Electromechanical hybrid braking force control method, device, equipment, medium and program product

Abstract

The invention provides an electromechanical hybrid braking force control method and device, equipment, a medium and a program product, and relates to the technical field of vehicles. According to the electromechanical hybrid braking force control method, the braking strength interval is set and combined with the road adhesion coefficient, when the current braking strength interval ranges from 0 to the first preset braking strength interval, pure driving motor braking is adopted, and the situation that rear wheels are locked due to the fact that rear wheel braking force is too large under the working condition of low road adhesion force is avoided; and when the current braking strength ranges from the first preset braking strength to the second preset braking strength, the total required braking force under the working condition is lower than the stability limit of the target vehicle, the electromechanical hybrid braking mode is adopted for braking, and the braking safety is improved. The situation that the rear wheels are locked firstly due to the fact that the braking force of the rear wheels is too large is avoided, then the phenomena of sideslip and even drifting of the vehicle are avoided, and the braking safety is improved.

Description

Technical Field

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

[0002] In the field of autonomous logistics vehicles, due to limitations in battery layout and cargo space design, autonomous logistics vehicles generally adopt a rear-wheel drive configuration, placing the drive motor on the rear axle. With this configuration, to prevent the rear wheels from locking up before the front wheels due to reduced traction caused by forward axle load during heavy braking, the vehicle's mechanical braking system typically uses a fixed braking force distribution coefficient, allocating a higher proportion to the front axle. While this control method ensures braking safety, it limits the potential of the rear-wheel drive motor in energy recovery (regenerative braking), resulting in its energy recovery efficiency not being maximized.

[0003] In related technologies, a hybrid electromechanical braking force control strategy prioritizing motor braking is often adopted. Specifically, the maximum regenerative braking force that the drive motor can provide is first determined based on the maximum power of the drive motor. Then, the difference between the total braking force required by the vehicle and the maximum regenerative braking force that the drive motor can provide is determined as the mechanical braking force, and the mechanical braking system is controlled to provide this mechanical braking force.

[0004] However, the inventors discovered that the above-mentioned electromechanical hybrid braking force control method may still result in the rear wheels locking up first in practical applications, posing a safety hazard of vehicle skidding or even fishtailing. Summary of the Invention

[0005] This application provides a method, device, equipment, medium, and program product for electromechanical hybrid braking force control, in order to solve the safety hazards of vehicle sideslip or even fishtailing in related technologies.

[0006] In a first aspect, this application provides an electromechanical hybrid braking force control method, comprising: acquiring the current braking intensity and total required braking force of a target vehicle; determining whether the current braking intensity is less than a first preset braking intensity, the first preset braking intensity being determined based on a calibrated minimum road adhesion coefficient; if the current braking intensity is less than the first preset braking intensity, controlling the drive motor of the target vehicle to provide regenerative braking force equal to the total required braking force; if the current braking intensity is greater than or equal to the first preset braking intensity, determining whether the current braking intensity is less than a second preset braking intensity, the second preset braking intensity being determined based on the synchronous adhesion coefficient of the target vehicle; if the current braking intensity is less than the second preset braking intensity, controlling the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force according to the current braking intensity and a preset first braking force distribution curve.

[0007] In one possible implementation, based on the current braking intensity and a preset first braking force distribution curve, the mechanical braking system of the drive motor and the target vehicle is controlled to jointly provide the total required braking force. This includes: determining a first braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determining a first coordinate corresponding to the intersection of the first braking intensity gradient line and the first braking force distribution curve; determining the abscissa value of the first coordinate as the first front wheel braking force that the mechanical braking system needs to provide, determining the ordinate value of the first coordinate as the total rear wheel braking force that the mechanical braking system and the drive motor need to provide, determining the difference between the total rear wheel braking force and the maximum regenerative braking force provided by the drive motor as the first rear wheel braking force that the mechanical braking system needs to provide; controlling the mechanical braking system to provide the first front wheel braking force and the first rear wheel braking force, and controlling the drive motor to provide the maximum regenerative braking force.

[0008] In one possible implementation, the electromechanical hybrid braking force control method further includes: if the current braking intensity is greater than or equal to a second preset braking intensity, then controlling the mechanical braking system to provide the total required braking force according to the current braking intensity and the preset second braking force distribution curve, wherein the second braking force distribution curve is the braking force distribution β line.

[0009] In one possible implementation, the mechanical braking system is controlled to provide the total required braking force based on the current braking intensity and a preset second braking force distribution curve. This includes: determining a second braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determining a second coordinate corresponding to the intersection of the second braking intensity gradient line and the second braking force distribution curve; determining the abscissa value of the second coordinate as the second front wheel braking force that the mechanical braking system needs to provide, and determining the ordinate value of the second coordinate as the second rear wheel braking force that the mechanical braking system needs to provide; and controlling the mechanical braking system to provide the second front wheel braking force and the second rear wheel braking force.

[0010] In one possible implementation, obtaining the current braking intensity and total required braking force of the target vehicle includes: obtaining the actual vehicle speed, target vehicle speed, and full load mass of the target vehicle; determining the required deceleration based on the actual vehicle speed and target vehicle speed; determining the current braking intensity by the ratio of the required deceleration to the gravitational acceleration; and determining the total required braking force by the product of the required deceleration and the full load mass.

[0011] In one possible implementation, the first braking force distribution curve is obtained by: acquiring the ideal braking force distribution curve of the target vehicle when it is fully loaded, and the third coordinate corresponding to the maximum regenerative braking force of the drive motor when the target vehicle brakes alone; determining the fourth coordinate corresponding to the intersection point of the ideal braking force distribution curve and the second braking force distribution curve; and obtaining the first braking force distribution curve based on the third coordinate and the fourth coordinate.

