Brake control method and related equipment

Abstract

A brake control method is provided, the method including the steps of obtaining a vehicle speed and a required brake force of a vehicle, determining a target brake force based on the vehicle speed and the required brake force, and determining a first effective brake force and a second effective brake force based on the target brake forces, wherein the first effective brake force is provided by energy regeneration and the second effective brake force is provided by the brake system. The brake control method determines the target brake force for achieving a comfortable braking operation, and provides additional brake force through energy regeneration to satisfy the target brake force and share the workload based on the brake system, thereby ensuring a comfortable braking operation. Further, related equipment is provided.

Description

[Technical Field]

[0001] The present application relates to the field of intelligent vehicles, and more particularly to braking control methods and related equipment. [Background technology]

[0002] In a scenario where a user or an intelligent driving system applies vehicle brakes, the vehicle may typically experience "nod / jerking." In particular, the vehicle may experience more pronounced jerking when the braking action is bringing the vehicle to a stop. Typically, the vehicle's powertrain or suspension system is optimized to reduce "nod / jerking." However, "nod / jerking" cannot be completely avoided.

[0003] In order to further avoid "throbbing / jerking" during the vehicle's braking process and achieve a comfortable braking effect, even when the vehicle is in an intelligent driving mode during the vehicle's driving process, it is difficult to avoid "throbbing / jerking" during the vehicle's braking process when the vehicle is at a low speed or when the vehicle is trying to stop by braking.

[0004] Therefore, how to avoid "throat / jerking" during the braking process of a vehicle by using an appropriate brake control method to achieve a comfortable braking operation is an urgent problem to be solved. Summary of the Invention

[0005] The present embodiment provides a brake control method and related devices for achieving a smooth braking operation and avoiding thud / jerk caused by the braking operation. The brake control method provided in the present embodiment is used for braking a vehicle, and the smooth braking operation is completed by an energy regeneration method in cooperation with the vehicle brake system, thereby avoiding the risk of collision and improving the comfort of the braking process without further increasing the braking distance.

[0006] According to a first aspect, there is provided a brake control method, the method comprising: obtaining a vehicle speed and a required braking force; determining a target brake force based on a vehicle speed and a required brake force, wherein from a first moment to a second moment, the target brake force first changes to a first threshold value and then changes to a second threshold value, the first threshold value being greater than the required brake force and the second threshold value being less than the required brake force, the first moment being the moment when the vehicle speed is equal to the first speed, and the second moment being the moment when the vehicle speed is equal to the second speed; determining a first effective brake force and a second effective brake force based on the target brake force; The first effective braking force is provided by energy regeneration and the second effective braking force is provided by the brake system.

[0007] For example, the required braking force may be obtained based on a user input, or the required braking force may be obtained based on an intelligent driving system (e.g., an automated driving system or a driver assistance system).

[0008] The user may be a driver of the vehicle, a vehicle occupant, or an authorized occupant in the vehicle, who has permission to instruct the vehicle to brake. The braking force may also be a brake torque in a broad sense, or an acceleration, etc.

[0009] For example, the first threshold may be positively correlated with required braking force. The first threshold may also be positively correlated with vehicle speed.

[0010] For example, the predicted braking distance can be further determined based on the vehicle speed, the required braking force, and a preset comfortable braking time. When there is an obstacle ahead of the vehicle and the determined braking distance is greater than the current distance between the vehicle and the obstacle, the required braking force needs to be determined based on the distance between the vehicle and the obstacle and the vehicle speed in order to re-determine the target braking force or the change trend of the target braking force. For example, the second speed may be equal to 0 or may be another speed, for example, another speed close to 0, for example, 5 km / h.

[0011] For example, there is a moment between the first and second moments, during which the target braking force is equal to the required braking force, after which the target braking force gradually decreases to the second threshold.

[0012] For example, the operation of determining the target brake force based on the vehicle speed and the required brake force is performed at any time. Based on the current target brake force, the target brake force for a subsequent moment can be further determined, and the basic change trend of the target brake force can also be determined.

[0013] For example, vehicle braking can be classified into common braking and comfort braking, where common braking is prone to "thud / jerk" during the vehicle braking process, and comfort braking is braking performed using the brake control method provided in this embodiment of the present application.

[0014] Based on the above technical solution, as the target brake force first increases and then decreases, the force generated by the vehicle suspension during deceleration, which may cause vehicle jerk / jerking, can be gradually consumed, thereby effectively mitigating vehicle jerk / jerking during braking. Furthermore, since the target brake force first increases and then decreases, the corresponding value of vehicle braking deceleration also first increases and then decreases. From the change trend, it can be seen that this solution can achieve a comfortable braking operation without lengthening the braking distance, compared to a normal braking method with a small deceleration change. Furthermore, additional brake force can be provided by energy regeneration, sharing the workload of the brake system and thereby ensuring a comfortable braking operation.

[0015] With respect to the first aspect, in some implementations of the first aspect, after the second moment, the target braking force changes to a third threshold, the third threshold being a braking force required to keep the vehicle stationary.

[0016] For example, compared to the third threshold, the third threshold may be greater than the third threshold, or greater than 0 and less than the third threshold, as long as it is guaranteed that the vehicle can remain parked based on the third threshold.

[0017] Based on the above technical solutions, when the vehicle is stopped or tends to stop, the vehicle can perform automatic parking function based on the corresponding braking force of the vehicle, to avoid the vehicle "slipping", etc. Furthermore, power consumption can be reduced, and the wear of vehicle parts, such as the wear of the motor, can also be reduced.

[0018] Regarding the first aspect, in some implementations of the first aspect, a vehicle is controlled to perform a parking brake operation based on the method.

[0019] For example, the above method may be implemented by using the vehicle's braking system to perform the parking brake actuation process described above.

[0020] Regarding the first aspect, in some implementations of the first aspect, the sum of the first effective brake force and the second effective brake force is equal to the target brake force.

[0021] Regarding the first aspect, in some implementations of the first aspect, before the first moment or when the vehicle speed is greater than or equal to the first vehicle speed, the second effective brake force is set to 0 and the first effective brake force is set to be equal to the target brake force.

[0022] Regarding the first aspect, in some implementations of the first aspect, when the vehicle speed is equal to or less than a second vehicle speed or when the vehicle is not capable of energy regenerative braking, the first effective brake force is set to 0 and the second effective brake force is set to be equal to the target brake force.

[0023] For example, the first vehicle speed may be a condition for braking with energy regeneration. For example, when the vehicle is traveling at 30 kilometers per hour (kph), the vehicle may brake using a back-towing brake force generated by the engine. In this case, the brake force provided by energy regeneration is sufficient to meet the target brake force. Therefore, the second effective brake force may be set to 0.

[0024] Based on the above technical solution, energy regenerative braking is combined into the brake system, and the first effective brake force and the second effective brake force are set in real time based on the vehicle speed, to ensure comfortable braking operation of the vehicle.

[0025] Regarding the first aspect, in some implementations of the first aspect, the target braking force is determined based on information regarding a correspondence between vehicle speed, required braking force, and target braking force.

[0026] Based on the above technical solution, the target brake force is jointly determined based on multiple types of data, and the first effective brake force and the second effective brake force are then appropriately set, further ensuring comfortable braking operation of the vehicle.

[0027] Regarding the first aspect, in some implementations of the first aspect, the information regarding the correspondence relationship includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target brake force from the first moment to the second moment.

[0028] For example, the preset curve information is a curve of a target braking force determined at multiple moments during the braking operation of the vehicle, and the preset correspondence table information records the correspondence relationship of the target braking force corresponding to each of multiple moments during the braking operation of the vehicle.

[0029] Based on the above technical solutions, by using preset curve information or preset correspondence table information, the change trend of the target brake force can be presented more intuitively, thereby providing the user with a visualized change trend of the second required brake force.

[0030] With respect to the first aspect, in some implementations of the first aspect, it is determined that the vehicle currently satisfies a first condition, the first condition including at least one of: a braking deceleration of the vehicle within a first preset interval; a vehicle speed being less than a preset speed; a distance between the vehicle and an obstacle being equal to or greater than a preset distance; a pedal stroke of the vehicle within a second preset interval; or a pedal stroke rate of change of the vehicle within a third preset interval.

