flow chart of a braking control method for a vehicle according to an exemplary embodiment of the present invention is shown;

[0029] Figure 3 A braking torque variation curve diagram in a braking control method for a vehicle according to an exemplary embodiment of the present invention is shown;

[0030] Figure 4 A hydraulic compensation braking torque variation curve diagram in a braking control method according to an exemplary embodiment of the present invention is shown. DETAILED DESCRIPTION

[0031] In order to make the technical problems, technical solutions and beneficial technical effects to be solved by the present invention clearer, the present invention will be further described in detail below in conjunction with the accompanying drawings and multiple exemplary embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the scope of protection of the present invention. Here, for the sake of brevity, elements with the same reference numerals are only marked once in the drawings.

[0032] Figure 1 A schematic block diagram of a braking system 100 for a vehicle according to an exemplary embodiment of the present invention is shown. Here, the vehicle may be an electric vehicle or a hybrid vehicle.

[0033] like Figure 1 As shown, the braking system 100 includes a drive motor 10, which receives electrical energy from a power battery and outputs a rotational motion when the driver steps on the accelerator pedal. The rotational motion is transmitted to the wheels of the vehicle via a drive shaft, thereby accelerating the vehicle. When the driver steps on the brake pedal or releases the accelerator pedal, especially in single-pedal mode, the drive motor 10 changes from a drive mode to a drag mode, so as to achieve deceleration braking of the vehicle by applying a reverse drag torque or a recovery braking torque to the drive shaft. In this process, the drive motor 10 acts as a generator and generates a reverse induced current in the stator winding, which is charged back into the power battery, thereby achieving energy recovery. Here, the energy recovery achieved only by releasing the accelerator pedal is called coasting energy recovery, and the energy recovery achieved by stepping on the brake pedal is called braking energy recovery, wherein the deceleration and energy recovery intensity of the vehicle during braking depend on the state or opening of the accelerator pedal or the brake pedal, respectively. The smaller the opening of the accelerator pedal or the larger the opening of the brake pedal, the greater the recovery braking torque, and thus the greater the deceleration and energy recovery intensity of the vehicle. In particular, for a vehicle with a single-pedal mode, when the accelerator pedal is fully released, a deceleration of about 0.3g can be achieved. Of course, other deceleration values ​​that are considered meaningful by those skilled in the art can also be considered.

[0034] like Figure 1As shown, the braking system 100 includes a drag torque control unit (DTC) 20, which is configured to control the regenerative braking torque of the drive motor 10 when the vehicle is braked. In particular, when the vehicle is traveling on a road surface with a low adhesion coefficient, such as a wet road surface or an icy road surface, the friction between the wheels and the ground is reduced, and the slip rate of the vehicle during braking increases, making the vehicle prone to locking and unable to control the steering of the wheels. In order to ensure the stability of the vehicle during braking, the drag torque control unit 20 will reduce the regenerative braking torque, but this will cause the vehicle to fail to achieve the target deceleration and may cause the driver to misjudge the braking distance, thereby endangering driving safety.

[0035] like Figure 1 As shown, the braking system 100 includes an adhesion coefficient acquisition unit 30, which is configured to acquire the adhesion coefficient of the road surface. Exemplarily, the adhesion coefficient acquisition unit 30 has a vehicle-mounted camera, which is configured to photograph the road surface state and identify and calculate the adhesion coefficient corresponding to the road surface state using a classifier algorithm. In addition, the adhesion coefficient acquisition unit 30 may also have an environmental sensor, which is configured to sense the current weather conditions, such as rainy and snowy weather, and the adhesion coefficient of the road surface can be roughly estimated according to the weather conditions. It is also possible that the adhesion coefficient acquisition unit 30 calculates the slip rate of the vehicle based on the detected wheel speed and vehicle driving speed or directly acquires the slip rate of the vehicle from the anti-lock braking system of the vehicle, and estimates the adhesion coefficient of the road surface according to the slip rate. Here, the adhesion coefficient acquisition unit 30 can comprehensively consider the above-mentioned recognition results of the adhesion coefficient to more accurately acquire the adhesion coefficient of the road surface.

[0036] like Figure 1 As shown, the braking system 100 includes a hydraulic brake unit 40 having a hydraulic pump and wheel brakes, through which the hydraulic compensating braking torque provided by the hydraulic pump can be applied to the wheels of the vehicle, thereby increasing the braking performance of the vehicle under certain circumstances and reliably achieving the target deceleration.