[0012] Secondly, this application provides an electromechanical hybrid braking force control device, comprising:

[0013] The acquisition module is used to acquire the current braking intensity and total required braking force of the target vehicle;

[0014] The first determining module is used to determine whether the current braking intensity is less than the first preset braking intensity, which is determined based on the calibrated minimum road surface adhesion coefficient.

[0015] The first control module is used to control the drive motor of the target vehicle to provide regenerative braking force equal to the total required braking force when the current braking intensity is less than the first preset braking intensity.

[0016] The second determining module is used to determine whether the current braking intensity is less than the second preset braking intensity when the current braking intensity is greater than or equal to the first preset braking intensity. The second preset braking intensity is determined based on the synchronous adhesion coefficient of the target vehicle.

[0017] The second control module is used to control the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force when the current braking intensity is less than the second preset braking intensity, based on the current braking intensity and the preset first braking force distribution curve.

[0018] In one possible implementation, the second control module is specifically used to: determine a first braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determine a first coordinate corresponding to the intersection point of the first braking intensity gradient line and the first braking force distribution curve; determine the abscissa value of the first coordinate as the first front wheel braking force that the mechanical braking system needs to provide, determine the ordinate value of the first coordinate as the total rear wheel braking force that the mechanical braking system and the drive motor need to provide, determine the difference between the total rear wheel braking force and the maximum regenerative braking force provided by the drive motor as the first rear wheel braking force that the mechanical braking system needs to provide; control the mechanical braking system to provide the first front wheel braking force and the first rear wheel braking force, and control the drive motor to provide the maximum regenerative braking force.

[0019] In one possible implementation, the electromechanical hybrid braking force control device further includes a third control module (not shown), which is used to: when the current braking intensity is greater than or equal to a second preset braking intensity, control the mechanical braking system to provide the total required braking force according to the current braking intensity and the preset second braking force distribution curve, wherein the second braking force distribution curve is the braking force distribution β line.

[0020] In one possible implementation, the third control module is specifically used to: determine a second braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determine a second coordinate corresponding to the intersection point of the second braking intensity gradient line and the second braking force distribution curve; determine the abscissa value of the second coordinate as the second front wheel braking force that the mechanical braking system needs to provide, and determine the ordinate value of the second coordinate as the second rear wheel braking force that the mechanical braking system needs to provide; and control the mechanical braking system to provide the second front wheel braking force and the second rear wheel braking force.

[0021] In one possible implementation, the acquisition module is specifically used to: acquire the actual vehicle speed, target vehicle speed, and full load mass of the target vehicle; determine the required deceleration based on the actual vehicle speed and target vehicle speed; determine the current braking intensity by the ratio of the required deceleration to the gravitational acceleration; and determine the total required braking force by multiplying the required deceleration by the full load mass.

[0022] In one possible implementation, the first braking force distribution curve is obtained by: acquiring the ideal braking force distribution curve of the target vehicle when it is fully loaded, and the third coordinate corresponding to the maximum regenerative braking force of the drive motor when the target vehicle brakes alone; determining the fourth coordinate corresponding to the intersection point of the ideal braking force distribution curve and the second braking force distribution curve; and obtaining the first braking force distribution curve based on the third coordinate and the fourth coordinate.

[0023] Thirdly, this application provides an electronic device, including: a processor and a memory communicatively connected to the processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the electromechanical hybrid braking force control method provided in the first aspect above.

[0024] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the electromechanical hybrid braking force control method provided in the first aspect above.

[0025] Fifthly, this application provides a computer program product, comprising: a computer program that, when executed by a processor, implements the electromechanical hybrid braking force control method provided in the first aspect above.

[0026] The electromechanical hybrid braking force control method, device, equipment, medium, and program product provided in this application obtains the current braking intensity and total required braking force of the target vehicle. When the current braking intensity is less than a first preset braking intensity determined according to the calibrated minimum road adhesion coefficient, the drive motor of the target vehicle is controlled to provide regenerative braking force equal to the total required braking force. When the current braking intensity is greater than or equal to the first preset braking intensity and less than a second preset braking intensity determined according to the synchronous adhesion coefficient of the target vehicle, the drive motor and the mechanical braking system of the target vehicle are controlled to jointly provide the total required braking force according to the current braking intensity and the preset first braking force distribution curve. This application, by setting a braking intensity range and combining it with the road surface adhesion coefficient, uses pure drive motor braking when the current braking intensity range is between 0 and the first preset braking intensity range. This avoids rear wheel lock-up due to excessive braking force on the rear wheels under low road surface adhesion conditions, thereby preventing vehicle skidding or even fishtailing and improving braking safety under low road surface adhesion conditions. When the current braking intensity is between the first preset braking intensity and the second preset braking intensity range, the total required braking force under this condition is lower than the stability limit of the target vehicle. This application uses electromechanical hybrid braking to avoid rear wheel lock-up due to excessive braking force on the rear wheels, thereby preventing vehicle skidding or even fishtailing and improving braking safety. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] Figure 1 A schematic diagram of various calibration curves used to represent the relationship between front wheel braking force and rear wheel braking force, provided for embodiments of this application;

[0029] Figure 2 A flowchart illustrating the electromechanical hybrid braking force control method provided in the embodiments of this application. Figure 1 ;

[0030] Figure 3 A flowchart illustrating the electromechanical hybrid braking force control method provided in the embodiments of this application. Figure 2 ;

