Brake control method and device, electronic equipment and storage medium

Abstract

The invention relates to a brake control method and device, electronic equipment and a storage medium, and the brake control method comprises the steps that when it is detected that brake operation needs to be executed, the deceleration change trend corresponding to the brake operation and the brake duration or the brake distance corresponding to the brake operation are determined based on historical selection operation of a driver; based on the deceleration change trend and the braking duration or the braking distance, a target braking speed curve is generated; and brake operation is executed based on the target brake speed curve. Thus, the driver can select the expected braking deceleration change trend, the braking duration and the braking distance in advance, the braking control logic more conforming to the personalized habits of the driver can be executed in the intelligent driving process, the deceleration process, the braking force and the like can all meet the requirements of the driver, and the driving safety is improved. Therefore, differential brake control is provided for different drivers.

Description

Technical Field

[0001] The present invention relates to the field of intelligent driving technology, and in particular to a braking control method, device, electronic equipment and storage medium. Background Art

[0002] With the development of intelligent driving technology, braking control during vehicle driving is often combined with pre-set braking strategies. However, current braking control strategies often cannot adapt to the personalized needs of different drivers. For example, some drivers feel that the braking force is too strong, while others feel that the braking force is too slow and they lack confidence, resulting in a poor experience during the intelligent control process. Summary of the invention

[0003] The present application provides a brake control method, device, electronic device and storage medium to solve the technical problem that intelligent brake control cannot meet personalized braking needs.

[0004] In a first aspect, the present application provides a braking control method, comprising: when a braking operation is detected to be required, determining a deceleration change trend corresponding to the braking operation, and a braking duration or a braking distance corresponding to the braking operation based on the driver's historical selection operations; generating a target braking speed curve based on the deceleration change trend, and the braking duration or the braking distance; and performing a braking operation based on the target braking speed curve.

[0005] Further, generating a target braking speed curve based on the deceleration change trend and the braking duration or braking distance includes: generating a plurality of alternative braking speed curves based on the deceleration change trend and the braking duration or braking distance; and determining a target braking speed curve from the plurality of alternative braking speed curves based on historical braking behavior.

[0006] Further, determining the target braking speed curve from the multiple alternative braking speed curves based on the historical braking behavior includes: respectively determining the similarity between the historical braking speed curve corresponding to the historical braking behavior and the multiple alternative braking speed curves; and determining the alternative braking speed curve with the highest similarity as the target braking speed curve.

[0007] Furthermore, the method of determining the deceleration change trend corresponding to the braking operation, and the braking duration or braking distance corresponding to the braking operation based on the driver's historical selection operations includes: determining a target braking mode among multiple alternative braking modes based on the driver's historical selection operations, and determining a target driving mode among multiple alternative driving modes; determining the deceleration change trend of the braking operation based on the target braking mode; and determining the braking duration or braking distance corresponding to the braking operation based on the target driving mode.

[0008] Further, determining the braking duration or braking distance corresponding to the braking operation based on the target driving mode includes: in response to the target braking mode being a first type of braking mode, determining the braking duration of the braking operation based on the target driving mode; the first type of braking mode represents that the braking operation is completed within the braking duration; in response to the target braking mode being a second type of braking mode, determining the braking distance of the braking operation based on the target driving mode; the second type of braking mode represents that the braking operation is completed within the braking distance.

[0009] Further, determining the braking duration of the braking operation based on the target driving mode includes: determining the braking duration of the braking operation based on a preset duration corresponding to the target driving mode and current scene information; determining the braking distance of the braking operation based on the target driving mode includes: determining the braking distance of the braking operation based on a preset distance corresponding to the target driving mode and current scene information.

[0010] Further, when the need to perform a braking operation is detected, it includes: when the need to perform a braking operation is detected and the current scene information does not meet the preset conditions; wherein the preset conditions include at least one of the following: the braking control function is in an off state, the current vehicle speed exceeds a predetermined lower limit value, the vehicle is currently in a predetermined driving state, and the number of obstacles within a predetermined range exceeds a predetermined number.

[0011] In the second aspect, the present application provides a braking control device, comprising: a determination module, which is used to determine the deceleration change trend corresponding to the braking operation and the braking duration or braking distance corresponding to the braking operation based on the driver's historical selection operations when a braking operation needs to be performed; a generation module, which is used to generate a target braking speed curve based on the deceleration change trend and the braking duration or braking distance; and an execution module, which is used to execute the braking operation based on the target braking speed curve.

[0012] In a third aspect, the present application provides an electronic device comprising: at least one communication interface; at least one bus connected to the at least one communication interface; at least one processor connected to the at least one bus; and at least one memory connected to the at least one bus, wherein the processor is configured to implement the braking control method described in any one of the first aspects above.

[0013] In a fourth aspect, the present application provides a computer storage medium storing computer executable instructions, wherein the computer executable instructions are used to execute the brake control method described in any one of the first aspects above.

[0014] Beneficial effects of this application:

[0015] This application can determine the driver's desired braking effect, including the deceleration change trend, braking time or braking distance, by combining the driver's selection operation. The braking speed planning curve generated accordingly can be more in line with the driver's preferences in terms of speed change trend, and also in line with the driver's preferences in terms of the braking force corresponding to the total braking time or total braking distance. Therefore, the degree of fit between the entire braking process and the driver's personalized needs can be comprehensively improved, and the experience of different drivers in the intelligent braking control process can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic flow chart of a brake control method provided by an embodiment of the present application;

[0017] Figure 2 A schematic diagram of a speed-time curve of a timed deceleration provided by an embodiment of the present application;

[0018] Figure 3 A schematic diagram of a speed-time curve of a fixed distance deceleration provided by an embodiment of the present application;

[0019] Figure 4 A schematic flow chart of a brake control method provided by an embodiment of the present application;

[0020] Figure 5 A schematic flow chart of a brake control method provided by an embodiment of the present application;

[0021] Figure 6 A schematic diagram of a speed curve fitting provided by an embodiment of the present application;

[0022] Figure 7 A schematic diagram of the structure of a brake control device provided in one embodiment of the present application;

[0023] Figure 8 A structural diagram of an electronic device provided for one embodiment of the present application. DETAILED DESCRIPTION

[0024] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0025] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention. For example, the illustrations only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0026] For ease of description, spatial relative terms may be used herein to describe the relative positional relationship or movement of one element or feature relative to another element or feature as shown in the figure, such as "inside", "outside", "inner side", "outer side", "below", "below", "above", "above", "front", "back", etc. Such spatial relative terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure undergoes a position flip or a change in posture or a change in motion state, then these directional indications will also change accordingly, for example: an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented as "above other elements or features" or "above other elements or features". Therefore, the example term "below..." can include both upper and lower orientations. The device can be oriented otherwise (rotated 90 degrees or in other directions) and the spatial relative descriptors used herein are interpreted accordingly.

