Braking control method and device

Abstract

This application belongs to the field of braking technology and discloses a braking control method and device. The method includes: obtaining a first current speed of a preceding vehicle, a second current speed of a host vehicle, and a current distance between the host vehicle and the preceding vehicle during adaptive cruising of the hybrid vehicle; determining a target deceleration of the host vehicle based on the first current speed, the second current speed, and the current distance; determining a target braking torque corresponding to the hybrid control system and a target braking deceleration corresponding to the electronic stability control system based on the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor; controlling the motor in the hybrid control system to perform regenerative braking based on the target braking torque, and controlling the electronic stability control system to perform braking based on the target braking deceleration. The present application can be used to distribute the braking needs of the vehicle and improve braking quality.

Description

Technical Field

[0001] The present application relates to the field of braking technology, and in particular to a braking control method and device. Background Art

[0002] Regenerative braking is a braking technology used in electric vehicles. When an electric vehicle is braked using regenerative braking, the electric vehicle's kinetic energy is converted into electrical energy by controlling the motor's reverse rotation and then stored.

[0003] However, when braking during driving, if only the motor is controlled to reverse, it cannot meet the current braking requirements of the vehicle, resulting in poor braking effect and a high risk of collision with the vehicle ahead, causing a traffic accident. Therefore, a method for distributing the braking requirements of the vehicle is urgently needed to achieve safe braking. Summary of the Invention

[0004] Based on this, it is necessary to provide a braking control method and device to address the above technical issues.

[0005] In a first aspect, a braking control method is provided. The method is applied to a hybrid vehicle, wherein the hybrid vehicle includes a hybrid power control system and an electronic stability control system, wherein the hybrid power control system includes a motor. The method includes:

[0006] During the adaptive cruise control of the hybrid vehicle, obtaining a first current speed of a preceding vehicle, a second current speed of the host vehicle, and a current distance between the host vehicle and the preceding vehicle;

[0007] determining a target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed, and the current vehicle distance;

[0008] determining a target braking torque corresponding to the hybrid control system and a target braking deceleration corresponding to the electronic stability control system according to the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor;

[0009] The motor in the hybrid control system is controlled to perform regenerative braking based on the target braking torque, and the electronic stability control system is controlled to perform braking based on the target braking deceleration.

[0010] As an optional implementation manner, determining the target braking torque corresponding to the hybrid control system and the target braking deceleration corresponding to the electronic stability control system based on the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor includes:

[0011] If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and less than or equal to the pre-stored maximum executable braking torque of the motor, the braking torque corresponding to the target deceleration is determined as the target braking torque corresponding to the hybrid power control system, and the target braking deceleration corresponding to the electronic stability control system is determined to be zero;

[0012] If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and greater than the pre-stored maximum executable braking torque of the motor, the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system;

[0013] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and less than the pre-stored maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system;

[0014] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the preset braking torque threshold is less than the maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system;

[0015] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold, and is greater than or equal to the maximum executable braking torque of the motor, and the maximum executable braking torque of the motor is less than the preset braking torque threshold, then the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system.

[0016] As an optional implementation manner, determining the target deceleration of the host vehicle based on the first current vehicle speed, the second current vehicle speed, and the current vehicle distance includes:

[0017] determining a ratio of the current vehicle distance to a difference between the first current vehicle speed and the second current vehicle speed as a current vehicle time headway;

[0018] The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles.

[0019] As an optional implementation manner, determining the target deceleration according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles includes:

[0020] In the pre-stored correspondence between the first vehicle speed, the time headway between the vehicles, the second vehicle speed, and the target time headway between the vehicle in front, the target time headway between the vehicle in front and the vehicle in front corresponding to the first current vehicle speed, the current time headway between the vehicles in front, and the second current vehicle speed are queried.

[0021] The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target time headway between vehicles.

[0022] As an optional implementation manner, determining the target deceleration based on the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles includes:

[0023] In the pre-stored correspondence between the first vehicle speed, the time headway between vehicles, the second vehicle speed, and the target vehicle speed, querying the target vehicle speed corresponding to the first current vehicle speed, the current time headway between vehicles, and the second current vehicle speed;

[0024] The target deceleration is determined as the ratio of the difference between the second current vehicle speed and the target vehicle speed to a preset control time.

[0025] As an optional implementation manner, the formula for determining the target deceleration based on the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target vehicle headway is:

[0026]

[0027] Where a represents the target deceleration of the vehicle, k a represents the gain coefficient, v f Indicates the first current vehicle speed, v h represents the second current vehicle speed, R represents the current vehicle distance, T represents the target vehicle-to-vehicle time interval, and R0 represents the preset minimum safe vehicle distance.

[0028] As an optional implementation manner, the formula for determining the target deceleration as the ratio of the difference between the second current vehicle speed and the target vehicle speed to the preset control time is:

[0029]

[0030] Where a represents the target deceleration of the vehicle, v h represents the second current vehicle speed, vs represents the target vehicle speed, and △T represents the preset control time.