[0037] like Figure 1As shown, the braking system 100 also includes a hydraulic torque control unit 50, which is respectively connected to the drag torque control unit 20, the adhesion coefficient acquisition unit 30 and the hydraulic brake unit 40 for communication and is configured to use a computer program product according to the present invention to execute a braking control method for a vehicle according to the present invention, so as to adjust the hydraulic compensating braking torque in a targeted manner, wherein the computer program product includes a computer program, and when the computer program is executed by one or more processors, the processor is capable of executing the braking control method according to the present invention. Here, the drag torque control unit 20 and the hydraulic torque control unit 50 can be constructed in an integrated manner, in particular integrated into the vehicle controller of the vehicle. The following will be combined with Figures 2 to 4 A braking control method for a vehicle according to the present invention is described in detail.

[0038] Figure 2 A schematic flow chart of a braking control method for a vehicle according to an exemplary embodiment of the present invention is shown. Figure 3 A braking torque variation curve diagram in a braking control method according to an exemplary embodiment of the present invention is shown. Figure 4 A hydraulic compensation braking torque variation curve diagram in a braking control method according to an exemplary embodiment of the present invention is shown.

[0039] like Figure 2 As shown, the braking control method for a vehicle according to the present invention comprises at least the following steps:

[0040] S1: Acquiring the adhesion coefficient of the road surface through the adhesion coefficient acquisition unit 30 of the braking system 100, and the adhesion coefficient is sent to the hydraulic torque control unit 50;

[0041] S2: When the acquired adhesion coefficient is lower than the adhesion coefficient threshold value pre-stored in the hydraulic torque control unit 50, the hydraulic torque control unit 50 determines that the road surface has a low adhesion coefficient. At this time, when the vehicle is braked, the vehicle enters a hydraulic compensation braking mode, in which the regenerative braking provided by the drive motor 10 and the hydraulic compensation braking provided by the hydraulic brake unit 40 jointly assume the braking function of the vehicle;

[0042] S3: The hydraulic torque control unit 50 calculates the hydraulic compensating braking torque according to the acquired target braking torque and the actual recovery braking torque, and the hydraulic compensating braking torque is applied to the wheels of the vehicle through the wheel brakes of the hydraulic braking unit 40.

[0043] The hydraulic compensation braking mode includes an initial stage, an intermediate stage and an end stage, and the applied hydraulic compensation braking torque gradually increases from the initial stage to the intermediate stage and gradually decreases from the intermediate stage to the end stage through the adjustment of the hydraulic torque control unit 50. The braking control method according to the present invention can improve the braking performance and achieve the deceleration expected by the driver on low-adhesion ground through the hydraulic compensation braking torque applied by the hydraulic brake unit 40, and the hydraulic compensation braking torque smoothly transitions between the various stages of the hydraulic compensation braking mode, which avoids the step-like mutation of the braking torque and prevents the feeling of frustration during the braking process, thereby improving the driving experience of the driver.

[0044] like Figure 3 As shown, the abscissa represents time t, and the ordinate represents braking torque T. When the adhesion coefficient L of the ground is greater than or equal to the adhesion coefficient threshold L0, when the vehicle is braked, the target braking torque T for the braking function is m (Shown in solid line) The actual regenerative braking torque T provided entirely by the drive motor 10 r The target braking torque depends on the pedal state of the vehicle, wherein the greater the degree to which the driver releases the accelerator pedal or presses the brake pedal, the greater the target braking torque T m The larger the actual regenerative braking torque T r When the adhesion coefficient L of the ground is less than the adhesion coefficient threshold L0, when the vehicle is braked, the hydraulic compensation braking mode is entered, and the actual recovery braking torque T provided by the drive motor 10 is r (shown by a dotted line) is reduced under the control of the drag torque control unit 20, and the hydraulic torque control unit 50 is controlled according to the target braking torque T m and the actual regenerative braking torque T r The required hydraulic compensation braking torque T can be calculated h (shown by double arrows), hydraulically compensated braking torque T h and the actual regenerative braking torque T r The sum of the target braking torque T m , thereby achieving the desired braking deceleration effect.

[0045] like Figure 4 As shown, the horizontal axis represents time t, and the vertical axis represents the hydraulic compensation braking torque T h Here, the hydraulic compensation braking mode includes an initial stage P1, an intermediate stage P2 and an end stage P3, and these three stages are performed successively with respect to time t. When the road surface is in a low adhesion state, that is, the adhesion coefficient L is less than the adhesion coefficient threshold L0 and the vehicle is in a braking state, the hydraulic compensation braking mode is entered and the initial stage P1 begins, and the hydraulic compensation braking torque T hIt gradually increases from zero until it transitions to the intermediate stage P2, the hydraulic compensation braking torque T h The maximum hydraulically compensated braking torque T can be achieved in the intermediate stage h_max The maximum hydraulic compensation braking torque occurs when the recovery braking torque defined by the drag torque control unit 20 is reached. The drag torque control unit 20 avoids excessive slip rate of the vehicle and prevents wheel locking by limiting the recovery braking torque.