[0027] In order to solve the technical problem that the intelligent braking control in the prior art cannot meet the diverse braking experience requirements of different drivers, the present application provides a braking control method that can comprehensively improve the degree of fit between the entire braking process and the driver's personalized needs, thereby improving the technical effects experienced by different drivers during the intelligent braking control process.

[0028] Figure 1 A brake control method provided in an embodiment of the present application is as follows: Figure 1 As shown, the method may include:

[0029] S10: when it is detected that a braking operation needs to be performed, determining a deceleration change trend corresponding to the braking operation, and a braking duration or a braking distance corresponding to the braking operation based on the driver's historical selection operation;

[0030] S20: generating a target braking speed curve based on the deceleration change trend and the braking time or braking distance;

[0031] S30: Execute a braking operation based on the target braking speed curve.

[0032] In this embodiment, the braking control method can be applied to vehicles with intelligent driving or assisted driving functions. For example, the method can be applied to the vehicle's on-board system, or to a server or other device that establishes a communication connection with the vehicle.

[0033] In one embodiment, detecting that a braking operation needs to be performed may refer to detecting the presence of a collision risk. For example, it may include detecting a collision risk and currently being in an intelligent driving state. Among them, being in an intelligent driving state may include the brake control function being turned on, or not entering the driver takeover function, etc.

[0034] In one embodiment, the historical selection operation may refer to the most recent historical selection operation from the current moment, or may also refer to the most frequently selected historical selection operation by the driver. The historical selection operation may include at least one of the following: a first operation in which the driver selects a target braking mode from a plurality of alternative braking modes, a second operation in which the driver selects from a plurality of deceleration change trends, a third operation in which the driver selects a target driving mode from a plurality of alternative driving modes, a fourth operation in which the driver selects a braking duration or a braking distance, etc. As the driver's driving habits gradually change with the improvement of driving skills, the driver may select different preferred driving habits in different time periods. Therefore, selecting the most recent historical selection operation from the current moment can more accurately represent the driver's current driving habits.

[0035] Here, different alternative braking modes may correspond to different deceleration change trends, and different alternative driving modes may correspond to different braking strategies, for example, the braking strategy may include completing the braking operation within a predetermined time or completing the braking operation within a predetermined range, and may also include a braking time that is long, medium, or short, or a braking distance that is long, medium, or short, etc. Here, the predetermined time may be the braking time, and the predetermined distance may be the braking distance.

[0036] In one embodiment, the deceleration may refer to the amount of speed reduction per unit time. The deceleration change trend may indicate the change law of the deceleration during the braking process, thereby characterizing the change trend of the braking force. For example, the deceleration change trend may indicate the change trend of the deceleration in the braking process divided into a predetermined number of deceleration stages.

[0037] In one embodiment, the deceleration change trend can be expressed as gradually increasing, remaining unchanged, or gradually decreasing, etc. For example, the braking process can be divided into a predetermined number of deceleration stages. Exemplarily, when the braking process is divided into two deceleration stages, the deceleration change trend may include: gradually decreasing, i.e. first fast then slow, remaining unchanged, i.e. uniform deceleration, gradually increasing, i.e. first slow then fast, etc. Among them, first fast then slow can mean that the deceleration of the first deceleration stage in the braking process is greater than the deceleration of the second deceleration stage, uniform deceleration can mean that the deceleration of the first deceleration stage in the braking process is equal to the deceleration of the second deceleration stage, and first slow then fast can mean that the deceleration of the first deceleration stage in the braking process is less than the deceleration of the second deceleration stage.

[0038] like Figure 2 As shown in the figure, in the fixed-time deceleration mode in which braking is completed within a certain period of time, the gradually increasing deceleration change trend corresponding to curves i and ii indicates that the deceleration in the previous deceleration stage is smaller than that in the subsequent deceleration stage, that is, the braking force gradually increases; the unchanged deceleration change trend corresponding to curve iii indicates that the deceleration in the previous deceleration stage is equal to that in the subsequent deceleration stage, that is, the braking force remains unchanged; the gradually decreasing deceleration change trend corresponding to curves iv and v indicates that the deceleration in the previous deceleration stage is greater than that in the subsequent deceleration stage, that is, the braking force gradually decreases.

[0039] like Figure 3 As shown, in the fixed-distance deceleration mode in which braking is completed within a certain distance, the gradually increasing deceleration change trend corresponding to curves i and ii indicates that the deceleration in the previous deceleration stage is smaller than that in the subsequent deceleration stage, that is, the braking force gradually increases; the unchanged deceleration change trend corresponding to curve iii indicates that the deceleration in the previous deceleration stage is equal to that in the subsequent deceleration stage, that is, the braking force remains unchanged.

[0040] In one embodiment, step S10 determines the deceleration change trend corresponding to the braking operation, and the braking duration or braking distance corresponding to the braking operation based on the driver's historical selection operations, which may include: determining a target braking mode and a target driving mode based on the driver's historical selection operations; determining the deceleration change trend corresponding to the braking operation based on the target braking mode, and determining the braking duration or braking distance corresponding to the braking operation based on the target driving mode.

[0041] Here, the target braking mode can indicate that the braking operation will be completed within the braking time or within the braking distance, and indicate the deceleration change trend corresponding to the braking operation. When the target braking mode is the first type of braking mode, it indicates that the braking operation will be completed within a certain braking time, i.e., a fixed time deceleration mode; when the target braking mode is the second type of braking mode, it indicates that the braking operation will be completed within a certain braking distance, i.e., a fixed distance deceleration mode.

