Braking control method, device, electric vehicle and storage medium

Abstract

The present application relates to the technical field of vehicle control, and in particular to a brake control method, device, electric vehicle and storage medium; the method is applied to an electric vehicle, the electric vehicle includes a front brake mechanism and a rear brake mechanism that use an executive motor to drive the brake line to be retracted and released, the method includes: obtaining the current vehicle's driving speed, and determining a target braking strategy based on the driving speed, the target braking strategy is a first braking strategy that uses a rear brake mechanism for braking, or a second braking strategy that uses a front brake mechanism and a rear brake mechanism for braking together; obtaining a first interval between the current vehicle and the target in front; determining the braking force based on the first interval and a determined braking coefficient; wherein the braking coefficient represents the difficulty of braking the tire of the current vehicle on the current road surface, and in response to the triggering of a braking command, the executive motor corresponding to the target braking strategy is controlled to brake based on the braking force. The use of this method can improve the stability of the electric vehicle when braking.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and in particular to a brake control method, device, electric vehicle and storage medium. Background Art

[0002] Braking performance is an important indicator related to vehicle driving safety. Existing electric vehicles are usually equipped with left and right brake handles to control the front brake mechanism and the rear brake mechanism respectively, and the front brake mechanism and the rear brake mechanism both adopt a wire brake method driven by a brake wire; that is, by controlling the brake handle, the brake wire is stretched and tensioned, thereby controlling the corresponding front brake mechanism or rear brake mechanism to brake, thereby slowing down the vehicle to a stop.

[0003] In current life, the penetration rate of shared electric bicycles is relatively high, and they have become a common way for people to travel short distances. However, when the rider controls the brakes of the electric vehicle, especially for two-wheeled electric bicycles, improper operation of the brake handle will cause the front and rear wheel brake control to be uncoordinated, causing the vehicle to slip and / or drift, and even possible loss of control. In a typical scenario, when only the front brake is used for braking at a high speed, there is a high probability of drifting, causing the vehicle to lose balance. In this case, the rider and the vehicle will often fall, which is a potential safety hazard for both the rider and road traffic.

[0004] Therefore, how to improve the stability of electric vehicles during braking is an urgent problem that needs to be solved. Summary of the invention

[0005] Based on this, it is necessary to provide a braking control method, device, electric vehicle and storage medium that can improve the stability of the electric vehicle during braking in order to address the above technical problems.

[0006] In a first aspect, the present application provides a brake control method, which is applied to an electric vehicle, wherein the electric vehicle includes a front brake mechanism and a rear brake mechanism that use an actuator motor to drive the brake line to be retracted and released, and the method includes:

[0007] In the current riding task, the current driving speed of the vehicle is obtained, and a target braking strategy is determined based on the driving speed, wherein the target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together;

[0008] Obtaining a first interval distance between the current vehicle and a front target;

[0009] Determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the degree of difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line;

[0010] In response to the triggering of the braking command, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force; wherein each brake handle of the electric vehicle can trigger the braking command.

[0011] In one embodiment, determining a target braking strategy based on the driving speed includes:

[0012] Acquiring a riding state of a rider, wherein the riding state indicates that the rider rides with both hands or with one hand;

[0013] If the riding state indicates that the rider rides with one hand, determining the target braking strategy to be the second braking strategy;

[0014] If the riding state indicates that the rider rides with both hands, a target speed interval in which the driving speed is located is determined, and based on a correspondence between speed intervals and braking strategies, a target braking strategy corresponding to the target speed interval is determined.

[0015] In one embodiment, the braking coefficient includes a target speed coefficient, a target weather coefficient, and a target wear coefficient, and the method further includes:

[0016] Based on the correspondence between the speed interval and the speed coefficient, determining the target speed coefficient corresponding to the speed interval where the target speed is located;

[0017] Acquire weather information of the current location of the vehicle, and determine a target weather coefficient corresponding to the weather information based on a corresponding relationship between the weather information and the weather coefficient;

[0018] The historical mileage and usage duration of the tire of the current vehicle are obtained, and a target wear coefficient is determined based on the historical mileage and / or the usage duration.

[0019] In one embodiment, determining the wear coefficient based on the historical mileage and / or the usage time includes:

[0020] If the usage time is less than or equal to the time threshold, determining a target wear coefficient based on the historical mileage;

[0021] If the usage time is greater than the time threshold, a wear coefficient is determined based on the historical mileage and the usage time, respectively, and the maximum value of the two wear coefficients is determined as the target wear coefficient.

[0022] In one embodiment, the braking force includes a braking force and a target speed of a motor, and determining the braking force based on the first interval distance and the determined braking coefficient includes:

[0023] determining a first reference force based on the target speed coefficient, and determining a second reference force based on the first separation distance;

[0024] determining the braking force based on the first reference force, the second reference force, the target weather coefficient, and the target wear coefficient;

[0025] The target rotation speed is determined based on the first interval distance.

[0026] In one embodiment, determining the target rotation speed based on the first interval distance includes:

[0027] If it is determined that the first interval distance is greater than a first distance threshold, determining the target speed to be a first speed, wherein the first distance threshold is positively correlated with the driving speed;

[0028] If the first interval distance is less than or equal to a first distance threshold, the target rotation speed is determined to be a second rotation speed, and the second rotation speed is greater than the first rotation speed.

[0029] In one embodiment, the method further comprises:

[0030] Determine a second interval distance between the vehicle and the next intersection to be passed based on the current vehicle position and the driving direction;

[0031] When the second interval distance is less than or equal to a second distance threshold, the warning device of the current vehicle is controlled to issue a warning.

