A kind of drive-by-wire hybrid brake method, device, equipment and medium

Abstract

The application relates to the technical field of vehicle braking, and discloses a brake-by-wire hybrid braking method, device, equipment and medium, brake instructions of a target vehicle are acquired, braking demand analysis is carried out according to the brake instructions, and braking demand torque is obtained; at least an energy recovery system, a front wheel hydraulic braking system and a rear wheel parking integrated system are arranged in the target vehicle; when the target vehicle is in other working conditions, the braking demand torque is distributed to the energy recovery system or the energy recovery system and the front wheel hydraulic braking system; when the target vehicle is in a preset braking working condition, the braking demand torque is distributed to the energy recovery system, the front wheel hydraulic braking system and the rear wheel parking integrated system according to a braking distribution ratio. The method has the beneficial effects that the rear wheel parking integrated system is used to replace the hydraulic braking system, braking is carried out through the collaborative work of the braking systems, the complexity of the braking system is optimized on the basis of ensuring the safety of vehicle braking, and the failure probability of the braking system is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a drive-by-wire hybrid braking method, device, equipment and medium. Background Technology

[0002] In intelligent driving systems, traditional braking systems typically employ a redundant design with multiple braking systems to meet intelligent driving requirements, ensuring vehicle safety through mutual backup. However, this redundancy can lead to an excessive number of components in traditional braking systems, causing reliability issues between these components and resulting in more potential failure points in intelligent driving systems. In related technologies, the complexity of braking systems still needs to be reduced while ensuring effectiveness. Summary of the Invention

[0003] This application provides a steerable hybrid braking method, device, equipment, and medium that replaces the hydraulic braking system of the rear wheels with a rear wheel driving-parking integrated system and performs braking through the coordinated work between the braking systems. While ensuring vehicle braking safety, it optimizes the complexity of the braking system and reduces the probability of braking system failure.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include:

[0005] In a first aspect, embodiments of this application provide a drive-by-wire hybrid braking method, the method comprising:

[0006] The braking command of the target vehicle is obtained, and the braking demand is analyzed based on the braking command to obtain the braking torque required by the target vehicle; wherein the target vehicle is equipped with at least an energy recovery system, a front wheel hydraulic braking system and a rear wheel integrated driving and parking system;

[0007] When the target vehicle is in a condition other than the preset braking condition, the braking torque demand is distributed to the energy recovery system, or the energy recovery system and the front wheel hydraulic braking system, to perform regenerative braking on the target vehicle;

[0008] When the target vehicle is in the preset braking condition, the braking torque demand is distributed to the energy recovery system, the front wheel hydraulic braking system and the rear wheel parking system according to the braking distribution ratio to perform coordinated braking on the target vehicle.

[0009] The steerable hybrid braking method proposed in this application responds to a braking command received by the target vehicle. It analyzes the braking demand based on the command to determine the required braking torque for the target vehicle. Based on the vehicle's braking demand, it determines its operating condition. When the target vehicle is in a condition other than a preset braking condition, braking is performed solely through the energy recovery system or a combination of the energy recovery system and the front wheel hydraulic braking system. When the target vehicle is in a preset braking condition, the required braking torque is distributed to the energy recovery system, the front wheel hydraulic braking system, and the rear wheel integrated braking system according to the braking distribution ratio, enabling coordinated braking through multiple braking systems. Compared to related technologies, this application replaces the rear wheel hydraulic braking system with a rear wheel integrated braking system, reducing the complexity of the braking system, lowering the probability of common-cause failures between braking systems on different wheels, and improving the reliability and safety of the braking system. Furthermore, this application utilizes an energy recovery system, a front wheel hydraulic braking system, and a rear wheel parking brake system to brake the vehicle based on its actual operating conditions. Under other operating conditions, regenerative braking can be performed solely through the energy recovery system or by combining the energy recovery system with the front wheel hydraulic braking system, thereby reducing the frequency of use of the rear wheel parking brake system and extending its service life. Under preset braking conditions, multiple braking systems can work together to ensure the safety of the target vehicle.