[0042] In one embodiment, determining the deceleration change trend corresponding to the braking operation based on the driver's historical selection operations may include determining the target braking mode selected by the driver based on the above-mentioned first operation; and determining the deceleration change trend corresponding to the braking operation based on the target braking mode.

[0043] Wherein, determining the deceleration change trend corresponding to the braking operation based on the target braking mode may include: determining the deceleration change trend corresponding to the braking operation based on a second operation performed by the driver for the target braking mode, or determining the deceleration change trend corresponding to the braking operation based on a preset deceleration change trend corresponding to the target braking mode. For example, when the driver does not select a specific deceleration change trend, the preset deceleration change trend corresponding to the target braking mode is used as the deceleration change trend corresponding to the braking operation.

[0044] Here, the second operation may be a selection operation of the driver from among a plurality of deceleration change trends corresponding to the target braking mode.

[0045] In one embodiment, the braking duration or braking distance corresponding to the braking operation can be determined after determining the target driving mode based on the driver's historical selection operations. For example, the target driving mode is determined based on the driver's third operation; the braking duration corresponding to the braking operation is determined based on a preset duration corresponding to the target driving mode, or the braking distance corresponding to the braking operation is determined based on a preset distance corresponding to the target driving mode.

[0046] Alternatively, the braking duration or braking distance corresponding to the braking operation may also be directly obtained based on the driver's historical selection operation, for example, the braking duration or braking distance corresponding to the braking operation is determined based on the driver's fourth operation. Here, the fourth operation refers to the expected braking duration or expected braking distance directly selected or input by the driver.

[0047] In one embodiment, generating a target braking speed curve based on the deceleration change trend and the braking duration or braking distance may include generating a target braking speed curve based on a target braking mode, a deceleration change trend, and the braking duration or braking distance. For example, in response to the target braking mode being a first type of braking mode, generating a target braking speed curve based on the deceleration change trend and the braking duration; in response to the target braking mode being a second type of braking mode, generating a target braking speed curve based on the deceleration change trend and the braking distance.

[0048] Here, the target braking speed curve is a speed-time curve of the braking operation. For example, when the target braking mode is the first type of braking mode, the speed corresponding to the target braking speed curve when the time reaches the braking duration is 0 or a preset minimum value; when the target braking mode is the second type of braking mode, the speed corresponding to the target braking speed curve when the distance corresponding to the curve (i.e., the area formed by the curve and the coordinate axis) reaches the braking distance is 0 or a preset minimum value.

[0049] In one embodiment, when it is detected that a braking operation needs to be performed, it may refer to when a collision risk is detected, for example, when it is detected that the current vehicle speed exceeds a preset lower limit and the distance to the obstacle is lower than a preset upper limit.

[0050] In one embodiment, performing a braking operation based on the target braking speed curve may include: performing a braking operation based on a speed-time relationship corresponding to the target braking speed curve.

[0051] In this way, by combining the driver's selection operation, the driver's expected braking effect can be determined, including the deceleration change trend, braking time or braking distance. The braking speed planning curve generated according to the above parameters can be more in line with the driver's preferences in terms of speed change trend, and also in line with the driver's preferences in terms of the braking force corresponding to the total braking time or total braking distance. Therefore, the degree of fit between the entire braking process and the driver's personalized needs can be improved in all aspects, and the experience of different drivers in the intelligent braking control process can be improved.

[0052] As the driver's driving habits and driving style change with the increase of driving time, and the driver's initial historical selection operation may not necessarily fully conform to the current driver's driving habits, the generated target braking speed curve will bring a bad braking experience to the driver.

[0053] Therefore, the present application embodiment provides a brake control method, such as Figure 4 As shown, the step S20 may include:

[0054] S21: generating a plurality of alternative braking speed curves based on the deceleration change trend and the braking time or the braking distance;

[0055] S22: Determine a target braking speed curve from a plurality of candidate braking speed curves based on historical braking behaviors.

[0056] In one embodiment, the historical braking behavior may be the historical braking behavior corresponding to the current vehicle and / or the current driver. The historical braking behavior may be the historical braking behavior within a predetermined period, such as 1 year, 6 months, or 3 months, so as to fit the driver's recent driving habits as much as possible and avoid interference from earlier driving behavior data.

[0057] In one embodiment, in order to reduce the influence of the brake control function on the judgment of the driver's historical braking behavior, the historical braking behavior can also be the historical braking behavior when the brake control function is turned off or the driver takeover function is turned on. Here, when the brake control function is turned on, the brake control method of the above steps S10-S30 is executed.

[0058] In one embodiment, the multiple candidate braking speed curves may be multiple curves that conform to the deceleration change trend and the braking duration or braking distance, and the multiple candidate braking speed curves may correspond to different decelerations and / or speeds within at least a period of time. For example, based on the target braking mode being the first type of braking mode, i.e., the fixed time deceleration mode, the deceleration change trend being fast first and then slow, and the braking duration being 5s, multiple candidate braking speed curves that conform to the above conditions may be generated.

[0059] In one embodiment, the multiple candidate braking speed curves may be all the candidate braking speed curves that conform to the deceleration variation trend and the braking duration or braking distance, or may be a fixed number of candidate braking speed curves that conform to the deceleration variation trend and the braking duration or braking distance. For example, the fixed number may be 3, 5, or 10.

[0060] In one embodiment, step S22 may include: determining a target braking speed curve that best matches the historical braking behavior among the multiple candidate braking speed curves, wherein the most consistent with the historical braking behavior may mean that the target braking speed curve has the highest similarity with the historical braking speed curve corresponding to the historical braking behavior.

[0061] In one embodiment, the step S22 may include:

[0062] respectively determining similarities between a historical braking speed curve corresponding to the historical braking behavior and the plurality of candidate braking speed curves;

[0063] The candidate braking speed curve with the highest similarity is determined as the target braking speed curve.

[0064] Here, the historical braking speed curve corresponding to the historical braking behavior may refer to the historical braking speed curve formed by the average value of the data corresponding to the historical braking behavior, for example, the historical braking speed curve formed by the average speed of the historical braking behavior at each time point.

