Control method and brake system

Abstract

A control method and a brake system are provided. The method includes the steps of: acquiring a brake pedal stroke of the vehicle when the vehicle turns downhill from a stationary state; and, if the brake pedal stroke is greater than a first threshold, controlling the vehicle with a first brake force so that the vehicle speed is within a target vehicle speed range. As a result, when the vehicle starts to turn downhill from a stationary state, the driver can control the vehicle speed by depressing the brake pedal, effectively avoiding sudden forward movement of the vehicle and realizing stable starting of the vehicle, thereby effectively improving vehicle safety.

Description

[Technical Field]

[0001] The present application relates to the field of vehicle technology and provides a control method and a braking system. [Background technology]

[0002] When a vehicle travels on a slope, the driver must control the vehicle speed due to the complex road surface conditions on the slope. However, when the vehicle starts to turn downhill from a stationary state, if the driver releases the brake pedal, the vehicle will immediately jump forward (i.e., the vehicle speed will increase in the initial stage of traveling downhill). As a result, the vehicle will skid, which will compromise the safety of the vehicle and the driver.

[0003] In some technical solutions, in uphill scenarios, the driver controls the brake pedal and throttle to achieve a stable start of the vehicle. Although these solutions can reduce the jerky feeling of the vehicle in uphill scenarios, they still cannot achieve a stable start when the vehicle starts to turn downhill from a stationary state.

[0004] Therefore, how to achieve a stable start of a vehicle in a scenario where the vehicle starts to turn downhill from a stationary state is an urgent technical issue to be solved in this field. Summary of the Invention

[0005] The present application provides a control method and braking system that achieves a stable start of the vehicle and improves the safety of the driver's use of the vehicle in scenarios where the vehicle starts to roll downhill from a stationary state.

[0006] According to a first aspect, an embodiment of the present application provides a control method applicable to a control device, the method including the steps of: acquiring a brake pedal stroke of the vehicle when the vehicle turns downhill from a stationary state, the brake pedal stroke representing an amount of depression of the brake pedal by a driver; and, when the brake pedal stroke is greater than a first threshold, controlling the vehicle to brake with a first brake force so that the vehicle speed falls within a target vehicle speed range.

[0007] In this embodiment of the present application, the brake pedal stroke may be collected via a pedal stroke sensor. "The brake pedal stroke is greater than the first threshold" may be understood as the driver depressing the brake pedal. The value of the first threshold may be, for example, 15 mm to 20 mm. This is not particularly limited in the embodiment of the present application. "Target vehicle speed range" may be understood as a vehicle speed range in which the vehicle can start stably. For example, the target vehicle speed range may be a vehicle speed range of less than 20 km / h.

[0008] In this method, when the vehicle starts to move downhill from a stationary state, if the stroke of the brake pedal of the vehicle is greater than a first threshold, the vehicle is controlled to brake with a first brake force so that the vehicle speed is within a target vehicle speed range. In this way, when the vehicle starts to move downhill from a stationary state, the driver controls the vehicle speed by depressing the brake pedal, effectively avoiding sudden forward movement of the vehicle and realizing stable starting of the vehicle, thereby effectively improving vehicle safety.

[0009] In one possible design, the first brake force can be determined based on the second brake force when the vehicle is stopped and the gradient of the slope on which the vehicle is currently located. In this design, the vehicle's brake force is dynamically adjusted based on the gradient of the slope on which the vehicle is currently located, thereby making vehicle speed control more stable and further improving vehicle driving safety. It should be understood that the first brake force is equal to or less than the second brake force, i.e., the initial value of the first brake force is the value of the second brake force, and the second brake force gradually decreases as the vehicle travels downhill. Optionally, the greater the gradient of the slope on which the vehicle is currently located, the more gradually the first brake force decreases. In this way, the vehicle's speed is stabilized at locations with a steep gradient, effectively preventing vehicle slippage and further improving vehicle driving safety.

[0010] In a possible design, the method further includes a step of controlling the vehicle to brake with a second brake force when the brake pedal stroke is zero, thereby maintaining the vehicle stationary. "The brake pedal stroke is zero" can be understood as the driver releasing the brake pedal. In this design, when the vehicle starts to roll downhill from a stationary state, the driver releases the brake pedal, and the vehicle is braked with a second brake force, thereby maintaining the vehicle stationary. This effectively prevents the vehicle from slipping, thereby effectively improving the driving safety of the vehicle.

[0011] In a possible design, before controlling the vehicle to brake with the first braking force, the method further includes the steps of receiving a first command, the first command indicating to enable a hill-descent control function of the vehicle, the hill-descent control function being used to adjust the vehicle's braking force in a downhill scenario of the vehicle; and enabling the hill-descent control function in response to the first command. The "first command" can be understood to be used to trigger the hill-descent control function of the vehicle.

[0012] In a possible design, the first command may be a human-machine interaction command, or the first command may be Intelligent The first command is a command from the driving system or the driver assistance system. The human-machine interaction command can be a virtual button command, a physical button command, a voice command, or a text command. In this way, the user can flexibly trigger the vehicle's hill-descent control function in various ways. "The first command is a command from the intelligent driving system or the driver assistance system" can be understood as the intelligent driving system or the driver assistance system can trigger the vehicle's hill-descent control function without the user having to perform any triggering operation. This effectively improves the user's driving experience.

[0013] In a possible design, the method further includes adjusting the first brake force to zero when a first condition is met, the first condition including at least one of the rear end of the vehicle deviating from the vehicle's current direction of travel, the vehicle's throttle opening being greater than a second threshold, or the caliper of the vehicle's electric parking brake (EPB) system being clamped.

[0014] In this embodiment of the present application, the "first condition" can be understood as a condition for inhibiting the downhill control function. "The rear end of the vehicle deviates from the vehicle's current direction of travel" means that the vehicle is in a skid. "The vehicle's throttle opening is greater than a second threshold" means that the driver has detected that he or she is depressing the accelerator pedal. "The caliper of the vehicle's electric parking brake (EPB) system is clamped" means that the vehicle is stationary.

[0015] In this design, when the downhill control function suppression condition is met, the vehicle's braking force is adjusted to zero and the vehicle is controlled to run normally, which effectively improves the vehicle's running safety.