[0046] For example, Figure 4 As shown, the hydraulically compensated braking torque T h The rate of change in the initial stage P1 is greater than the rate of change in the intermediate stage P2, which enables the hydraulic compensation braking torque T h The rapid increase in the initial stage P1 and the smooth transition to the intermediate stage P2 compensate for the actual regenerative braking torque T r In particular, at least in the initial stage P1 of the hydraulic compensation braking mode, the actual recovery braking torque T r This can prevent the overall braking torque from experiencing a sudden change as much as possible, thereby preventing the driver from feeling uncomfortable or noticing obvious deceleration changes during braking.

[0047] For example, Figure 4 As shown, when the hydraulic compensation braking torque T h Reach the maximum hydraulic compensation braking torque T h_max When the specific ratio ρ of the hydraulic compensation braking torque T h =ρ*T h_max When the initial stage P1 transitions to the intermediate stage P2, the hydraulic compensation braking torque T can be avoided by setting the specific ratio. h The maximum hydraulic compensation braking torque T h_max It occurs when the regenerative braking torque defined by the drag torque control unit 20 is reached and can be calculated based on the adhesion coefficient L of the road surface, the driving speed of the vehicle, etc. Here, the specific ratio ρ can be a value that is considered meaningful by a person skilled in the art, such as 60%.

[0048] For example, Figure 4 As shown, when the adhesion coefficient L is higher than the adhesion coefficient threshold L0 and / or the slip rate of the vehicle is less than the preset slip rate threshold, the intermediate stage P2 transitions to the end stage P3. In the end stage P3, the hydraulic compensation braking torque T h The proportion of the total braking torque gradually decreases until the braking function is completely assumed by the regenerative brake. hThe reduction gradient in the end phase P3 can be adjusted in a targeted manner according to the actual driving behavior of the vehicle, thereby achieving a smooth end of the hydraulic compensation braking.

[0049] For example, in step S1, the adhesion coefficient L is obtained by the adhesion coefficient obtaining unit 30 in at least one of the following ways: by identifying the road surface state photographed by the vehicle-mounted camera; by identifying the weather condition detected by the environmental sensor; by detecting the slip rate of the vehicle. In particular, these ways can be comprehensively considered to obtain a more accurate adhesion coefficient L.

[0050] For example, in step S2, the hydraulic compensation braking mode is entered only when the expected braking deceleration of the vehicle exceeds the deceleration threshold, and the expected braking deceleration can be estimated based on the pedal opening. This can avoid the frequent activation of the hydraulic compensation braking mode when the driver slightly decelerates. Here, the deceleration threshold can be 0.1g, for example. Of course, other values ​​that are considered meaningful by those skilled in the art can also be considered. Here, the braking of the vehicle can be achieved by stepping on the brake pedal, and the greater the stepping opening of the brake pedal, the greater the expected braking deceleration. However, it is also possible that, for a vehicle with a single-pedal mode, the braking of the vehicle is achieved by loosening or releasing the accelerator pedal, and the greater the degree of release or lifting of the accelerator pedal, the greater the expected braking deceleration.

[0051] For example, in step S3, the target braking torque T m The target braking torque T is calculated based on the pedal state, the vehicle speed and the preset energy recovery intensity. m It mainly depends on the pedal state or the pedal opening. The smaller the accelerator pedal opening or the larger the brake pedal opening, the higher the target braking torque T m In addition, the target braking torque T m It is also positively correlated with the vehicle's driving speed and the preset energy recovery intensity. Of course, other influencing parameters that are considered meaningful by those skilled in the art can also be considered.

[0052] For example, in step S3, the actual recovery braking torque T r It is calculated in real time from the operating parameters of the drive motor 10 , such as the motor constant, the motor current and the motor speed.

[0053] Exemplarily, the hydraulically compensated braking torque T h is applied to the non-driven wheels of the vehicle, which are not operatively connected to the drive motor 10. In this case, if the vehicle is a front-wheel drive vehicle, that is, the drive motor 10 is arranged at the front axle, the hydraulic brake unit 40 will hydraulically compensate the braking torque T hApply to the rear wheels. This also applies to rear-wheel drive vehicles. This can fully utilize the friction between the non-driven wheels and the ground, and avoid excessive slip at the driven wheels to the extent possible, resulting in locking. This can ensure the stability of the vehicle while achieving the desired deceleration effect.

