Hybrid brake cooperative control method, device and equipment of unmanned vehicle and medium

Abstract

The application relates to a hybrid brake coordination control method, device, equipment and medium of an unmanned vehicle. The method comprises the following steps: acquiring a desired deceleration of the vehicle, determining a maximum effective electric brake deceleration at a current vehicle speed; when an electric brake safety intervention condition is met, selecting a pure electric brake mode or a hybrid brake mode according to a comparison result of the desired deceleration and the maximum effective electric brake deceleration; when the hybrid brake mode is adopted and the vehicle speed is reduced to below an electric brake enabling speed threshold, performing hybrid brake exit control, and judging an exit opportunity based on a duration, an actual deceleration deviation and a hydraulic brake theoretical deceleration deviation. The method can improve the dynamic response, energy recovery rate, brake safety and reliability of the hybrid brake control.

Description

Technical Field

[0001] This application relates to the field of autonomous vehicle technology, and in particular to a hybrid braking cooperative control method, device, equipment and medium for autonomous vehicles. Background Technology

[0002] With the development of autonomous driving technology, the braking system of autonomous vehicles, as a key component for ensuring driving safety and achieving precise control, faces increasingly higher performance requirements. Currently, autonomous vehicles typically employ a hybrid braking system combining hydraulic and electric braking to improve energy recovery efficiency while ensuring braking safety.

[0003] However, existing hybrid braking control methods, such as the scheme described in patent application CN 116853213 A, mainly determine the braking mode based on the brake pedal opening and its rate of change, and estimate the total braking torque demand based on the vehicle load. This approach has the following shortcomings: First, it does not fully consider the dynamic changes and delay effects when exiting the hybrid braking mode, resulting in an uneven braking mode switching process, affecting control accuracy and driving experience; second, this method requires obtaining the slope value to estimate the vehicle load, making it less adaptable to complex road conditions and less reliable; finally, this method lacks fault diagnosis and safety intervention mechanisms for electric braking, and its consideration of dynamic factors such as vehicle speed, deceleration, and battery state of charge is not comprehensive enough, posing safety hazards. Summary of the Invention

[0004] Therefore, it is necessary to provide a hybrid braking cooperative control method, device, computer equipment, and storage medium for unmanned vehicles that can improve the dynamic responsiveness, energy recovery rate, braking safety, and reliability of hybrid braking control, in response to the above-mentioned technical problems.

[0005] A hybrid braking cooperative control method for an unmanned vehicle, the method comprising:

[0006] Obtain the vehicle's desired deceleration and determine the maximum effective electric braking deceleration at the current vehicle speed; When the conditions for safe intervention of electric braking are met, the pure electric braking mode or the hybrid braking mode is selected based on the comparison between the desired deceleration and the maximum effective electric braking deceleration. When the hybrid braking mode is used and the vehicle speed decreases below the electric braking activation speed threshold, hybrid braking exit control is executed to switch from the hybrid braking mode to the pure hydraulic braking mode; The hybrid braking exit control determines the exit timing based on the duration of the vehicle speed being lower than the electric braking activation speed threshold from the current vehicle speed, the deviation between the actual vehicle deceleration and the desired deceleration, and the deviation between the theoretical deceleration currently provided by the hydraulic braking system and the desired deceleration.

[0007] A hybrid braking coordination control device for an unmanned vehicle, the device comprising: The data acquisition module is used to obtain the vehicle's expected deceleration. The maximum electric braking force determination module is used to determine the maximum effective electric braking deceleration based on the current vehicle speed; The braking response module is configured to respond to the desired deceleration in a pure electric braking mode if the desired deceleration does not exceed the maximum effective electric braking deceleration, provided that the electric braking safety intervention conditions are met; and to respond to the desired deceleration in a hybrid braking mode if the desired deceleration exceeds the maximum effective electric braking deceleration, wherein the hybrid braking mode includes electric braking at the maximum effective electric braking deceleration and hydraulic braking to compensate for the insufficient deceleration. An exit control module is configured to execute an exit control in response to the vehicle speed decreasing below the electric braking activation speed threshold in the hybrid braking mode. The exit control is configured to switch the hybrid braking mode to a pure hydraulic braking mode. The exit control determines the exit timing based on at least one of the following dynamic parameters: the duration of the vehicle speed being below the electric braking activation speed threshold from the current vehicle speed, the deviation between the actual vehicle deceleration and the desired deceleration, and the deviation between the theoretical hydraulic braking deceleration and the desired deceleration.