[0016] In a possible design, the method further includes obtaining a head orientation of the vehicle and vehicle gear information, and determining whether the vehicle is in a downhill state based on the head orientation and the vehicle gear information. For example, if the head orientation of the vehicle is upward and the current gear is R gear, the vehicle is determined to be in a downhill state; if the head orientation of the vehicle is downward and the current gear is D gear, the vehicle is determined to be in a downhill state. In this design, the determination of whether the vehicle is in a downhill state is based on the head orientation of the vehicle and the vehicle gear information. This effectively improves the accuracy of determining the downhill state of the vehicle. Therefore, when the vehicle turns from a stationary state to a downhill state, the speed of the vehicle can be controlled accordingly, further improving the safety of the vehicle traveling downhill.

[0017] According to a second aspect, an embodiment of the present application further provides a brake system including a controller, a brake pedal, a pedal stroke sensor, and a brake actuator. The brake pedal is connected to the pedal stroke sensor, and a control unit is connected to both the pedal stroke sensor and the brake actuator. The pedal stroke sensor is configured to collect brake pedal stroke when the vehicle turns from a stationary state onto a downhill slope, and the brake pedal stroke indicates an amount of brake pedal depression by a driver. The control unit is configured to control the brake actuator to complete a braking operation of the vehicle with a first brake force when the brake pedal stroke is greater than a first threshold value so that the vehicle speed of the vehicle is within a target vehicle speed range.

[0018] In the second aspect, the controller in the braking system is used to flexibly adjust the braking force of the vehicle and control the vehicle speed when the vehicle turns from stationary to downhill, so that the vehicle can start off stably, which effectively improves the driving safety of the vehicle in downhill scenarios.

[0019] According to a third aspect, an embodiment of the present application further provides another brake system including a controller, a brake pedal, a pedal stroke sensor, and a brake actuator. The brake pedal is connected to the pedal stroke sensor, and a control unit is connected to both the pedal stroke sensor and the brake actuator. The pedal stroke sensor is configured to collect brake pedal strokes when the vehicle turns downhill from a stationary state and transmit the collected brake pedal strokes to the vehicle controller, where the brake pedal strokes indicate an amount of brake pedal depression by a driver. The control unit is configured to receive a brake command from the vehicle controller when the brake pedal stroke is greater than a first threshold, and the brake command is used to control the brake actuator to complete a braking operation of the vehicle with a first brake force so that the vehicle speed of the vehicle is within a target vehicle speed range.

[0020] In the third aspect, when the vehicle turns from a stationary state to a downhill slope, the controller in the braking system receives a brake command from the overall vehicle controller, and flexibly adjusts the braking force of the vehicle according to the brake command to control the vehicle speed, thereby enabling the vehicle to start off stably, which effectively improves the driving safety of the vehicle in a downhill scenario.

[0021] According to a fourth aspect, an embodiment of the present application provides a control device including at least one processor, coupled to at least one memory, the at least one processor configured to execute computer programs or instructions stored in the at least one memory, such that the device performs a method according to any one of the first aspect or possible designs of the first aspect.

[0022] According to a fifth aspect, an embodiment of the present application provides a computer-readable storage medium having stored thereon a computer program or instructions that, when read and executed by a computer, cause the computer to perform a method according to any one of the first aspect or possible designs of the first aspect.

[0023] For the beneficial effects of the fourth and fifth aspects, please refer to the technical effects that can be achieved by the corresponding designs in the first aspect, and the details will not be described again here. [Brief explanation of the drawings]

[0024] [Figure 1] 1 is an exemplary diagram of a brake system configuration according to an embodiment of the present application; [Figure 2] FIG. 2 is an exemplary diagram of another brake system configuration according to an embodiment of the present application. [Figure 3] 1 is an exemplary schematic flowchart 1 of a control method according to an embodiment of the present application; [Figure 4A] 1 is an exemplary diagram of a downhill scenario according to an embodiment of the present application; [Figure 4B] 2 is an exemplary diagram of a downhill scenario according to an embodiment of the present application; [Figure 5] 2 is an exemplary schematic flowchart 2 of a control method according to an embodiment of the present application; [Figure 6] FIG. 2 is an exemplary diagram of a change in braking force of a vehicle according to an embodiment of the present application; [Figure 7] FIG. 2 is an exemplary diagram of the structure of a control device according to an embodiment of the present application. [Figure 8] 1 is an exemplary diagram of a structure of an electronic device according to an embodiment of the present application; DETAILED DESCRIPTION OF THE INVENTION

[0025] It should be noted that the terms "system" and "network" in the embodiments of the present application may be used interchangeably. "Multiple" means two or more than two. Furthermore, "and / or" represents an association between related objects and indicates that three relationships may exist. For example, A and / or B may represent the presence of only A, the presence of both A and B, and the presence of only B, where A and B may be singular or plural. "One or more of the following items (pieces)" or similar expressions refer to any combination of these items and include any combination of singular or plural items (pieces). For example, one or more of a, b, or c may represent a, b, c, a and b, a and c, b and c, or a, b, c, where a, b, and c may be singular or plural.

[0026] Furthermore, unless otherwise specified, ordinal numbers such as "first" and "second" in the embodiments of the present application are intended to distinguish between multiple objects, and are not intended to limit the priority or importance of multiple objects. For example, a first threshold and a second threshold are used only to distinguish between different thresholds, and do not indicate various priorities or various importance of the thresholds.

[0027] 1. An electric park brake (EPB) is the primary actuator for a vehicle to achieve static parking braking on flat ground and on slopes. Typically, two motors are placed on the rear axle rim of the vehicle to achieve the EPB function on the rear axle.

[0028] 2. The hill descent control (HDC) function is used to adjust the vehicle's braking force when the vehicle is going downhill from a stationary state. In the present embodiment, the HDC function adjusts the vehicle's braking force so that the vehicle speed can be within a target range, thereby achieving a stable start of the vehicle.

[0029] 3. An adaptive cruise control (ACC) system is a system that adds a function to maintain an appropriate distance from a preceding vehicle to a vehicle that cruises at a predetermined speed. It typically includes a constant-speed cruise function, a following cruise function, a curve cruise function, a driving mode selection function, a smart curve negotiating function, and an intelligent speed limit function. The above functions can also be achieved by controlling the vehicle speed using the brake system and drive system. In an embodiment of the present application, the ACC function is enabled in the vehicle during normal driving conditions.