[0031] In a second aspect, a brake control device is provided. The device is applied to a hybrid vehicle, wherein the hybrid vehicle includes a hybrid power control system and an electronic stability control system, wherein the hybrid power control system includes a motor, and the device includes:

[0032] an acquisition module, configured to acquire, during the adaptive cruise control of the hybrid vehicle, a first current speed of a preceding vehicle, a second current speed of the host vehicle, and a current distance between the host vehicle and the preceding vehicle;

[0033] a first determining module, configured to determine a target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed, and the current vehicle distance;

[0034] a second determining module, configured to determine a target braking torque corresponding to the hybrid control system and a target braking deceleration corresponding to the electronic stability control system according to the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor;

[0035] A braking module is configured to control a motor in the hybrid power control system to perform regenerative braking based on the target braking torque, and to control an electronic stability control system to perform braking based on the target braking deceleration.

[0036] As an optional implementation manner, the second determining module is specifically configured to:

[0037] If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and less than or equal to the pre-stored maximum executable braking torque of the motor, the braking torque corresponding to the target deceleration is determined as the target braking torque corresponding to the hybrid power control system, and the target braking deceleration corresponding to the electronic stability control system is determined to be zero;

[0038] If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and greater than the pre-stored maximum executable braking torque of the motor, the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system;

[0039] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and less than the pre-stored maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system;

[0040] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the preset braking torque threshold is less than the maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system;

[0041] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold, and is greater than or equal to the maximum executable braking torque of the motor, and the maximum executable braking torque of the motor is less than the preset braking torque threshold, then the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system.

[0042] As an optional implementation manner, the first determining module is specifically configured to:

[0043] determining a ratio of the current vehicle distance to a difference between the first current vehicle speed and the second current vehicle speed as a current vehicle time headway;

[0044] The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles.

[0045] As an optional implementation manner, the first determining module is specifically configured to:

[0046] In the pre-stored correspondence between the first vehicle speed, the time headway between the vehicles, the second vehicle speed, and the target time headway between the vehicle in front, the target time headway between the vehicle in front and the vehicle in front corresponding to the first current vehicle speed, the current time headway between the vehicles in front, and the second current vehicle speed are queried.

[0047] The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target time headway between vehicles.

[0048] As an optional implementation manner, the first determining module is specifically configured to:

[0049] In the pre-stored correspondence between the first vehicle speed, the time headway between vehicles, the second vehicle speed, and the target vehicle speed, querying the target vehicle speed corresponding to the first current vehicle speed, the current time headway between vehicles, and the second current vehicle speed;

[0050] The target deceleration is determined as the ratio of the difference between the second current vehicle speed and the target vehicle speed to a preset control time.

[0051] In a third aspect, a braking control system is provided, which includes: the braking control method as described in the first aspect and the braking control device as described in the second aspect.

[0052] In a fourth aspect, a computer device is provided, comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, the method steps described in the first aspect are implemented.

[0053] In a fifth aspect, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method steps described in the first aspect are implemented.

[0054] The present application provides a braking control method and device. The technical solution provided by the embodiments of the present application brings at least the following beneficial effects: when driving a vehicle, the hybrid vehicle determines the target speed and target time interval between vehicles based on the vehicle speed, the speed of the preceding vehicle, and the distance between vehicles. The hybrid vehicle controls the hybrid control system and the electronic stability control system to brake according to the target speed and target time interval between vehicles to complete the braking request of the vehicle. In this way, when the hybrid vehicle brakes, the target braking demand is allocated to the hybrid control system and the electronic stability control system, which not only ensures energy regeneration during braking and improves energy utilization; at the same time, the target braking demand is allocated, which also avoids the problem of poor braking effect when the motor reversal cannot meet the current braking demand, thereby ensuring the braking effect and improving the braking quality.

[0055] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0057] Figure 1 A schematic structural diagram of a hybrid vehicle provided in an embodiment of the present application;

[0058] Figure 2 A flowchart of a braking control method provided in an embodiment of the present application;

[0059] Figure 3 A schematic structural diagram of a brake control device provided in an embodiment of the present application;

[0060] Figure 4 A schematic diagram of the structure of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0061] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0062] The braking control method provided in the embodiment of the present application can be applied to hybrid vehicles. Figure 1 As shown, the hybrid vehicle includes an assisted driving system 101, a hybrid power control system 102, an electronic stability control system 103, a transmission system 104, and wheels 105. The hybrid power control system 102 includes an engine 1021, a motor controller 1022, a drive motor 1023, and a battery 1024. The electronic stability control system 103 includes a sensor 1031, a brake pressure controller 1032, and a brake actuator 1033.

[0063] The assisted driving system 101 is communicatively connected to the hybrid power control system 102 and the electronic stability control system 103 via twisted pair cables CAN L and CAN H of a CAN (Controller Area Network) network. During the hybrid vehicle's adaptive cruise control, the assisted driving system 101 obtains a first current speed of the preceding vehicle, a second current speed of the host vehicle, and the current distance between the host vehicle and the preceding vehicle. Based on the first current speed, the second current speed, and the current distance, the assisted driving system 101 determines a target deceleration for the host vehicle. Based on the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque for the motor, the assisted driving system 101 determines a target braking torque for the hybrid power control system 102 and a target braking deceleration for the electronic stability control system 103. The assisted driving system 101 controls the motor in the hybrid power control system 102 to perform regenerative braking based on the target braking torque, and controls the electronic stability control system 103 to perform braking based on the target braking deceleration.