[0032] In a second aspect, the present application further provides a brake control device, including a brake strategy determination module, a spacing distance determination module, a brake force determination module and a brake module, wherein:

[0033] A braking strategy determination module, used to obtain the current vehicle speed in the current riding task, and determine a target braking strategy based on the speed, wherein the target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together;

[0034] A spacing distance determination module, used to obtain a first spacing distance between the current vehicle and the target ahead;

[0035] a braking force determination module, configured to determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the degree of difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line;

[0036] A braking module is used to control the execution motor corresponding to the target braking strategy to brake based on the braking force in response to the triggering of the braking command; wherein each brake handle of the electric vehicle can trigger the braking command.

[0037] In a third aspect, the present application further provides an electric vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0038] In the current riding task, the current driving speed of the vehicle is obtained, and a target braking strategy is determined based on the driving speed, wherein the target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together;

[0039] Obtaining a first interval distance between the current vehicle and a front target;

[0040] Determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the degree of difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line;

[0041] In response to the triggering of the braking command, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force; wherein each brake handle of the electric vehicle can trigger the braking command.

[0042] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the following steps are implemented:

[0043] In the current riding task, the current driving speed of the vehicle is obtained, and a target braking strategy is determined based on the driving speed, wherein the target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together;

[0044] Obtaining a first interval distance between the current vehicle and a front target;

[0045] Determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the degree of difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line;

[0046] In response to the triggering of the braking command, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force; wherein each brake handle of the electric vehicle can trigger the braking command.

[0047] The above-mentioned braking control method, device, electric vehicle and storage medium determine the target braking strategy from the first braking strategy and the second braking strategy based on the current vehicle's driving speed, that is, each time the current vehicle brakes, either the rear brake mechanism brakes alone, or the front brake mechanism and the rear brake mechanism brake in coordination, thereby avoiding the possibility of the front brake mechanism braking alone, and reducing the probability of skidding, thereby improving the stability of the current vehicle when braking; further, the braking force is determined based on the first distance between the current vehicle and the target in front and the braking coefficient (the difficulty of the tires of the current vehicle braking on the current road surface), and when the braking command is triggered, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force, so that the current vehicle can brake while ensuring safety (no collision with the target in front), thereby further improving the stability of the current vehicle during braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0049] Figure 1 A schematic diagram of a flow chart of a brake control method in one embodiment;

[0050] Figure 2 A schematic diagram of a process for determining a target braking strategy in one embodiment;

[0051] Figure 3 A schematic diagram of a process for determining a braking coefficient in one embodiment;

[0052] Figure 4 A schematic diagram of a process for determining braking force in one embodiment;

[0053] Figure 5 is a structural block diagram of a brake control device in one embodiment;

[0054] Figure 6 is an overall schematic diagram of an electric vehicle in one embodiment;

[0055] Figure 7 A schematic diagram of control logic inside an electric vehicle in one embodiment;

[0056] Figure 8 FIG. 1 is a diagram showing the internal structure of an ECU of an electric vehicle in one embodiment. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0058] The brake control method provided in the embodiment of the present application can be applied to electric vehicles. The electric vehicle in the present application adopts a front brake mechanism arranged on the front wheel and a rear brake mechanism arranged on the rear wheel; and both the front brake mechanism and the rear brake mechanism adopt a wire brake structure that executes a motor to drive the brake line to be retracted and released. Furthermore, corresponding sensors are also provided on the electric vehicle, which can obtain vehicle-related status information. The electric vehicle is equipped with an ECU (Electronic Control Unit), which can process various vehicle-related status information and then control the electric vehicle to brake. Among them, the ECU can communicate with the server to obtain corresponding data from the server; or the ECU sends the status information related to the electric vehicle to the server, so that the server performs corresponding processing and then feeds back the corresponding control instructions to the ECU, and then controls the electric vehicle to brake based on the control instructions fed back by the server.

[0059] In an exemplary embodiment, Figure 1 As shown, a brake control method is provided, which is executed by the ECU of the electric vehicle, including the following steps 102-108, wherein:

[0060] Step 102: In the current riding task, the current driving speed of the vehicle is obtained, and a target braking strategy is determined based on the driving speed. The target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together.

[0061] For the embodiment of the present application, the current riding task refers to the process from when the rider unlocks the electric vehicle through the account ID (Identification) to when the rider returns the vehicle through the account ID and locks the vehicle. In one implementation, in order to reduce the computational burden of the ECU, the ECU may obtain the current vehicle's driving speed once every acquisition cycle, and then determine the target braking strategy after each acquisition of the driving speed. In another possible implementation, in order to determine the timeliness of the target braking strategy, the ECU obtains the current vehicle's driving speed in real time, and updates the target braking strategy in real time based on the real-time driving speed. Furthermore, when a braking command is received, braking is performed based on the most recently determined target braking strategy.

[0062] Specifically, the driving speed of the electric vehicle can be determined by wheel speed information collected by wheel speed sensors arranged on the front wheels and / or rear wheels; the driving speed can also be determined by time series data of the position collected by a positioning module (such as a GPS positioning module or a Beidou positioning module) arranged on the electric vehicle. The method of obtaining the driving speed is not specifically limited in the embodiments of the present application.

[0063] Specifically, the principle of determining the target braking strategy is to avoid braking by the front brake mechanism alone. Among them, when the electric vehicle is traveling at a faster speed, the braking difficulty is greater, and the stability requirements for the vehicle during braking are higher; therefore, when the electric vehicle is traveling at a faster speed, the second braking strategy is adopted to allow the front brake mechanism and the rear brake mechanism to participate in braking at the same time, so as to facilitate smooth braking of the vehicle and reduce the probability of the vehicle skidding or tail swinging. When the electric vehicle is traveling at a slower speed, the braking difficulty is less, and the rear brake mechanism is used for braking alone. On the one hand, it can reduce the power consumption of the motor in the front brake mechanism, and on the other hand, it can reduce the friction loss of the front brake mechanism and extend the service life.