[0031] Figure 4 A flowchart illustrating the electromechanical hybrid braking force control method provided in the embodiments of this application. Figure 3 ;

[0032] Figure 5 This is a schematic diagram of the electromechanical hybrid braking force control device provided in the embodiments of this application;

[0033] Figure 6This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0034] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0035] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0036] In related technologies, a hybrid electromechanical braking force control strategy prioritizing motor braking is often adopted. Specifically, the maximum regenerative braking force that the drive motor can provide is first determined based on the maximum power of the drive motor. Then, the difference between the total braking force required by the vehicle and the maximum regenerative braking force that the drive motor can provide is determined as the mechanical braking force, and the mechanical braking system is controlled to provide this mechanical braking force. However, in this hybrid electromechanical braking force control method, under conditions with low road adhesion coefficients, such as icy or rainy roads, the total braking force of the rear wheels may exceed the maximum friction force that the rear wheels can provide with the road surface. In this case, the rear wheels may lock up first, leading to vehicle skidding or even fishtailing, posing a safety hazard.

[0037] Based on the problems existing in related technologies, the embodiments of this application set a braking intensity range and combine it with the road surface adhesion coefficient. When the current braking intensity range is between 0 and the first preset braking intensity range, pure drive motor braking is used to avoid rear wheel lock-up due to excessive braking force under low road surface adhesion conditions, thereby preventing vehicle skidding or even fishtailing and improving braking safety under low road surface adhesion conditions. When the current braking intensity is between the first preset braking intensity and the second preset braking intensity range, the total required braking force under this condition is lower than the stability limit of the target vehicle. Electromechanical hybrid braking is used to avoid rear wheel lock-up due to excessive braking force, thereby preventing vehicle skidding or even fishtailing and improving braking safety.

[0038] The application scenarios of the embodiments of this application will be described below first.

[0039] The electromechanical hybrid braking force control method provided in this application is applicable to rear-drive electric vehicles with the drive motor located on the rear axle, such as unmanned logistics vehicles.

[0040] The following is a combination of... Figure 1 The calibration curves provided in this application for representing the relationship between the front and rear braking forces of a target vehicle will be described in detail.

[0041] Figure 1 A schematic diagram of calibration curves used to represent the relationship between front wheel braking force and rear wheel braking force, provided for embodiments of this application. (See attached diagram.) Figure 1 As shown, the vertical axis represents the rear wheel braking force, and the horizontal axis represents the front wheel braking force. Each calibration curve includes the braking force distribution β line 11, the ideal braking force distribution curve 12 corresponding to the target vehicle when fully loaded, the braking intensity gradient line group, the r line group, and the f line group.

[0042] Among them, the braking intensity gradient line group includes braking intensity gradient lines such as Figure 1 The dashed line 13 shown, the r-line group contains r-lines as follows Figure 1 The dashed line 14 shown, the f-line contained in the f-line group, is as follows: Figure 1 The dashed line 15 is shown in the diagram.

[0043] The following sections respectively address... Figure 1 The calibration curves included, which represent the relationship between front and rear wheel braking forces, are explained in detail.

[0044] 1) Braking force distribution β line: This line indicates how the front and rear braking forces of a target vehicle are distributed according to the braking force distribution β line when the vehicle is mechanically braking.

[0045] For example, the slope of the braking force distribution β line is the tangent of the angle between the braking force distribution β line and the horizontal axis, i.e. .

[0046] For example, This can be expressed by the following formula:

[0047]

[0048] in, It is a fixed value, determined based on the body structure parameters of the target vehicle.

[0049] 2) Ideal braking force distribution curve when the target vehicle is fully loaded:

[0050] For example, the ideal braking force distribution curve corresponding to a fully loaded target vehicle can be represented by the following formula:

[0051]

[0052] in, Indicates the braking force of the rear wheels. Indicates the braking force of the front wheels. This indicates the mass of the target vehicle when fully loaded. Indicates the height of the target vehicle's center of gravity. This indicates the distance from the center of the rear wheel to the center of gravity. This indicates the wheelbase of the target vehicle.

[0053] It is understandable that the ideal braking force distribution curve for the target vehicle when it is unloaded is similar to the ideal braking force distribution curve for the target vehicle when it is fully loaded. This indicates the mass of the target vehicle when it is unloaded.

[0054] It should be noted that, as Figure 1 As shown in the diagram, the intersection point B between the ideal braking force distribution curve and the braking force distribution β line when the target vehicle is fully loaded is the synchronous adhesion coefficient of the target vehicle. This intersection point lies on the ideal braking force distribution curve when the target vehicle is fully loaded, meaning that the front and rear wheel braking forces at this intersection point meet the requirement of simultaneous locking of the front and rear wheels. Simultaneously, this intersection point also lies on the braking force distribution β line, meaning that the front and rear wheel braking forces at this intersection point also meet the requirement of front-rear wheel braking force distribution.

[0055] 3) Braking intensity gradient line group:

[0056] For example, any braking intensity gradient line in the braking intensity gradient line group can be represented by the following formula:

[0057]

[0058] Where z represents braking intensity.

[0059] like Figure 1 As shown, for example, the braking intensity can be 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8 and 0.9.

[0060] For example, when the braking intensity takes values ​​from 0.1 to 0.9 as described above, the following can be obtained: Figure 1 The braking intensity gradient line group shown.

[0061] 4) r-line group:

[0062] It should be noted that the r-line group is used to represent the curve relationship between the front wheel braking force and the rear wheel braking force under different road surface adhesion coefficients when the rear wheels of the target vehicle lock up but the front wheels do not lock up.