[0064] The hybrid control system 102 is configured to transmit to the driver assistance system 101 via the communication network whether it can respond to the driver assistance system 101's target braking torque and the maximum achievable motor braking torque. Upon receiving the requested target braking torque (reverse torque), the hybrid controller 1022 controls the drive motor 1023 to reverse. The vehicle's kinetic energy, through the wheels 105 and the transmission system 104, drives the hybrid vehicle's rolling inertia to reverse the drive motor 1023, which then recovers the kinetic energy from the generator 1021 to generate electricity. The battery 1024 stores some of the electrical energy. Simultaneously, the hybrid vehicle decelerates by using the reverse pull of the drive motor 1023 to achieve regenerative braking.

[0065] The electronic stability control system 103 is configured to obtain a target braking deceleration through a sensor 1031. A brake pressure controller 1032 and a brake actuator 1033 respond to the target braking deceleration requested by the driver assistance system 101 and convert the target braking deceleration into active braking pressure adjustment by the brake actuator 1033, thereby decelerating or stopping the hybrid vehicle through the wheels 105.

[0066] The following will describe in detail a braking control method provided by an embodiment of the present application in conjunction with specific implementation methods. Figure 2 A flowchart of a braking control method provided in an embodiment of the present application is shown in FIG. Figure 2 The specific steps are as follows:

[0067] Step 201 : During the adaptive cruise control of the hybrid vehicle, a first current speed of the preceding vehicle, a second current speed of the host vehicle, and a current distance between the host vehicle and the preceding vehicle are obtained.

[0068] In practice, to avoid the problem in the prior art where only controlling the motor in reverse for braking fails to meet the current vehicle's braking requirements, resulting in poor braking performance and a high risk of collision with the vehicle ahead, it is necessary to distribute the vehicle's braking requirements to ensure safe braking. Therefore, when a hybrid vehicle intends to brake during adaptive cruise control, it is necessary to first determine the hybrid vehicle's target braking requirement. Furthermore, in the prior art, the vehicle determines whether to initiate braking based on the driver's braking intention. However, the target braking requirement determined based on the user's braking intention may not fully match the vehicle's actual braking requirements in the driving scenario, resulting in overshoot or underbraking during deceleration and a poor driving experience for the user. Therefore, it is necessary to determine the vehicle's target braking requirement. The driver's braking intention includes information such as brake pedal displacement, angle, and pedal opening. To avoid this problem, the present application determines the hybrid vehicle's target braking requirement based on the first current speed of the preceding vehicle, the host vehicle's second current speed, and the current distance between the host vehicle and the preceding vehicle. Therefore, during the hybrid vehicle's adaptive cruise control, the host vehicle's second current speed is obtained. Hybrid vehicles can use information collection devices such as radar or camera sensors to obtain the current speed of the preceding vehicle, the current speed of the vehicle itself, and the current distance between them. The radar transmits pulses or continuously frequency-modulated microwaves through its transmitting antenna. These microwaves are reflected by the air upon encountering the preceding vehicle. The radar then receives the reflected microwaves and compares them with the transmitted microwaves. The time or frequency difference between the two signals is used to calculate the current distance between the vehicle itself and the preceding vehicle, while the phase difference is used to calculate the current speed of the preceding vehicle. The camera sensor captures images or videos at different time sequences and uses a deep learning algorithm to determine the current speed of the preceding vehicle and the current distance between the vehicle itself and the preceding vehicle.

[0069] Step 202 : Determine the target deceleration of the vehicle based on the first current vehicle speed, the second current vehicle speed, and the current vehicle distance.

[0070] In practice, the braking demand corresponds to deceleration, so the target braking demand is the target deceleration. To avoid the issue in existing technologies where the target braking demand may not fully match the braking demand required by the vehicle in the driving scenario, a target deceleration is determined for the hybrid vehicle in its current driving state. This ensures a consistent target braking demand. Therefore, the target deceleration of the vehicle is determined based on the first current vehicle speed, the second current vehicle speed, and the current vehicle distance.

[0071] Specifically, the specific operation of determining the target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed and the current vehicle distance is performed as follows.

[0072] Step 1: Determine the current time headway between vehicles as the ratio of the current vehicle headway to the difference between the first current vehicle speed and the second current vehicle speed.

[0073] In practice, in order to avoid the situation where only controlling the motor to reverse for braking fails to meet the braking requirements of the current vehicle, resulting in poor braking effect and collision between the front and rear vehicles, it is necessary to allocate the target braking requirements of the vehicle. However, the time distance between vehicles is the speed difference between the current speed of the vehicle and the current speed of the vehicle in front, which will result in the duration of the rear-end collision. In order to avoid a collision between the front and rear vehicles, it is necessary to first determine the current time distance between vehicles under the current driving state. Therefore, the current time distance between vehicles can be determined first based on the first current speed, the second current speed and the current distance between vehicles. In other words, the ratio of the current distance between vehicles to the difference between the first current speed and the second current speed is determined as the current time distance between vehicles.