[0030] 4. Value added function (VAF) is a braking function of the braking system. When this function is enabled, the braking system: Intelligent Responding to control requests from the driving system or driving assistance system, it provides control interfaces such as ABP, AEB, APA, AWB, CDD Stop&Go, and VLC, Intelligent The present invention can meet the control requirements of a driving system or driver assistance system for vehicle driving and braking operations, provide functions such as AVH, BDW, HAZ, HBA, HDC, HFC, HRB, and HSA to ensure driver comfort and safety, and can also be applied to operating conditions such as hill starts, downhill slopes, long-term braking, and brake disc overheating. The present embodiment mainly relates to the HDC function of the brake system. Specifically, the present embodiment is applied to a vehicle downhill scenario.

[0031] To improve the safety of vehicles traveling on slopes, the present application provides a control method and a brake system for achieving a stable start of a vehicle when the vehicle starts to turn downhill from a stationary state. In this method, when the vehicle turns downhill from a stationary state, the brake pedal stroke of the vehicle is collected, and the brake pedal stroke represents the amount of brake pedal depression by the driver. If the brake pedal stroke is greater than a first threshold, the vehicle is braked with a first braking force and the vehicle speed is controlled to be within a target vehicle speed range. In this way, excessive acceleration due to forward thrust of the vehicle can be prevented. This is beneficial for subsequent vehicle speed control, preventing excessive adjustment of the vehicle speed and reducing the driver's sense of panic when traveling downhill, thereby effectively improving the safety and comfort of the vehicle traveling downhill.

[0032] The control method provided in the embodiment of the present application is applicable to an electro-hydraulic brake (EHB) system, an electro-mechanical brake (EMB) system, an It will be understood that the present application is applicable to any of an EHB (Electronic Brake, Electronic Multiplier) system, or a braking system that combines an EHB system and an EMB system, but this is not particularly limited in the embodiments of the present application.

[0033] 1 is a structural diagram of a brake system that combines an EHB system and an EMB system according to an embodiment of the present application. The brake system includes a controller 110, a brake actuator 120, a brake actuator 130, a brake pedal 200, and a pedal stroke sensor (not shown).

[0034] The brake pedal 200 is connected to a pedal stroke sensor, which can collect the stroke of the brake pedal when the vehicle turns from stationary to downhill.

[0035] Controller 110 is configured to control brake actuator 120 and brake actuator 130 to complete the braking operation of the vehicle with a first braking force so that the vehicle speed is within a target vehicle speed range, thereby enabling the vehicle to stably start moving in a scenario where the vehicle starts to roll downhill from a stationary state. It should be understood that controller 110 may be a unit integrating one or more controllers, and controller 110 may reuse a controller in the vehicle (e.g., a Vehicle Identification Unit (VIU) or a Vehicle Domain Control (VDC)) to further reduce the number of parts in the braking system, reduce the complexity of the braking system, and reduce development costs. Alternatively, controller 110 may be located independently of the VDC.

[0036] The controller 110 may be an integrated circuit chip and has a signal processing function. For example, the controller 110 may be a general-purpose processor, a field programmable gate array (FPGA), an application-specific integrated circuit (ASIC), a system on chip (SoC), a network processor, or the like. processor (NP), digital signal processor (DSP), microcontroller (MCU), programmable logic device (PLC) The controller 110 may be a programmable logic device (PLD), or another programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, or another integrated chip. The controller 110 may include an element or circuit having processing capability, such as a central processor unit (CPU), a neural network processing unit (NPU), a graphics processing unit (GPU), or, in other examples, an application processor (AP), a modem processor, an image signal processor (ISP), a video codec, a digital signal processor (DSP), and / or a baseband processor. This is not particularly limited.

[0037] Similarly, in one possible embodiment, the pedal stroke sensor collects brake pedal stroke when the vehicle turns from a stationary state to a downhill slope and transmits the brake pedal stroke to the controller 110, where the brake pedal stroke represents the driver's brake pedal depression. If the brake pedal stroke is greater than a first threshold, the controller 110 controls the brake actuator to complete braking of the vehicle with a first brake force so that the vehicle speed is within a target vehicle speed range. In another possible embodiment, the pedal stroke sensor collects brake pedal stroke when the vehicle turns from a stationary state to a downhill slope and transmits the brake pedal stroke to the VDC, where the brake pedal stroke represents the driver's brake pedal depression. The control unit is configured to receive a brake command from the VDC when the brake pedal stroke is greater than a first threshold, where the brake command is used to control the brake actuator to complete braking of the vehicle with a first brake force so that the vehicle speed is within a target vehicle speed range.

[0038] The brake actuator 120 is connected to the front wheels of the vehicle via hydraulic pipes. Therefore, the brake actuator 120 can complete the braking operation of the front wheels of the vehicle under the control of a controller. The brake actuator 130 is connected to the rear wheels of the vehicle. Therefore, the brake actuator 130 can complete the braking operation of the rear wheels of the vehicle under the control of a controller. For example, continue to refer to FIG. 1. Assume that the vehicle has four brake wheels. The front wheels of the vehicle include a left front wheel (LFW) (i.e., the wheel corresponding to FL shown in FIG. 1) and a right front wheel (RFW) (i.e., the wheel corresponding to FR shown in FIG. 1), and the rear wheels of the vehicle include a left rear wheel (LRW) (i.e., the wheel corresponding to RL shown in FIG. 1) and a right rear wheel (RRW) (i.e., the wheel corresponding to RR shown in FIG. 1). Similarly, the brake actuator 120 can perform braking operations on the FL and FR wheels of the vehicle under the control of the controller 110, and the brake actuator 130 can perform braking operations on the RL and RR wheels of the vehicle under the control of the controller 110. The brake actuator 120 can be, for example, a booster in an EHB system, and the brake actuator 130 can be, for example, a motor in an EMB system.