[0008] A computer device includes a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of any of the methods described above.

[0009] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any one of the methods described above.

[0010] The aforementioned hybrid braking cooperative control method, device, equipment, and medium for unmanned vehicles acquire the desired deceleration and determine the maximum effective electric braking deceleration at the current vehicle speed. When safety intervention conditions are met, it intelligently selects either pure electric braking or hybrid braking mode based on the relationship between the desired deceleration and the maximum effective electric braking deceleration. This method fully considers the dynamic capabilities of electric braking, prioritizing or maximizing its use in safe scenarios, thereby improving the braking energy recovery rate. Simultaneously, by setting a hybrid braking exit control, the exit timing is determined based on multi-dimensional dynamic parameters such as duration, actual deceleration deviation, and theoretical deceleration deviation, ensuring smooth braking mode switching and control accuracy, effectively solving the problems of poor dynamic response and low energy recovery rate in existing technologies. Attached Figure Description

[0011] Figure 1 This is an application scenario diagram of the hybrid braking cooperative control method for an unmanned vehicle in one embodiment; Figure 2 This is a flowchart illustrating a hybrid braking cooperative control method for an unmanned vehicle in one embodiment; Figure 3 This is a flowchart illustrating the hybrid braking exit control steps in one embodiment; Figure 4 This is a structural block diagram of a hybrid braking cooperative control device for an unmanned vehicle in one embodiment; Figure 5 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0013] The hybrid braking cooperative control method for unmanned vehicles provided in this application can be applied to, for example... Figure 1 In the application environment shown, the unmanned vehicle terminal 102 communicates with the server 104 via a network. Sensors on the unmanned vehicle collect vehicle status data in real time. The controller or server executes the method of this application based on the collected data, generates braking commands, and controls the coordinated operation of the vehicle's hydraulic and electric braking systems. The unmanned vehicle can be, but is not limited to, various unmanned delivery vehicles, unmanned cleaning vehicles, and driverless passenger vehicles. The server can be a standalone server or a server cluster composed of multiple servers.

[0014] In one embodiment, such as Figure 2 As shown, a hybrid braking cooperative control method for unmanned vehicles is provided, which is applied to... Figure 1This method will be illustrated using an example of an autonomous vehicle controller. The method includes the following steps: Step 202: Obtain the desired deceleration of the vehicle.

[0015] Specifically, the controller obtains the calculated desired acceleration of the vehicle from the planning module and the longitudinal control module of the autonomous vehicle. When the desired acceleration is negative, it indicates that the vehicle is in braking condition, and the desired acceleration at this time is the desired deceleration. The desired deceleration refers to the deceleration value that the autonomous vehicle expects to achieve based on the current driving state and path planning.

[0016] Step 204: Determine the maximum effective electric braking deceleration at the current vehicle speed.

[0017] Specifically, the controller acquires the vehicle's current speed and, based on a pre-calibrated electric braking speed-dependent calibration table, queries the maximum effective electric braking deceleration that the electric braking system can provide at that speed. This calibration table reflects the relationship between the maximum regenerative braking torque that the motor can provide and the corresponding deceleration at different vehicle speeds. The maximum effective electric braking deceleration refers to the maximum deceleration value that the electric braking system can safely and stably output at the current vehicle speed.