[0031] For example, the value corresponding to deceleration referred to in this embodiment of the present application is a scalar value.

[0032] For example, the information included in the first condition may further include, in addition to the above information, that the height of the front shaft suspension of the vehicle is lower than the height of the rear shaft suspension of the vehicle, that the traffic light in front of the vehicle is red, or that there is a sidewalk in front of the vehicle, etc. The height of the four active suspension wheels is the height of the four active suspension wheels from the ground.

[0033] For example, the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed may be set for different vehicles and different driving environments.

[0034] Based on the above technical solutions, due to the particularity of comfortable braking, comfortable braking can only be completed under certain conditions, which can avoid the corresponding safety risks caused by continuing to use comfortable braking in emergency situations, and improve the safety of comfortable braking.

[0035] For example, if a target object is detected to appear in front of the vehicle while the vehicle is braking, and if it is determined that the vehicle still satisfies the first condition, the target braking force is re-determined based on the current vehicle speed and the required braking force.

[0036] For example, if another target suddenly appears in front of the vehicle or an emergency occurs in the driver's seat, it is necessary to stop the comfortable braking operation and completely hand over permission for braking to the user to ensure the safety of the user, the passengers, and other targets on the road. Indeed, even if another target suddenly appears in front of the vehicle, the vehicle still satisfies the first condition, indicating that the current driving environment is still good. In this case, it is not necessary to stop the comfortable braking operation, and only the target braking force needs to be re-determined. Based on this technical solution, if the driving environment of the vehicle changes during the comfortable braking operation, it is re-determined whether the vehicle still satisfies the first condition. If the vehicle still satisfies the first condition, the target braking force is re-planned, thereby preventing a traffic accident from occurring due to the inability to avoid an emergency due to the execution of the comfortable braking operation in an emergency during the comfortable braking operation. This further improves the safety of the comfortable braking operation.

[0037] Regarding the first aspect, in some implementations of the first aspect, if the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or if the difference between the third braking distance and the first braking distance is less than a second distance threshold, the vehicle is controlled to brake based on a second target braking force, where the first braking distance is obtained by calculation based on the target braking torque and vehicle speed, the second braking distance is obtained by calculation based on the required braking force and vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

[0038] For example, if the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or if the difference between the third braking distance and the first braking distance is less than a second distance threshold, the vehicle can be generally said to be in an under-braking state.

[0039] For example, the second target brake force is a target brake force that is re-determined by referring to the first distance threshold or the second distance threshold based on the current driving environment of the vehicle, such as the current vehicle speed and the required brake force. The second target brake force is greater than the previously determined target brake force because the previously determined target brake force puts the vehicle into an under-braking state.

[0040] Based on the above technical solutions, the vehicle can be effectively avoided from being in an under-braking state, the braking distance can be shortened, and the risk of collision with an obstacle in front of the vehicle can also be effectively reduced, thereby ensuring the driving safety of the vehicle user.

[0041] With respect to the first aspect, in some implementations of the first aspect, the brake system includes a hydraulic brake system, an electric parking brake (EPB) system, and an electromechanical brake (EMB) system.

[0042] Based on the above technical solution, this method can be applied to multiple brake systems and has high applicability and compatibility.

[0043] According to a second aspect, there is provided a brake control device, the device including: an acquisition unit configured to acquire a vehicle speed and a required brake force of a vehicle; and a determination unit configured to determine a target brake force based on the vehicle speed and the required brake force, and to determine a first effective brake force and a second effective brake force based on the target brake force, wherein from a first moment to a second moment, the target brake force first changes to a first threshold value and then changes to a second threshold value, the first threshold value being greater than the required brake force and the second threshold value being less than the required brake force, the first moment being a moment when the vehicle speed is equal to a first speed, the second moment being a moment when the vehicle speed is equal to a second speed, the first effective brake force being provided by energy regeneration, and the second effective brake force being provided by a brake system.

[0044] Based on the above technical solution, as the target brake force first increases and then decreases, the force generated by the vehicle suspension during deceleration, which may cause vehicle jerk / jerking, can be gradually consumed, thereby effectively mitigating vehicle jerk / jerking during braking. Furthermore, as the target brake force first increases and then decreases, the corresponding value of vehicle braking deceleration also first increases and then decreases. From this change trend, it can be seen that this solution can achieve a comfortable braking operation without increasing the braking distance, compared to a normal braking method with a small deceleration change. Furthermore, additional brake force is provided by energy regeneration, sharing the workload of the brake system and thereby ensuring a comfortable braking operation.

[0045] With respect to the second aspect, in some implementations of the second aspect, after the second moment, the target braking force changes to a third threshold, the third threshold being the braking force required to keep the vehicle stationary.

[0046] For example, the third threshold value may be greater than the third threshold value, or may be greater than 0 and less than the third threshold value, as long as it is guaranteed that the vehicle can maintain a parked state based on the third threshold value.

[0047] Based on the above technical solutions, when the vehicle is stationary or tends to be stationary, the vehicle can realize an automatic parking function based on the corresponding braking force of the vehicle to avoid the vehicle "slipping", etc. Furthermore, the power consumption can be reduced, and the wear of vehicle parts, such as the wear of the motor, can also be reduced.

[0048] With regard to the second aspect, in some implementations of the second aspect, the apparatus further includes a control unit configured to control the vehicle to perform a parking brake operation.

[0049] Regarding the second aspect, in some implementations of the second aspect, the sum of the first effective brake force and the second effective brake force is equal to the target brake force.

[0050] Regarding the second aspect, in some implementations of the second aspect, before the first moment or when the vehicle speed is greater than or equal to the first vehicle speed, the second effective brake force is set to 0 and the first effective brake force is set to be equal to the target brake force.

[0051] Regarding the second aspect, in some implementations of the second aspect, when the vehicle speed is equal to or less than a second vehicle speed or when the vehicle is not capable of energy regenerative braking, the first effective brake force is set to 0 and the second effective brake force is set to be equal to the target brake force.

[0052] Based on the above technical solution, the energy regenerative brake is combined with the brake system, and the first effective brake force and the second effective brake force are set in real time based on the vehicle speed, thereby ensuring comfortable braking operation of the vehicle.

[0053] Regarding the second aspect, in some implementations of the second aspect, the determination unit is particularly configured to determine the target braking force based on information regarding a correspondence between the vehicle speed, the required braking force, and the target braking force.

[0054] Based on the above technical solution, the determination unit jointly determines the target braking force based on multiple types of data, so that the first effective braking force and the second effective braking force are subsequently set appropriately, and further ensure the comfortable braking operation of the vehicle.

[0055] Regarding the second aspect, in some implementations of the second aspect, the information regarding the correspondence relationship includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target brake force from the first moment to the second moment.

[0056] Based on the above technical solutions, by using preset curve information or preset correspondence table information, the change trend of the target brake force can be presented more intuitively, thereby providing the user with a visualized change trend of the second required brake force.

[0057] With respect to the second aspect, in some implementations of the second aspect, the determination unit is further configured to determine that the vehicle currently satisfies a first condition, the first condition including at least one of: a braking deceleration of the vehicle is within a first preset interval; a vehicle speed is lower than a preset speed; a distance between the vehicle and an obstacle is equal to or greater than a preset distance; a pedal stroke of the vehicle is within a second preset interval; or a rate of change of the pedal stroke of the vehicle is within a third preset interval.

[0058] Based on the above technical solutions, due to the particularity of comfortable braking, comfortable braking can only be completed under certain prerequisites, which can avoid the corresponding safety risks caused by continuing to use comfortable braking in an emergency, and improve the safety of comfortable braking.

[0059] With regard to the second aspect, in some implementations of the second aspect, the control unit is further configured to control the vehicle to brake based on a second target braking force when a difference between the first braking distance and the second braking distance is greater than a first distance threshold or when a difference between the third braking distance and the first braking distance is less than a second distance threshold, wherein the first braking distance is obtained by calculation based on the target braking torque and vehicle speed, the second braking distance is obtained by calculation based on the required braking force and vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

[0060] Based on the above technical solutions, the vehicle can be effectively prevented from being under-braked, the braking distance can be shortened, and the risk of collision with obstacles in front of the vehicle can be effectively reduced, thereby ensuring the driving safety of vehicle users.