[0010] Optionally, the braking distribution ratio can be obtained in the following way:

[0011] Based on the vehicle body parameters of the target vehicle, a safety braking analysis is performed to obtain the front and rear axle distribution ratio of the target vehicle.

[0012] The braking capacity of the energy recovery system is obtained, and the braking distribution ratio is obtained by constraining the distribution based on the braking capacity and the front and rear axle distribution ratio.

[0013] Optionally, when the target vehicle is in a condition other than a preset braking condition, the step of distributing the braking demand torque to the energy recovery system, or the energy recovery system and the front wheel hydraulic braking system, includes...

[0014] If the target vehicle's required deceleration is within a first threshold range, the target vehicle is determined to be in a first braking condition, and the required braking torque is distributed to the energy recovery system to perform regenerative braking on the target vehicle.

[0015] When the required deceleration is within the second threshold range, the target vehicle is determined to be in a second braking condition, and the braking demand torque is distributed to the energy recovery system and the front wheel hydraulic braking system to perform regenerative braking on the target vehicle; wherein, the minimum boundary value of the second threshold range is greater than or equal to the maximum boundary value of the first threshold range.

[0016] Optionally, obtaining the braking command of the target vehicle includes:

[0017] When the target vehicle is manually driven, the pedal travel of the target vehicle is detected to obtain the brake pedal travel signal of the target vehicle, which is used as the braking command;

[0018] When the target vehicle is under intelligent driving control, the braking command is obtained from the intelligent driving system in the target vehicle.

[0019] Optionally, the step of performing braking demand analysis based on the braking command to obtain the braking demand torque of the target vehicle includes:

[0020] Based on the braking command, the braking intention is mapped to obtain the required deceleration of the target vehicle.

[0021] The braking torque required is obtained by calculating the braking torque of the target vehicle based on the required deceleration.

[0022] Optionally, the method further includes:

[0023] The driving state of the target vehicle is obtained, and longitudinal instability analysis is performed on the target vehicle based on the driving state to obtain the longitudinal instability state of the target vehicle.

[0024] When the longitudinal instability state indicates that the target vehicle is longitudinally unstable, the braking torque of the front wheel hydraulic braking system or the rear wheel parking system is adjusted to perform longitudinal stability control on the target vehicle.

[0025] Optionally, the method further includes:

[0026] The driving state of the target vehicle is obtained, and a lateral instability analysis is performed on the target vehicle based on the driving state to obtain the lateral instability state of the target vehicle.

[0027] When the lateral instability state indicates that the target vehicle is in a state of lateral instability, the clamping torque of the front wheel hydraulic braking system and the rear wheel parking system is adjusted to perform lateral stability control on the target vehicle.

[0028] Secondly, embodiments of this application provide a drive-by-wire hybrid braking device, the device comprising:

[0029] The braking demand analysis module is used to acquire the braking command of the target vehicle and perform braking demand analysis based on the braking command to obtain the braking demand torque of the target vehicle; wherein the target vehicle is equipped with at least an energy recovery system, a front wheel hydraulic braking system and a rear wheel integrated driving and parking system;

[0030] The first torque distribution module is used to distribute the braking torque demand to the energy recovery system, or the energy recovery system and the front wheel hydraulic braking system, when the target vehicle is in a condition other than the preset braking condition, so as to perform regenerative braking on the target vehicle.

[0031] The second torque distribution module is used to distribute the braking demand torque to the energy recovery system, the front wheel hydraulic braking system and the rear wheel parking system according to the braking distribution ratio when the target vehicle is in the preset braking condition, so as to perform coordinated braking on the target vehicle.

[0032] Thirdly, embodiments of this application provide a computer device, including: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the method described in any of the above embodiments.

[0033] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer instructions, which are used to cause a computer to perform the method described in any one of the above embodiments.