[0018] Step 206: Determine whether the conditions for safe intervention of electric braking are met.

[0019] The conditions for safe intervention of electric braking include: effective electric braking, the vehicle's current speed exceeding a preset electric braking activation speed threshold, and the battery's state of charge (SOC) being below a preset electric braking activation SOC threshold. Electric braking is only permitted when all of these conditions are met to ensure braking and battery safety. The electric braking activation speed threshold refers to the minimum vehicle speed at which electric braking is allowed to intervene; the electric braking activation SOC threshold refers to the maximum SOC value at which electric braking is allowed to intervene, to avoid overcharging.

[0020] Step 208: Select the braking mode based on the comparison results.

[0021] When the conditions for safe intervention of electric braking are met, the desired deceleration is further compared with the maximum effective electric braking deceleration: if the desired deceleration is less than or equal to the maximum effective electric braking deceleration, it indicates that electric braking alone can meet the braking requirements, and a pure electric braking mode is adopted; if the desired deceleration exceeds the maximum effective electric braking deceleration, it indicates that electric braking alone cannot meet all braking requirements, and a hybrid braking mode is adopted. In the hybrid braking mode, electric braking intervenes at the maximum effective electric braking deceleration throughout the entire process to maximize energy recovery, while the insufficient deceleration is provided by the hydraulic braking system.

[0022] Step 210: When the hybrid braking mode is used and the vehicle speed decreases to below the electric braking activation speed threshold, the hybrid braking exit control is executed.

[0023] Hybrid brake disengagement control is used to smoothly switch from hybrid braking mode to pure hydraulic braking mode. This disengagement control determines the disengagement timing based on the following dynamic parameters: the duration of time the vehicle speed has been below the electric braking activation speed threshold from the current vehicle speed, the deviation between the actual and desired deceleration of the vehicle, and the deviation between the theoretical and desired deceleration currently provided by the hydraulic braking system.

[0024] In the above method, by obtaining the desired deceleration and determining the maximum effective electric braking deceleration at the current vehicle speed, and when the safety intervention conditions are met, the method intelligently selects either pure electric braking or hybrid braking mode based on the relationship between the desired deceleration and the maximum effective electric braking deceleration. This method fully considers the dynamic capabilities of electric braking, prioritizing or maximizing the use of electric braking in safe scenarios, thereby improving the braking energy recovery rate. Simultaneously, by setting a hybrid braking exit control, the exit timing is determined based on multi-dimensional dynamic parameters such as duration, actual deceleration deviation, and theoretical deceleration deviation, ensuring the smoothness of braking mode switching and control accuracy, effectively solving the problems of poor dynamic response and low energy recovery rate in existing technologies.

[0025] In one embodiment, the maximum effective electric braking deceleration is obtained based on the vehicle's current speed and an electric braking speed-dependent calibration table; wherein the electric braking speed-dependent calibration table corresponds to different upper limits of braking torque at different speeds.

[0026] In another embodiment, the conditions for electric braking safety intervention include: electric braking is effective, the vehicle's current speed is higher than the electric braking activation speed threshold, and the battery state of charge is lower than the electric braking activation battery state of charge threshold.

[0027] In one embodiment, such as Figure 3 The diagram illustrates the detailed steps for disengaging hybrid braking control. When the vehicle speed decreases below the electric braking activation speed threshold, the following actions are performed: Step 302: Start timing the duration from the moment the current vehicle speed begins to fall below the electric braking activation speed threshold. This duration is denoted as T.

[0028] Step 304: Determine whether the duration T exceeds the preset maximum duration for hybrid braking exit. If T> Then, proceed to step 306: directly disengage the electric brake, expecting all deceleration to be provided by the hydraulic brake, and switch to the pure hydraulic brake mode.