[0061] With respect to the second aspect, in some implementations of the second aspect, the brake system includes a hydraulic brake system, an electric parking brake (EPB) system, and an electromechanical brake (EMB) system.

[0062] Based on the above technical solution, this method can be applied to multiple brake systems and has high applicability and compatibility.

[0063] According to a third aspect, there is provided a brake control device including a processor and a memory, the processor being connected to the memory, the memory being configured to store program code, the processor being configured to call the program code to execute the method in any possible implementation of the method design of the first aspect.

[0064] According to a fourth aspect, there is provided a chip system. The chip system is for use in an electronic device. The chip system includes one or more interface circuits and one or more processors. The interface circuits and processors are interconnected via lines. The interface circuits are configured to receive signals from a memory of the electronic device and transmit the signals to the processor. The signals include computer instructions stored in the memory. When the processor executes the computer instructions, the electronic device performs a method in any possible implementation of the method design of the first aspect.

[0065] According to a fifth aspect, there is provided a computer readable storage medium storing a computer program or instructions for use in implementing the method in any possible implementation of the method design of the first aspect.

[0066] According to a sixth aspect, there is provided a computer program product, the computer program code or instructions, when run on a computer, enabling the computer to carry out the method in all possible implementations of the method design of the first aspect.

[0067] According to a seventh aspect, an embodiment of the present application provides an integrated booster, which includes a pedal stroke sensor, a brake main cylinder, a motor, a push rod mechanism, and any possible implementation of the method design of the first aspect. Dekata The law The electronic control unit that runs include.

[0068] According to an eighth aspect, an embodiment of the present application provides a brake system, the brake system including a brake pedal, a brake actuator, a brake fluid pipe, and an integrated booster according to the seventh aspect.

[0069] According to a ninth aspect, an embodiment of the present application provides a vehicle, the vehicle including a brake control device according to any one of the possible embodiments of the second or third aspect, an integrated booster according to any one of the possible embodiments of the seventh aspect, or a brake system according to any one of the possible embodiments of the eighth aspect. [Brief explanation of the drawings]

[0070] [Figure 1] 1 is a diagram of an electro-hydraulic brake system according to one embodiment of the present application. [Figure 2] 2 is a schematic flow chart of a brake control method according to an embodiment of the present application. [Figure 3(a)] FIG. 2 is a diagram of parameter change trends of a brake control method according to an embodiment of the present application; [Figure 3(b)] FIG. 2 is a diagram of parameter change trends of a brake control method according to an embodiment of the present application; [Figure 3(c)] FIG. 2 is a diagram of parameter change trends of a brake control method according to an embodiment of the present application; [Figure 4]4 is a schematic flow chart of another brake control method according to an embodiment of the present application. [Figure 5] 5 is a diagram of the structure of a brake control device 500 according to an embodiment of the present application. [Figure 6] FIG. 6 is a block diagram of a brake control device 600 according to an embodiment of the present application. [Figure 7] 7 is a structural diagram of a brake control device 700 according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0071] The following describes the technical solutions of the embodiments of the present application with reference to the accompanying drawings.

[0072] The mobile carrier in this application may include road transportation means, water transportation means, air transportation means, industrial equipment, agricultural equipment, recreational equipment, etc. For example, the mobile carrier may be a vehicle. A vehicle is a broad definition of a vehicle, and may be a transportation means (such as a commercial vehicle, a passenger car, a motorcycle, an aircraft, or a train), an industrial vehicle (such as a pallet truck, a trailer, or a tractor), a construction vehicle (such as an excavator, a bulldozer, or a crane), an agricultural equipment (such as a lawn mower or a harvester), a recreational device, or a toy vehicle. In the embodiment of this application, the type of vehicle is not particularly limited. As another example, the mobile carrier may be a transportation means such as an airplane or a ship.

[0073] For ease of understanding, the embodiments of the present application will be described using a normal vehicle as an example.

[0074] The brake system is one of the core control systems of a vehicle. It is used to implement longitudinal control of the vehicle, thereby slowing it down or maintaining a certain speed.

[0075] FIG. 1 is a diagram of an electro-hydraulic braking (EHB) system.

[0076] The braking system includes a brake pedal 101, an integrated booster 102, brake actuators (103-1, 103-2, 103-3, and 103-4), and brake fluid pipes 104.

[0077] The integrated booster 102 is a core component of the brake system, and is integrated with an electronic control unit (ECU), pedal stroke sensor, main brake cylinder, motor, push rod mechanism, etc. The brake pedal 101 is firmly connected to the integrated booster 102 via the push rod mechanism, and the integrated booster 102 is connected via brake fluid pipes 104 to brake actuators (103-1, 103-2, 103-3, and 103-4) attached to the wheel sides.

[0078] During braking, the user depresses the brake pedal 101, the push rod mechanism of the integrated booster 102 generates a displacement, the pedal stroke sensor detects the displacement of the push rod mechanism and sends a displacement signal to the ECU, the ECU calculates the torque to be generated by the motor, and then the motor's transmission mechanism converts the torque into braking force. The braking force and the push rod force generated by the brake pedal 101 using the push rod mechanism act together on the brake main cylinder and are jointly converted into hydraulic pressure in the brake main cylinder. The brake fluid with hydraulic pressure acts on the brake actuators (103-1, 103-2, 103-3, and 103-4) through the brake fluid pipe 104 to apply the brakes.

[0079] However, when applying the vehicle brakes based on the EHB system, it is difficult to avoid "thud / jerk" during the braking process of the vehicle. To achieve a smooth braking operation of the vehicle, users usually intentionally reduce the brake pressure, but this inevitably increases the braking distance and even creates the risk of vehicle collision.

[0080] In view of this, the embodiment of the present application provides a brake control method, which completes a comfortable braking operation by combining energy regeneration and a braking system, improves the comfort of the braking process, avoids the "thud / jerk" of the vehicle during the braking process, avoids the risk of collision, and does not further increase the braking distance.

[0081] FIG. 2 is a schematic flow chart of a brake control method according to an embodiment of the present application.

[0082] S210: The vehicle speed and required braking force are acquired.

[0083] In some possible embodiments, the required braking force is obtained based on user input, or the required braking force is obtained based on an intelligent driving system (e.g., an automated driving system or a driver assistance system).

[0084] In some possible embodiments, the user may be the driver of the vehicle, a vehicle occupant, or an authorized occupant of the vehicle. The authorized occupant has the authority to instruct the vehicle to brake. The braking force may be, in a broad sense, a braking torque, an acceleration, or the like.

[0085] In some possible embodiments, the operation of determining the target braking force based on the vehicle speed and the required braking force can be performed at any time. Based on the current target braking force, the target braking force for a subsequent moment can be further determined, and a basic change trend of the target braking force can also be determined.

[0086] In some possible embodiments, the expected braking distance may be further determined based on the vehicle speed, the required braking force, and a preset comfortable braking operation time. If there is an obstacle ahead of the vehicle and the determined braking distance is greater than the current distance between the vehicle and the obstacle, the required braking force needs to be determined based on the distance between the vehicle and the obstacle and the vehicle speed, and the target braking force or the change trend of the target braking force needs to be re-determined.

[0087] In some possible embodiments, vehicle braking operations are classified into normal braking operations and comfortable braking operations, where normal braking operations are prone to "thud / jerk" during the vehicle braking process, and comfortable braking operations are braking operations performed using the brake control method provided in this embodiment of the present application.

[0088] 3(a) to 3(c) are diagrams showing the parameter change trends of the brake control method according to one embodiment of the present application.