[0063] For example, any curve in the r-line group can be represented by the following formula:

[0064]

[0065] in, This represents the road surface adhesion coefficient.

[0066] For example, The values ​​can be 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, and 0.8, etc.

[0067] For example, the coefficient of adhesion for a typical asphalt road is usually 0.7 to 0.8, the coefficient of adhesion for a rainy road is usually 0.4 to 0.5, and the coefficient of adhesion for a snowy road is usually less than 0.4, such as 0.2 to 0.3.

[0068] 5) f-line group:

[0069] It should be noted that the f-line group is used to represent the curve relationship between the front wheel braking force and the rear wheel braking force under different road surface adhesion coefficients when the front wheels of the target vehicle lock up and the rear wheels do not lock up.

[0070] For example, any curve in the f-line group can be represented by the following formula:

[0071]

[0072] in, This indicates the distance from the center of the front wheel to the center of gravity.

[0073] The values ​​for the road surface adhesion coefficient are similar to those described above, and will not be explained further here.

[0074] The technical solutions of this application and how they solve the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0075] Figure 2 A flowchart illustrating the electromechanical hybrid braking force control method provided in the embodiments of this application. Figure 1 .like Figure 2 As shown, the specific implementation of this electromechanical hybrid braking force control method may include the following steps:

[0076] S201, obtain the current braking intensity and total required braking force of the target vehicle.

[0077] For example, the target vehicle could be an unmanned logistics vehicle.

[0078] For example, the current braking intensity is a dimensionless indicator used to measure the severity of braking of the target vehicle.

[0079] For example, the current braking intensity can be the ratio of the target vehicle's current deceleration to its gravitational acceleration.

[0080] For example, total braking force demand can be the product of the target vehicle's current deceleration and its weight when fully loaded. The unit of total braking force demand is Newtons (N).

[0081] S202, determine whether the current braking intensity is less than the first preset braking intensity.

[0082] The first preset braking intensity is determined based on the calibrated minimum road surface adhesion coefficient.

[0083] For example, the first preset braking intensity can be 0.2.

[0084] For example, the minimum road surface adhesion coefficient can be the road surface adhesion coefficient corresponding to road surface conditions such as ice or snow.

[0085] like Figure 1 As shown, any r-line in the r-line group is higher than the braking gradient line corresponding to a braking intensity of 0.2.

[0086] In one possible implementation, based on the ideal braking force distribution curve of the target vehicle and the braking force distribution β line of the target vehicle, the braking intensity corresponding to the rear wheel adhesion rate of the target vehicle reaching 100% on the road surface corresponding to the minimum road adhesion coefficient, i.e. the critical point of rear wheel lock-up, is calculated, and this braking intensity is determined as the first preset braking intensity.

[0087] For example, the ideal braking force distribution curve is the ideal braking force distribution curve corresponding to the target vehicle when fully loaded. As mentioned above. Figure 1 As shown in the image.

[0088] In this step, it is determined whether the current braking intensity is less than the first preset braking intensity. If the current braking intensity is less than the first preset braking intensity, step S203 is executed; if the current braking intensity is greater than or equal to the first preset braking intensity, step S204 is executed.

[0089] S203 controls the drive motor of the target vehicle to provide regenerative braking force equal to the total required braking force.

[0090] For example, the regenerative braking force of the drive motor is that when the target vehicle needs to decelerate, the drive motor of the target vehicle switches from electric motor mode to generator mode, using the inertial kinetic energy of the target vehicle to generate electricity, thereby generating a force that hinders the movement of the target vehicle.

[0091] Understandably, under this operating condition, the total required braking force is greater than or equal to the maximum regenerative braking force that the target vehicle's drive motor can provide. The maximum regenerative braking force that the drive motor can provide is determined based on the maximum power output of the drive motor when it functions as a generator.

[0092] S204, determine whether the current braking intensity is less than the second preset braking intensity.

[0093] The second preset braking intensity is determined based on the synchronous adhesion coefficient of the target vehicle.

[0094] For example, the second preset intensity can be 0.41.

[0095] For example, the braking intensity gradient line corresponding to the second preset intensity can be a line passing through... Figure 1 The dashed line at point B shown in the diagram, Figure 1 Not shown in the image.

[0096] For example, Figure 1 The road surface adhesion coefficient corresponding to the point shown at midpoint B can be the synchronous adhesion coefficient of the target vehicle.

[0097] For example, the synchronous adhesion coefficient of the target vehicle can be the synchronous adhesion coefficient of the target vehicle when it is fully loaded.

[0098] It is understandable that the synchronous adhesion coefficient is the ideal road surface adhesion coefficient, that is, when the target vehicle is braked on the road surface corresponding to the ideal road surface adhesion coefficient, the front and rear wheels of the target vehicle can lock up simultaneously.

[0099] For example, the synchronous adhesion coefficient of the target vehicle can be determined according to the above. Figure 1 The braking force distribution β line shown is obtained from the ideal braking force distribution curve corresponding to the target vehicle when it is fully loaded.

[0100] For example, the synchronous adhesion coefficient can be expressed by the following formula:

[0101]

[0102] in, Indicates the synchronous adhesion coefficient. Indicates the wheelbase of the target vehicle. It is a fixed value, determined based on the body structure parameters of the target vehicle. This represents the distance from the center of the rear wheel of the target vehicle to its center of mass. This indicates the height of the target vehicle's center of gravity.