[0054] The above explanation of the embodiments only describes the invention within the framework of the examples. Of course, the individual features of the embodiments can be freely combined with one another as long as it makes technical sense, without departing from the framework of the invention.

[0055] Other advantages and alternative embodiments of the present invention are obvious to those skilled in the art. Therefore, the present invention in its broader sense is not limited to the specific details, representative structures and exemplary embodiments shown and described. On the contrary, those skilled in the art can make various modifications and substitutions without departing from the basic spirit and scope of the present invention.

Claims

1. A braking control method for a vehicle, characterized in that: The braking control method comprises at least the following steps: S1: Obtain the adhesion coefficient of the road surface (L); S2: when the adhesion coefficient (L) is lower than the adhesion coefficient threshold (L0) and the vehicle is braked, entering a hydraulic compensation braking mode, in which the regenerative braking and the hydraulic compensation braking jointly assume the braking function; S3: According to the obtained target braking torque (T m ) and actual regenerative braking torque (T r ) calculates the hydraulic compensation braking torque (T h ), the hydraulic compensating braking torque is applied to the wheels of the vehicle via wheel brakes, The hydraulic compensation braking mode includes an initial stage (P1), an intermediate stage (P2) and an end stage (P3), and the hydraulic compensation braking torque (T h ) gradually increases from the initial stage (P1) to the intermediate stage (P2) and gradually decreases from the intermediate stage (P2) to the end stage (P3).

2. The braking control method according to claim 1, characterized in that: The hydraulic compensation braking torque (T h ) has a rate of change in the initial stage (P1) greater than a rate of change in the intermediate stage (P2); and / or When the hydraulic compensation braking torque (T h ) reaches the maximum hydraulic compensation braking torque (T h_max ) when the initial stage (P1) transitions to the intermediate stage (P2), the maximum hydraulic compensation braking torque (T h_max ) occurs when a regenerative braking torque defined by a drag torque control unit (20) is reached; and / or At least in the initial stage (P1) of the hydraulic compensation braking mode, the actual recovery braking torque (T r ) gradually decreases.

3. The braking control method according to claim 1 or 2, characterized in that: When the adhesion coefficient (L) is higher than the adhesion coefficient threshold (L0) and / or the slip rate of the vehicle is lower than the slip rate threshold, the intermediate stage (P2) is transitioned to the end stage (P3).

4. A brake control method according to any one of the preceding claims, characterized in that: In step S1, the adhesion coefficient (L) is obtained by at least one of the following ways: by identifying the road surface state photographed by a vehicle-mounted camera; by identifying the weather condition detected by an environmental sensor; by detecting the slip rate of the vehicle.

5. The brake control method according to any one of the preceding claims, characterized in that: The target braking torque (T m ) is calculated based on the pedal state, the vehicle's driving speed and a preset energy recovery intensity; and / or The actual recovery braking torque (T r ) is calculated from the operating parameters of the vehicle's drive motor (10).

6. A brake control method according to any one of the preceding claims, characterized in that: In step S2, the hydraulic compensation braking mode is entered only when the desired braking deceleration of the vehicle exceeds a deceleration threshold; and / or In step S2 , the vehicle is braked by depressing the brake pedal and / or releasing the accelerator pedal.

7. A brake control method according to any one of the preceding claims, characterized in that The hydraulic compensation braking torque (T h ) is applied to the non-driven wheels of the vehicle.

8. A computer program product comprising a computer program, wherein: When the computer program is executed by one or more processors, the processors are capable of executing the brake control method according to any one of claims 1-7.

9. A braking system (100) for a vehicle, characterized in that: The braking system at least comprises: - a drive motor (10) configured to apply a recuperation braking torque to a drive shaft when the vehicle is braked; - a drag torque control unit (20), the drag torque control unit being configured to control the regenerative braking torque of the drive motor (10) when the vehicle is braked; - an adhesion coefficient acquisition unit (30), the adhesion coefficient acquisition unit being configured to acquire an adhesion coefficient (L) of a road surface; - a hydraulic brake unit (40) adapted to apply a hydraulically compensated braking torque (T h ) is applied to the wheels of the vehicle; and - a hydraulic torque control unit (50), which is communicatively connected to the adhesion coefficient acquisition unit (30), the drag torque control unit (20) and the hydraulic brake unit (40) respectively and is configured to be suitable for executing the brake control method according to any one of claims 1 to 7 using the computer program product according to claim 8.

10. A vehicle having a brake system (100) according to claim 9.

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