[0074] Step 2: Determine a target deceleration based on the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles.

[0075] In practice, the target deceleration is determined based on the first current speed of the preceding vehicle, the second current speed of the host vehicle, and the current time headway between the host vehicle and the preceding vehicle. This determines the desired braking requirement for the host vehicle in the actual driving scenario. This target deceleration ensures that the host vehicle's braking requirement matches the braking requirement in the driving scenario, while also avoiding a poor driving experience for the user. Therefore, the hybrid vehicle determines the target deceleration based on the first current speed, the second current speed, and the current time headway.

[0076] Specifically, the specific steps of determining the target deceleration according to the first current vehicle speed, the second current vehicle speed, and the current time interval between vehicles are performed. The target deceleration can be determined according to the target vehicle speed and the target time interval between vehicles respectively. The specific steps are as follows.

[0077] Method 1, step A, in the pre-stored correspondence between the first vehicle speed, the time headway between the vehicle and the preceding vehicle, query the target time headway between the vehicle and the preceding vehicle corresponding to the first current vehicle speed, the current time headway between the vehicle and the preceding vehicle, and the second current vehicle speed.

[0078] In practice, to prevent a hybrid vehicle from rear-ending the vehicle ahead, technicians predetermine a target headway between the vehicle and the preceding vehicle based on the vehicle's first and second speeds, as well as the headway distance. This ensures that, at the target headway distance, even if the vehicle is traveling at the second current speed and the preceding vehicle is traveling at the first current speed, the two vehicles will not collide. The hybrid vehicle then stores the correspondence between the first speed, headway distance, second speed, and the target headway distance between the vehicle and the preceding vehicle. Furthermore, ensuring that, at the target headway distance, even if the vehicle is traveling at the second current speed and the preceding vehicle is traveling at the first current speed, the two vehicles will not collide is only the most basic requirement for determining the target headway distance. The target headway distance can also be determined based on the user's driving preferences. For example, if the user prefers to follow closely, the target headway distance can be reduced while ensuring a collision-free situation; if the user prefers to follow a slightly wider distance, the target headway distance can be increased.

[0079] Based on the first current vehicle speed, the current time headway, and the second current vehicle speed, the hybrid vehicle searches for the target time headway between the vehicle and the preceding vehicle corresponding to the first current vehicle speed, the current time headway, and the second current speed. This target time headway between the vehicle and the preceding vehicle, determined in the current driving scenario, can prevent a collision between the two vehicles.

[0080] Step B: determining a target deceleration based on the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target vehicle headway.

[0081] In practice, the target deceleration is determined based on the first current vehicle speed, the second current vehicle speed, a preset gain factor, a preset minimum safe distance, the current distance, and the target time headway between vehicles. The preset gain factor is a function of braking intensity and hazard level, increasing with increasing hazard level. The preset minimum safe distance is set based on actual driving conditions and is not subject to any restrictions.

[0082] As an optional implementation, a formula for determining the target deceleration is as follows based on the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target vehicle headway:

[0083]

[0084] Where a represents the target deceleration, k a represents the gain coefficient, v f Indicates the first current vehicle speed, v h represents the second current vehicle speed, R represents the current vehicle distance, T represents the target vehicle-to-vehicle time interval, and R0 represents the preset minimum safe vehicle distance.

[0085] Method 2, step C, in the pre-stored correspondence between the first vehicle speed, the time headway between vehicles, the second vehicle speed and the target vehicle speed, query the target vehicle speed corresponding to the first current vehicle speed, the current time headway between vehicles and the second current vehicle speed.

[0086] During implementation, to prevent a hybrid vehicle from rear-ending the vehicle ahead, technicians predetermine target speeds for both the vehicle and the preceding vehicle based on the vehicle's first and second speeds and the time headway between them. This ensures that, at the target speeds, the hybrid vehicle maintains the target speed and the preceding vehicle maintains the first current speed, without a collision. The hybrid vehicle then stores the relationship between the first speed, time headway between them, the second speed, and the target speed. Furthermore, the target speed can be determined based on the user's driving preferences. For example, if the user prefers to follow closely, the target speed can be increased while ensuring a collision-free situation. If the user prefers to follow slightly further behind, the target speed can be decreased while ensuring a collision-free situation.

[0087] In step D, the target deceleration is determined as the ratio of the difference between the second current vehicle speed and the target vehicle speed to the preset control time.

[0088] In implementation, when there is no vehicle ahead of the vehicle and the second current vehicle speed is greater than the target vehicle speed, the hybrid vehicle can determine the target deceleration as the ratio of the difference between the second current vehicle speed and the target vehicle speed to the preset control time.

[0089] As an optional implementation, the target deceleration is determined by the formula of the ratio of the second current vehicle speed and the target vehicle speed to the preset control time:

[0090]

[0091] Where a represents the target deceleration, v h represents the second current vehicle speed, vs represents the target vehicle speed, and △T represents the preset control time.