[0064] Step 104: Obtain a first interval distance between the current vehicle and the target ahead.

[0065] Specifically, a distance measuring device, such as an infrared distance measuring device or an ultrasonic distance measuring device, may be provided at the front of the electric vehicle. The distance measuring device measures the first interval distance between the current vehicle and the target ahead in real time, and the ECU obtains the first interval distance between the current vehicle in real time.

[0066] Step 106: Determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line.

[0067] For the embodiment of the present application, the braking force characterizes the tension of the brake line, wherein the tension of the brake line depends on the braking force applied, and the braking force is directly positively correlated with the number of revolutions of the execution motor; that is, when braking, the more revolutions the execution motor rotates, the greater the braking force applied to the brake line, and the greater the tension of the brake line. When the braking coefficient is fixed, the braking force is positively correlated with the braking effect, that is, the greater the braking force, the better the braking effect. The braking coefficient characterizes the difficulty of braking the tire of the current vehicle on the current road surface. Specifically, the braking coefficient is related to the driving speed, the wear state of the tire, and the wetness of the road surface. The specific method for determining the braking coefficient will be explained in detail in the subsequent content.

[0068] The braking force is determined by the first interval distance and the braking coefficient, so that the current vehicle can brake while ensuring safety (not colliding with the target in front), thereby improving stability during braking.

[0069] Step 108, in response to the triggering of the braking command, controlling the execution motor corresponding to the target braking strategy to brake based on the braking force; wherein each brake handle of the electric vehicle can trigger the braking command.

[0070] For the embodiment of the present application, the brake command is triggered by the rider, that is, brake handles are provided at both the left and right handle ends of the electric vehicle, and each brake handle can be triggered by the rider's action to generate a brake command and output it to the ECU. After receiving the brake command, the ECU obtains the latest determined target braking strategy, and then controls the execution motor in the brake mechanism corresponding to the target braking strategy, so that the execution motor rotates the corresponding number of circles so that the brake line is tightened to the braking force, thereby achieving stable braking.

[0071] Specifically, the two brake handles may be independent of each other, that is, each brake handle may generate a braking command when triggered by the rider. In a possible implementation, each brake handle is used as a trigger switch, that is, the rider only needs to trigger at least one brake handle, and the ECU can receive the braking command and brake according to the method of step 108; the degree of braking (specifically, the speed of the execution motor) can be determined by the ECU based on the first interval distance.

[0072] In another possible implementation, the brake command also includes quickness and slowness information, which is characterized by the speed of the tension force corresponding to the brake force applied by the brake line, and the quickness and slowness information is used to adjust the speed of the actuator motor. That is, each brake handle is used as a linear switch, that is, the rider can generate a brake command by triggering at least one brake handle, and the quickness and slowness information is generated according to the degree to which the rider triggers the brake handle. When the ECU receives the brake command, it controls the current vehicle to brake based on the method of step 108, and controls the speed of the actuator motor through the quickness and slowness information, that is, it can realize the control based on the rider to achieve fast braking or slow braking.

[0073] In an embodiment of the present application, a target braking strategy is determined from a first braking strategy and a second braking strategy based on the current vehicle's driving speed. That is, each time the current vehicle brakes, either the rear brake mechanism brakes alone, or the front brake mechanism and the rear brake mechanism brake in coordination, thereby avoiding the possibility of the front brake mechanism braking alone, and reducing the probability of drifting, thereby improving the stability of the current vehicle when braking; further, the braking force is determined based on a first distance between the current vehicle and the target ahead and a braking coefficient (the difficulty of braking the tires of the current vehicle on the current road surface), and when the braking command is triggered, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force, thereby enabling the current vehicle to brake while ensuring safety (no collision with the target ahead), thereby further improving the stability of the current vehicle during braking.

[0074] In one of the embodiments, in step 102, in the current riding task, the real-time driving speed of the current vehicle is obtained, which may specifically include: obtaining the driving speed of the current vehicle once every collection period; wherein the collection period is determined based on the speed fluctuation value in the current riding task, and the speed fluctuation value represents the fluctuation amplitude of the driving speed in the distance traveled in the current riding task. In one implementation, the variance of each driving speed obtained in the distance traveled in the current riding task is used as the speed fluctuation value. According to the corresponding relationship between the speed fluctuation value and the collection period, the period for collecting the driving speed next time is determined; wherein, the larger the speed fluctuation value, the larger the fluctuation amplitude of the driving speed, that is, the shorter the collection period. In other words, during the riding process of the current riding task, the collection period of the driving speed changes dynamically.

[0075] In one embodiment, referring to Figure 2 In step 102, a target braking strategy is determined based on the driving speed, which may specifically include steps 1021 to 1023, wherein:

[0076] Step 1021: Obtain the riding state of the rider, where the riding state indicates whether the rider rides with both hands or with one hand.

[0077] Specifically, the riding state indicates whether the rider is riding with both hands or with one hand. A pressure sensor is provided at each handle of the electric vehicle. When the rider holds the corresponding handle, the pressure sensor will be triggered, causing the level of the pressure sensor output to change. The ECU detects the level of the pressure sensor output to determine whether the handle corresponding to the pressure sensor is held by the rider. That is, the riding state includes the triggering state of the pressure sensors of the two handles. When the pressure sensors of the two handles are in the triggered state, it indicates that the rider is riding with both hands; when only one of the pressure sensors of the handle is in the triggered state, it indicates that the rider is riding with one hand.

[0078] Step 1022: If the riding state indicates that the rider rides with one hand, determine that the target braking strategy is the second braking strategy.