[0034] Fifthly, embodiments of this application provide a computer program product, including computer instructions, which are used to cause a computer to perform the method described in any of the above embodiments. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 A step diagram of the hybrid brake-by-wire method provided in the embodiments of this application;

[0037] Figure 2aThis is a schematic diagram of the architecture of the drive-by-wire hybrid braking system in the embodiments of this application;

[0038] Figure 2b This is a schematic diagram of the domain controller design for the rear wheel parking integrated system in this application embodiment;

[0039] Figure 3 This is a flowchart illustrating the steps involved in obtaining the braking distribution ratio in an embodiment of this application.

[0040] Figure 4 A flowchart illustrating the steps for allocating braking torque demand to the target vehicle under other operating conditions in this application embodiment;

[0041] Figure 5 This is a diagram illustrating the steps for obtaining braking commands in an embodiment of this application;

[0042] Figure 6 This is a diagram illustrating the steps involved in obtaining the required braking torque in an embodiment of this application.

[0043] Figure 7 This is a flowchart illustrating the steps of longitudinal instability control in an embodiment of this application.

[0044] Figure 8 This is a flowchart illustrating the steps of lateral instability control in an embodiment of this application.

[0045] Figure 9 A block diagram of the drive-by-wire hybrid braking device provided in the embodiments of this application;

[0046] Figure 10 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] To meet the requirements of intelligent driving, traditional braking systems typically employ a redundant design with multiple braking systems, ensuring vehicle safety through mutual backup. However, this redundancy design can lead to an excessive number of components in traditional braking systems, causing reliability issues between these components and resulting in more potential points of failure in intelligent driving systems.

[0049] To address the aforementioned issues, this application provides a steerable hybrid braking method, apparatus, device, and medium. This method acquires braking commands from a target vehicle and performs braking demand analysis based on these commands to obtain the required braking torque. The target vehicle is equipped with at least an energy recovery system, a front-wheel hydraulic braking system, and a rear-wheel parking system. When the target vehicle is in other operating conditions, the required braking torque is distributed to the energy recovery system, or the energy recovery system and the front-wheel hydraulic braking system. When the target vehicle is in a preset braking condition, the required braking torque is distributed to the energy recovery system, the front-wheel hydraulic braking system, and the rear-wheel parking system according to the braking distribution ratio.

[0050] The steer-by-wire hybrid braking method provided in this application responds to a braking command received by the target vehicle. It analyzes the braking demand based on the command to determine the required braking torque for the target vehicle. Based on the target vehicle's braking demand, it determines its operating condition. When the target vehicle is in a condition other than a preset braking condition, it brakes the vehicle solely through the energy recovery system or a combination of the energy recovery system and the front wheel hydraulic braking system. When the target vehicle is in a preset braking condition, it distributes the required braking torque to the energy recovery system, the front wheel hydraulic braking system, and the rear wheel parking brake system according to the braking distribution ratio, thereby achieving coordinated braking through multiple braking systems.

[0051] Compared with related technologies, this application uses a rear wheel driving and parking integrated system to replace the hydraulic braking system of the rear wheels, thereby reducing the complexity of the braking system, reducing the probability of common cause failures between braking systems on different wheels, and improving the reliability and safety of the braking system.

[0052] Furthermore, this application utilizes an energy recovery system, a front wheel hydraulic braking system, and a rear wheel parking brake system to brake the vehicle based on its actual operating conditions. Under other operating conditions, regenerative braking can be performed solely through the energy recovery system or by combining the energy recovery system with the front wheel hydraulic braking system, thereby reducing the frequency of use of the rear wheel parking brake system and extending its service life. Under preset braking conditions, multiple braking systems can work together to ensure the safety of the target vehicle.

[0053] According to an embodiment of this application, a method for hybrid braking by wire is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0054] Reference Figure 1 As shown, this embodiment provides a drive-by-wire hybrid braking method, which includes:

[0055] S100. Obtain the braking command of the target vehicle, and perform braking demand analysis based on the braking command to obtain the braking torque required by the target vehicle; wherein the target vehicle is equipped with at least an energy recovery system, a front wheel hydraulic braking system and a rear wheel parking system.