[0089] For ease of explanation, in this embodiment of the present application, the change trends of each parameter during the vehicle braking process are presented in the form of a curve. In each of Figures 3(a), 3(b), and 3(c), the first deceleration curve is plotted at the first moment, the second moment, and the third moment. 3 Three representative moments are marked. The first moment is the moment when the vehicle begins to perform a comfortable braking operation, the second moment is the moment during the comfortable braking process of the vehicle, and the third moment is the moment after the comfortable braking operation of the vehicle has stopped. The first deceleration curve is determined during the vehicle's braking operation. The first deceleration curve is calculated from the first moments shown in Figures 3(a) to 3(c). Since the first deceleration curve follows the basic curve trend of a comfortable braking operation, the general curve trend of the first deceleration curve that complies with the comfortable braking operation requirements is as follows:

[0090] As shown in Figures 3(a), 3(b), and 3(c), the trend of the first deceleration curve is as follows:

[0091] Between the first and second moments, the deceleration of the vehicle tends to be large at first and then gradually decrease and become smoother.

[0092] Between the second and third moments, the real-time speed of the vehicle approaches zero and then equals zero, so the deceleration of the vehicle gradually approaches zero, and the real-time speed of the first deceleration curve also approaches zero. It should be understood that when the vehicle encounters the aforementioned deceleration trend during the braking process, "thud / jerk" in the vehicle is effectively avoided. However, it is usually impossible for a user to accurately grasp the input of braking force using the pedal. However, the technical solution provided in this embodiment of the present application can adjust the braking force at multiple moments to achieve a comfortable braking operation of the vehicle. S220: Determine a target braking force based on the vehicle speed and the required braking force.

[0093] In some possible embodiments, when the required braking force is used, the vehicle can complete the braking operation, but it is difficult to avoid "throbbing / jerking" during the braking process of the vehicle. Therefore, in this embodiment of the present application, based on the required braking force, the vehicle speed and the required braking force are referenced to determine target braking forces at multiple instants, thereby making it possible to avoid "throbbing / jerking" during the braking process of the vehicle.

[0094] As shown in Figures 3(a), 3(b), and 3(c), the deceleration trends for the first, second, and third moments and each period are marked on the first deceleration curve. Based on this trend, preset curve information for the target brake force, which corresponds to the first deceleration curve, can also be determined. Based on the preset curve information, the target brake force curves shown in Figures 3(a) to 3(c) can be determined, specifically, the bold lines in Figures 3(a) to 3(c). The first moment may be the start time of the target brake force change curve, and the change trend of the target brake force that can satisfy comfortable braking conditions is as follows:

[0095] During a braking operation of the vehicle, the target brake force changes first to a first threshold value and then to a second threshold value, the first threshold value being greater than the required brake force and the second threshold value being less than the required brake force, the first threshold value being the moment when the vehicle speed is equal to the first speed, and the second threshold value being the moment when the vehicle speed is equal to the second speed.

[0096] In some possible embodiments, the second speed may be equal to 0 or another speed less than the first speed, for example another speed close to 0, for example 5 km / h.

[0097] In some possible embodiments, the first threshold may be positively correlated with the required braking force. The first threshold may also be positively correlated with the vehicle speed.

[0098] In some possible embodiments, there is a moment between the first and second moments, at which the target braking force is equal to the required braking force, after which the target braking force is gradually reduced to the second threshold.

[0099] In the process of increasing the target brake force described above, the target brake force actually corresponds to the portion of the first deceleration curve where the speed drops sharply.

[0100] In the aforementioned process of reducing the target brake force, the target brake force actually corresponds to the portion of the first deceleration curve where the deceleration trend becomes gentler. This process gradually dissipates the force generated by the vehicle suspension during the deceleration process, which may cause the vehicle to jerk or jerk, thereby effectively mitigating the vehicle's jerk or jerk during the braking process. Furthermore, because the target brake force first increases and then decreases, the corresponding value of the vehicle's braking deceleration also first increases and then decreases. From this change trend, it can be seen that this solution can achieve a comfortable braking operation without increasing the braking distance, compared to a normal braking method with a small deceleration change.

[0101] After a second moment during braking of the vehicle, the target braking force changes to a third threshold, the third threshold being the braking force required to keep the vehicle stationary.

[0102] In some possible embodiments, after a second moment during the vehicle's braking operation, the target brake force may need to increase again compared to the target brake force at the second moment to keep the vehicle stationary, or the target brake force may decrease compared to the target brake force at the second moment, or the target brake force may remain unchanged. The change trend of the target brake force after the second moment mainly depends on the torque required to ensure the vehicle is stationary. However, the brake force required to keep the vehicle stationary is generally smaller than the required brake force input by the user. Based on this technical solution, power consumption can be reduced, and wear on vehicle components, such as the motor, can also be reduced.

[0103] In some possible embodiments, the above-described method may be performed using the vehicle's brake system to perform the above-described parking brake operation process.

[0104] In some possible embodiments, after the second time instant, when the vehicle is stationary, the automatic parking function of the vehicle is instead enabled, and a parking operation is performed based on a third threshold. Optionally, the automatic parking function of the vehicle may be implemented using an electric parking braking (EPB) system, an automatic vehicle hold (AVH) system, or a P-lock of the vehicle. Of course, other methods may also be used, and this is not a limitation in this embodiment of the present application.

[0105] S230: Determine a first effective brake force and a second effective brake force based on the target brake force.

[0106] The first effective braking force is provided by energy regeneration and the second effective braking force is provided by the brake system.

[0107] Based on the above technical solution, as the target brake force first increases and then decreases, the force generated by the vehicle suspension during deceleration, which may cause vehicle jerk / jerking, can be gradually dissipated, thereby effectively mitigating vehicle jerk / jerking during braking. Furthermore, because the target brake force first increases and then decreases, the corresponding value of vehicle braking deceleration also first increases and then decreases. From this change trend, it can be seen that this solution can achieve a comfortable braking operation without lengthening the braking distance, compared to a normal braking method with a small deceleration change. Furthermore, additional brake force can be provided by energy regeneration, sharing the workload of the brake system and thereby ensuring a comfortable braking operation.

[0108] In some possible embodiments, after determining the first effective braking force and the second effective braking force, the vehicle's braking system may instruct to perform a braking operation based on the first effective braking force and the second effective braking force.

[0109] In some possible embodiments, the sum of the first effective braking force and the second effective braking force is equal to the target braking force.

[0110] In some possible embodiments, before the first moment or when the vehicle speed is greater than or equal to the first vehicle speed, the second effective brake force is set to 0 and the first effective brake force is set to be equal to the target brake force.

[0111] The first vehicle speed is the condition for braking by energy regeneration. For example, when the vehicle is traveling at 30 km / h, the vehicle can brake using the back-towing braking force generated by the engine. In this case, the braking force provided by energy regeneration is sufficient to meet the target braking force. Therefore, the second effective braking force may be set to 0.

[0112] In some possible embodiments, when the vehicle speed is equal to or less than a second vehicle speed or when the vehicle is unable to perform energy regenerative braking operation, the first effective brake force is set to 0 and the second effective brake force is set to be equal to the target brake force.

[0113] For ease of explanation, the following will specifically explain the change relationships between the first effective braking force, the second effective braking force, and the target braking force with reference to Figures 3(a), 3(b), and 3(c).

[0114] In some possible embodiments, in Figures 3(a) to 3(c), the first effective brake force curve is a curve of change in the brake force provided by energy regeneration, and the second effective brake force curve is a curve of change in the brake force provided by the brake system.

[0115] As shown in Figure 3(a), at the first moment, the braking force provided by the energy regeneration can meet the target braking force requirement, so there is no need to provide braking force by the brake system at that moment.

[0116] Between the first and second moments, the braking force provided by the energy regeneration gradually decreases and cannot meet the target braking force requirement, so during this period, the braking system needs to be used to supplement the braking force so that the sum of the first effective braking force and the second effective braking force is equal to the target braking force.

[0117] Before the second moment, the braking force cannot be provided by energy regeneration. After that moment, the braking force can be provided only by the brake system, and the target braking force requirement can be met. Therefore, after that moment, the change trend of the second effective braking force curve matches the change trend of the preset curve information.

[0118] As shown in Figure 3(b), between the first and second moments, the braking force initially provided by energy regeneration is sufficient to meet the target braking force requirement, so there is no need to provide braking force through the brake system during the initial period. However, after the initial period, the braking force provided by energy regeneration gradually decreases, so that at a certain moment, the target braking force requirement cannot be met. Therefore, after that moment, the braking force needs to be supplemented using the brake system so that the sum of the first applied braking force and the second applied braking force is equal to the target braking force.