[0092] Step 203 : determining a target braking torque corresponding to the hybrid control system and a target braking deceleration corresponding to the electronic stability control system according to the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor.

[0093] In practice, after determining the hybrid vehicle's target deceleration, the target deceleration must be distributed to achieve safe braking. This avoids the existing problem of only controlling the motor's reverse rotation for braking, which can lead to poor braking and a potential collision with the vehicle ahead. The hybrid vehicle's braking system includes a hybrid control system and an electronic stability control system. Therefore, the hybrid vehicle determines the target braking torque for the hybrid control system and the target braking deceleration for the electronic stability control system based on the target deceleration, a preset braking torque threshold, and a pre-stored maximum braking torque for the motor. The preset braking torque threshold is -800 NM, determined based on the hybrid vehicle's driving stability. When the electronic stability control system independently performs deceleration control, it proportionally distributes front and rear wheel braking pressure based on the road adhesion coefficient and ECE (Economic Commission of Europe) regulatory lines to prevent wheel lock and skidding. The driver assistance system requests braking torque from the hybrid control system within the preset braking torque threshold range, preventing front wheel lock.

[0094] Furthermore, the formula for converting the control torque requested by the auxiliary driving system to the hybrid control system and the corresponding deceleration requirement is as follows:

[0095]

[0096] F t =m*am*g*fm*g*sinb-c*V h

[0097] Among them, represents the transmission ratio coefficient related to the gear position, represents the transmission system transmission ratio and transmission efficiency coefficient, represents the torque, m represents the vehicle mass, a represents the deceleration, f represents the tire rolling resistance coefficient, b represents the road slope, c represents the wind resistance gain coefficient, and r represents the wheel radius.

[0098] Furthermore, before controlling the hybrid control system and electronic stability control system for braking, the hybrid vehicle monitors the operating status of the hybrid controller and electronic stability control system in real time. If the hybrid controller or electronic stability control system detects that the operating status is unavailable or in a special operating state, the hybrid vehicle exits the adaptive cruise control function and no longer requests the negative torque control logic. The hybrid controller and electronic stability control system operating states include a normal operating state (able to respond to torque requests from the driver assistance system); an active operating state (currently responding to torque requests from the driver assistance system); and a failed operating state (unable to respond to torque requests from the driver assistance system).

[0099] Specifically, the execution step determines the target braking torque corresponding to the hybrid control system and the target braking deceleration corresponding to the electronic stability control system according to the target deceleration, the preset braking torque threshold and the pre-stored maximum executable braking torque of the motor. The specific operations are as follows.

[0100] Step 1: If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and less than or equal to the pre-stored maximum executable braking torque of the motor, the braking torque corresponding to the target deceleration is determined as the target braking torque corresponding to the hybrid control system, and the target braking deceleration corresponding to the electronic stability control system is determined to be zero.

[0101] In practice, the hybrid control system includes an engine, a motor controller, a drive motor, and a battery. The hybrid control system can utilize regenerative braking technology for braking control. Specifically, when a hybrid vehicle controls the hybrid control system for braking, the motor controller can control the drive motor to reverse. The vehicle's kinetic energy, through the wheels and drivetrain, uses the rolling inertia of the hybrid vehicle to drive the drive motor in reverse. The generator then recovers kinetic energy to generate electricity, and the battery stores some of the energy, thereby regenerating energy. Simultaneously, regenerative braking is achieved through the motor's reverse drag, decelerating the hybrid vehicle. The electronic stability control system includes sensors, a brake pressure controller, and a brake actuator. The sensors detect the target braking deceleration. The brake pressure controller and brake actuator convert the target braking deceleration into active brake pressure adjustment for the brake actuator, achieving deceleration or stopping of the hybrid vehicle through the wheels. The electronic stability control system can also send a negative torque request to the hybrid control system and dynamically execute the deceleration request based on the pressure buildup time. Energy regeneration is achieved during braking by the hybrid control system. Therefore, when the user requests braking, the hybrid vehicle prioritizes the brake request to the hybrid control system, which then brakes accordingly. If the hybrid vehicle's braking request is insufficient to be met by the hybrid control system, the remaining braking demand is met by the electronic stability control system. This allows for faster response than the electronic stability control system's pressure buildup, enabling rapid and stable deceleration of the vehicle to reach the target speed or target headway. Therefore, the hybrid vehicle's braking torque corresponding to the target deceleration is compared with a preset braking torque threshold and a pre-stored maximum achievable braking torque for the motor. If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and the pre-stored maximum achievable braking torque for the motor, indicating that the hybrid vehicle's braking request can be met by the hybrid control system, the braking torque corresponding to the target deceleration is then determined as the hybrid control system's target braking torque, and the electronic stability control system's target braking deceleration is set to zero. Within the preset braking torque threshold, the driver assistance system prioritizes requesting motor regenerative braking from the hybrid control system, ensuring vehicle driving stability in compliance with ECE braking safety regulations.