[0103] In this step, it is determined whether the current braking intensity is less than the second preset braking intensity. If the current braking intensity is less than the second preset braking intensity, step S205 is executed. If the current braking intensity is greater than or equal to the second preset braking intensity, a pure mechanical braking method is used for braking, that is, the mechanical control system of the target vehicle provides the total required braking force for the target vehicle.

[0104] S205, based on the current braking intensity and the preset first braking force distribution curve, controls the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force.

[0105] It is understandable that when the current braking intensity is within the braking intensity range corresponding to the first preset braking intensity and the second preset braking intensity, a hybrid electromechanical braking method is used for braking.

[0106] For example, the first braking force distribution curve can be obtained by calibration based on the road surface adhesion coefficient.

[0107] In one possible implementation, when the rear wheels lock up but the front wheels do not, the curve relationship between the front wheel braking force and the rear wheel braking force corresponding to different road surface adhesion coefficients is calibrated, as described above. Figure 1 The r-line group shown in the figure ensures that when the current braking intensity is within the braking intensity range corresponding to the first preset braking intensity and the second preset braking intensity, the curves between the front wheel braking force and the rear wheel braking force corresponding to different road surface adhesion coefficients are all higher than the first braking force distribution curve, so as to avoid the rear wheel locking up first under this braking force control mode.

[0108] In this embodiment, by setting a braking intensity range and combining it with the road surface adhesion coefficient, when the current braking intensity range is between 0 and the first preset braking intensity range, pure drive motor braking is used. This avoids rear wheel lock-up due to excessive braking force on the rear wheels under low road surface adhesion conditions, thereby preventing vehicle skidding or even fishtailing and improving braking safety under low road surface adhesion conditions. When the current braking intensity is between the first preset braking intensity and the second preset braking intensity range, the total required braking force under this condition is lower than the stability limit of the target vehicle. Electromechanical hybrid braking is used to avoid rear wheel lock-up due to excessive braking force on the rear wheels, thereby preventing vehicle skidding or even fishtailing and improving braking safety.

[0109] The following is combined with Figure 3 The specific implementation method of step S205, which controls the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force based on the current braking intensity and the preset first braking force distribution curve, is explained in detail.

[0110] Figure 3 A flowchart illustrating the electromechanical hybrid braking force control method provided in the embodiments of this application. Figure 2 .like Figure 3 As shown, the specific implementation method of this electromechanical hybrid braking force control method, which controls the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force based on the current braking intensity and the preset first braking force distribution curve, may include the following steps:

[0111] S301, Based on the preset braking intensity gradient line group, determine the first braking intensity gradient line corresponding to the current braking intensity.

[0112] For example, when the current braking intensity is 0.3, such as Figure 1 As shown, the first braking intensity gradient line corresponding to the current braking intensity can be... Figure 1 The dashed line 16 is shown in the diagram.

[0113] S302, determine the first coordinate corresponding to the intersection point of the first braking intensity gradient line and the first braking force distribution curve.

[0114] For example, the first braking force distribution curve can be Figure 1 The line segment AB shown in the figure.

[0115] like Figure 1 As shown, the first braking intensity gradient line is Figure 1 As shown by the dashed line 16, the intersection of the first braking intensity gradient line and the first braking force distribution curve can be... Figure 1 The first coordinate of point C shown can be... Figure 1 The coordinates of point C shown are given, where the horizontal coordinate represents the front wheel braking force and the vertical coordinate represents the rear wheel braking force.

[0116] S303, the horizontal coordinate value of the first coordinate is determined as the first front wheel braking force that the mechanical braking system needs to provide, the vertical coordinate value of the first coordinate is determined as the total rear wheel braking force that the mechanical braking system and the drive motor need to provide, and the difference between the total rear wheel braking force and the maximum regenerative braking force provided by the drive motor is determined as the first rear wheel braking force that the mechanical braking system needs to provide.

[0117] The method for determining the maximum regenerative braking force provided by the drive motor is similar to that described above, and will not be repeated here.

[0118] For example, the maximum regenerative braking force provided by the drive motor is applied to the rear wheels.

[0119] It is understood that in the electromechanical hybrid braking force control method provided in the embodiments of this application, in the electromechanical hybrid braking mode, in the total rear wheel braking force, by prioritizing the control of the drive motor to provide the maximum regenerative braking force, the drive motor is preferentially used for reverse drag braking under the condition of meeting the braking requirements, thereby improving the energy recovery efficiency.

[0120] S304 controls the mechanical braking system to provide the first front wheel braking force and the first rear wheel braking force, and controls the drive motor to provide the maximum regenerative braking force.

[0121] In this embodiment, a first braking intensity gradient line corresponding to the current braking intensity is determined based on a preset braking intensity gradient line set. A first coordinate corresponding to the intersection of the first braking intensity gradient line and the first braking force distribution curve is determined. The horizontal coordinate value of the first coordinate is determined as the first front-wheel braking force required by the mechanical braking system, and the vertical coordinate value is determined as the total rear-wheel braking force required by the mechanical braking system and the drive motor. The difference between the total rear-wheel braking force and the maximum regenerative braking force provided by the drive motor is determined as the first rear-wheel braking force required by the mechanical braking system. Furthermore, the mechanical braking system is controlled to provide the first front-wheel braking force and the first rear-wheel braking force, and the drive motor is controlled to provide the maximum regenerative braking force. In this embodiment, when the current braking intensity is between a first preset braking intensity and a second preset braking intensity, the total required braking force under this condition is lower than the stability limit of the target vehicle. A hybrid electromechanical braking method is used to avoid the rear wheels locking up first due to excessive rear-wheel braking force, thereby preventing the vehicle from skidding or even fishtailing and improving braking safety. Meanwhile, in the total rear wheel braking force, by prioritizing the control of the drive motor to provide the maximum regenerative braking force, the drive motor is prioritized for reverse drag braking under the condition of meeting braking requirements, thereby improving energy recovery efficiency.