[0079] Specifically, when the rider is riding with one hand, it is difficult for the rider to control the vehicle. At this time, if only the rear brake mechanism is used to brake the current vehicle, there is a high probability that the posture of the vehicle body will be unstable. Therefore, in the embodiment of the present application, when it is determined that the rider is riding with one hand, the second braking strategy is determined as the target braking strategy; that is, when the rider is riding with one hand, the factor of the driving speed is ignored, and the front brake mechanism and the rear brake mechanism are directly used to brake in coordination, so as to improve the stability of the vehicle body during braking, thereby protecting the safety of the rider.

[0080] Step 1023: If the riding state indicates that the rider rides with both hands, determine the target speed range in which the driving speed is located, and based on the corresponding relationship between the speed range and the braking strategy, determine the target braking strategy corresponding to the target speed range.

[0081] Specifically, when the rider rides with both hands, the rider has a lower difficulty in controlling the vehicle, so the current vehicle speed is the main factor in determining the target braking strategy. When the vehicle is traveling at a higher speed, the greater the difficulty of braking, the greater the impact on the vehicle body posture during braking. Therefore, in the embodiment of the present application, the second braking strategy is adopted when the vehicle is traveling at a higher speed, that is, the front brake mechanism and the rear brake mechanism are used for coordinated braking, which improves the braking effect on the one hand, and makes the front and rear resistances of the current vehicle relatively balanced on the other hand, so that the vehicle body posture remains stable.

[0082] Due to the public nature of shared electric vehicles, they are used frequently, and the speed of shared electric vehicles is usually faster than that of bicycles. Therefore, the frequency of brake use of shared electric vehicles is relatively high. In actual scenarios, the corresponding consumables of the brake mechanism of shared electric vehicles usually need to be replaced every 2-3 months. Therefore, when the speed of the electric vehicle is low, the braking difficulty is relatively low. At this time, the rear brake mechanism can be used alone for braking, which reduces the wear and tear of the front brake mechanism on the one hand, and reduces the power consumption of the actuator motor of the front brake mechanism on the other hand.

[0083] Specifically, the driving speed is divided into several speed intervals in advance, and the corresponding relationship between the driving speed and the braking strategy is established in advance; after each acquisition of the driving speed, the speed interval in which the driving speed is located is determined, and the braking strategy corresponding to the speed interval in which the driving speed is located is further determined as the target braking strategy. In a possible example, the corresponding relationship between the speed interval and the braking strategy is shown in Table (1).

[0084] Table (1)

[0085]

[0086] In one embodiment, referring to Figure 3 Before step 104, the braking method of the embodiment of the present application further includes step 103 of determining a braking coefficient; wherein step 103 may specifically include steps 1031 to 1033, wherein:

[0087] Step 1031: Based on the correspondence between the speed interval and the speed coefficient, determine the target speed coefficient corresponding to the speed interval where the target speed is located.

[0088] Specifically, the division of speed intervals can refer to the example in step 102. The speed coefficient represents the difficulty of braking due to speed factors; that is, the higher the driving speed, the more difficult it is to brake, and the lower the driving speed, the easier it is to brake. In a possible example, the corresponding relationship between the speed interval and the speed coefficient is shown in Table (2).

[0089] Table (2)

[0090]

[0091] Step 1032: Obtain weather information at the current location of the vehicle, and determine a target weather coefficient corresponding to the weather information based on the corresponding relationship between the weather information and the weather coefficient.

[0092] Specifically, the weather coefficient characterizes the difficulty of braking due to weather factors; that is, in weather types such as rain or snow, the more difficult it is to brake, the greater the weather coefficient. Before the current riding task begins, the rider needs to unlock the current vehicle through the account ID. At this time, the server can obtain the location of the current vehicle and obtain weather information based on the location of the current vehicle, and then the server sends the weather information to the ECU of the current vehicle. Since shared electric vehicles are usually used for immediate short-distance travel and the range of shared electric vehicles is limited, the riding range of shared electric vehicles is usually not very large. When the rider unlocks the vehicle, the weather information of the current vehicle's location information can be used as the only weather information in the riding task without being obtained in real time. Furthermore, if the server determines that the weather information at the current vehicle's location has changed relative to the weather information when the rider unlocks the current vehicle, the server actively sends the updated weather information to the current vehicle to be acquired by the ECU of the current vehicle.

[0093] The corresponding relationship between weather information and weather coefficient is preset, and the ECU determines the weather coefficient based on the latest weather information. The weather information includes weather type and level; the weather type is rainy, snowy, sunny, etc.; the level is heavy rain, moderate rain, light snow, etc. to classify the severity of the weather type.

[0094] In a possible example, the correspondence between weather information and weather coefficients is shown in Table (3).

[0095] Table (3)

[0096]

[0097] Step 1033: Obtain the historical mileage and usage time of the tires of the current vehicle, and determine the target wear coefficient based on the historical mileage and / or usage time.

[0098] Specifically, before the riding mission begins, the rider initiates an unlocking request to the server through the account ID. When the server sends the unlocking permission instruction to the current vehicle, in addition to sending weather information to the current vehicle, it also sends the historical mileage and usage time of the tires of the current vehicle to the current vehicle for acquisition by the ECU. Among them, the server determines the historical mileage and usage time of the tires of the current vehicle by querying the historical riding mission record table of the current vehicle and the maintenance record of the current vehicle stored in the server. The historical riding mission record records the trajectory and mileage of each historical ride of the vehicle; the maintenance record records the repair and replacement records of each component of the vehicle and the specific time.

[0099] Furthermore, when determining the target wear coefficient, if the usage time is less than or equal to the time threshold, the target wear coefficient is determined based on the historical mileage; if the usage time is greater than the time threshold, a wear coefficient is determined based on the historical mileage and the usage time respectively, and the maximum value of the two wear coefficients is determined as the target wear coefficient.