[0119] At an earlier moment close to the second moment, the brake force cannot be provided by energy regeneration. After that moment, the brake force can only be provided by the brake system to meet the target brake force requirement. Therefore, after that moment, the change trend of the second effective brake force curve matches the change trend of the preset curve information.

[0120] As shown in Figure 3(c), from the first moment, the braking force provided by energy regeneration is always 0. For example, the vehicle speed is always lower than the first speed, i.e., no braking force can be provided by energy regeneration. Therefore, during the vehicle braking operation, the braking force is provided by the brake system, and the braking force is always equal to the target braking force. Therefore, during the entire comfortable braking operation process, there is only the second actual braking force curve in Figure 3(c).

[0121] Based on the above technical solutions, it is possible to avoid the thud / jerk of the vehicle during the braking process, to perform a comfortable braking operation, to avoid the risk of collision, and to improve the comfort of the braking process without further increasing the braking distance. Furthermore, additional braking force is provided by energy regeneration, which shares the workload of the vehicle brake system, thereby ensuring a comfortable braking operation.

[0122] In some possible embodiments, the target braking force may be determined based on information regarding the correspondence between vehicle speed, required braking force, and target braking force.

[0123] The information regarding the correspondence relationship includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target brake force from a first moment to a second moment.

[0124] Based on the above technical solutions, by using preset curve information or preset correspondence table information, the change trend of the target brake force can be presented more intuitively, thereby providing the user with a visualized change trend of the second required brake force.

[0125] In some possible embodiments, the preset curve information is a curve of a target brake force determined at multiple moments during the braking operation of the vehicle, and the preset correspondence table information records the correspondence relationship of the target brake force corresponding to each of the multiple moments during the braking operation of the vehicle.

[0126] Based on the above technical solution, the target braking force confirmed in the past at multiple instants continues to be directly used, thereby reducing the calculation cost of comfortable braking operation and improving the calculation efficiency of comfortable braking operation.

[0127] To initiate a comfort braking process, it is further necessary to determine whether the vehicle currently meets certain prerequisites, in which case the comfort braking process can be initiated.

[0128] In some possible embodiments, before S220, it may be further determined whether the vehicle currently satisfies a first condition, the first condition including at least one of: a braking deceleration of the vehicle is within a first preset interval; a speed of the vehicle is less than a preset speed; a distance between the vehicle and an obstacle is equal to or greater than a preset distance; a pedal stroke of the vehicle is within a second preset interval; or a rate of change of the pedal stroke of the vehicle is within a third preset interval.

[0129] For example, the first preset interval is [0,15] m / s 2 or another suitable deceleration interval.

[0130] The preset speed may be 50 kilometers per hour, or may be another suitable preset speed value.

[0131] The preset distance may be 150 m, or may be another suitable preset distance value.

[0132] The second preset interval may be [0,10] cm, or another suitable preset interval.

[0133] The third preset interval may be [0,5] cm / s, or another suitable preset interval.

[0134] In some possible embodiments, the value corresponding to the deceleration referred to in this embodiment of the present application is a scalar value.

[0135] In some possible embodiments, in addition to the information mentioned above, the information included in the first condition may further include that the height of the front shaft suspension of the vehicle is lower than the height of the rear shaft suspension of the vehicle, that the traffic light in front of the vehicle is red, or that there is a sidewalk in front of the vehicle, etc. The height of the four active suspension wheels is the height of the four active suspension wheels from the ground.

[0136] In some possible embodiments, the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed may be set for different vehicles and different driving environments.

[0137] Based on the above technical solutions, due to the particularity of comfortable braking, comfortable braking can only be completed under certain conditions, avoiding the corresponding safety risks caused by continuing to use comfortable braking in an emergency, and improving the safety of comfortable braking.

[0138] In some possible embodiments, when the vehicle applies comfort braking, for example, during the vehicle's braking operation, the vehicle must further determine whether the vehicle still satisfies the first condition during this period. If the vehicle does not satisfy the first condition for a moment, this may mean that the vehicle's current driving environment has suddenly changed. For example, if another object suddenly appears in front of the vehicle or an emergency occurs in the driver's seat, the comfort braking operation must be stopped and braking permission must be completely handed over to the user to ensure the safety of the user, passengers, and other objects on the road. Indeed, even if another object suddenly appears in front of the vehicle, the vehicle still satisfies the first condition, which indicates that the current driving environment is still good. In this case, it is not necessary to stop the comfort braking operation, but rather to re-determine the target brake force or re-plan the preset curve information.

[0139] Based on the above technical solution, if the driving environment of the vehicle changes during comfortable braking, whether the vehicle satisfies the first condition is determined again, and if the vehicle satisfies the first condition, the target brake force is re-planned, thereby avoiding a situation in which emergency avoidance cannot be achieved due to the execution of comfortable braking in an emergency during comfortable braking, resulting in a traffic accident, thereby further improving the safety of comfortable braking.

[0140] In some possible embodiments, the braking system includes a hydraulic braking system, an EPB, and an electro-mechanical braking (EMB) system.

[0141] Based on the above technical solutions, this method can be applied to multiple brake systems and has high applicability and compatibility.

[0142] In some possible embodiments, the vehicle's comfort brake function may be enabled automatically after the vehicle is powered on, or may be enabled using a specified comfort brake function enable command after the vehicle is powered on.

[0143] In some possible embodiments, after the vehicle is powered on, the on / off status of the comfort brake function existing since the last power-on of the vehicle is obtained. If the comfort brake function existing since the last power-on of the vehicle is enabled, it indicates that the current comfort brake function of the vehicle can be enabled. If the comfort brake function existing since the last power-on of the vehicle is disabled, prompt information can be sent to the user, and the prompt information is used to notify the user whether to enable the comfort brake function of the vehicle. When a start instruction from the user is detected, the comfort brake function of the vehicle is enabled.

[0144] In some possible embodiments, the prompt information may be audio prompt information, text prompt information, video prompt information, or another form of prompt information, which is not limited to this embodiment of the present application.

[0145] In some possible embodiments, the start instruction may be a user's action instruction on a physical control button on the center console of the vehicle, or a user's touch instruction on a virtual button on a display on the center console of the vehicle, or a voice instruction, a gesture instruction, or other instruction, which is not limited in this embodiment of the present application.

[0146] In some possible embodiments, the on / off state of the comfort braking function present since the last power-on of the vehicle is the availability of the comfort braking function determined during the last start-up of the vehicle.

[0147] In some possible embodiments, after the vehicle is powered on, it may further detect whether the vehicle and the system are available. If it is determined that the vehicle and the system are available, the above steps obtain the on / off status of the comfort brake function that exists after the last power-on of the vehicle, and perform subsequent operations. If it is determined that the vehicle and the system are not available, it indicates that the comfort brake function is not available.

[0148] In some possible embodiments, detecting whether the vehicle and system are available may specifically be detecting factors that affect the vehicle's comfortable braking operation, for example, whether the brake pedal is damaged or the main brake cylinder is broken.

[0149] In some possible embodiments, during the comfortable braking process, the vehicle may be in an over-braking state or an under-braking state. When the vehicle is in an over-braking state or an under-braking state, comfort and even driving safety are affected. Therefore, during the comfortable braking process, it is also necessary to monitor in real time whether the vehicle is in an under-braking state or an over-braking state. When it is determined that the vehicle is in an under-braking state or an over-braking state, the comfortable braking process is terminated, and a normal braking operation is performed, or the target braking force is re-determined, for example, a second target braking force is determined, and the vehicle is controlled to perform a braking operation based on the second target braking force.

[0150] In the following, a hydraulic brake system is taken as an example. Specifically, whether the vehicle is in an under-braking state or an over-braking state can be determined as follows: The vehicle's comfortable braking time is longer than the preset time; The difference between the first braking distance and the second braking distance is greater than a first distance threshold, or the difference between the third braking distance and the first braking distance is less than a second distance threshold, the first braking distance being obtained by calculation based on the target brake torque and the vehicle speed, the second braking distance being obtained by calculation based on the required brake force and the vehicle speed, and the third braking distance being the distance between the vehicle and the obstacle; or The change in deceleration of the vehicle during the comfort braking process is greater than the first deceleration threshold.