[0102] Step 2: If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and is greater than the pre-stored maximum executable braking torque of the motor, the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system.

[0103] In implementation, the hybrid vehicle first compares the braking torque corresponding to the target deceleration with a preset braking torque threshold and a pre-stored maximum motor braking torque. If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and greater than the pre-stored maximum motor braking torque, the maximum motor braking torque is determined as the target braking torque for the hybrid control system. The difference between the target deceleration and the deceleration corresponding to the maximum motor braking torque is then used as the target braking deceleration for the electronic stability control system. This allows the hybrid control system to request regenerative braking based on the maximum motor braking torque, achieving the maximum energy recovery achievable in this scenario. The remaining braking demand is then requested from the electronic stability control system to limit the overall speed to the target vehicle speed or target inter-vehicle time distance.

[0104] Step three: If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and less than the pre-stored maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system.

[0105] In implementation, the hybrid vehicle's braking torque corresponding to the target deceleration is compared with a preset braking torque threshold and a pre-stored maximum motor braking torque. If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold but less than the pre-stored maximum motor braking torque, then although the target braking demand (target deceleration) is less than the maximum motor braking torque, because the total braking demand exceeds the preset braking torque threshold, requesting regenerative braking based on the maximum motor braking torque will result in excessive front wheel regenerative braking force, impairing vehicle driving stability and causing an imbalance in front and rear wheel braking force distribution, potentially leading to vehicle locking risk. Therefore, regenerative braking torque should be requested from the hybrid controller based on the preset braking torque threshold, while the remaining braking demand should be requested from the electronic stability control system to achieve the target vehicle speed or target headway. Therefore, the preset braking torque threshold is determined as the target braking torque for the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration for the electronic stability control system.

[0106] Step 4: If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the preset braking torque threshold is less than the maximum executable braking torque of the motor, then the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system.

[0107] In implementation, the hybrid vehicle's braking torque corresponding to the target deceleration is first compared with a preset braking torque threshold and a pre-stored maximum motor braking torque, and the preset braking torque threshold is compared with the motor's maximum braking torque. If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and equal to the motor's maximum braking torque, and the preset braking torque threshold is less than the motor's maximum braking torque, the hybrid control system is unable to independently meet the braking demand. Therefore, the hybrid control system should request regenerative braking torque based on the smaller of the preset braking torque threshold or the motor's maximum braking torque. This ensures vehicle driving stability while fully utilizing the motor's regenerative braking to maximize energy recovery. The remaining braking demand is then requested from the electronic stability control system to achieve the target vehicle speed or target headway. Therefore, the preset braking torque threshold is determined as the target braking torque for the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration for the electronic stability control system.

[0108] Step five: If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold, and is greater than or equal to the maximum executable braking torque of the motor, and the maximum executable braking torque of the motor is less than the preset braking torque threshold, then the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system.

[0109] During implementation, the hybrid vehicle's braking torque corresponding to the target deceleration is compared with a preset braking torque threshold and a pre-stored maximum motor braking torque, respectively. The preset braking torque threshold is then compared with the motor's maximum motor braking torque. If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and greater than or equal to the motor's maximum motor braking torque, and the motor's maximum motor braking torque is less than the preset braking torque threshold, the motor's maximum motor braking torque is determined as the target braking torque for the hybrid control system. The difference between the target deceleration and the deceleration corresponding to the motor's maximum motor braking torque is then determined as the target braking deceleration for the electronic stability control system.

[0110] Step 204 : Control the motor in the hybrid power control system to perform regenerative braking based on the target braking torque, and control the electronic stability control system to perform braking based on the target braking deceleration.

[0111] In implementation, the motor in the hybrid control system is controlled to perform regenerative braking based on the target braking torque, and the electronic stability control system is controlled to perform braking based on the target braking deceleration.

[0112] An embodiment of the present application provides a braking control method. When driving a hybrid vehicle, the hybrid vehicle determines its target speed and target inter-vehicle time interval based on its own speed, the speed of the preceding vehicle, and the distance between vehicles. Based on the target speed and target inter-vehicle time interval, the hybrid vehicle controls the hybrid power control system and the electronic stability control system to brake and fulfill the vehicle's braking request. Thus, when the hybrid vehicle brakes, the target braking demand is distributed between the hybrid power control system and the electronic stability control system, ensuring energy regeneration during braking and improving energy utilization. Furthermore, distributing the target braking demand avoids the problem of poor braking effect when motor reversal cannot meet the current braking demand, thereby ensuring effective braking and improving braking quality.

[0113] It should be understood that although Figure 2 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. In addition, Figure 2 At least part of the steps may include multiple steps or multiple stages. These steps or stages are not necessarily performed at the same time, but can be performed at different times. The order of execution of these steps or stages is not necessarily one by one, but can be performed in turn or alternately with other steps or at least part of the steps or stages in other steps.

[0114] It can be understood that the same / similar parts between the various embodiments of the above method in this specification can be referred to each other, and each embodiment focuses on the differences from other embodiments. For related parts, please refer to the description of other method embodiments.