[0100] In actual application scenarios, shared electric vehicles are randomly deployed and randomly ridden by the public. Therefore, this will inevitably lead to some vehicles being used more frequently and some vehicles being used less frequently. When the tire is used for a short time, the historical mileage is the core factor in determining the wear coefficient. That is, when the tire usage time of the current vehicle is less than or equal to the time threshold, the wear coefficient of the current vehicle is determined only based on the set correspondence between mileage and wear coefficient.

[0101] When the usage time of the tires of the current vehicle is greater than the time threshold, the usage time and the historical mileage are both core factors for determining the wear coefficient. At this time, based on the set correspondence between the mileage and the wear coefficient, and the set correspondence between the usage time and the wear coefficient, a wear coefficient of the tires of the current vehicle is determined respectively, and the maximum value of the two determined wear coefficients is further determined as the target wear coefficient of the current vehicle.

[0102] By adopting the technical solution of step 1033, the target wear coefficient of the current vehicle can be determined more accurately, thereby facilitating determination of a more accurate braking force based on the target wear coefficient of the current vehicle, thereby improving the stability of the vehicle body during braking.

[0103] In one embodiment, referring to Figure 4 In step 104, the braking force is determined, which may specifically include steps 1041 to 1043, wherein:

[0104] Step 1041, determining a first reference force based on the target speed coefficient, and determining a second reference force based on the first interval distance;

[0105] Step 1042: Determine the braking force based on the first reference force, the second reference force, the target weather coefficient, and the target wear coefficient.

[0106] Specifically, the tension of the brake line depends on the applied braking force, and the braking force is directly positively correlated with the number of revolutions of the execution motor; that is, when braking, the more revolutions the execution motor rotates, the greater the braking force applied to the brake line, and the greater the tension of the brake line. The first reference force is determined based on the target speed coefficient. Since the speed coefficient corresponds to the pre-divided speed interval, the first reference force also corresponds to the pre-divided speed interval; that is, the first reference force can be directly determined by the target speed interval in which the current vehicle is located. The first reference force is positively correlated with the driving speed, that is, the greater the driving speed, the greater the first reference force; the smaller the driving speed, the smaller the first reference force.

[0107] The second reference force is negatively correlated with the first interval, that is, the larger the first interval, the smaller the second reference force. When the first interval is larger, the current vehicle is farther away from the target ahead, and the risk of collision is smaller. At this time, the second reference force is smaller, and slow braking can be performed to make braking smooth. When the second interval is smaller, the risk of collision is greater. At this time, the second reference force is larger, and rapid braking is required to reduce the risk of collision.

[0108] The corresponding relationship between the first spacing distance and the second reference force is not specifically limited in the embodiment of the present application. Since the rotation speed of the actuator motor is generally fast, in the embodiment of the present application, the output end of the actuator motor is connected to the reducer through a coupling, and the winding and loosening of the brake line is achieved through the output shaft end of the reducer. Through preliminary test measurements, the corresponding relationship between the number of rotations of the actuator motor in the brake mechanism and the braking force can be determined. After determining the braking force, based on the relationship between the number of rotations of the actuator motor and the braking force, the target number of rotations that the actuator motor needs to rotate is determined.

[0109] In the embodiment of the present application, the braking force can be determined by formula (1), where:

[0110] Formula (1);

[0111] in, For braking force, is the first reference force, is the second reference force, is the weather coefficient, is the wear coefficient.

[0112] Step 1043: Determine the target rotation speed based on the first interval distance.

[0113] The speed of the actuator motor represents the degree of braking urgency. The faster the speed, the more rapid the braking and the worse the stability; the slower the speed, the slower the braking and the better the stability.

[0114] Specifically, if it is determined that the first interval distance is greater than the first distance threshold, the target speed is determined to be the first speed, wherein the first distance threshold is positively correlated with the driving speed; if the first interval distance is less than or equal to the first distance threshold, the target speed is determined to be the second speed, and the second speed is greater than the first speed. The size of the first distance threshold can be set to 50 meters or 100 meters. This is not specifically limited in the embodiments of the present application, as long as the probability of collision between the current vehicle and the target ahead can be more accurately determined.

[0115] In the embodiment of the present application, the first distance threshold represents the probability of the current vehicle colliding with the target ahead. When the first interval distance is greater than the first distance threshold, it indicates that the probability of the current vehicle colliding with the target ahead is lower. At this time, the target speed that the execution motor needs to rotate can be set to the first speed. Since the first speed is lower, the vehicle can brake smoothly and slowly, thereby improving the stability during braking. When the first interval distance is less than or equal to the first distance threshold, it indicates that the probability of the current vehicle colliding with the target ahead is higher. At this time, the target speed that the execution motor needs to rotate is set to the second speed. Since the second speed is higher, the current vehicle can be braked quickly, thereby reducing the probability of the current vehicle colliding with the target ahead, thereby improving the safety of the current vehicle and the rider.

[0116] Furthermore, in one of the embodiments, the braking control method of the embodiment of the present application may also include: determining a second interval distance between the vehicle and the intersection ahead to be passed based on the current vehicle position and driving direction; when the second interval distance is less than or equal to a second distance threshold, controlling the warning device of the current vehicle to issue a warning.

[0117] Specifically, the ECU obtains the location of the vehicle in real time and determines the current vehicle's driving direction; the ECU sends the location of the current vehicle and the current vehicle's driving direction to the server; further, the ECU requests the server to call the map of the area where the current vehicle is located, and enables the server to determine the second interval distance between the current vehicle and the intersection to be passed in the map according to the location and driving direction of the current vehicle; the server sends the determined second interval distance of the current vehicle to the ECU, and the ECU determines the size relationship between the second interval distance and the second distance threshold, and when the second interval distance is less than or equal to the second distance threshold, the ECU generates a warning instruction and sends it to the warning device, and the warning instruction is used to control the warning device installed on the current vehicle to warn; wherein the warning device can be a voice device or a light warning device to remind the rider to slow down when approaching the intersection. In another possible situation, after the server determines the second interval distance, it can further determine the size relationship between the second interval distance and the second distance threshold, and generate a warning instruction when the second interval distance is less than or equal to the second distance threshold; then the server sends the warning instruction to the ECU of the current vehicle, so that the ECU of the current vehicle controls the warning device to warn the rider based on the received warning instruction sent by the server.