[0151] For example, the preset time period may be 20 seconds or another suitable preset time value.

[0152] The first distance threshold may be 150 m, or may be another suitable threshold.

[0153] The second distance threshold may be 50 m, or another suitable threshold.

[0154] The third distance threshold may be 100 m, or another suitable threshold.

[0155] The first deceleration threshold is 20 m / s 2 or another suitable threshold value.

[0156] In some possible embodiments, the comfortable braking time of the vehicle is longer than the preset time, in other words, the braking force is insufficient and as a result, the braking time is long, which indicates that the braking force provided by the main brake cylinder of the vehicle and / or the braking force provided by the energy regeneration is insufficient and the vehicle is in an under-braking state.

[0157] In a comfortable braking process, the difference between the first braking distance and the second braking distance is greater than the first distance threshold. In other words, the vehicle's braking distance is excessively long due to insufficient braking force, i.e., insufficient braking force provided by the vehicle's main brake cylinder and / or braking force provided by energy regeneration. This indicates that the vehicle is under-braked.

[0158] In a smooth braking process, the difference between the third braking distance and the first braking distance is less than the second distance threshold. In other words, the vehicle's braking distance is excessively long due to insufficient braking force, i.e., insufficient braking force from the vehicle's main brake cylinder and / or energy regeneration. This indicates that the vehicle is under-braked.

[0159] During a comfortable braking process, the vehicle deceleration changes significantly due to excessive braking force, i.e., excessive braking force provided by the vehicle's main brake cylinder and / or excessive braking force provided by energy regeneration, which indicates that the vehicle is in an over-braking state.

[0160] In the case of a non-separate brake system, the motor is controlled by controlling a solenoid valve or in a pressure-based closed-loop manner, and extracts or pushes a portion of the brake fluid from or into the vehicle's main brake cylinder in cooperation with the braking force provided by energy regeneration, thereby reducing or increasing the pressure in the vehicle's main brake cylinder. In the case of a separate brake system, the motor is controlled by controlling a solenoid valve or in a pressure-based closed-loop manner, and a pressure unit adjusts the pressure in the vehicle's main brake cylinder based on a preset pressure curve. In this way, pressure adjustment is more stable and noise is reduced. In addition, the braking force is provided by energy regeneration, and a portion of the braking force is shared, thereby reducing the workload of the brake system.

[0161] Take the brake system shown in FIG. 1 as an example. During braking, a user depresses the brake pedal 101, causing the push rod mechanism of the integrated booster 102 to generate a displacement. The pedal stroke sensor detects the displacement of the push rod mechanism and sends a displacement signal to the ECU. The ECU then calculates the torque to be generated by the motor, which corresponds to the required braking force input by the user. The motor's transmission mechanism then converts the torque into braking force. The ECU then calculates the pressure of the main brake cylinder when the braking force and the push rod force generated by the brake pedal 101 using the push rod mechanism act on the main brake cylinder, which is the required pressure. Based on the required pressure, the ECU controls the braking force of the main brake cylinder using the control method described above to change the braking force based on the braking force corresponding to the preset curve information and the braking force provided by energy regeneration. During this process, the braking force corresponding to the preset curve information and the braking force provided by energy regeneration are converted into hydraulic pressure together in the main brake cylinder, and the hydraulic brake fluid acts on the brake actuators (103-1, 103-2, 103-3, and 103-4) via the brake fluid pipe 104, realizing a comfortable braking operation.

[0162] Referring to the above embodiment of determining whether the vehicle is in an under-braking state or an over-braking state, one embodiment of the present application provides another brake control method.

[0163] FIG. 4 is a schematic flow chart of another brake control method according to an embodiment of the present application.

[0164] S410: Detect the required braking force input by the user and obtain information on the vehicle's running state.

[0165] The vehicle driving state information may include the vehicle speed, the braking force input to the entire vehicle, the pedal movement speed, and the like.

[0166] S420: Determine whether the vehicle satisfies a first condition based on the driving state information.

[0167] If it is determined that the vehicle satisfies the first condition, the vehicle needs to perform a comfortable braking operation, and step S430 is executed; otherwise, step S470 is executed.

[0168] In some possible embodiments, for the specific content of the vehicle driving state information and the determination of whether to apply comfort braking based on the driving state information, please refer to the relevant descriptions of the above embodiments, and the details will not be described again here.

[0169] S430: Provides comfortable braking using an energy regenerative braking system and / or a main brake cylinder hydraulic distribution system.

[0170] In some possible embodiments, the braking force of the vehicle's main brake cylinder is adjusted based on preset curve information and the braking force provided by energy regeneration at multiple moments, as shown in Figures 3(a) to 3(c). For specific implementation processes, please refer to the relevant descriptions of the preceding embodiments.

[0171] S440: Determine whether the vehicle is under-braking or over-braking.

[0172] In some possible embodiments, during the comfortable braking process, it is determined in real time whether the vehicle is in an under-braking state or an over-braking state. For specific determination methods, please refer to the related descriptions of the above embodiments. Details will not be described again here. If the vehicle is not in an under-braking state or an over-braking state, step S430 is continued to be executed. Alternatively, if the vehicle is in an under-braking state or an over-braking state, step S470 is executed.

[0173] S450: Determine whether the vehicle is stopping.

[0174] In some possible embodiments, whether the vehicle stops is determined based on the vehicle's driving information. The driving information may be the vehicle's speed, or of course, other information. This is not limited in this specification. After the vehicle stops, step S460 is executed, or if the vehicle does not stop, step S430 is still executed.

[0175] S460: Restore braking force or park the vehicle.

[0176] In some possible embodiments, in the process of performing a comfortable braking operation based on the preset curve information, when the vehicle is stopped, the braking force provided by energy regeneration is limited or cannot be braked by energy regeneration. Furthermore, in this case, the braking force of the main brake cylinder of the vehicle is small and insufficient to keep the vehicle stationary. Therefore, when the vehicle is stopped, the pressure of the main brake cylinder of the vehicle is increased until it reaches the pressure required to keep the vehicle stationary, and when the pressure of the main brake cylinder of the vehicle reaches the pressure required to keep the vehicle stationary, the automatic parking system of the vehicle is activated. Alternatively, the automatic parking system of the vehicle is activated when the vehicle is stopped.

[0177] S470: Apply normal brakes.

[0178] In some possible embodiments, normal braking may be braking performed according to a conventional specified policy, or may be taken over directly by the driver or an intelligent driving system to control the vehicle to perform braking.

[0179] In some possible embodiments, if the comfortable braking operation continues when the vehicle is in an under-brake state or an over-brake state, driving safety will be affected. Therefore, when the vehicle is in an under-brake state or an over-brake state, the vehicle is controlled to terminate the comfortable braking operation and apply normal braking.

[0180] 5 is a structural diagram of a brake control device 500 according to an embodiment of the present application. As shown in FIG. 5, the brake control device 500 includes:

[0181] The detection module 510 is configured to detect the required braking force input by the user and obtain the running state information of the vehicle.

[0182] For the specific content of the driving status information, please refer to the relevant description of the above embodiment, and the details will not be described again here.

[0183] In some possible embodiments, information stored in the brake operation ECU (the status of the last enabled comfort brake function), vehicle instrument or button input, user input information (such as accelerator pedal and brake pedal stroke), and real-time detection information from modules such as a vehicle sensor module (such as wheel speed, vehicle speed, and acceleration), a network connection module (such as surrounding vehicle information), an environmental sensing module (such as the presence or absence of obstacles, distance from obstacles, and information about traffic lights and crosswalks), and related ECUs (such as the height of the four wheels of the active suspension) can be collected and fusion processing can be performed to obtain vehicle driving state information.

[0184] The determination module 520 is configured to determine, based on the vehicle driving state information, whether the vehicle satisfies a first condition and determine whether the vehicle needs to apply comfort braking.

[0185] For the specific determination process, please refer to the relevant content of the above embodiment, and the details will not be described again here.

[0186] The monitoring module 530 is configured to monitor in real time whether the vehicle is in an under-braking state or an over-braking state based on the data collected by the detection module 510 and the overall vehicle state of the vehicle.