[0029] Step 308, if T ≤ The system then uses a three-tiered judgment standard based on time, the actual percentage of vehicle deceleration, and the theoretical percentage of hydraulic braking deceleration to determine whether to disengage the electric braking system. The actual percentage of vehicle deceleration is the ratio of the actual vehicle deceleration to the expected deceleration; the theoretical percentage of hydraulic braking deceleration is the ratio of the theoretical hydraulic braking deceleration to the expected deceleration. The theoretical hydraulic braking deceleration is obtained based on the vehicle's current speed, the actual hydraulic braking amount received, and the hydraulic braking calibration table.

[0030] In one embodiment, the specific logic of the three-level judgment criteria is described in detail. Specifically: First condition: Actual vehicle deceleration Or the actual deceleration of the vehicle With expected deceleration The absolute value of the ratio is less than the first preset threshold. The formula is expressed as: or This condition is used to determine whether the actual deceleration has approached the desired deceleration or has entered an acceleration state.

[0031] Set the second condition: theoretical deceleration of hydraulic braking. With expected deceleration The absolute value of the ratio is greater than or equal to the second preset threshold. or the vehicle's current speed Less than or equal to the preset minimum speed threshold for hybrid braking Expressed as a formula: or This condition is used to determine whether the hydraulic brakes are sufficient to handle most of the braking demand, or whether the vehicle speed has dropped to a point where electric braking intervention is unnecessary.

[0032] If the first condition is not met but the second condition is met, the exit condition is determined to be met, and electric braking is discontinued, with the desired deceleration being entirely provided by hydraulic braking; otherwise, hybrid braking continues, where the input deceleration of hydraulic braking is the vehicle's desired deceleration, and the input deceleration of electric braking is the remaining unprovided deceleration (i.e., the desired deceleration minus the current theoretical deceleration of hydraulic braking, and not less than zero), until the hybrid braking exit condition is met.

[0033] By using this three-level judgment standard based on time, actual deceleration percentage, and theoretical deceleration percentage, the hybrid braking disengagement process can be completed accurately and smoothly, avoiding shocks or control overshoot caused by the response delay of hydraulic braking and electric braking.

[0034] In one embodiment, the desired deceleration is established. With the second preset threshold The gain scheduling relationship between them is expressed as follows:

[0035] in, The preset desired deceleration threshold, .parameter It is the deceleration threshold used to distinguish between forced braking and gentle braking; and These correspond to the second preset thresholds for forced braking and gentle braking, respectively. This gain scheduling relationship allows for a more lenient exit condition when the desired deceleration is large, ensuring braking safety; and a more stringent exit condition when the desired deceleration is small, ensuring braking smoothness.

[0036] In one embodiment, the method further includes an electric braking failure protection step. Specifically: Motor current and expected deceleration Stored in a fixed-length window. This window uses a first-in, first-out (FIFO) approach to maintain data from the most recent period.

[0037] If at any point in the window, the following condition is met: < and > If so, the electric braking system is deemed to have failed. The preset threshold for determining the desired deceleration. This is a preset current threshold. When the desired deceleration is very small but the motor current is very large, it indicates that the electric braking system may be malfunctioning.

[0038] In response to the determination of electric braking failure, the electric braking is immediately disengaged, and a pure hydraulic braking mode is adopted to ensure braking safety.

[0039] It should be understood that, although Figure 2 and 3 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 2 and 3 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but may be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but may be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0040] In one embodiment, such as Figure 4As shown, a hybrid braking cooperative control device for an unmanned vehicle is provided. It includes: a data acquisition module 402, a maximum electric braking force determination module 404, a braking response module 406, and an exit control module 408. Wherein: The data acquisition module 402 is used to acquire the vehicle's desired deceleration. Specifically, this module communicates with the autonomous vehicle's planning module and longitudinal control module, receives the calculated desired acceleration, and outputs it as the desired deceleration when the desired acceleration is negative.

[0041] The maximum electric braking force determination module 404 is used to determine the maximum effective electric braking deceleration based on the current vehicle speed. Specifically, this module stores an electric braking speed-dependent calibration table, and retrieves the corresponding maximum effective electric braking deceleration based on the current vehicle speed.