[0056] S200. When the target vehicle is in a condition other than the preset braking condition, the braking torque demand is distributed to the energy recovery system, or the energy recovery system and the front wheel hydraulic braking system, to perform regenerative braking on the target vehicle.

[0057] S300. When the target vehicle is in a preset braking condition, the braking torque demand is distributed to the energy recovery system, the front wheel hydraulic braking system and the rear wheel parking system according to the braking distribution ratio to perform coordinated braking on the target vehicle.

[0058] The target vehicle can be equipped with an Advanced Driving System (ADS), which is used to automatically drive or assist the driver based on the vehicle's driving status. The target vehicle must have at least a Motor Energy Recovery System (MERS), a Front Hydraulic Brake System (FBB), and a One Driving-Park System (ODP). The energy recovery system can be located on the front wheels, rear wheels, or both. (Refer to...) Figure 2a As shown, in the target vehicle, the intelligent driving system connects to the drive-by-wire pedal, energy recovery system, front wheel hydraulic braking system, and rear wheel parking brake system via two CAN communication channels. The drive-by-wire pedal is completely decoupled from the braking system, not coupled via mechanical structures such as push rods. Instead, it determines the driver's braking intention by detecting the driver's operation signals on the drive-by-wire pedal and then precisely distributes braking force to each braking system based on this intention, improving the accuracy of braking torque distribution. Through its communication connection with the drive-by-wire pedal, the intelligent driving system can acquire the driver's operation signals in real time. On the one hand, it detects the driver's driving status based on the operation signals to ensure the driving safety of the target vehicle; on the other hand, it determines the driver's operation intention based on the operation signals, and when the driver actively brakes, it transfers control of the target vehicle to the driver, allowing the driver to manually control the target vehicle in emergencies.

[0059] The intelligent driving system also communicates with the energy recovery system, the front wheel hydraulic braking system, and the rear wheel parking brake system to actively control the braking system during autonomous driving, thereby braking the target vehicle and ensuring vehicle safety. The rear wheel parking brake system includes a left rear wheel system and a right rear wheel system, each controlling one of the two rear wheels of the target vehicle. The left and right rear wheel systems are connected via a proprietary CAN bus to ensure real-time performance and consistency between the left and right rear wheel systems during braking.

[0060] The rear-wheel drive-parking integrated system may include a brake controller and a brake actuator. The brake controller receives braking requests from the intelligent driving system or the driver via the drive-by-wire pedal and controls the brake actuator to perform specific braking operations according to the braking requests. The brake actuator may include a braking structure, a drive structure, and a sensing structure. The braking structure is located at the corresponding wheel end and is used to perform the braking operation; the drive structure drives the braking structure to perform the braking operation; and the sensing structure acquires the operating status of the drive structure. For example, the braking structure may be a brake caliper, the drive structure may be a brushless motor, and the sensing structure may be a motor sensor. The brake controller and brake actuator may be an integrated structure located at the corresponding wheel end of the target vehicle. (Refer to...) Figure 2b As shown, in some embodiments, the brake controller can be integrated into the domain controller of the target vehicle in the form of an algorithm. The vehicle area controller is connected to the brake actuator via a connector. The brake actuator at the wheel end integrates a brake circuit board and a brake caliper. The brake circuit board includes devices such as a microcontroller, a drive circuit, and a brushless motor sensor.

[0061] Specifically, during the driving of the target vehicle, braking commands are obtained from the intelligent driving system or the drive-by-wire pedal based on the vehicle's driving mode. When obtaining braking commands from the intelligent driving system, the system has already made intelligent driving decisions based on the target vehicle's driving state, determining the required braking torque. Therefore, the braking commands obtained from the intelligent driving system can include the required braking torque. When obtaining braking commands from the drive-by-wire pedal, since the drive-by-wire pedal does not have computational capabilities, the driver can send braking intentions to the target vehicle by controlling the pedal's travel, and the required braking torque is determined through braking demand analysis. It is understandable that when obtaining braking commands from the intelligent driving system, the subsequent braking demand analysis can be skipped, and the required braking torque can be obtained directly. When obtaining braking commands from the drive-by-wire pedal, braking demand analysis of the target vehicle is required based on the braking command to determine the required braking torque under that command.