[0039] It will be understood that the brake system may further include other components. As shown in FIG. 1 , the brake system further includes an oil can 150, a master cylinder 140, a push rod 160, a brake pedal 200, and a pedal simulator 210. The brake pedal 200 is connected to the master cylinder 140 via the push rod 160. One end of the master cylinder 140 is connected to the oil can 150 via a hydraulic pipe, and the other end of the master cylinder 140 is connected to the brake actuator 120 via a hydraulic pipe. One end of the pedal simulator 210 is connected to the oil can 150 via a hydraulic pipe, and the other end of the pedal simulator 210 is connected to the master cylinder 140 via a hydraulic pipe. The brake actuator 120 is further configured to control the oil in the master cylinder 140 to flow into the pedal simulator 210. In this way, the oil in the master cylinder 140 can be controlled to smoothly flow into the pedal simulator as the driver depresses the brake pedal, thereby maintaining a constant feeling for the driver when depressing the brake pedal and ensuring the comfort of the driver and the consistency of the pedal feel.

[0040] In the present embodiment, the master cylinder 140 is also referred to as a master hydraulic brake valve. The master cylinder 140 can be located independently of the brake actuator 120, allowing for flexible control of the master cylinder's hydraulic pressure and facilitating the maintenance and replacement of components in the brake system. Alternatively, the master cylinder 140 can be integrated into the brake actuator 120 to further improve system integration. During implementation, the master cylinder 140, the push rod 160, and the brake pedal 200 can be configured to achieve a pedal feel for the driver. For example, the master cylinder 140 is typically a piston cylinder that stores oil flowing from an oil can 150. When the driver presses the brake pedal 200, the pressing force drives the push rod 160, pushing the piston rod into the master cylinder 140. This causes the oil in the piston cylinder to be forced into the hydraulic pipe between the master cylinder 140 and the brake actuator 120 and then flow into the brake actuator 120. In this way, the driver's depression force on brake pedal 200 is converted into oil force, maintaining the driver's sense of depressing the brake pedal. Conversely, when the driver reduces the force applied to brake pedal 200, brake pedal 200 drives and moves push rod 160, resetting the piston rod in master cylinder 140. In this way, the oil pressed into the hydraulic pipe between master cylinder 140 and brake actuator 120 and the oil flowing into brake actuator 120 return to the piston cylinder, maintaining the driver's sense of having stopped depressing the pedal and released the brakes.

[0041] In embodiments of the present application, the pedal simulator 210 may be located independently of the brake actuator 120, such that the brake actuator 120 controls the oil flowing into the pedal simulator 210. Alternatively, the pedal simulator 210 may be integrated into the brake actuator 120 to further improve system integration.

[0042] In the embodiment of the present application, oil can 150 is a device configured to store oil. During braking, after being extracted from oil can 150, the oil is supplied to the FL wheel through the hydraulic pipe between oil can 150 and brake actuator 120 and the hydraulic pipe between brake actuator 120 and FL wheel, and pressure is applied to the FL wheel, thereby performing braking on the FL wheel. When braking is released, the oil previously pumped to the FL wheel returns to oil can 150 through the hydraulic pipe between the FL wheel and brake actuator 120 and the hydraulic pipe between brake actuator 120 and oil can 150, thereby circulating the oil.

[0043] For ease of understanding, Figure 2 is a diagram of an EHB system according to one embodiment of the present application. The brake system includes a brake pedal 101, an integrated booster 102, brake actuators (103-1, 103-2, 103-3, 103-4), and hydraulic pipes 104.

[0044] The integrated booster 102 is a core component of the brake system, and is integrated with an electronic control unit (ECU), pedal stroke sensor, brake master 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 hydraulic pipes 104 to brake actuators (103-1, 103-2, 103-3, 103-4) attached to the wheels.

[0045] In a scenario where the vehicle starts to turn downhill from a stationary state, when the driver depresses the brake pedal 101, the push rod mechanism in the integrated booster 102 generates a displacement (i.e., the stroke of the brake pedal 101). In response, the pedal stroke sensor collects the stroke of the brake pedal 101 and reports the stroke to the ECU. The ECU calculates the torque that the motor should generate based on the stroke, and then the motor's transmission mechanism converts the torque into a corresponding braking force. The push rod force generated by the brake pedal 101 through the push rod mechanism and the braking force both act on the brake master cylinder and are converted into hydraulic pressure in the brake master cylinder. Then, the brake fluid with the hydraulic pressure acts on the brake actuators (103-1, 103-2, 103-3, 103-4) through the hydraulic pipes 104 to brake the wheels and control the vehicle speed.

[0046] It will be understood that the control method provided in the embodiment of the present application is applicable to multiple types of braking systems, and not every type will be listed in this specification. Furthermore, the braking system provided in this embodiment of the present application may be used in various applications, such as vehicle-to-everything (V2X), long-term evolution vehicles (L2X), and the like. Term Evolution-Vehicle (LTE-V) and Vehicle-to-Vehicle (Vehicle-to-Vehicle, It can be applied to Internet of Vehicles (V2V), especially Intelligent The present invention is applicable to driving vehicles, driving assistance vehicles, etc.

[0047] With reference to the accompanying specific drawings, the control method provided in the embodiment of the present application will be described below.

[0048] For example, Figure 3 is a schematic flowchart of a control method according to one embodiment of the present application. This method may be implemented by the vehicle VDC or by the controller 110 shown in Figure 1. The following describes a method using the controller 110 as an executing entity. As shown in Figure 3, this method includes the following steps:

[0049] S301: Obtain the stroke of the brake pedal of the vehicle when the vehicle turns from a stationary state to a downhill slope.

[0050] The brake pedal stroke indicates the amount of depression of the brake pedal by the driver.

[0051] In a possible implementation, the controller 110 sends a stroke collection command to a pedal stroke sensor in the vehicle, which can then collect the brake pedal stroke and send the brake pedal stroke to the controller 110. In response, the controller 110 receives the brake pedal stroke.

[0052] In this embodiment of the present application, the running state of the vehicle includes a stationary state and a moving state. For example, the controller 110 can estimate the vehicle speed of the vehicle, for example, based on the wheel speed, and then determine the running state of the vehicle based on the vehicle speed. When the vehicle speed is equal to or less than the vehicle speed threshold, Controller 110 determines that the vehicle is in a stationary state. For example, the vehicle speed threshold may be set to 3 km / h. The specific value of the vehicle speed threshold is not limited in the embodiments of the present application and can be set based on actual requirements. If the vehicle speed of the vehicle is greater than the vehicle speed threshold, the control device can determine that the vehicle is in a moving state.