[0065] In one embodiment, determining the similarity between the historical braking speed curve and the alternative braking speed curve can be determined by the least squares method. For example, respectively determining the similarity between the historical braking speed curve corresponding to the historical braking behavior and the multiple alternative braking speed curves can include: discretizing the historical braking speed curve and the multiple alternative braking speed curves; and fitting a first discrete point set corresponding to the historical braking speed curve and a second discrete point set corresponding to the multiple alternative braking speed curves based on the least squares method.

[0066] Accordingly, determining the candidate braking speed curve with the highest similarity as the target braking speed curve includes: determining the candidate braking speed curve corresponding to the second discrete point set with the highest fit to the first discrete point set as the target braking speed curve. Here, the first discrete point set is a discrete point set obtained by discretizing the historical braking speed curve, and the second discrete point set is a discrete point set obtained by discretizing the candidate braking speed curve.

[0067] In one embodiment, respectively determining the similarity between the historical braking speed curve corresponding to the historical braking behavior and the plurality of candidate braking speed curves may include: respectively determining the similarity between the historical braking speed curve corresponding to the historical braking behavior and the plurality of candidate braking speed curves based on a predetermined starting speed value. Here, the starting speed value may be 10m / s, 15m / s or 20m / s, etc., and the starting speed value is used as the starting moment of the braking operation, i.e., the starting point of time t=0 on the speed curve, and fitting is started from this point to determine the similarity of the above curves.

[0068] In one embodiment, determining the candidate braking speed curve with the highest similarity as the target braking speed curve may include: when the number of the candidate braking speed curves with the highest similarity is greater than 1, selecting the candidate braking speed curve with the most gentle deceleration change trend as the target braking speed curve. This can minimize the possibility of poor experience caused by over-brake.

[0069] In this way, on the basis of determining the deceleration trend, duration or distance based on historical selection operations, the braking speed curve that best suits the driver's driving habits and braking style is selected based on the fitting of the driver's historical braking speed curve, thereby further improving the braking operation corresponding to the braking speed curve and the driver's personal needs, and further improving the driver's driving experience.

[0070] In some embodiments, in step S10, determining the deceleration change trend corresponding to the braking operation and the braking duration or braking distance corresponding to the braking operation based on the driver's historical selection operation includes:

[0071] Based on the historical selection operation of the driver, determining a target braking mode among a plurality of alternative braking modes, and determining a target driving mode among a plurality of alternative driving modes;

[0072] determining a deceleration change trend of the braking operation based on the target braking mode;

[0073] A braking duration or a braking distance corresponding to the braking operation is determined based on the target driving mode.

[0074] In one embodiment, determining the target braking mode among multiple alternative braking modes may be based on a first operation of the driver; and determining the target driving mode among multiple alternative driving modes may be based on a third operation of the driver.

[0075] In one embodiment, determining the deceleration change trend corresponding to the braking operation based on the target braking mode may include: determining the deceleration change trend corresponding to the braking operation based on a second operation performed by the driver for the target braking mode, or determining the deceleration change trend corresponding to the braking operation based on a preset deceleration change trend corresponding to the target braking mode. For example, when the driver does not select a specific deceleration change trend, the preset deceleration change trend corresponding to the target braking mode is used as the deceleration change trend corresponding to the braking operation.

[0076] Here, the second operation may be a selection operation of the driver from among a plurality of deceleration change trends corresponding to the target braking mode.

[0077] In one embodiment, determining the braking duration or braking distance corresponding to the braking operation based on the target driving mode may include: determining the braking duration corresponding to the braking operation based on a preset duration corresponding to the target driving mode, or determining the braking distance corresponding to the braking operation based on a preset distance corresponding to the target driving mode.

[0078] Alternatively, the braking time or braking distance corresponding to the braking operation may also be directly obtained based on the driver's historical selection operation, for example, the braking time or braking distance corresponding to the braking operation is determined based on the driver's fourth operation. Here, the fourth operation refers to the operation in which the driver directly selects or inputs the expected braking time or expected braking distance.

[0079] In one embodiment, the target braking mode may represent the completion of the braking operation with a certain deceleration change trend within a certain time or distance, and the target driving mode may represent the specific value of the time or distance for completing the braking operation, thereby representing that the braking is generally more urgent or slower. For example, the target driving mode may also be expressed as a target driving style, such as a sports mode, a balanced mode, or a comfortable mode, wherein the sports mode corresponds to the shortest braking time or the shortest braking distance, the balanced mode corresponds to a medium braking time or a medium braking distance, and the comfortable mode corresponds to the longest braking time or the longest braking distance.

[0080] In this way, based on the driver's choice among multiple alternative modes, it can be determined which deceleration change trend the driver prefers corresponding to the deceleration control habit, and which driving mode corresponds to a slower or faster total braking force, thereby providing braking control that fully suits the driver's braking habits and personal needs.

[0081] In some embodiments, determining the braking duration or braking distance corresponding to the braking operation based on the target driving mode may include:

[0082] In response to the target braking mode being a first type of braking mode, determining a braking duration of the braking operation based on the target driving mode; the first type of braking mode indicates that the braking operation is completed within the braking duration;

[0083] In response to the target braking mode being a second type of braking mode, a braking distance of the braking operation is determined based on the target driving mode; the second type of braking mode indicates that the braking operation is completed within the braking distance.

[0084] In one embodiment, when the target braking mode is the first type of braking mode, it means that the driver expects to complete the braking operation within a certain braking time. Therefore, there is no need to determine the braking distance at this time. The braking speed curve can be generated by determining the braking time based on the target driving mode.

[0085] In one embodiment, determining the braking duration of the braking operation based on the target driving mode may include: determining the braking duration corresponding to the braking operation based on a preset duration corresponding to the target driving mode, or determining the braking duration corresponding to the braking operation based on a driver's historical selection operation for the target driving mode, such as a fourth operation. Here, the fourth operation may refer to an operation in which the driver directly selects or inputs an expected braking duration for the target driving mode.