[0062] Furthermore, braking demand can be determined based on the target vehicle's driving status and braking commands, and its operating condition can be judged based on this braking demand. When the target vehicle is in operating conditions other than the preset braking conditions, its braking demand is relatively small. In this case, the braking torque can be fully distributed to the energy recovery system to brake the target vehicle entirely through the energy recovery system, thereby making full use of energy recovery and reducing the target vehicle's energy consumption. At the same time, by keeping the front wheel hydraulic braking system and the rear wheel traction control system in standby mode, mechanical wear on both systems can be reduced, thereby lowering the probability of braking system failure and extending the service life of the braking system.

[0063] When the energy recovery system cannot meet the braking demand, but the braking demand does not affect the safety of the target vehicle, the braking torque can be distributed to the energy recovery system and the front wheel hydraulic braking system. Through their coordinated operation, the target vehicle can be effectively braked. Understandably, in this case, the braking torque of the target vehicle is primarily provided by the energy recovery system; any portion that the energy recovery system cannot provide can be provided by the front wheel hydraulic braking system, thereby maximizing energy recovery and improving the energy efficiency of the target vehicle. For example, the safety of the target vehicle can be represented by its vehicle stability during braking. If the braking torque of the target vehicle can balance the torque caused by the transfer of the center of gravity, and the target vehicle does not experience a situation where the rear wheel braking torque is zero during braking, then the braking demand will not affect the safety of the target vehicle, and the target vehicle can be braked collaboratively by the energy recovery system and the front wheel hydraulic braking system.

[0064] Furthermore, when the target vehicle is under a preset braking condition, its braking demand is significant and cannot be fully met by the energy recovery system alone, and the braking process may affect the vehicle's safety. In this case, the braking torque demand is distributed to the energy recovery system, the front wheel hydraulic braking system, and the rear wheel parking brake system according to the braking distribution ratio, controlling these three systems to perform coordinated braking on the target vehicle, enabling effective braking and ensuring its driving safety. For example, the preset braking condition could be a situation where the target vehicle's braking demand exceeds a preset threshold, or an emergency braking situation where the target vehicle is controlled by an automatic emergency braking system (AEB).

[0065] It should be noted that the brake distribution ratio can be pre-calibrated during the production design phase of the target vehicle. This is achieved by conducting braking tests on the target vehicle under set operating conditions, and then calibrating the ratio based on parameters such as the degree of weight transfer, vehicle stability, and braking efficiency during braking. It can be understood that the brake distribution ratio can be multiple data points corresponding to different set operating conditions, related to the target vehicle's load and driving status. Once determined, the brake distribution ratio is written into the target vehicle's regional controller to ensure safe and stable braking under various operating conditions.

[0066] In some embodiments, the preset braking condition can be obtained by comparing the braking demand of the target vehicle with a preset demand threshold. When the braking demand of the target vehicle exceeds the preset demand threshold, the target vehicle is determined to be in the preset braking condition. The braking demand of the target vehicle can be the required deceleration of the target vehicle under a braking command. Correspondingly, the preset demand threshold can be a preset deceleration threshold. When the required deceleration of the target vehicle exceeds the preset deceleration threshold, it indicates that the braking demand of the target vehicle cannot be fully met by the energy recovery system, and may affect the safety of the target vehicle. Therefore, it is necessary to control the energy recovery system, the front wheel hydraulic braking system, and the rear wheel parking brake system to perform coordinated braking. For example, when the preset demand threshold is the preset deceleration threshold, it can be 0.9g.

[0067] In some embodiments, in the event of a failure in the energy recovery system, the braking torque demand of the target vehicle can be distributed to the front-wheel hydraulic braking system and the rear-wheel parking brake system, enabling coordinated braking of the target vehicle by these two systems. Alternatively, in the event of a failure in the front-wheel hydraulic braking system, the braking torque demand of the target vehicle can be distributed to the energy recovery system and the rear-wheel parking brake system, enabling coordinated braking of the target vehicle by these two systems. The energy recovery system, the front-wheel hydraulic braking system, and the rear-wheel parking brake system can be independently backed up, ensuring that a failure in any braking system does not affect the braking capability of the target vehicle, thereby improving the safety and reliability of the target vehicle during operation.