[0118] Among them, the second distance threshold may be equal to the first distance threshold or may not be equal to the first distance threshold, which is not specifically limited in the embodiments of the present application.

[0119] When the ECU controls the warning device to warn based on the warning instruction, it also determines the current vehicle's speed and whether the speed is greater than the preset speed threshold. If the speed is greater than the preset speed threshold, in order to reduce the speed of the rider when approaching the intersection ahead, the ECU can generate an advance braking plan based on the warning instruction; wherein the advance braking plan includes an advance braking strategy and an advance braking force. Then the ECU controls the actuator motor corresponding to the advance braking strategy to brake based on the advance braking force to reduce the current vehicle's speed. When the current vehicle's speed is less than or equal to the speed threshold, no advance braking plan is generated.

[0120] The early braking scheme does not directly brake the current vehicle to 0 speed, but appropriately reduces the speed of the current vehicle as it approaches the intersection ahead. In addition, since the warning device will first warn the rider before the current vehicle executes the early braking scheme, the probability of the rider losing control of the current vehicle due to sudden braking of the current vehicle is avoided.

[0121] Specifically, the advance braking strategy is the second braking strategy, and the advance braking force is half of the braking force applied during the last braking in the current riding task; that is, the advance braking force includes the advance braking force and the advance braking speed, and the advance braking force is half of the braking force applied during the last braking in the current riding task, and the advance braking speed is half of the target speed applied during the last braking in the current riding task.

[0122] Furthermore, the braking control method of the embodiment of the present application may also include: obtaining the front wheel speed and the rear wheel speed of the current vehicle, and determining whether the current vehicle is slipping based on the rear wheel speed and the front wheel speed; obtaining posture information characterizing the posture of the current vehicle, and determining whether the current vehicle is tipping over based on the posture information; if it is determined that the current vehicle is tipping over and / or slipping, generating an auxiliary instruction, the auxiliary instruction is used to control the extension of the auxiliary wheel driven by the auxiliary element, thereby supporting the current vehicle.

[0123] Specifically, in order to improve the stability of the vehicle, an auxiliary wheel is arranged on both sides of the rear of the electric vehicle, and each auxiliary wheel can be driven to extend or retract by an auxiliary element; the auxiliary element is an actuator motor or a cylinder, and the actuator motor or cylinder can be extended and retracted under the control of the ECU.

[0124] Furthermore, a camera can be installed on the electric vehicle; when the posture information of the current vehicle indicates that the vehicle has tipped over, the ECU controls the camera of the current vehicle to turn on and collect images / videos of the scene, and then the ECU transmits the images / videos of the scene collected by the camera to the server. The server determines the level of the accident on the scene based on the received images / videos, and based on the determined level of the accident on the scene, notifies the operation and maintenance personnel closest to the current vehicle to rescue the rider of the current vehicle.

[0125] It should be understood that, although the steps in the flowcharts involved in the above embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0126] Based on the same inventive concept, the embodiment of the present application also provides a brake control device for implementing the brake control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more brake control device embodiments provided below can refer to the limitations of the brake control method above, and will not be repeated here.

[0127] In an exemplary embodiment, Figure 5 As shown, a braking control device is provided, the device includes a braking strategy determination module 501, a spacing distance determination module 502, a braking force determination module 503 and a braking module 504, wherein:

[0128] The braking strategy determination module 501 is used to obtain the current vehicle speed in the current riding task, and determine the target braking strategy based on the speed, the target braking strategy being a first braking strategy using the rear brake mechanism for braking, or a second braking strategy using the front brake mechanism and the rear brake mechanism for braking together;

[0129] The interval distance determination module 502 is used to obtain a first interval distance between the current vehicle and the target ahead;

[0130] The braking force determination module 503 is used to determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line;

[0131] The braking module 504 is used to control the execution motor corresponding to the target braking strategy to brake based on the braking force in response to the triggering of the braking command; wherein each brake handle of the electric vehicle can trigger the braking command.

[0132] In the embodiment of the present application, the brake control device provided by the embodiment of the present application can determine the target braking strategy from the first braking strategy and the second braking strategy based on the current vehicle's driving speed, that is, each time the current vehicle brakes, either the rear brake mechanism brakes alone, or the front brake mechanism and the rear brake mechanism brake in coordination, thereby avoiding the possibility of the front brake mechanism braking alone, and reducing the probability of skidding, thereby improving the stability of the current vehicle when braking; further, the braking force is determined based on the first distance between the current vehicle and the target ahead and the braking coefficient (the difficulty of the tires of the current vehicle braking on the current road surface), and when the braking command is triggered, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force, so that the current vehicle can brake while ensuring safety (no collision with the target ahead), thereby further improving the stability of the current vehicle during braking.

[0133] In one embodiment, when the braking strategy determination module 501 determines the target braking strategy based on the driving speed, it is specifically used to:

[0134] Obtaining a riding state of a rider, where the riding state indicates whether the rider rides with both hands or with one hand;

[0135] If the riding state indicates that the rider rides with one hand, then the target braking strategy is determined to be the second braking strategy;

[0136] If the riding state indicates that the rider rides with both hands, a target speed interval of the driving speed is determined, and based on the corresponding relationship between the speed interval and the braking strategy, a target braking strategy corresponding to the target speed interval is determined.