[0086] In one embodiment, the preset duration corresponding to the target driving mode may represent a value or a range, for example, the preset duration may be a value such as 3s, 4s or 5s, or may be a value range of 3s to 6s, etc. Determining the braking duration corresponding to the braking operation based on the preset duration may refer to using the preset duration as the braking duration corresponding to the braking operation, or using an intermediate value or a predetermined value within the value range corresponding to the preset duration as the braking duration corresponding to the braking operation, etc.

[0087] In one embodiment, when the target braking mode is the second type of braking mode, it means that the driver expects to complete the braking operation within a certain braking distance. Therefore, there is no need to determine the braking duration at this time. The braking distance can be determined based on the target driving mode to generate a braking speed curve.

[0088] In one embodiment, determining the braking distance of the braking operation based on the target driving mode may include: determining the braking distance corresponding to the braking operation based on a preset distance corresponding to the target driving mode, or determining the braking distance corresponding to the braking operation based on a driver's historical selection operation for the target driving mode, such as a fourth operation. Here, the fourth operation may refer to an operation in which the driver directly selects or inputs an expected braking distance for the target driving mode.

[0089] In one embodiment, the preset distance corresponding to the target driving mode may represent a value or a range. For example, the preset duration may be a value such as 5m, 8m or 10m, or may be a value range of 5m to 10m, etc. Determining the braking distance corresponding to the braking operation based on the preset distance may refer to using the preset distance as the braking distance corresponding to the braking operation, or using an intermediate value or a predetermined value within the value range corresponding to the preset distance as the braking distance corresponding to the braking operation, etc.

[0090] In this way, based on the driver's selection operation, it can be determined that the driver expects to complete the braking operation within a specified time or distance, so as to further refine the driver's driving habits, facilitate the refinement of the braking control granularity, and improve the matching of the braking speed curve with the driver's personal driving needs.

[0091] In some cases, the driver does not directly select the desired braking time or braking distance. At this time, if you want to determine the braking time or braking distance of this braking operation, you still need to combine the driver's personal preferences and the specific circumstances of the current braking scene to avoid being unable to accurately control the braking operation.

[0092] In some embodiments, determining the braking duration of the braking operation based on the target driving mode includes:

[0093] Determining a braking duration of the braking operation based on a preset duration corresponding to the target driving mode and current scene information;

[0094] The determining a braking distance of the braking operation based on the target driving mode includes:

[0095] The braking distance of the braking operation is determined based on a preset distance corresponding to the target driving mode and current scene information.

[0096] In one embodiment, the current scene information may represent the current braking scene. For example, the current scene information may include but is not limited to at least one of the following: current speed, current distance to an obstacle, current acceleration or deceleration, etc.

[0097] In one embodiment, determining the braking duration of the braking operation based on the preset duration corresponding to the target driving mode and the current scene information may include: determining whether the preset duration corresponding to the target driving mode is consistent with the current scene information; if the preset duration is consistent with the current scene information, using the preset duration as the braking duration of the braking operation.

[0098] In one embodiment, using the preset time length as the braking time length of the braking operation may include: when the preset time length is a numerical value, using the preset time length as the braking time length corresponding to the braking operation; or, when the preset time length is a numerical range, using the middle value or a predetermined value within the numerical range corresponding to the preset time length as the braking time length corresponding to the braking operation, etc.

[0099] In one embodiment, the braking duration of the braking operation is determined based on the preset duration corresponding to the target driving mode and the current scene information, and it can also include: if the preset duration does not conform to the current scene information, the preset duration is corrected based on the current scene information, and the corrected preset duration is used as the braking duration of the braking operation.

[0100] In one embodiment, using the corrected preset time as the braking time of the braking operation may include: when the preset time is a numerical value, using the corrected preset time as the braking time of the braking operation; or, when the preset time is a numerical range, using the middle value or a predetermined value within the numerical range corresponding to the corrected preset time as the braking time corresponding to the braking operation.

[0101] In one embodiment, determining the braking distance of the braking operation based on the preset distance corresponding to the target driving mode and the current scene information may include: determining whether the preset distance corresponding to the target driving mode is consistent with the current scene information; if the preset distance is consistent with the current scene information, using the preset distance as the braking distance of the braking operation.

[0102] In one embodiment, using the preset distance as the braking distance of the braking operation may include: when the preset distance is a numerical value, using the preset distance as the braking distance corresponding to the braking operation; or, when the preset distance is a numerical range, using an intermediate value or a predetermined value within the numerical range corresponding to the preset distance as the braking distance corresponding to the braking operation, etc.

[0103] In one embodiment, determining the braking distance of the braking operation based on the preset distance corresponding to the target driving mode and the current scene information may also include: if the preset distance does not match the current scene information, correcting the preset distance based on the current scene information, and using the corrected preset distance as the braking distance of the braking operation.

[0104] In one embodiment, using the corrected preset distance as the braking distance of the braking operation may include: when the preset distance is a numerical value, using the corrected preset distance as the braking distance of the braking operation; or, when the preset distance is a numerical range, using the middle value or a predetermined value within the numerical range corresponding to the corrected preset distance as the braking distance corresponding to the braking operation.

[0105] In this way, by combining the current scene information and the preset time or preset distance corresponding to the target driving mode, when the driver has not selected a specific braking time or braking distance, the braking time or braking distance that best suits the current braking scene and the driver's preference can be further determined in combination with the driver's preferred driving mode and the current scene information, thereby providing more accurate braking control.

[0106] Since the continuous opening and operation of the brake control function often requires a large amount of computing power and resource occupation, in order to reduce unnecessary resource consumption during vehicle driving, in some embodiments, when the need to perform a brake operation is detected, the process includes:

[0107] When it is detected that a braking operation needs to be performed and the current scene information does not meet the preset conditions; wherein the preset conditions include at least one of the following: the braking control function is in the off state, the current vehicle speed exceeds the predetermined lower limit, the vehicle is currently in a predetermined driving state, and the number of obstacles within the predetermined range exceeds a predetermined number.

[0108] In one embodiment, the brake control function is in the off state, that is, the vehicle-machine interface adaptive brake planning soft switch is turned off. When the brake control function is in the on state, the brake control method of steps S10-S30 can be executed; at this time, the driver does not need to perform brake control, so there is no need for continuous detection and calculation, thereby reducing computing power consumption.