[0053] Furthermore, the controller can determine whether the vehicle is in a downhill state after determining that the vehicle is in a stationary state. In a possible embodiment, the controller can obtain the vehicle head orientation and vehicle gear information, and determine whether the vehicle is in a downhill state based on the vehicle head orientation and the vehicle gear information. In this way, the controller determines whether the vehicle is in a downhill state based on the vehicle head orientation and the vehicle gear information. This effectively improves the accuracy of determining the downhill state of the vehicle. Therefore, when the vehicle turns from a stationary state to a downhill state, the speed of the vehicle can be controlled accordingly in a timely manner, and the safety of the vehicle traveling downhill can be further improved.

[0054] Example 1: Please refer to Figure 4A. In Figure 4A, if the head of the vehicle is facing up and the current gear of the vehicle is R gear, it is determined that the vehicle is in a downhill state.

[0055] Example 2: Please refer to Figure 4B. In Figure 4B, if the head of the vehicle is facing downwards and the current gear of the vehicle is D gear, it is determined that the vehicle is in a downhill state.

[0056] S302: When the stroke of the brake pedal is greater than a first threshold, the vehicle is controlled to brake with a first braking force so that the vehicle speed falls within a target vehicle speed range.

[0057] In the embodiments of the present application, "the stroke of the brake pedal is greater than the first threshold value" can be understood as the driver depressing the brake pedal. The value of the first threshold value may be, for example, 15 mm to 20 mm. In the embodiments of the present application, this is not particularly limited. "Target vehicle speed range" can be understood as a vehicle speed range in which the vehicle can start stably. For example, the target vehicle speed range may be a vehicle speed range of less than 20 km / h.

[0058] In S302, when the vehicle starts to move downhill from a stationary state, the driver controls the vehicle speed by depressing the brake pedal, effectively avoiding sudden forward movement of the vehicle and realizing a stable start of the vehicle, thereby effectively improving the safety of the vehicle.

[0059] To prevent the vehicle from slipping in a downhill scenario, in one possible embodiment, when the pedal stroke sensor detects that the stroke is zero, the controller controls the vehicle to brake with a second brake force to keep the vehicle stationary. "The brake pedal stroke is zero" can be understood as the driver releasing the brake pedal. In this way, when the vehicle starts to move downhill from a stationary state, the driver releases the brake pedal, and the controller controls the vehicle to brake with a second brake force to keep the vehicle stationary. This effectively prevents the vehicle from slipping and effectively improves the vehicle's driving safety.

[0060] The first brake force can be determined based on the second brake force when the vehicle is stationary and the gradient of the slope on which the vehicle is currently located. In other words, the controller 110 dynamically adjusts the vehicle's brake force based on the gradient of the slope on which the vehicle is currently located, thereby making vehicle speed control more stable and further improving vehicle driving safety. It should be understood that the first brake force is equal to or less than the second brake force, i.e., the initial value of the first brake force is the value of the second brake force, and the second brake force gradually decreases as the vehicle descends the slope. Optionally, the greater the gradient of the slope on which the vehicle is currently located, the more gradually the first brake force decreases. In this way, the vehicle's speed can be stabilized at locations with a steep gradient, thereby effectively preventing vehicle slippage and further improving vehicle driving safety.

[0061] In the present embodiment, the gradient of the vehicle's current position may be, for example, the longitudinal gradient or the magnitude of the gradient angle. This is not particularly limited in the present embodiment. The longitudinal gradient of the vehicle's current position is determined by the ratio of the vertical height of the slope at the vehicle position to the horizontal distance of the slope. For example, an inertial measurement unit (IMU) sensor can be attached to the vehicle and configured to calculate the longitudinal gradient. For a specific calculation principle, refer to the example of a vehicle in a downhill scenario as shown in FIG. 4A. As shown in FIG. 4A, when the vehicle is traveling on an uphill road, the vertical height of the slope at the vehicle position is h, and the horizontal distance of the slope at the vehicle position is l. In this case, the gradient of the longitudinal gradient can be calculated using the following formula: Slope = h / l * 100%

[0062] In an embodiment of the present application, the vehicle braking operation control process in a downhill scenario is performed using a downhill control function of the vehicle. Therefore, in a possible implementation, before controlling the vehicle to brake with the first braking force, the controller can further receive a first command. The first command indicates to enable the downhill control function of the vehicle, and the downhill control function is used to adjust the braking force of the vehicle in a downhill scenario. The downhill control function is enabled in response to the first command. The "first command" can be understood to be used to trigger the downhill control function of the vehicle.

[0063] Similarly, in possible embodiments, the first command is a human-machine interaction command, or the first command is IntelligentThe first command is a command from the driving system or the driver assistance system. The human-machine interaction command may be a virtual button command, a physical button command, a voice command, or a text command. In this way, the user can flexibly trigger the vehicle's hill-descent control function in various ways. "The first command is a command from the intelligent driving system or the driver assistance system" can be understood as the intelligent driving system or the driver assistance system can trigger the vehicle's hill-descent control function without the user needing to perform any triggering operation. This effectively improves the user's driving experience.

[0064] Example 1: The vehicle overall controller in the vehicle detects any one of the voice commands "enable downhill control function", "downhill", or "downhill brake" input by the user, and the vehicle overall controller in the vehicle enables the vehicle's downhill control function.

[0065] Example 2: When detecting that the vehicle has gone from a stationary state to a downhill slope, the intelligent driving system or driver assistance system automatically activates the vehicle's downhill control function.

[0066] In a possible embodiment, when a first condition is satisfied, the controller adjusts the first brake force to zero. The first condition includes at least one of the following: the rear end of the vehicle deviates from the vehicle's current traveling direction; the throttle opening of the vehicle is greater than a second threshold; or the caliper of the EPB system of the vehicle is clamped. In this embodiment of the present application, the "first condition" can be understood as a condition for inhibiting the slope-descent control function. "The rear end of the vehicle deviates from the vehicle's current traveling direction" means that the vehicle is in a skid. "The throttle opening of the vehicle is greater than the second threshold" means that the driver has strongly depressed the accelerator pedal. "The caliper of the EPB system is clamped" means that the vehicle is stationary. The value of the second threshold may be, for example, 1.6. In this way, when the inhibiting condition for the slope-descent control function is satisfied, the vehicle's brake force is adjusted to zero, and the vehicle returns to a normal traveling state. This effectively improves the vehicle's driving safety.