[0115] The present application also provides a braking control device, such as Figure 3 As shown, the device includes:

[0116] An acquisition module 301 is configured to acquire a first current speed of a preceding vehicle, a second current speed of the host vehicle, and a current distance between the host vehicle and the preceding vehicle during the adaptive cruise control of the hybrid vehicle;

[0117] A first determining module 302 is configured to determine a target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed, and the current vehicle distance;

[0118] a second determining module 303 for determining a target braking torque corresponding to the hybrid control system and a target braking deceleration corresponding to the electronic stability control system according to the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor;

[0119] The braking module 304 is configured to control the motor in the hybrid power control system to perform regenerative braking based on the target braking torque, and control the electronic stability control system to perform braking based on the target braking deceleration.

[0120] As an optional implementation manner, the second determining module 303 is specifically configured to:

[0121] If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and less than or equal to the pre-stored maximum executable braking torque of the motor, the braking torque corresponding to the target deceleration is determined as the target braking torque corresponding to the hybrid power control system, and the target braking deceleration corresponding to the electronic stability control system is determined to be zero;

[0122] If the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and greater than the pre-stored maximum executable braking torque of the motor, the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system;

[0123] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and less than the pre-stored maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system;

[0124] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the preset braking torque threshold is less than the maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system;

[0125] If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold, and is greater than or equal to the maximum executable braking torque of the motor, and the maximum executable braking torque of the motor is less than the preset braking torque threshold, then the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system.

[0126] As an optional implementation manner, the first determining module 302 is specifically configured to:

[0127] determining a ratio of the current vehicle distance to a difference between the first current vehicle speed and the second current vehicle speed as a current vehicle time headway;

[0128] The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles.

[0129] As an optional implementation manner, the first determining module 302 is specifically configured to:

[0130] In the pre-stored correspondence between the first vehicle speed, the time headway between the vehicles, the second vehicle speed, and the target time headway between the vehicle in front, the target time headway between the vehicle in front and the vehicle in front corresponding to the first current vehicle speed, the current time headway between the vehicles in front, and the second current vehicle speed are queried.

[0131] The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target time headway between vehicles.

[0132] As an optional implementation manner, the first determining module 302 is specifically configured to:

[0133] In the pre-stored correspondence between the first vehicle speed, the time headway between vehicles, the second vehicle speed, and the target vehicle speed, querying the target vehicle speed corresponding to the first current vehicle speed, the current time headway between vehicles, and the second current vehicle speed;

[0134] The target deceleration is determined as the ratio of the difference between the second current vehicle speed and the target vehicle speed to a preset control time.

[0135] An embodiment of the present application provides a braking control device. When driving a hybrid vehicle, the hybrid vehicle determines its target speed and target inter-vehicle time interval based on its own speed, the speed of the preceding vehicle, and the distance between vehicles. Based on the target speed and target inter-vehicle time interval, the hybrid vehicle controls the hybrid power control system and the electronic stability control system to brake and fulfill the vehicle's braking request. Thus, when the hybrid vehicle brakes, the target braking demand is distributed between the hybrid power control system and the electronic stability control system, ensuring energy regeneration during braking and improving energy utilization. Furthermore, distributing the target braking demand avoids the problem of poor braking effect when motor reversal cannot meet the current braking demand, thereby ensuring braking effect and improving braking quality.

[0136] The specific definition of the brake control device can be found in the definition of the brake control method above and will not be repeated here. Each module in the brake control device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in a computer device in hardware form, or may be stored in a computer device memory in software form, so that the processor can call and execute the corresponding operations of each module.

[0137] In one embodiment, a computer device is provided, such as Figure 4 As shown, it includes a memory and a processor, the memory stores a computer program that can be run on the processor, and the processor implements the above-mentioned braking control method steps when executing the computer program.

[0138] In one embodiment, a computer-readable storage medium stores a computer program, which implements the steps of the above-mentioned brake control method when executed by a processor.

[0139] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0140] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0141] It should also be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for display, data for analysis, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0142] Each embodiment in this specification is described in a related manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiment is generally similar to the method embodiment, so the description is relatively simple. For related parts, refer to the description of the method embodiment.

[0143] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, 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.

[0144] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A braking control method, characterized in that: The method is applied to a hybrid vehicle, the hybrid vehicle including a hybrid power control system and an electronic stability control system, the hybrid power control system including a motor, and the method comprising: During the adaptive cruise control of the hybrid vehicle, obtaining a first current speed of a preceding vehicle, a second current speed of the host vehicle, and a current distance between the host vehicle and the preceding vehicle; determining a target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed, and the current vehicle distance; The target braking torque corresponding to the hybrid control system and the target braking deceleration corresponding to the electronic stability control system are determined according to the target deceleration, the preset braking torque threshold and the pre-stored maximum executable braking torque of the motor; the specific steps of performing this step are: if the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and less than or equal to the pre-stored maximum executable braking torque of the motor, the braking torque corresponding to the target deceleration is determined as the target braking torque corresponding to the hybrid control system, and the target braking deceleration corresponding to the electronic stability control system is determined to be zero; if the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and greater than the pre-stored maximum executable braking torque of the motor, the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system; if the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and less than the pre-stored maximum executable braking torque of the motor, the preset braking torque is set to zero. The dynamic torque threshold is determined as the target braking torque corresponding to the hybrid power control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system; if the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the preset braking torque threshold is less than the maximum executable braking torque of the motor, then the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid power control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system; if the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the maximum executable braking torque of the motor is less than the preset braking torque threshold, then the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid power control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system; The motor in the hybrid control system is controlled to perform regenerative braking based on the target braking torque, and the electronic stability control system is controlled to perform braking based on the target braking deceleration.