[0109] In one embodiment, if the current vehicle speed exceeds a predetermined lower limit, it may indicate that the current vehicle speed is too high. For example, if the current vehicle speed exceeds 60 km / h, braking control based on the driver's personal needs or driving habits may not be able to effectively control the vehicle speed, and the risk level is high. In this case, the above control method may not be executed, thereby improving safety at high speeds.

[0110] In one embodiment, the current predetermined driving state may refer to the current continuous following state, for example, when the speed of the vehicle in front is lower than a predetermined speed threshold and the distance to the vehicle in front is lower than a predetermined distance threshold. At this time, the continuous following state can maintain a relatively stable motion state with the vehicle in front, and there is no risk of collision, so there is no need to execute the above-mentioned brake control method, thereby reducing computing power consumption.

[0111] In one embodiment, if the number of obstacles within the predetermined range exceeds the predetermined number, it may indicate that there are multiple target obstacles within the predetermined distance range, for example, the predetermined number may be 3. For example, when there are more than 3 targets within the distance range calibrated based on the current vehicle speed within the lane line, in order to avoid repeated calculation and detection for multiple obstacles, the above-mentioned braking control method may not be executed, thereby reducing computing power consumption.

[0112] In one embodiment, the preset conditions may also include: the target braking distance is too far, for example, the braking distance required for braking is too far when driving at high speed. At this time, the driver experience should no longer be considered, and braking as quickly as possible should be prioritized. In this case, the above-mentioned braking control method can be stopped to improve safety.

[0113] In one embodiment, the preset condition may further include: determining to stop executing the brake control based on an adaptive cruise control system (ACC) or an integrated adaptive cruise control system (IACC). For example, when entering the driver takeover function, determining to stop executing the brake control based on ACC or IACC.

[0114] In one embodiment, the method may further include: when it is detected that a preset condition is met, stopping execution of the above-mentioned braking control method.

[0115] In this way, braking control is only performed when the conditions requiring braking control are met and in non-emergency situations. This can not only reduce the computing power consumption and resource occupation caused by continuous calculation and detection, but also improve the matching of braking control with actual needs and the driver's personal needs, as well as improve safety.

[0116] As a possible implementation method, a brake control method is provided, such as Figure 5 As shown, the following steps are included:

[0117] 1. Driving speed planning

[0118] In the speed planning of autonomous driving, the vehicle's braking methods are divided into timed and fixed-distance braking, so two planning methods are provided to achieve the functions of deceleration and fixed point respectively.

[0119] Specifically, it may include:

[0120] 1. Braking (deceleration) within a certain period of time, that is, the first type of braking mode:

[0121] In the speed v-time t diagram, as Figure 2 As shown, let the parabola equation be: v = at 2 +bt+c,

[0122] Where: v is the current speed, t is the elapsed time, a, b and c are all parabola constants, a represents the opening direction of the parabola, b represents the position of the parabola's symmetry axis, and c represents the intersection of the parabola and the y-axis, which is the initial speed during planning.

[0123] 2. Braking within a certain distance (fixed distance or fixed point), such as Figure 3 As shown, this is the second type of braking mode:

[0124]

[0125] As shown above, S is the path walked, t is the walking time, a, b and c are all parabola constants, a represents the opening direction of the parabola, b represents the position of the symmetry axis of the parabola, and c represents the initial velocity when the intersection of the parabola and the y-axis is planned.

[0126] When braking at a fixed point, the distance is equal to the integral of the vt graph to find the unknown parameter a of the resulting parabola. From the characteristics of the parabola, it can be seen that t at this time is the intersection x of the parabola on the vt graph with the x-axis.

[0127] Therefore, the integral formula can be turned into:

[0128]

[0129] Among them, c is the initial velocity during planning, and t is the walking time.

[0130] 2. Braking mode selection

[0131] Provides braking modes of different strengths to suit different groups of people and different scenarios.

[0132] The braking force is heavy at first and then light. This planning method will prioritize reducing the speed of the vehicle, provide enough confidence, and the braking distance is shorter. Generally, novice drivers who pay attention to safety will use this method.

[0133] Uniform speed reduction. This planning method makes the vehicle speed change more smoothly.

[0134] The braking force is light at first and then heavy. This planning method will slowly reduce the speed and finally gradually increase the deceleration. This is also the driving habit that best suits most experienced drivers. It can maintain a longer distance at high speed and be faster in scenes such as following a car, passing a traffic light, and giving way to pedestrians.

[0135] Specifically, it includes:

[0136] Deceleration at a fixed time: five modes are provided, corresponding to three deceleration change trends. Mode 1 and Mode 2 are both deceleration change trends of braking force "heavy at first and light later", Mode 3 is the deceleration change trend of uniform deceleration, Mode 4 and Mode 5 are the deceleration change trends of braking force "light at first and heavy later".

[0137] 1. Use an ellipse-first fast then slow planning method. The speed trajectory is similar to an ellipse. The center of the ellipse is the origin of the coordinate system. The vertex of the ellipse is the speed at the time of initial planning. When the vehicle finally stops, it forms exactly 1 / 4 of an ellipse.

[0138] Let the ellipse formula be

[0139]

[0140] Substitute the specific parameters in the scene, simplify, and propose unknown variables. The formula corresponding to the curve can be changed to:

[0141]

[0142] 2. Use a parabola-first fast then slow planning method. The speed curve is similar to a parabola. The vertex of the parabola is the initial speed during planning. Other parameters of the parabola can be obtained from the specific scenario.

[0143] Let parabola, y = at 2 +bt+c,

[0144] Substitute and simplify, the formula corresponding to this curve is

[0145] 3. Adopt the straight line-uniform speed reduction planning method,

[0146] The formula corresponding to this curve

[0147] 4. Use the ellipse-slow first then fast planning method to transform the formula in 1 into:

[0148] The formula corresponding to this curve

[0149] 5. Use the parabola-slow first then fast planning method to transform the 2 formulas into: The formula corresponding to this curve

[0150] In the above 1-5, v t Represents the speed planned by the braking control method, v0 represents the initial speed during planning, t0 represents the time when the brake stops, and t represents the elapsed time.