[0067] For ease of understanding, the control method provided in the embodiments of the present application will be described below with reference to a complete example.

[0068] 5 shows another schematic flow chart of a control method according to an embodiment of the present application, for example, the method is performed by the brake system shown in FIG. 2. The method includes the following steps:

[0069] S501: The controller 110 detects the running state of the vehicle.

[0070] In a possible implementation, the controller 110 collects either wheel speed, vehicle speed, or vehicle acceleration via on-board sensors to determine if the vehicle is stationary.

[0071] S502: The controller 110 receives a trigger command for the downhill control function.

[0072] It should be understood that the trigger command is the first command. Similarly, for a specific implementation of the trigger command, please refer to the related description of the first command. Details will not be described again here.

[0073] Specifically, the controller 110 receives a trigger command for the downhill control function and enables the downhill control function of the vehicle, thereby causing the controller 110 to execute S503 and S504. Otherwise, the controller 110 controls the vehicle to run normally.

[0074] In a possible embodiment, when the controller 110 determines that the vehicle has turned from a stationary state to a downhill slope, the controller 110 can control an in-vehicle prompting device to output corresponding prompt information to prompt the user to input a trigger command. The in-vehicle prompting device may be, for example, an audio device or a display device. Similarly, the prompt information may be audio information, image information, text information, etc.

[0075] Specifically, after the controller 110 enables the downhill control function of the vehicle, the controller 110 controls the pedal stroke sensor to collect the brake pedal stroke, which transmits the brake pedal stroke to the controller 110, and the controller 110 receives the brake pedal stroke in response.

[0076] S503: When the brake pedal stroke is zero, the controller 110 controls the vehicle to brake with a second braking force so as to keep the vehicle stationary.

[0077] In addition, when it is detected in S503 that the driver has released the brake pedal, the controller 110 applies the brakes to the vehicle.

[0078] S504: The controller 110 determines whether the vehicle has turned downhill from a stationary state.

[0079] Specifically, when it is determined that the vehicle has turned from a stationary state to a downhill slope, the controller 110 executes S505. In other cases, the controller 110 controls the vehicle to run normally.

[0080] In a possible embodiment, the controller 110 may further collect image information about the surroundings of the vehicle via on-board sensors, and accordingly, the controller 110 may determine whether the vehicle has turned from a stationary state to a downhill slope based on the vehicle speed and the image information about the surroundings of the vehicle.

[0081] In another possible implementation, the controller 110 may collect vehicle gear information and the orientation of the front of the vehicle to determine whether the vehicle is in a downhill condition, and in combination with the vehicle speed, determine whether the vehicle has turned from a stationary state onto a downhill condition.

[0082] S505: The controller 110 controls the braking force of the vehicle to maintain the second braking force so that the vehicle is stationary.

[0083] S506: The controller 110 determines whether the stroke of the brake pedal is greater than a first threshold value.

[0084] Specifically, if the stroke of the brake pedal is greater than the first threshold, the controller 110 executes S506. Otherwise, the controller 110 controls the vehicle to run normally.

[0085] S507: The controller 110 controls the vehicle braking force to be reduced from the second braking force to the first braking force so that the vehicle speed falls within the target vehicle speed range.

[0086] Furthermore, after the vehicle speed falls within the target vehicle speed range, the vehicle enters the adaptive cruise state.

[0087] For example, as shown in FIG. 6(a), the vehicle speed indicated by the dashed line is the target vehicle speed of the HDC, and the vehicle speed indicated by the solid line is the actual vehicle speed of the vehicle. As shown in FIG. 6(b), the braking force indicated by the dashed line is the braking force generated when the driver depresses the brake pedal, and the braking force indicated by the solid line is the braking force requested by the HDC. From FIGS. 6(a) and 6(b), it can be seen that when the downhill control function is enabled, the driver depresses the brake pedal, and the vehicle is braked with a second braking force, thereby stopping the vehicle on a slope. In this case, the corresponding actual vehicle speed is zero. The driver releases the brake pedal, and the braking force is continuously maintained, and the vehicle stops. When the driver depresses the brake pedal again and the brake pedal stroke exceeds the first threshold, after the driver quickly releases the brake pedal, the second braking force gradually decreases to the first braking force (i.e., the braking force requested by the HDC), so that the actual vehicle speed gradually approaches the target vehicle speed of the HDC. When the actual vehicle speed reaches the HDC target speed, the vehicle enters stable cruise control.

[0088] 5, when the suppression condition of the downhill control function is satisfied, the controller 110 adjusts the braking force of the vehicle to zero, thereby allowing the vehicle to travel normally. It should be understood that the suppression condition is the first condition described above. For details, please refer to the related description above. Details will not be described again here.

[0089] Based on the same technical idea as the above embodiment, an embodiment of the present application further provides a control device, which can be configured to implement the above method embodiment, and thus can realize the beneficial effects of the above method embodiment. See Fig. 7. The control device 700 can include an acquisition module 701 and a processing module 702; The acquisition module 701 is configured to acquire a brake pedal stroke of the vehicle when the vehicle turns from a stationary state to a downhill slope; and The processing module 702 is configured to control the vehicle to brake with a first braking force so that the vehicle speed falls within a target vehicle speed range when the stroke of the brake pedal is greater than a first threshold value.

[0090] In a possible embodiment, the first brake force may be determined based on the second brake force when the vehicle is stationary and the gradient of the slope on which the vehicle is currently located. Optionally, the greater the gradient of the slope on which the vehicle is currently located, the more gradually the first brake force is reduced.

[0091] In a possible embodiment, Processing Module 702 controls the vehicle to brake with a second braking force so that the vehicle remains stationary when the brake pedal stroke is zero. like moreover Consists of .

[0092] In a possible embodiment, the control device 700 further includes a receiving module 703. The receiving module 703 is configured to receive a first command before controlling the vehicle to brake with a first braking force. The first command indicates enabling a downhill control function of the vehicle, which is used to adjust the braking force of the vehicle in a downhill scenario of the vehicle. The processing module 702 enables the downhill control function in response to the first command.

[0093] In a possible embodiment, the first command is a human-machine interaction command, or the first command is Intelligent This is a command from the driving system or driving assistance system.