[0137] In one embodiment, the braking coefficient includes a target speed coefficient, a target weather coefficient, and a target wear coefficient, and the braking control device further includes a braking coefficient determination module, wherein the braking coefficient determination module is specifically used for:

[0138] Based on the corresponding relationship between the speed interval and the speed coefficient, determine the target speed coefficient corresponding to the speed interval where the target speed is located;

[0139] Obtain weather information at the current location of the vehicle, and determine a target weather coefficient corresponding to the weather information based on the corresponding relationship between the weather information and the weather coefficient;

[0140] The historical mileage and usage time of the tires of the current vehicle are obtained, and a target wear coefficient is determined based on the historical mileage and / or usage time.

[0141] In one embodiment, based on the historical mileage and / or the usage time, the braking coefficient determination module is specifically used to:

[0142] If the usage time is less than or equal to the time threshold, the target wear coefficient is determined based on the historical mileage;

[0143] If the usage time is greater than the time threshold, a wear coefficient is determined based on the historical mileage and the usage time respectively, and the maximum value of the two wear coefficients is determined as the target wear coefficient.

[0144] In one embodiment, the braking force includes a braking force and a target speed of the motor. When the braking force determination module 503 determines the braking force based on the first interval distance and the determined braking coefficient, it is specifically used to:

[0145] determining a first reference force based on the target speed coefficient, and determining a second reference force based on the first separation distance;

[0146] determining a braking force based on the first reference force, the second reference force, the target weather coefficient, and the target wear coefficient;

[0147] A target rotation speed is determined based on the first interval distance.

[0148] In one embodiment, when the braking force determination module 503 determines the target speed based on the first interval distance, it is specifically configured to:

[0149] If it is determined that the first interval distance is greater than a first distance threshold, the target speed is determined to be the first speed, wherein the first distance threshold is positively correlated with the driving speed;

[0150] If the first interval distance is less than or equal to the first distance threshold, the target rotation speed is determined to be a second rotation speed, and the second rotation speed is greater than the first rotation speed.

[0151] In one embodiment, the brake control device further includes a warning control module, wherein the warning control module is specifically used for:

[0152] Based on the current position and driving direction of the vehicle, determine a second interval distance from the next intersection to be passed;

[0153] When the second interval distance is less than or equal to the second distance threshold, the warning device of the current vehicle is controlled to issue a warning.

[0154] Each module in the above brake control device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of the processor in the ECU in the form of hardware, or can be stored in the memory in the ECU in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0155] In an exemplary embodiment, an electric vehicle is provided, which is equipped with an ECU (Electronic Control Unit); wherein the ECU includes a memory and a processor, the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented, such as any step involved in the above-mentioned brake control method embodiment.

[0156] Reference Figure 6 , which is an overall schematic diagram of the electric vehicle provided in the present application; the electric vehicle provided in the embodiment of the present application is equipped with a front wheel speed sensor and a rear wheel speed sensor, which are respectively used to measure the wheel speeds of the front and rear wheels of the vehicle, and the processor obtains the wheel speeds of the front and rear wheels of the vehicle to determine the driving speed of the vehicle. The electric vehicle is also equipped with a front brake mechanism and a rear brake mechanism that use an executive motor to drive the brake line to be retracted and released, wherein the front brake mechanism corresponds to an executive motor, and the rear brake mechanism corresponds to an executive motor. Furthermore, the electric vehicle is also equipped with a brake handle on each left and right handle, and each brake handle can be triggered by the rider's action to generate a brake command and output it to the ECU.

[0157] Specifically, the two brake handles may be independent of each other, that is, each brake handle may generate a brake command when triggered by the rider. In a possible implementation, each brake handle is used as a trigger switch, that is, the rider only needs to trigger at least one brake handle for the ECU to receive the brake command.

[0158] In another possible implementation, each brake handle is used as a linear switch, that is, the rider can generate a brake command containing emergency information by triggering at least one brake handle, and the emergency information is generated according to the degree to which the rider triggers the brake handle. When the ECU receives the brake command, it controls the speed of the execution motor according to the emergency information, that is, it can realize rider-based control to achieve rapid braking or slow braking.

[0159] Furthermore, a pressure sensor is provided on each left and right handlebar of the electric vehicle provided in the present application. When the rider holds the corresponding handlebar, the pressure sensor will be triggered, causing the level of the pressure sensor output to change; the ECU detects the level of the pressure sensor output to determine whether the handlebar corresponding to the pressure sensor is held by the rider.

[0160] Furthermore, the electric vehicle provided in the present application is also equipped with a positioning device, which may be a GPS (Global Positioning System) positioning device and / or a Beidou positioning device, and the positioning device is used to determine the location of the electric vehicle.

[0161] Furthermore, the front part of the electric vehicle provided in the present application is also equipped with a distance measuring device, which can be an infrared distance measuring device or an ultrasonic distance measuring device, and is used to determine the distance between the electric vehicle and the target in front.

[0162] Furthermore, the electric vehicle provided in the present application is also equipped with a posture detection device, which is a gyroscope and / or a horizontal sensor, and the posture detection device is used to determine the posture information of the electric vehicle.

[0163] Furthermore, the electric vehicle provided in the present application is also equipped with a warning device, which may be a sound warning device and / or a light warning device, for giving corresponding warnings to the rider.

[0164] Furthermore, the electric vehicle provided in the present application is provided with an auxiliary wheel on each side of the rear, and each auxiliary wheel can be extended or retracted by an auxiliary element; wherein the auxiliary element is an actuator motor or a cylinder, and the actuator motor or cylinder can be extended or retracted under the control of an ECU. A camera can also be mounted on the electric vehicle.