[0151] Deceleration at a fixed distance: Figure 3 As shown, curve i corresponds to the following step 1, curve ii corresponds to the following step 2, and curve iii corresponds to the following step 3:

[0152] 1. From the ellipse area formula, we know that T t Indicates the moment when the speed drops to 0, that is, the moment of braking t0. Eliminate the unknown number and extract the speed. The corresponding formula of the curve is

[0153] 2. Substitute the parabola formula into the integral formula and you will get the formula for the curve:

[0154] Using the properties of integration and area integration, the above formula can be transformed into the formula corresponding to the curve:

[0155]

[0156] t i is the i-th moment, n represents the curve is divided into n equal parts based on the x-axis, and ΔI represents the width of each part after n equal parts. According to the integral formula, t0 can be calculated, and then the parabola equation can be obtained.

[0157] 3. The straight line programming is: the formula corresponding to the curve

[0158] 3. Driving style selection

[0159] The driving style selection provides three modes, namely "Sport Mode", "Balance Mode" and "Comfort Mode". The three modes represent the trade-off between "time" and "distance" in braking methods. "Sport Mode" has the highest deceleration, the lowest time and the shortest distance, while "Comfort Mode" has the lowest deceleration, the highest time and the longest distance.

[0160] Specifically, the three modes provided by the driving style selection will provide different parameters for deceleration and fixed-point braking, thereby achieving different braking experiences.

[0161] Parameter design of deceleration brake: The main parameter of deceleration brake is time, which is calibrated or preset. This parameter is a large preset range, which can ensure that the obtained speed planning is within the normal range and meet the user's wide range of adjustments. For example, if the current vehicle speed is 36km / h, it can support a speed planning of 3-6 seconds to stop. The specific speed of stopping can be preset by the user or matched with the driver's habits.

[0162] Parameter design of fixed-point braking: The main parameter of fixed-point braking is distance, which is obtained by scene adaptation, calibration, or preset.

[0163] 4. Driving habits matching

[0164] In addition to providing a choice of driving style and driving mode, you can also use the driving habit matching function to match the driver's favorite braking method and braking force by collecting the driver's braking habits at various speed ranges.

[0165] Specifically, the "least squares method" is used to match driving habits. The model estimated based on "minimum sum of squares of errors" is the closest to the real modeling, and the "least squares method" can match the model to achieve "best fit" at each observation point. The least squares method is expressed as L is the i-th curve y i The sum of squared errors with respect to the curve f(x).

[0166] As above, the "sum of square errors" between multiple points and the target curve can be obtained: That is, when L′ is the smallest, the best fitting curve is obtained.

[0167] In this way, the time point is selected as the reference point for the fitting of the two curves. i is the value corresponding to point i on the x-axis, f s (x i ) is the driver's own braking speed curve, that is, the historical braking speed curve at x i The value of the point, and f g (x i ) is to provide a braking speed curve, that is, an alternative braking speed curve at x i The value of the point, in order to unify the time axis, x i = 0, f s (x i ) curve and f g (x i ) curves are all at a speed of 10m / s, or 36km / h. That is, even if the driver brakes from 60km / h, the fitting will only select data below 36km / h for fitting.

[0168] like Figure 6As shown, curve A is the three alternative braking speed curves and the driver's planned braking method, that is, the historical braking speed curve is f s (x). Curve B is the historical braking speed curve after discretization. Curve C is the three alternative braking speed curves after discretization and the historical braking speed curve. Curve D is the five alternative braking speed curves (dashed lines) and the historical braking speed curve (solid line). In order to match the similarity of the two curves, f s (x) is discretized into data points on the time axis, i.e., the x-axis, in the speed-time curve; L′1-L′5 correspond to five alternative braking speed curves, respectively, and the square error between the acquired curve and the target curve after coordinate synchronization is obtained:

[0169]

[0170] Finally, the curve corresponding to the minimum value Min(L′1, L′2, L′3, L′4, L′5) of the “sum of squared errors” is the best matching curve.

[0171] 5. Driving scene adaptation

[0172] The applicable scenarios will be suppressed and adapted in combination with the driving scenarios and the vehicle status. This speed planning is not applicable in some scenarios such as high speed or continuous acceleration and deceleration, multi-target obstacle blocking, and target braking distance being too far.

[0173] Specifically, based on the current scene and the vehicle status, some preset conditions will be added as inhibit_flag to inhibit functions and plans to save chip computing power when they are not applicable. Therefore, this function is no longer applicable in the following situations:

[0174] Function off: When the vehicle interface adaptive brake planning soft switch is turned off;

[0175] The vehicle speed is too high: when the vehicle speed is greater than 60kph;

[0176] Continuous following: when the vehicle ahead is slow and close;

[0177] Multiple target obstacles: When there are more than 3 targets within the vehicle lane within the distance range calibrated based on the current vehicle speed;

[0178] Target braking distance is too far: Ensure the vehicle speed state is closed loop, and the target braking distance is too far;

[0179] The final output will arbitrate with the ACC and IACC speed plans, and the ACC and IACC termination and shutdown logic will also apply, such as the driver takeover function exiting.

[0180] The present application embodiment provides a brake control device, such as Figure 7As shown, it is a block diagram of a brake control device provided by an embodiment of the present application. The device can be implemented as part or all of an electronic device through software, hardware or a combination of both. The device includes:

[0181] The determination module 100 is used to determine the deceleration change trend corresponding to the braking operation and the braking time or braking distance corresponding to the braking operation based on the driver's historical selection operation when a braking operation is detected to be required;

[0182] A generating module 200, configured to generate a target braking speed curve based on the deceleration change trend and the braking duration or braking distance;

[0183] The execution module 300 is used to execute a braking operation based on the target braking speed curve.

[0184] Furthermore, the generating module 200 is specifically used to: generate a plurality of alternative braking speed curves based on the deceleration change trend and the braking duration or braking distance; and determine a target braking speed curve from the plurality of alternative braking speed curves based on historical braking behavior.