[0094] In possible implementations, the processing module 702 adjusts the first brake force to zero when a first condition is met, the first condition including at least one of the rear end of the vehicle deviating from the vehicle's current direction of travel, the vehicle's throttle opening exceeding a second threshold, or the caliper of the vehicle's electric parking brake (EPB) system being clamped.

[0095] In a possible embodiment, the acquisition module 701 further acquires vehicle front direction and vehicle gear information, and the processing module 702 determines whether the vehicle is in a downhill state based on the vehicle front direction and vehicle gear information.

[0096] Based on the same technical concept, an embodiment of the present application further provides an electronic device 800 configured to perform the method of the above embodiment. As shown in Fig. 8, the electronic device 800 may include a processor 801 configured to execute a program or instructions stored in a memory 802. When the program or instructions stored in the memory 802 are executed, the processor is configured to perform the method of the above embodiment.

[0097] Optionally, electronic device 800 may further include a communication interface 803. Figure 8 indicates with dashed lines that communication interface 803 is optional for electronic device 800.

[0098] The number of processors 801, the number of memories 802, and the number of communication interfaces 803 do not limit the embodiments of the present application, and may be randomly configured based on service requirements during specific implementation.

[0099] Optionally, the memory 802 is located external to the electronic device 800 .

[0100] Optionally, electronic device 800 includes memory 802. Memory 802 is coupled to at least one processor 801, and memory 802 stores instructions executable by at least one processor 801. Figure 8 indicates with dashed lines that memory 802 is optional in electronic device 800.

[0101] The processor 801 and the memory 802 may be coupled using an interface circuit or may be integrated together, which is not limited herein.

[0102] In this embodiment of the present application, the specific connection medium between the processor 801, the memory 802, and the communication interface 803 is not limited. In this embodiment of the present application, the processor 801, the memory 802, and the communication interface 803 are connected via a bus 804 in FIG. 8. In FIG. 8, the bus is indicated by a thick line. The connection method between the other components is merely an example for explanation and is not limited thereto. The bus can be classified into an address bus, a data bus, a control bus, and the like. For ease of illustration, only one thick line is shown to indicate the bus in FIG. 8, but this does not mean that there is only one bus or only one type of bus.

[0103] It should be understood that the processors mentioned in the embodiments of the present application may be implemented using hardware or software. When the processor is implemented using hardware, the processor may be a logic circuit, an integrated circuit, etc. When the processor is implemented using software, the processor may be a general-purpose processor and is implemented by reading software code stored in a memory.

[0104] For example, the processor may be a Central Processing Unit (CPU), or may be another general-purpose processor, a Digital Signal Processor (DSP), an Application-Specific Integrated Circuit (ASIC), or the like. Integrated Circuit (ASIC), Field Programmable Gate Array (Field The processor may be a programmable logic device such as a Programmable Gate Array (FPGA), a discrete gate or transistor logic device, or a discrete hardware component. The general purpose processor may be a microprocessor, or the processor may be a conventional processor, etc.

[0105] It should be understood that the memory referred to in the embodiments of the present application may be a volatile memory or a nonvolatile memory, or may include both a volatile memory and a nonvolatile memory. Nonvolatile memory includes a read-only memory (ROM), a programmable read-only memory (Programmable The volatile memory may be a random access memory (RAM) used as an external cache. By way of example and not limitation, many forms of RAM can be used, including static random access memory (SRAM), dynamic random access memory (DRAM), or flash memory. RAM (DRAM), Synchronous Dynamic Random Access Memory (SDRAM), Double Data Rate Synchronous Dynamic Random Access Memory (DDR SDRAM), Enhanced Synchronous Dynamic Random Access Memory (ESDRAM), Synchlink Dynamic Random Access Memory (SLDRAM), and Direct Rambus Random Access Memory (DR RAM) can be used.

[0106] It should be noted that the memory (storage module) may be integrated into the processor when the processor is a general-purpose processor, a DSP, an ASIC, an FPGA, or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component.

[0107] It should be noted that memory as described herein is intended to comprise, without being limited to, these and other suitable types of memory.

[0108] The above embodiments can be combined with each other to achieve different technical effects.

[0109] According to the above embodiment, an embodiment of the present application further provides a computer-readable storage medium, which stores a computer program, and when the computer executes the computer program, the computer can execute any of the control methods provided in the above embodiment.

[0110] A storage medium may be any available medium that can be accessed by a computer, including, by way of example and not limitation, computer-readable media such as RAM, ROM, EEPROM, CD-ROM, other optical or disk storage media, other magnetic storage devices, or any other medium that can carry or store program code in the form of instructions or data structures and that can be accessed by a computer.

[0111] According to the above embodiment, an embodiment of the present application further provides a chip, which is configured to read a computer program stored in a memory and execute any of the control methods provided in the above embodiment.

[0112] Based on the above embodiments, one embodiment of the present application provides a chip system. The chip system includes a processor configured to support a computer device in performing the functions of any node in the above embodiments. In a possible design, the chip system further includes a memory configured to store programs and data required by the computer device. The chip system may include a chip, or may include a chip and other discrete components.

[0113] Based on the above embodiment, an embodiment of the present application further provides a brake system including a controller, a brake pedal, a pedal stroke sensor, and a brake actuator, wherein the brake pedal is connected to the pedal stroke sensor; controller is connected to both the pedal stroke sensor and the brake actuator. The pedal stroke sensor is configured to collect brake pedal stroke when the vehicle turns downhill from a stationary state, the brake pedal stroke indicating an amount of brake pedal depression by a driver. The control unit is configured to control the brake actuator to complete a braking operation of the vehicle with a first brake force when the brake pedal stroke is greater than a first threshold value so that the vehicle speed is within a target vehicle speed range.

[0114] Based on the above embodiment, an embodiment of the present application further provides another brake system including a controller, a brake pedal, a pedal stroke sensor, and a brake actuator. The brake pedal is connected to the pedal stroke sensor, and a control unit is connected to both the pedal stroke sensor and the brake actuator. The pedal stroke sensor is configured to collect brake pedal strokes when the vehicle turns downhill from a stationary state and transmit the brake pedal strokes to the vehicle controller, where the brake pedal strokes indicate an amount of brake pedal depression by a driver. The control unit is configured to receive a brake command from the vehicle controller when the brake pedal stroke is greater than a first threshold, and the brake command is used to control the brake actuator to complete a braking operation of the vehicle with a first brake force so that the vehicle speed of the vehicle is within a target vehicle speed range.