[0165] Reference Figure 7, is a control logic diagram of an electric vehicle provided in an embodiment of the present application. Among them, through various sensors set on the vehicle and a communication module capable of communicating with the server, the ECU can obtain the vehicle speed information (driving speed and historical speed fluctuation coefficient), location information, weather information, tire wear information (historical mileage and usage time) and body posture information of the vehicle. According to the information obtained, the ECU controls the braking system (the actuator motors of the front brake mechanism and the rear brake mechanism) to formulate the vehicle (apply braking force and adjust the speed of the actuator motor) to achieve braking. Among them; when the posture information of the current vehicle indicates that the vehicle has tipped over, the ECU controls the camera of the current vehicle to turn on and collect images / videos of the scene, and then the ECU transmits the images / videos of the scene collected by the camera to the server. The server determines the level of the accident on the scene based on the received images / videos, and based on the determined level of the accident on the scene, notifies the operation and maintenance personnel closest to the current vehicle to rescue the rider of the current vehicle.

[0166] In an exemplary embodiment, an ECU of an electric vehicle is provided, and its internal structure diagram can be as follows: Figure 8 As shown. The ECU includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the ECU is used to provide computing and control capabilities. The memory of the ECU includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the ECU is used to exchange information between the processor and an external device. The communication interface of the ECU is used to communicate with the server in a wired or wireless manner, and the wireless manner can be realized through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a brake control method is realized. The display unit of the ECU is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the ECU can be a touch layer covered on the display screen, or a key, a trackball or a touchpad set on the ECU housing.

[0167] Those skilled in the art will understand that Figure 8 The structure shown in the figure is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the ECU to which the scheme of the present application is applied. The specific ECU may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0168] 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, any step involved in the above-mentioned brake control method embodiment is implemented.

[0169] It should be noted that the rider information (including but not limited to rider equipment information, rider personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the rider or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0170] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by instructing the relevant hardware through a computer program, and 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 the memory, database or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0171] The technical features of the above embodiments may 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.

[0172] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A brake control method, characterized in that: Applied to an electric vehicle, the electric vehicle includes a front brake mechanism and a rear brake mechanism that use an actuator motor to drive the brake line to be retracted and extended, and the method includes: In the current riding task, the current driving speed of the vehicle is obtained, and a target braking strategy is determined based on the driving speed, wherein the target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together; Obtaining a first interval distance between the current vehicle and a front target; Determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the degree of difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line; In response to the triggering of the braking command, the execution motor corresponding to the target braking strategy is controlled to brake based on the braking force; wherein each brake handle of the electric vehicle can trigger the braking command.

2. The method according to claim 1, characterized in that The determining of the target braking strategy based on the driving speed comprises: Acquiring a riding state of a rider, wherein the riding state indicates that the rider rides with both hands or with one hand; If the riding state indicates that the rider rides with one hand, determining the target braking strategy to be the second braking strategy; If the riding state indicates that the rider rides with both hands, a target speed interval in which the driving speed is located is determined, and based on a correspondence between speed intervals and braking strategies, a target braking strategy corresponding to the target speed interval is determined.

3. The method according to claim 1, characterized in that The braking coefficient includes a target speed coefficient, a target weather coefficient and a target wear coefficient, and the method further includes: Based on the correspondence between the speed interval and the speed coefficient, determining the target speed coefficient corresponding to the speed interval where the target speed is located; Acquire weather information of the current location of the vehicle, and determine a target weather coefficient corresponding to the weather information based on a corresponding relationship between the weather information and the weather coefficient; The historical mileage and usage duration of the tire of the current vehicle are obtained, and a target wear coefficient is determined based on the historical mileage and / or the usage duration.

4. The method according to claim 3, characterized in that The determining of the wear coefficient based on the historical mileage and / or the usage time includes: If the usage time is less than or equal to the time threshold, determining a target wear coefficient based on the historical mileage; If the usage time is greater than the time threshold, a wear coefficient is determined based on the historical mileage and the usage time, respectively, and the maximum value of the two wear coefficients is determined as the target wear coefficient.

5. The method according to claim 3 or 4, characterized in that: The braking force includes a braking force and a target speed of the motor, and the determining of the braking force based on the first interval distance and the determined braking coefficient includes: determining a first reference force based on the target speed coefficient, and determining a second reference force based on the first separation distance; determining the braking force based on the first reference force, the second reference force, the target weather coefficient, and the target wear coefficient; The target rotation speed is determined based on the first interval distance.

6. The method according to claim 5, characterized in that The determining the target rotation speed based on the first interval distance includes: If it is determined that the first interval distance is greater than a first distance threshold, determining the target speed to be a first speed, wherein the first distance threshold is positively correlated with the driving speed; If the first interval distance is less than or equal to a first distance threshold, the target rotation speed is determined to be a second rotation speed, and the second rotation speed is greater than the first rotation speed.

7. The method according to claim 6, characterized in that The method further comprises: Determine a second interval distance between the vehicle and the next intersection to be passed based on the current vehicle position and the driving direction; When the second interval distance is less than or equal to a second distance threshold, the warning device of the current vehicle is controlled to issue a warning.

8. A brake control device, characterized in that: The device includes a braking strategy determination module, a spacing distance determination module, a braking force determination module and a braking module, wherein: A braking strategy determination module, used to obtain the current vehicle speed in the current riding task, and determine a target braking strategy based on the speed, wherein the target braking strategy is a first braking strategy using a rear brake mechanism for braking, or a second braking strategy using a front brake mechanism and a rear brake mechanism for braking together; A spacing distance determination module, used to obtain a first spacing distance between the current vehicle and the target ahead; a braking force determination module, configured to determine the braking force based on the first interval distance and the determined braking coefficient; wherein the braking coefficient represents the degree of difficulty of braking the tire of the current vehicle on the current road surface, and the braking force represents the tension of the brake line; A braking module is used to control the execution motor corresponding to the target braking strategy to brake based on the braking force in response to the triggering of the braking command; wherein each brake handle of the electric vehicle can trigger the braking command.

9. An electric vehicle, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. 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 7 are implemented.

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