2. The method according to claim 1, characterized in that The determining the target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed, and the current vehicle distance includes: determining a ratio of the current vehicle distance to a difference between the first current vehicle speed and the second current vehicle speed as a current vehicle time headway; The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles.

3. The method according to claim 2, characterized in that The determining the target deceleration according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles includes: In the pre-stored correspondence between the first vehicle speed, the time headway between the vehicle and the preceding vehicle, querying the target time headway between the vehicle and the preceding vehicle corresponding to the first current vehicle speed, the current time headway between the vehicle and the preceding vehicle, and the second current vehicle speed; The target deceleration is determined according to the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target time headway between vehicles.

4. The method according to claim 2, characterized in that The step of determining the target deceleration according to the first current vehicle speed, the second current vehicle speed, and the current time headway between vehicles comprises: In the pre-stored correspondence between the first vehicle speed, the time headway between vehicles, the second vehicle speed, and the target vehicle speed, querying the target vehicle speed corresponding to the first current vehicle speed, the current time headway between vehicles, and the second current vehicle speed; The target deceleration is determined as the ratio of the difference between the second current vehicle speed and the target vehicle speed to a preset control time.

5. The method according to claim 3, characterized in that The formula for determining the target deceleration based on the first current vehicle speed, the second current vehicle speed, a preset gain coefficient, a preset minimum safe vehicle distance, the current vehicle distance, and the target vehicle headway is: Where a represents the target deceleration of the vehicle, k a represents the gain coefficient, v f Indicates the first current vehicle speed, v h represents the second current vehicle speed, R represents the current vehicle distance, T represents the target vehicle-to-vehicle time interval, and R0 represents the preset minimum safe vehicle distance.

6. The method according to claim 4, characterized in that The formula for determining the target deceleration as the ratio of the difference between the second current vehicle speed and the target vehicle speed to the preset control time is: Where a represents the target deceleration of the vehicle, v h Indicates the second current vehicle speed, v s Indicates the target vehicle speed, and △T indicates the preset control time.

7. A brake control device, characterized in that: The device is applied to a hybrid vehicle, the hybrid vehicle including a hybrid power control system and an electronic stability control system, the hybrid power control system including a motor, and the device including: an acquisition module, configured to acquire, during the adaptive cruise control of the hybrid vehicle, a first current speed of a preceding vehicle, a second current speed of the host vehicle, and a current distance between the host vehicle and the preceding vehicle; a first determining module, configured to determine a target deceleration of the vehicle according to the first current vehicle speed, the second current vehicle speed, and the current vehicle distance; a second determining module, configured to determine a target braking torque corresponding to the hybrid power control system and a target braking deceleration corresponding to the electronic stability control system according to the target deceleration, a preset braking torque threshold, and a pre-stored maximum executable braking torque of the motor; the specific steps of performing this step are as follows: if the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and less than or equal to the pre-stored maximum executable braking torque of the motor, determining the braking torque corresponding to the target deceleration as the target braking torque corresponding to the hybrid power control system, and determining the target braking deceleration corresponding to the electronic stability control system to be zero; if the braking torque corresponding to the target deceleration is less than or equal to the preset braking torque threshold and greater than the pre-stored maximum executable braking torque of the motor, determining the maximum executable braking torque of the motor as the target braking torque corresponding to the hybrid power control system, and determining the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor as the target braking deceleration corresponding to the electronic stability control system; if the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and less than the pre-stored maximum executable braking torque of the motor, The preset braking torque threshold is determined as the target braking torque corresponding to the hybrid power control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system. If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the preset braking torque threshold is less than the maximum executable braking torque of the motor, the preset braking torque threshold is determined as the target braking torque corresponding to the hybrid power control system, and the difference between the target deceleration and the deceleration corresponding to the preset braking torque threshold is determined as the target braking deceleration corresponding to the electronic stability control system. If the braking torque corresponding to the target deceleration is greater than the preset braking torque threshold and is greater than or equal to the maximum executable braking torque of the motor, and the maximum executable braking torque of the motor is less than the preset braking torque threshold, the maximum executable braking torque of the motor is determined as the target braking torque corresponding to the hybrid power control system, and the difference between the target deceleration and the deceleration corresponding to the maximum executable braking torque of the motor is determined as the target braking deceleration corresponding to the electronic stability control system. A braking module is configured to control a motor in the hybrid power control system to perform regenerative braking based on the target braking torque, and to control an electronic stability control system to perform braking based on the target braking deceleration.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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