[0185] Furthermore, the generating module 200 is specifically used to: respectively determine the similarity between the historical braking speed curve corresponding to the historical braking behavior and the multiple candidate braking speed curves; and determine the candidate braking speed curve with the highest similarity as the target braking speed curve.

[0186] Furthermore, the determination module 100 is specifically used to: determine a target braking mode among multiple alternative braking modes based on the driver's historical selection operations, and determine a target driving mode among multiple alternative driving modes; determine a deceleration change trend of the braking operation based on the target braking mode; and determine a braking duration or braking distance corresponding to the braking operation based on the target driving mode.

[0187] Further, the determination module 100 is specifically used to: in response to the target braking mode being a first type of braking mode, determine the braking duration of the braking operation based on the target driving mode; the first type of braking mode represents that the braking operation is completed within the braking duration; in response to the target braking mode being a second type of braking mode, determine the braking distance of the braking operation based on the target driving mode; the second type of braking mode represents that the braking operation is completed within the braking distance.

[0188] Further, the determination module 100 is specifically used to: determine the braking duration of the braking operation based on a preset duration corresponding to the target driving mode and current scene information; the determination of the braking distance of the braking operation based on the target driving mode includes: determining the braking distance of the braking operation based on the preset distance corresponding to the target driving mode and current scene information.

[0189] Further, when the need to perform a braking operation is detected, it includes: when the need to perform a braking operation is detected and the current scene information does not meet the preset conditions; wherein the preset conditions include at least one of the following: the braking control function is in an off state, the current vehicle speed exceeds a predetermined lower limit value, the vehicle is currently in a predetermined driving state, and the number of obstacles within a predetermined range exceeds a predetermined number.

[0190] like Figure 8 As shown, an embodiment of the present application provides an electronic device, including a processor 111, a communication interface 112, a memory 113 and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114. The processor 111 is used to implement the brake control method described in any one or more of the above method embodiments.

[0191] In one embodiment of the present application, the memory 113 is used to store computer programs; the processor 111 is used to implement the braking control method described in any one or more of the aforementioned method embodiments when executing the program stored in the memory 113, which at least includes: when it is detected that a braking operation needs to be performed, determining the deceleration change trend corresponding to the braking operation and the braking duration or braking distance corresponding to the braking operation based on the driver's historical selection operations; generating a target braking speed curve based on the deceleration change trend and the braking duration or braking distance; and performing a braking operation based on the target braking speed curve.

[0192] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the brake control method as described in any one or more of the aforementioned method embodiments are implemented.

[0193] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0194] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a general hardware platform, and of course, by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0195] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0196] The foregoing is merely a specific embodiment of the present invention, which enables those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A brake control method, characterized in that: The method comprises: When a braking operation is detected to be required, determining a deceleration change trend corresponding to the braking operation, and a braking duration or a braking distance corresponding to the braking operation based on the driver's historical selection operation; Based on the deceleration change trend and the braking time or braking distance, generating a target braking speed curve; A braking operation is performed based on the target braking speed profile.

2. The method according to claim 1, characterized in that The generating a target braking speed curve based on the deceleration change trend and the braking time or braking distance includes: Based on the deceleration change trend and the braking duration or braking distance, generating a plurality of alternative braking speed curves; A target braking speed profile is determined among the plurality of candidate braking speed profiles based on historical braking behavior.

3. The method according to claim 2, characterized in that The step of determining a target braking speed curve from among the plurality of candidate braking speed curves based on historical braking behavior comprises: respectively determining similarities between a historical braking speed curve corresponding to the historical braking behavior and the plurality of candidate braking speed curves; The candidate braking speed curve with the highest similarity is determined as the target braking speed curve.

4. The method according to claim 1, characterized in that: The determining, based on the driver's historical selection operation, the deceleration change trend corresponding to the braking operation, and the braking duration or braking distance corresponding to the braking operation, comprises: Based on the historical selection operation of the driver, determining a target braking mode among a plurality of alternative braking modes, and determining a target driving mode among a plurality of alternative driving modes; determining a deceleration change trend of the braking operation based on the target braking mode; A braking duration or a braking distance corresponding to the braking operation is determined based on the target driving mode.

5. The method according to claim 4, characterized in that The determining, based on the target driving mode, a braking duration or a braking distance corresponding to the braking operation includes: In response to the target braking mode being a first type of braking mode, determining a braking duration of the braking operation based on the target driving mode; the first type of braking mode indicates that the braking operation is completed within the braking duration; In response to the target braking mode being a second type of braking mode, a braking distance of the braking operation is determined based on the target driving mode; the second type of braking mode indicates that the braking operation is completed within the braking distance.

6. The method according to claim 5, characterized in that The determining the braking duration of the braking operation based on the target driving mode includes: Determining a braking duration of the braking operation based on a preset duration corresponding to the target driving mode and current scene information; The determining a braking distance of the braking operation based on the target driving mode includes: The braking distance of the braking operation is determined based on a preset distance corresponding to the target driving mode and current scene information.

7. The method according to claim 1, characterized in that When it is detected that a braking operation needs to be performed, the method includes: When a braking operation is detected and the current scene information does not meet the preset conditions; The preset conditions include at least one of the following: the brake control function is in an off state, the current vehicle speed exceeds a predetermined lower limit, the vehicle is currently in a predetermined driving state, and the number of obstacles within a predetermined range exceeds a predetermined number.

8. A brake control device, characterized in that: The device comprises: A determination module, configured to determine, when a braking operation needs to be performed, a deceleration change trend corresponding to the braking operation, and a braking duration or a braking distance corresponding to the braking operation based on the driver's historical selection operations; A generating module, configured to generate a target braking speed curve based on the deceleration change trend and the braking duration or braking distance; An execution module is used to execute a braking operation based on the target braking speed curve.

9. An electronic device, characterized in that: include: at least one communication interface; at least one bus connected to the at least one communication interface; at least one processor coupled to the at least one bus; At least one memory connected to the at least one bus, wherein the processor is configured to implement the brake control method according to any one of claims 1 to 7.

10. A computer storage medium, characterized in that: Computer executable instructions are stored, and the computer executable instructions are used to execute the brake control method according to any one of claims 1 to 7.

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