[0187] If the vehicle is equipped with an active suspension and has an external response interface, the control module 540 cooperates with the energy regeneration brake and the brake system to achieve a comfortable braking effect throughout the entire braking process. If the vehicle is equipped with a normal suspension and it is determined that a comfortable braking operation is required, the brake pressure to be provided to a specific brake unit of the brake system is adjusted based on preset curve information. The brake force that can be provided by energy regeneration may differ from the brake pressure corresponding to the vehicle's brake pedal stroke or the brake pressure required by the automatic braking system. After the vehicle stops, the specified brake pressure is restored to a pressure that can stop the vehicle, but is not necessarily the pressure required by the intelligent driving system or the pressure corresponding to the user's brake pedal stroke.

[0188] The execution module 550 is configured to adjust the braking force provided by the energy regeneration and the pressure of the vehicle's main brake cylinder based on preset curve information. The specific adjustment method is not limited, and a separate brake system or a non-separate brake system can be used.

[0189] It should be noted that for the implementation processes of the detection module 510, the determination module 520, the monitoring module 530, the control module 540, and the execution module 550, please refer to the relevant descriptions in the preceding embodiments, and the details will not be described again here.

[0190] Furthermore, an embodiment of the present application further provides an apparatus configured to perform any of the aforementioned methods, for example, a braking apparatus, which includes a unit (or means) configured to perform any of the aforementioned braking methods.

[0191] 6 is a block diagram of a brake control device 600 according to an embodiment of the present application. As shown in FIG. 6, the device 600 includes: an acquisition unit 610 configured to acquire the vehicle speed and required braking force of the vehicle; a determination unit 620 configured to determine a target braking force based on a vehicle speed and a required braking force, and to determine a first effective braking force and a second effective braking force based on the target braking force; From the first moment to the second moment, the target brake force first changes to a first threshold value and then changes to a second threshold value, the first threshold value being greater than the required brake force and the second threshold value being less than the required brake force, the first moment being the moment when the vehicle speed is equal to a first speed, the second moment being the moment when the vehicle speed is equal to a second speed and the second speed is less than the first speed, the first effective brake force is provided by energy regeneration, and the second effective brake force is provided by the brake system.

[0192] In some possible embodiments, after the second moment, the target braking force changes to a third threshold value, the third threshold value being the braking force required to keep the vehicle stationary.

[0193] In some possible embodiments, the device 600 further includes a control unit 630 configured to control the vehicle to perform a parking brake operation.

[0194] In some possible embodiments, the sum of the first effective braking force and the second effective braking force is equal to the target braking force.

[0195] In some possible embodiments, before the first moment or when the vehicle speed is greater than or equal to the first vehicle speed, the second effective brake force is set to 0 and the first effective brake force is set to be equal to the target brake force.

[0196] In some possible embodiments, when the vehicle speed is equal to or less than a second vehicle speed or when the vehicle is not capable of energy regenerative braking, the first effective brake force is set to 0 and the second effective brake force is set to be equal to the target brake force.

[0197] In some possible embodiments, the determination unit is particularly configured to determine the target braking force based on information about a correspondence between the vehicle speed, the required braking force and the target braking force.

[0198] In some possible embodiments, the information regarding the correspondence relationship includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target brake force from a first moment to a second moment.

[0199] In some possible embodiments, the determination unit 620 is further configured to determine that the vehicle currently satisfies a first condition, the first condition including at least one of: a braking deceleration of the vehicle is within a first preset interval; a vehicle speed is lower than a preset speed; a distance between the vehicle and an obstacle is equal to or greater than a preset distance; a pedal stroke of the vehicle is within a second preset interval; or a rate of change of the pedal stroke of the vehicle is within a third preset interval.

[0200] In some possible embodiments, the control unit 630 is further configured to control the vehicle to brake based on a second target braking force when the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold, wherein the first braking distance is obtained by calculation based on the target braking torque and the vehicle speed, the second braking distance is obtained by calculation based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

[0201] Fig. 7 is a structural diagram of a brake control device 700 according to one embodiment of the present application. The brake control device 700 shown in Fig. 7 (the device 700 may specifically be a computer device) includes a processor 710, a memory 720, and a communication interface 730. The communication connections between the processor 710, the memory 720, and the communication interface 730 are implemented via a bus.

[0202] The processor 710 may be a general purpose central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), a graphics processing unit (GPU), or one or more integrated circuits, and is configured to execute associated programs and implement functions required to be performed by units in the brake equipment 600 in embodiments of the present application, or to perform brake control methods in method embodiments of the present application, or to implement functions required to be performed by modules in the brake equipment 600 in embodiments of the present application.

[0203] The processor 710 is an integrated circuit chip and has signal processing capabilities. In the implementation process, the steps of the brake control method herein can be completed by using a hardware integrated logic circuit in the processor 710 or by using instructions in software format. The processor 710 may alternatively be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or another programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component. The processor can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments herein. The general-purpose processor may be a microprocessor, or the processor may be a conventional processor, etc. The steps of the methods disclosed with reference to the embodiments herein may be performed and completed directly by a hardware decoding processor, or may be performed and completed using a combination of hardware and software modules in the decoding processor. The software modules may be stored in a storage medium that is well-known in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, or a register. The storage medium is stored in memory 720. Processor 710 reads the information in memory 720 and, in combination with the hardware of processor 710, completes the functions that need to be performed by the units included in the on-board equipment in the embodiments of the present application, or performs the comfortable brake control communication method in the method embodiments of the present application.

[0204] The memory 720 may be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 720 may store a program. When the program stored in the memory 720 is executed by the processor 710, the processor 710 and the communication interface 730 are configured to perform steps of the brake control method according to the embodiment of the present application.

[0205] The communication interface 730 facilitates communication between the brake control device 700 and other devices or communication networks using transceiver equipment such as, but not limited to, a walkie-talkie.

[0206] The bus may include a path for transmitting information between components of the brake control device 700 (eg, the processor 710, the memory 720, and the communication interface 730).

[0207] It should be understood that the determination unit 620 of the braking equipment 600 may be equivalent to the processor 710 .

[0208] In some possible embodiments, the brake control device 700 shown in FIG. 7 only includes a memory, a processor, and a communication interface. However, in a specific implementation process, those skilled in the art should understand that the device 700 may further include other components necessary for performing normal driving. Also, depending on specific requirements, those skilled in the art should understand that the device 700 may further include hardware components for performing other additional functions. Furthermore, those skilled in the art should understand that the device 700 may include only the components necessary to implement an embodiment of the present application, but does not necessarily need to include all the components shown in FIG. 7.

[0209] An embodiment of the present application further provides a computer storage medium. The computer storage medium can store a program. When the program is executed, some or all of the steps of any brake control method recorded in the above-mentioned method embodiments may be performed. The above-mentioned storage medium may be a USB flash drive, a read-only memory, a random access memory, or the like. This includes any medium capable of storing program code, such as hard disk drive (RAM), removable hard disk, magnetic disk, or optical disk.

[0210] In combination with the examples described in the embodiments disclosed herein, those skilled in the art may recognize that the units and algorithm steps may be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether a function is performed by hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to realize the described functions for each specific application, but it should not be considered that the implementation goes beyond the scope of the present application.

[0211] Those skilled in the art can clearly understand that for the purpose of convenient and concise description, the detailed operation processes of the aforementioned systems, devices and units may be referred to the corresponding processes of the aforementioned method embodiments, and the details will not be described again here.

[0212] In some embodiments provided herein, it should be understood that the disclosed systems, devices, and methods may be implemented in other ways. For example, the device embodiments described above are merely examples. For example, the division of units is merely a logical division of function, and other divisions may be used in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some functions may be ignored or not performed. Furthermore, the shown or described mutual couplings or direct couplings or communication connections may be implemented via some interfaces. Indirect couplings or communication connections between devices or units may be implemented in electronic, mechanical, or other forms.

[0213] The units described as separate parts may or may not be physically separate, and the parts shown as units may or may not be physical units, specifically, they may be located in one location or distributed across multiple network units. Some or all of the units may be selected according to actual requirements to achieve the objectives of the solutions of the embodiments.