[0042] The braking response module 406 is used to respond to the desired deceleration in a pure electric braking mode if the desired deceleration does not exceed the maximum effective electric braking deceleration, provided that the conditions for safe intervention of electric braking are met; and to respond to the desired deceleration in a hybrid braking mode if the desired deceleration exceeds the maximum effective electric braking deceleration. The hybrid braking mode includes electric braking at the maximum effective electric braking deceleration and hydraulic braking to compensate for any insufficient deceleration.

[0043] The exit control module 408 is used to execute exit control in response to the vehicle speed decreasing below the electric braking activation speed threshold in the hybrid braking mode. This exit control switches the hybrid braking mode to a pure hydraulic braking mode and determines the exit timing based on at least one of the following dynamic parameters: the duration of the vehicle speed being below the electric braking activation speed threshold from the current vehicle speed, the deviation between the actual and desired deceleration of the vehicle, and the deviation between the theoretical and desired deceleration of the hydraulic braking.

[0044] Specific limitations regarding the hybrid braking coordination control device for autonomous vehicles can be found in the limitations of the hybrid braking coordination control method for autonomous vehicles described above, and will not be repeated here. Each module in the aforementioned hybrid braking coordination control device for autonomous vehicles can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0045] In one embodiment, a computer device is provided, which may be a server or a vehicle controller, and its internal structure diagram may be as follows: Figure 5As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and database. The internal memory provides the environment for the operation of the operating system and computer programs in the non-volatile storage media. The database stores calibration tables, thresholds, and other data. The network interface communicates with external terminals via a network connection. When the computer program is executed by the processor, it implements a hybrid braking cooperative control method for an unmanned vehicle.

[0046] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0047] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiment. Specifically, when the processor executes the computer program, it implements the following steps: acquiring the desired deceleration of the vehicle and determining the maximum effective electric braking deceleration at the current vehicle speed; when the electric braking safety intervention conditions are met, selecting either a pure electric braking mode or a hybrid braking mode based on a comparison between the desired deceleration and the maximum effective electric braking deceleration; when a hybrid braking mode is used and the vehicle speed decreases below the electric braking activation speed threshold, executing hybrid braking exit control to switch from the hybrid braking mode to a pure hydraulic braking mode; wherein, the hybrid braking exit control determines the exit timing based on the duration from the current vehicle speed below the electric braking activation speed threshold, the deviation between the actual vehicle deceleration and the desired deceleration, and the deviation between the theoretical deceleration currently provided by the hydraulic braking system and the desired deceleration.

[0048] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps in the above method embodiment. Specifically, when the computer program is executed by the processor, it implements the following steps: obtaining the desired deceleration of the vehicle and determining the maximum effective electric braking deceleration at the current vehicle speed; when the electric braking safety intervention conditions are met, selecting either a pure electric braking mode or a hybrid braking mode based on the comparison result between the desired deceleration and the maximum effective electric braking deceleration; when a hybrid braking mode is used and the vehicle speed decreases below the electric braking activation speed threshold, executing hybrid braking exit control to switch from the hybrid braking mode to a pure hydraulic braking mode; wherein, the hybrid braking exit control determines the exit timing based on the duration from the current vehicle speed below the electric braking activation speed threshold, the deviation between the actual vehicle deceleration and the desired deceleration, and the deviation between the theoretical deceleration currently provided by the hydraulic braking system and the desired deceleration.