[0122] Optionally, the electromechanical hybrid braking force control method provided in this application embodiment further includes: if the current braking intensity is greater than or equal to the second preset braking intensity, then according to the current braking intensity and the preset second braking force distribution curve, controlling the mechanical braking system to provide the total required braking force, wherein the second braking force distribution curve is the braking force distribution β line.

[0123] The second preset braking intensity is similar to that described above and will not be repeated here.

[0124] For example, the two braking force distribution curves are as described above. Figure 1 The braking force distribution β line is shown in the diagram.

[0125] It is understandable that when the current braking intensity is greater than or equal to the second preset braking intensity, it indicates that the target vehicle has a greater braking demand. Under this condition, the embodiment of this application controls the target vehicle to achieve braking by using a purely mechanical braking method, which can avoid the rear wheels locking up first due to excessive braking force on the rear wheels, thereby avoiding the phenomenon of the vehicle skidding or even fishtailing, and improving braking safety.

[0126] Optionally, one possible implementation of controlling the mechanical braking system to provide the total required braking force based on the current braking intensity and a preset second braking force distribution curve may include the following steps: determining a second braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determining a second coordinate corresponding to the intersection point of the second braking intensity gradient line and the second braking force distribution curve; determining the abscissa value of the second coordinate as the second front wheel braking force that the mechanical braking system needs to provide, and determining the ordinate value of the second coordinate as the second rear wheel braking force that the mechanical braking system needs to provide; and controlling the mechanical braking system to provide the second front wheel braking force and the second rear wheel braking force.

[0127] For example, when the current braking intensity is 0.7, such as Figure 1 As shown, the second braking intensity gradient line corresponding to the current braking intensity can be... Figure 1 The dashed line 17 is shown in the diagram. Correspondingly, the intersection of the second braking intensity gradient line and the second braking force distribution curve can be... Figure 1 The second coordinate of point D is the coordinate corresponding to point D. The horizontal coordinate value of point D is determined as the second front wheel braking force that the mechanical braking system needs to provide, and the vertical coordinate value of point D is determined as the second rear wheel braking force that the mechanical braking system needs to provide.

[0128] In this embodiment, a second braking intensity gradient line corresponding to the current braking intensity is determined based on a preset braking intensity gradient line set. A second coordinate corresponding to the intersection of the second braking intensity gradient line and the second braking force distribution curve is determined. The horizontal coordinate value of the second coordinate is determined as the second front wheel braking force that the mechanical braking system needs to provide, and the vertical coordinate value of the second coordinate is determined as the second rear wheel braking force that the mechanical braking system needs to provide. The mechanical braking system is controlled to provide the second front wheel braking force and the second rear wheel braking force. This achieves the goal of controlling the target vehicle's braking using a purely mechanical braking method under high braking demand conditions. This avoids the rear wheels locking up first due to excessive rear wheel braking force, thereby preventing the vehicle from skidding or even fishtailing and improving braking safety.

[0129] The following is combined with Figure 4 The specific implementation method of obtaining the current braking intensity and total required braking force of the target vehicle in step S201 is explained in detail.

[0130] Figure 4 A flowchart illustrating the electromechanical hybrid braking force control method provided in the embodiments of this application. Figure 3 .like Figure 4 As shown, the specific implementation method for obtaining the current braking intensity and total required braking force of the target vehicle in this electromechanical hybrid braking force control method may include the following steps:

[0131] S401, obtain the actual speed, target speed, and full load mass of the target vehicle.

[0132] For example, the actual speed of the target vehicle can be obtained based on wheel speed sensors, Global Positioning System (GPS), and Inertial Measurement Unit (IMU). This application embodiment does not specifically limit the method of obtaining the actual vehicle speed; it can be determined according to the actual application requirements.

[0133] For example, the target vehicle speed can be dynamically calculated by the vehicle's autonomous driving control system based on factors such as route planning, traffic conditions, road conditions, and traffic regulations.

[0134] For example, the full-load mass of the target vehicle can be estimated based on a vehicle dynamics model.

[0135] S402 determines the required deceleration based on the actual vehicle speed and the target vehicle speed.

[0136] In one possible implementation, the difference between the actual vehicle speed and the target vehicle speed is calculated, and the calculated difference is input into a proportional-integral (PI) controller to obtain the required deceleration output by the PI controller.

[0137] S403 determines the current braking intensity by the ratio of the required deceleration to the gravitational acceleration.

[0138] The current braking intensity is similar to that described above, and will not be repeated here.

[0139] S404 defines the total demand braking force as the product of the demand deceleration and the full load mass.

[0140] The forces of aggregate demand are similar to those described above and will not be repeated here.

[0141] It should be noted that there is no requirement for the order of steps S403 and S404.

[0142] In this embodiment, the actual vehicle speed, target vehicle speed, and full load mass of the target vehicle are obtained. Based on the actual and target vehicle speeds, the required deceleration is determined. The ratio of the required deceleration to gravitational acceleration is then determined as the current braking intensity. The product of the required deceleration and the full load mass is determined as the total required braking force. This embodiment determines the braking force control method for the target vehicle based on the real-time calculated current braking intensity and a set braking intensity range. This avoids excessive braking force on the rear wheels during braking, which could cause the rear wheels to lock up first, thus preventing skidding or even fishtailing and improving braking safety.