[0214] Furthermore, the functional units of the embodiments of the present application may be integrated into one processing unit, each unit may exist physically alone, or two or more units may be integrated into one unit.

[0215] When a function is implemented in the form of a software functional unit and sold or used as an independent product, the function may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, essentially, or a part that contributes to the prior art, or some of the technical solutions, may be implemented in the form of a software product. The computer software product is stored in a storage medium and includes some instructions for instructing a computer device (such as a personal computer, a server, or a network device) to execute all or some of the steps of the method of the embodiments of the present application. The aforementioned storage medium may include a USB flash drive, a removable hard disk, a read-only memory (ROM), a random access memory (Random Access Memory (RDMA), etc. This includes any medium that can store program code, such as a program memory (RAM), magnetic disk, or optical disk.

[0216] The above description is merely a specific embodiment of the present application and is not intended to limit the scope of protection of the present application. Any modifications or substitutions that can be easily understood by those skilled in the art within the technical scope disclosed in the present application shall be included in the scope of protection of the present application. Therefore, the scope of protection of the present application shall be subject to the scope of protection of the claims.

Claims

1. A brake control method, the brake control method comprising: obtaining a vehicle speed and a required braking force; determining a target braking force based on the vehicle speed and the required braking force, from a first moment to a second moment, the target braking force first changes to a first threshold value and then changes to a second threshold value, the first threshold value being greater than the required braking force and the second threshold value being less than the required braking force; the first moment is a moment when the vehicle speed is equal to a first speed; the second moment is a moment when the vehicle speed is equal to a second speed, the second speed being less than the first speed; determining a first effective brake force and a second effective brake force based on the target brake force; the first effective braking force is provided by energy regeneration, and the second effective braking force is provided by a brake system. Brake control method.

2. 2. The method of claim 1, wherein after the second moment, the target braking force changes to a third threshold, the third threshold being the braking force required to keep the vehicle stationary.

3. The method of claim 2 further comprising controlling the vehicle to perform a parking brake operation.

4. The method according to claim 1 , wherein the sum of the first effective braking force and the second effective braking force is equal to the target braking force.

5. 5. The method of claim 1, wherein before the first moment or when the vehicle speed is greater than or equal to the first vehicle speed, the second effective brake force is set to zero and the first effective brake force is set to be equal to the target brake force.

6. 6. The method of claim 1, further comprising: setting the first effective brake force to zero and setting the second effective brake force to be equal to the target brake force when the vehicle speed is equal to or less than a second vehicle speed or when the vehicle is not capable of energy regenerative braking.

7. determining a target braking force based on the vehicle speed and the required braking force, 7. The method of claim 1, further comprising determining the target braking force based on information about a correspondence between the vehicle speed, the required braking force, and the target braking force.

8. 8. The method of claim 7, wherein the information regarding the correspondence relationship includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target brake force from the first moment to the second moment.

9. The method further includes determining that the vehicle currently satisfies a first condition; 9. The method of claim 1, wherein the first condition includes at least one of: a braking deceleration of the vehicle is within a first preset interval; the vehicle speed is less than a preset speed; a distance between the vehicle and an obstacle is greater than or equal to a preset distance; a pedal stroke of the vehicle is within a second preset interval; or a rate of change of a pedal stroke of the vehicle is within a third preset interval.

10. and controlling the vehicle to brake based on a second target braking force when a difference between the first braking distance and the second braking distance is greater than a first distance threshold or when a difference between the third braking distance and the first braking distance is less than a second distance threshold; 10. The method according to claim 1, wherein the first braking distance is obtained by calculation based on a target braking torque and a vehicle speed, the second braking distance is obtained by calculation based on the required braking force and the vehicle speed, and the third braking distance is a distance between the vehicle and the obstacle.

11. The method of any one of claims 1 to 10, wherein the braking system comprises at least one of a hydraulic braking system, an electric parking brake (EPB) system, or an electromechanical brake (EMB) system.

12. A brake control device, the brake control device comprising: an acquisition unit configured to acquire a vehicle speed and a required braking force of the vehicle; a determination unit configured to determine a target braking force based on the vehicle speed and the required braking force, and to determine a first effective braking force and a second effective braking force based on the target braking force, a determining unit, wherein from a first moment to a second moment, the target brake force first changes to a first threshold value and then changes to a second threshold value, the first threshold value being greater than the required brake force and the second threshold value being equal to the required brake force, the first moment being a moment when the vehicle speed is equal to a first speed, the second moment being a moment when the vehicle speed is equal to a second speed, and the second speed being less than the first speed; the first effective braking force is provided by energy regeneration, and the second effective braking force is provided by a brake system. Brake control equipment.

13. 13. The apparatus of claim 12, wherein after the second moment, the target braking force changes to a third threshold, the third threshold being the braking force required to keep the vehicle stationary.

14. 14. The apparatus of claim 12 or 13, further comprising a control unit configured to control the vehicle to perform a parking brake operation.

15. 15. The device of claim 12, wherein the sum of the first effective braking force and the second effective braking force is equal to the target braking force.

16. 16. The device of claim 12, wherein before the first moment or when the vehicle speed is greater than or equal to the first vehicle speed, the second effective brake force is set to zero and the first effective brake force is set to be equal to the target brake force.

17. 17. The device of claim 12, wherein when the vehicle speed is equal to or less than the second vehicle speed or when the vehicle is not capable of energy regenerative braking, the first effective brake force is set to 0 and the second effective brake force is set to be equal to the target brake force.

18. 18. The device according to any one of claims 12 to 17, wherein the determining unit is specifically configured to determine the target braking force based on information about a correspondence between the vehicle speed, the required braking force, and the target braking force.

19. 20. The device of claim 18, wherein the information regarding the correspondence includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target brake force from the first moment to the second moment.

20. the determining unit is further configured to determine that the vehicle currently satisfies a first condition; 20. The apparatus of claim 12, wherein the first condition includes at least one of: a braking deceleration of the vehicle is within a first preset interval; the vehicle speed is less than a preset speed; a distance between the vehicle and an obstacle is greater than or equal to a preset distance; a pedal stroke of the vehicle is within a second preset interval; or a rate of change of a pedal stroke of the vehicle is within a third preset interval.

21. the control unit is further configured to control the vehicle to brake based on a second target braking force when a difference between a first braking distance and a second braking distance is greater than a first distance threshold or when a difference between a third braking distance and the first braking distance is less than a second distance threshold; 21. The device of claim 12, wherein the first braking distance is obtained by calculation based on a target braking torque and the vehicle speed, the second braking distance is obtained by calculation based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

22. 22. The apparatus of any one of claims 12 to 21, wherein the braking system comprises at least one of a hydraulic braking system, an electric parking brake (EPB) system, or an electromechanical brake (EMB) system.

23. 9. A brake control device comprising a processor and a memory, the processor being connected to the memory, the memory being configured to store program code, the processor being configured to call the program code to perform the brake control method of any one of claims 1 to 8.

24. 12. A chip system for use in an electronic device, the chip system comprising one or more interface circuits and one or more processors, the interface circuits and the processors being interconnected via lines, the interface circuits being configured to receive signals from a memory of the electronic device and send the signals to the processors, the signals comprising computer instructions stored in the memory, and the electronic device performing the brake control method according to any one of claims 1 to 11 when the processor executes the computer instructions. Chip system.

25. A computer-readable storage medium storing a computer program, the computer program being executed by a processor to implement the brake control method according to any one of claims 1 to 11. A computer-readable storage medium.

26. A computer program product, the computer program code or instructions being executable on a computer to enable the computer to carry out the method of any one of claims 1 to 11. Computer program products.

27. An integrated booster including a pedal stroke sensor, a main brake cylinder, a motor, a push rod mechanism, and an electronic control unit (ECU) that executes the brake control method according to any one of claims 1 to 11.

28. 28. A braking system comprising a brake pedal, a brake actuator, a brake fluid pipe, and the integrated booster of claim 27. Brake system.

29. A vehicle comprising a brake control device according to any one of claims 12 to 22, or comprising an integrated booster according to claim 27, or comprising a brake control method according to claim 28.

Images