[0049] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0050] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0051] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A hybrid braking cooperative control method for an unmanned vehicle, characterized in that, The method includes: Obtain the vehicle's desired deceleration and determine the maximum effective electric braking deceleration at the current vehicle speed; When the conditions for safe intervention of electric braking are met, the pure electric braking mode or the hybrid braking mode is selected based on the comparison between the desired deceleration and the maximum effective electric braking deceleration. When the hybrid braking mode is used and the vehicle speed decreases below the electric braking activation speed threshold, hybrid braking exit control is executed to switch from the hybrid braking mode to the pure hydraulic braking mode; The hybrid braking exit control determines the exit timing based on the duration of the vehicle speed being lower than the electric braking activation speed threshold from the current vehicle speed, the deviation between the actual vehicle deceleration and the desired deceleration, and the deviation between the theoretical deceleration currently provided by the hydraulic braking system and the desired deceleration.

2. The method according to claim 1, characterized in that, Determine the maximum effective electric braking deceleration at the current vehicle speed, including: The maximum effective electric braking deceleration is obtained based on the vehicle's current speed and the electric braking speed-dependent calibration table; wherein, the electric braking speed-dependent calibration table corresponds to different upper limits of braking torque at different speeds.

3. The method according to claim 1, characterized in that, The conditions for safe intervention of electric braking include: electric braking is effective, the current speed of the vehicle is higher than the electric braking activation speed threshold, and the battery state of charge is lower than the electric braking activation battery state of charge threshold.

4. The method according to claim 1, characterized in that, The hybrid braking exit control includes: The timing duration begins from the moment when the current vehicle speed begins to fall below the electric braking activation speed threshold. If the duration exceeds the preset maximum duration for disengaging hybrid braking, then electric braking is disengaged. If the duration does not exceed the preset maximum duration for disengaging hybrid braking, then a three-level judgment criterion is established based on time, the actual percentage of vehicle deceleration, and the theoretical percentage of hydraulic braking deceleration to determine whether to disengage electric braking.

5. The method according to claim 4, characterized in that, The three-level judgment criteria include: Set the first condition as follows: or ;in The actual deceleration of the vehicle. For the desired deceleration, The first preset threshold; Set the second condition as follows: or ,in For hydraulic braking theory deceleration, The second preset threshold, The vehicle's current speed. The preset minimum speed threshold for hybrid braking; If the first condition is not met but the second condition is met, then electric braking is disengaged; otherwise, hybrid braking continues.

6. The method according to claim 5, characterized in that, The method further includes: Establish the desired deceleration With the second preset threshold The gain scheduling relationship between them is expressed as follows: in, The preset desired deceleration threshold, .

7. The method according to claim 1, characterized in that, The method also includes electric braking failure protection: Motor current and the desired deceleration Store in a fixed-length window; If at any point in the window, the following condition is met: < and > If so, the electric braking system is deemed to have failed. The preset threshold for determining the desired deceleration. The preset current determination threshold; In response to the determination that the electric braking has failed, the electric braking is disengaged and pure hydraulic braking is adopted.

8. A hybrid braking cooperative control device for an unmanned vehicle, characterized in that, The device includes: The data acquisition module is used to obtain the vehicle's expected deceleration. The maximum electric braking force determination module is used to determine the maximum effective electric braking deceleration based on the current vehicle speed; A braking response module is configured to respond to the desired deceleration in a pure electric braking mode if the desired deceleration does not exceed the maximum effective electric braking deceleration, provided that the conditions for safe intervention of electric braking are met; and to respond to the desired deceleration in a hybrid braking mode if the desired deceleration exceeds the maximum effective electric braking deceleration, wherein the hybrid braking mode includes electric braking at the maximum effective electric braking deceleration and hydraulic braking to compensate for the insufficient deceleration. An exit control module is configured to execute an exit control in response to the vehicle speed decreasing below the electric braking activation speed threshold in the hybrid braking mode. The exit control is configured to switch the hybrid braking mode to a pure hydraulic braking mode. The exit control determines the exit timing based on at least one of the following dynamic parameters: the duration of the vehicle speed being below the electric braking activation speed threshold from the current vehicle speed, the deviation between the actual vehicle deceleration and the desired deceleration, and the deviation between the theoretical hydraulic braking deceleration and the desired deceleration.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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