[0115] For specific implementation procedures and detailed descriptions, please refer to the relevant procedures in the above embodiments, and the details will not be described again here.

[0116] According to the solution provided in the embodiments of the present application, the present application further provides a computer program product, which includes computer program code, which, when executed on a computer, enables the computer to perform the control method.

[0117] According to the solution provided in the embodiments of the present application, the present application further provides a computer-readable storage medium, which stores program code, which, when executed on a computer, enables the computer to perform the control method.

[0118] According to the solution provided in the embodiments of the present application, the present application further provides a terminal device including the braking system shown in the above embodiments.

[0119] For example, the terminal device may be a smart home device (including, but not limited to, a television, a robot vacuum cleaner, a smart desk lamp, a sound system, a smart lighting system, an appliance control system, a home background music system, a home theater system, an intercom system, and a video surveillance system), a smart transportation device (including, but not limited to, a vehicle, a ship, an unmanned aerial vehicle, a train, a truck, and a large freight vehicle), a smart manufacturing device (including, but not limited to, a robot, an industrial device, a smart logistics system, and a smart factory), a computing device (including, but not limited to, a desktop computer, a personal computer, and a server), a portable electronic device (including, but not limited to, a mobile phone, a tablet, a palmtop computer, a headset, a speaker, a wearable device (e.g., a smart watch), an in-vehicle device, a virtual reality device, and an augmented reality device).

[0120] As used herein, terms such as “component,” “module,” and “system” are used to refer to computer-related entities, hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and / or a computer. As illustrated, both computing devices and applications running on computing devices may be components. One or more components may reside within a process and / or thread of execution, and a component may reside on one computer and / or be distributed across two or more computers. Furthermore, these components may execute from various computer-readable media that store various data structures. For example, components may communicate using local and / or remote processes, based on signals containing, for example, one or more data packets (e.g., data from two components interacting using signals with other systems, whether in a local system, a distributed system, and / or over a network such as the Internet).

[0121] Those skilled in the art will recognize that the exemplary logic blocks (exemplary logic blocks) and steps (steps) described in the embodiments disclosed herein can 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 such implementation should not be deemed to go beyond the scope of the present application.

[0122] Those skilled in the art will clearly understand that for convenience and concise description, the detailed operation processes of the above systems, devices and units may be referred to the corresponding processes in the above method embodiments, and the details will not be described again here.

[0123] In some embodiments provided herein, it should be understood that the disclosed systems, devices, and methods may be realized in other ways. For example, the described device embodiments are merely examples. For example, the division into units is merely a logical division of function, and other divisions may be used in actual implementations. For example, multiple units or components may be combined or integrated into another system, or some functions may be ignored or not performed. Furthermore, shown or described mutual couplings, direct couplings, or communication connections may be implemented via some interface. Indirect couplings or communication connections between devices or units may be implemented in electronic, mechanical, or other forms.

[0124] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, and may be located in the same 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 in the embodiments.

[0125] Furthermore, the functional units in 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.

[0126] When a function is realized 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 essence of the technical solution of the present application, or a portion that contributes to the prior art, or a portion of the technical solution may be realized in the form of a software product. A computer software product is stored in a storage medium and includes a plurality of instructions for instructing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method described in the embodiments of the present application. The storage medium may be a USB flash drive, a removable hard disk, a read-only memory (ROM), a random access memory (RRAM), or a similar storage medium. This includes any medium capable of storing program code, such as a hard disk, a magnetic disk, or an optical disk.

[0127] 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 replacements that can be easily conceived 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. 1. A control method, the method comprising: obtaining a brake pedal stroke of the vehicle when the vehicle turns downhill from a stationary state, the brake pedal stroke representing an amount of depression of the brake pedal by a driver; and when the stroke of the brake pedal is greater than a first threshold value, controlling the vehicle to brake with a first braking force so that the vehicle speed falls within a target vehicle speed range. method.

2. 2. The method of claim 1, wherein the first braking force is determined based on a second braking force when the vehicle is stationary and a gradient of a slope on which the vehicle is currently located.

3. 3. The method of claim 2, wherein the greater the gradient of the slope on which the vehicle is currently located, the more gradual the reduction in the first braking force.

4. 4. The method according to claim 2 or 3, further comprising controlling the vehicle to brake with the second braking force when the stroke of the brake pedal is zero, thereby maintaining the vehicle stationary.

5. The method includes, before controlling the braking of the vehicle with a first braking force: receiving a first command, the first command indicating enabling a hill-descent control function of the vehicle, the hill-descent control function being used to adjust braking force of the vehicle in a downhill scenario of the vehicle; 5. The method of claim 1, further comprising the step of: enabling the downhill control function in response to the first command.

6. The method of claim 5 , wherein the first command is a human-machine interaction command, or the first command is a command from an autonomous driving system or a driver assistance system.

7. The method further includes adjusting the first braking force to zero when a first condition is satisfied; 7. The method of claim 1, wherein the first condition includes at least one of the following: a rear end of the vehicle deviating from a current direction of travel of the vehicle; a throttle opening of the vehicle being greater than a second threshold; or a caliper of an electric parking brake (EPB) system of the vehicle being clamped.

8. A brake system including a control unit, a brake pedal, a pedal stroke sensor, and a brake actuator, wherein the brake pedal is connected to the pedal stroke sensor, and the control unit is connected to both the pedal stroke sensor and the brake actuator; the pedal stroke sensor is configured to acquire a stroke of the brake pedal when the vehicle turns from a stationary state onto a downhill slope, the stroke of the brake pedal representing an amount of depression of the brake pedal by a driver; the control unit is configured to control the brake actuator to complete a braking operation of the vehicle with a first braking force, when the stroke of the brake pedal is greater than a first threshold value, so that a vehicle speed of the vehicle is within a target vehicle speed range. Brake system.

9. 8. A control device including at least one processor, the at least one processor coupled to a memory, the memory storing program instructions, the at least one processor configured to execute the program instructions to perform the method of any one of claims 1 to 7.

10. A terminal device comprising a wheel and a braking system according to claim 8.

11. 8. A computer-readable storage medium having stored thereon a computer program or instructions, the computer program or instructions being read and executed by a computer to enable the computer to perform the method of any one of claims 1 to 7.

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