[0143] Optionally, in the electromechanical hybrid braking force control method provided in this application embodiment, the first braking force distribution curve is obtained by: obtaining the ideal braking force distribution curve when the target vehicle is fully loaded, and the third coordinate corresponding to the maximum regenerative braking force of the drive motor when the target vehicle brakes alone; determining the fourth coordinate corresponding to the intersection point of the ideal braking force distribution curve and the second braking force distribution curve; and obtaining the first braking force distribution curve based on the third coordinate and the fourth coordinate.

[0144] For example, the ideal braking force distribution curve of the target vehicle when fully loaded is as follows: Figure 1 The ideal braking force distribution curve 12 shown is corresponding to the target vehicle when it is fully loaded.

[0145] For example, the third coordinate can be as follows: Figure 1 The coordinates of point A shown in the figure.

[0146] like Figure 1 As shown in the figure, point A is the intersection of the braking intensity gradient line and the vertical coordinate when the braking intensity is 0.2.

[0147] For example, the fourth coordinate can be as follows: Figure 1 The coordinates of point B shown in the figure.

[0148] For example, the first braking force distribution curve is as follows: Figure 1 The line segment AB shown in the figure.

[0149] In summary, in the electromechanical hybrid braking force control method provided in this application embodiment, when the first preset braking intensity is 0.2 and the second preset braking intensity is 0.4, as... Figure 1 As shown in the figure, when the current braking intensity is between 0 and 0.2, the total braking force required by the target vehicle is achieved using pure drive motor braking. Figure 1 The line segment OA shown is below Figure 1 The r-line group shown indicates that, under this operating condition, pure drive motor braking can avoid rear wheel lock-up. When the current braking intensity is between 0.2 and 0.41, the total braking force required by the target vehicle is achieved using electromechanical hybrid braking. Figure 1 The line segment AB shown is lower than Figure 1 The r-line group shown indicates that, under this operating condition, electromechanical hybrid braking can prevent the rear wheels from locking up first; when the current braking intensity is greater than 0.41, the total braking force required by the target vehicle is achieved using pure mechanical braking, such as... Figure 1 The line segment BM shown in the figure.

[0150] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0151] Figure 5 This is a schematic diagram of the electromechanical hybrid braking force control device provided in an embodiment of this application. Figure 5 As shown, the electromechanical hybrid braking force control device 50 includes an acquisition module 510, a first determination module 520, a first control module 530, a second determination module 540, and a second control module 550.

[0152] The acquisition module 510 is used to acquire the current braking intensity and total required braking force of the target vehicle.

[0153] The first determining module 520 is used to determine whether the current braking intensity is less than the first preset braking intensity, which is determined based on the calibrated minimum road surface adhesion coefficient.

[0154] The first control module 530 is used to control the drive motor of the target vehicle to provide regenerative braking force equal to the total required braking force when the current braking intensity is less than the first preset braking intensity.

[0155] The second determining module 540 is used to determine whether the current braking intensity is less than the second preset braking intensity when the current braking intensity is greater than or equal to the first preset braking intensity. The second preset braking intensity is determined based on the synchronous adhesion coefficient of the target vehicle.

[0156] The second control module 550 is used to control the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force when the current braking intensity is less than the second preset braking intensity, based on the current braking intensity and the preset first braking force distribution curve.

[0157] In one possible implementation, the second control module 550 is specifically used to: determine a first braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determine a first coordinate corresponding to the intersection point of the first braking intensity gradient line and the first braking force distribution curve; determine the abscissa value of the first coordinate as the first front wheel braking force that the mechanical braking system needs to provide, determine the ordinate value of the first coordinate as the total rear wheel braking force that the mechanical braking system and the drive motor need to provide, determine the difference between the total rear wheel braking force and the maximum regenerative braking force provided by the drive motor as the first rear wheel braking force that the mechanical braking system needs to provide; control the mechanical braking system to provide the first front wheel braking force and the first rear wheel braking force, and control the drive motor to provide the maximum regenerative braking force.

[0158] In one possible implementation, the electromechanical hybrid braking force control device further includes a third control module (not shown), which is used to: when the current braking intensity is greater than or equal to a second preset braking intensity, control the mechanical braking system to provide the total required braking force according to the current braking intensity and the preset second braking force distribution curve, wherein the second braking force distribution curve is the braking force distribution β line.

[0159] In one possible implementation, the third control module is specifically used to: determine a second braking intensity gradient line corresponding to the current braking intensity based on a preset braking intensity gradient line set; determine a second coordinate corresponding to the intersection point of the second braking intensity gradient line and the second braking force distribution curve; determine the abscissa value of the second coordinate as the second front wheel braking force that the mechanical braking system needs to provide, and determine the ordinate value of the second coordinate as the second rear wheel braking force that the mechanical braking system needs to provide; and control the mechanical braking system to provide the second front wheel braking force and the second rear wheel braking force.

[0160] In one possible implementation, the acquisition module 510 is specifically used to: acquire the actual vehicle speed, target vehicle speed, and full load mass of the target vehicle; determine the required deceleration based on the actual vehicle speed and target vehicle speed; determine the current braking intensity by the ratio of the required deceleration to the gravitational acceleration; and determine the total required braking force by the product of the required deceleration and the full load mass.

[0161] In one possible implementation, the first braking force distribution curve is obtained by: acquiring the ideal braking force distribution curve of the target vehicle when it is fully loaded, and the third coordinate corresponding to the maximum regenerative braking force of the drive motor when the target vehicle brakes alone; determining the fourth coordinate corresponding to the intersection point of the ideal braking force distribution curve and the second braking force distribution curve; and obtaining the first braking force distribution curve based on the third coordinate and the fourth coordinate.

[0162] The electromechanical hybrid braking force control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0163] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602.

[0164] Optionally, the electronic device 60 also includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0165] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0166] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0167] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0168] The memory may include random access memory (RAM) and non-volatile memory (NVM), such as at least one disk storage device.

[0169] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0170] This application also provides a vehicle, including a vehicle speed closed-loop control system as shown in the above embodiments, or a chassis domain control system as shown in the above embodiments.

[0171] For example, the vehicle could be an unmanned logistics vehicle.

[0172] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0173] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0174] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0175] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0176] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0177] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0179] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0180] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0181] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling electromechanical hybrid braking force, characterized in that, include: Obtain the current braking intensity and total required braking force of the target vehicle; Determine whether the current braking intensity is less than a first preset braking intensity, which is determined based on a calibrated minimum road surface adhesion coefficient; If the current braking intensity is less than the first preset braking intensity, then control the drive motor of the target vehicle to provide regenerative braking force equal to the total required braking force; If the current braking intensity is greater than or equal to the first preset braking intensity, then it is determined whether the current braking intensity is less than the second preset braking intensity, which is determined based on the synchronous adhesion coefficient of the target vehicle; If the current braking intensity is less than the second preset braking intensity, then according to the current braking intensity and the preset first braking force distribution curve, the drive motor and the mechanical braking system of the target vehicle are controlled to jointly provide the total required braking force.

2. The electromechanical hybrid braking force control method according to claim 1, characterized in that, The step of controlling the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force based on the current braking intensity and a preset first braking force distribution curve includes: Based on a preset braking intensity gradient line group, a first braking intensity gradient line corresponding to the current braking intensity is determined; Determine the first coordinate corresponding to the intersection point of the first braking intensity gradient line and the first braking force distribution curve; The horizontal coordinate value of the first coordinate is determined as the first front wheel braking force that the mechanical braking system needs to provide, the vertical coordinate value of the first coordinate is determined as the total rear wheel braking force that the mechanical braking system and the drive motor need to provide, and the difference between the total rear wheel braking force and the maximum regenerative braking force provided by the drive motor is determined as the first rear wheel braking force that the mechanical braking system needs to provide. The mechanical braking system is controlled to provide the first front wheel braking force and the first rear wheel braking force, and the drive motor is controlled to provide the maximum regenerative braking force.

3. The electromechanical hybrid braking force control method according to claim 1, characterized in that, Also includes: If the current braking intensity is greater than or equal to the second preset braking intensity, then the mechanical braking system is controlled to provide the total required braking force according to the current braking intensity and the preset second braking force distribution curve, where the second braking force distribution curve is the braking force distribution β line.

4. The electromechanical hybrid braking force control method according to claim 3, characterized in that, The step of controlling the mechanical braking system to provide the total required braking force based on the current braking intensity and a preset second braking force distribution curve includes: Based on a preset braking intensity gradient line set, a second braking intensity gradient line corresponding to the current braking intensity is determined; Determine the second coordinate corresponding to the intersection point of the second braking intensity gradient line and the second braking force distribution curve; The horizontal coordinate value of the second coordinate is determined as the second front wheel braking force that the mechanical braking system needs to provide, and the vertical coordinate value of the second coordinate is determined as the second rear wheel braking force that the mechanical braking system needs to provide. The mechanical braking system is controlled to provide the second front wheel braking force and the second rear wheel braking force.

5. The electromechanical hybrid braking force control method according to any one of claims 1 to 4, characterized in that, The acquisition of the target vehicle's current braking intensity and total required braking force includes: Obtain the actual speed, target speed, and full load weight of the target vehicle; The required deceleration is determined based on the actual vehicle speed and the target vehicle speed; The ratio of the required deceleration to the gravitational acceleration is determined as the current braking intensity; The total demand braking force is determined by multiplying the demand deceleration by the full load mass.

6. The electromechanical hybrid braking force control method according to any one of claims 1 to 4, characterized in that, The first braking force distribution curve was obtained in the following way: Obtain the ideal braking force distribution curve of the target vehicle when it is fully loaded, and the third coordinate corresponding to the maximum regenerative braking force of the drive motor when the target vehicle is braked by the drive motor alone; Determine the fourth coordinate corresponding to the intersection point of the ideal braking force distribution curve and the second braking force distribution curve; The first braking force distribution curve is obtained based on the third coordinate and the fourth coordinate.

7. A hybrid electromechanical braking force control device, characterized in that, include: The acquisition module is used to acquire the current braking intensity and total required braking force of the target vehicle; The first determining module is used to determine whether the current braking intensity is less than a first preset braking intensity, which is determined based on the calibrated minimum road surface adhesion coefficient. The first control module is used to control the drive motor of the target vehicle to provide regenerative braking force equal to the total required braking force when the current braking intensity is less than the first preset braking intensity. The second determining module is used to determine whether the current braking intensity is less than the second preset braking intensity when the current braking intensity is greater than or equal to the first preset braking intensity, wherein the second preset braking intensity is determined based on the synchronous adhesion coefficient of the target vehicle; The second control module is used to control the drive motor and the mechanical braking system of the target vehicle to jointly provide the total required braking force when the current braking intensity is less than the second preset braking intensity, based on the current braking intensity and the preset first braking force distribution curve.

8. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the electromechanical hybrid braking force control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the electromechanical hybrid braking force control method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, include: A computer program, when executed by a processor, implements the electromechanical hybrid braking force control method as described in any one of claims 1 to 6.

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