[0068] The drive-by-wire hybrid braking method provided in this embodiment responds to the braking command received by the target vehicle. It analyzes the braking demand based on the braking command to determine the required braking torque for the target vehicle. Based on the braking demand of the target vehicle, it determines its operating condition. When the target vehicle is in an operating condition other than the preset braking condition, it brakes the vehicle only through the energy recovery system or a combination of the energy recovery system and the front wheel hydraulic braking system. When the target vehicle is in the preset braking condition, it distributes the required braking torque to the energy recovery system, the front wheel hydraulic braking system, and the rear wheel parking system according to the braking distribution ratio, so as to achieve coordinated braking through multiple braking systems.

[0069] Compared with related technologies, this application uses a rear wheel driving and parking integrated system to replace the hydraulic braking system of the rear wheels, thereby reducing the complexity of the braking system, reducing the probability of common cause failures between braking systems on different wheels, and improving the reliability and safety of the braking system.

[0070] Furthermore, this application utilizes an energy recovery system, a front wheel hydraulic braking system, and a rear wheel parking brake system to brake the vehicle based on its actual operating conditions. Under other operating conditions, regenerative braking can be performed solely through the energy recovery system or by combining the energy recovery system with the front wheel hydraulic braking system, thereby reducing the frequency of use of the rear wheel parking brake system and extending its service life. Under preset braking conditions, multiple braking systems can work together to ensure the safety of the target vehicle.

[0071] Reference Figure 3 As shown, in one embodiment of this application, the braking distribution ratio is obtained in the following manner:

[0072] S310. Perform safety braking analysis based on the vehicle body parameters of the target vehicle to obtain the front and rear axle distribution ratio of the target vehicle.

[0073] S320. Obtain the braking capacity of the energy recovery system, and perform constraint allocation based on the braking capacity and the front and rear axle distribution ratio to obtain the braking distribution ratio.

[0074] Specifically, under set operating conditions, braking tests are conducted on the target vehicle to obtain its state parameters under different braking methods. Based on the set operating conditions and the target vehicle's state parameters, a proportional calibration is performed to determine the torque distribution ratio between the front and rear wheels during braking, thus obtaining the front-to-rear axle distribution ratio. It is understood that the different braking methods of the target vehicle can be various braking methods that distribute torque to the front and rear wheels in different ratios. The target vehicle's state parameters can include the degree of weight transfer, vehicle stability, tire friction, and braking efficiency during braking. It should be noted that the front-to-rear axle distribution ratio of the target vehicle can be obtained through iterative verification and optimization. By repeatedly performing the proportional calibration process, the accuracy of the front-to-rear axle distribution ratio is improved, thereby enhancing the safety and stability of the target vehicle during braking under the set operating conditions. For example, the front-to-rear axle distribution ratio of the target vehicle can be front wheel:rear wheel = 2:1 or front wheel:rear wheel = 7:3.

[0075] Furthermore, the braking capacity of the energy recovery system is obtained. Based on the braking capacity and the front-to-rear axle distribution ratio, constraint distribution is performed at the wheel ends where both the energy recovery system and other braking systems are installed, resulting in a braking distribution ratio. When the energy recovery system is installed on the front wheels and only the rear wheel parking brake system is installed on the rear wheels, the braking torque required for the set operating condition is first distributed to the front and rear wheels according to the front-to-rear axle distribution ratio, resulting in front wheel braking torque and rear wheel braking torque. For the front wheel braking torque, the front wheel braking torque is distributed between the energy recovery system and the front wheel hydraulic braking system based on the braking capacity of the energy recovery system, resulting in energy recovery braking torque and front wheel hydraulic braking torque. The braking distribution ratio is then obtained based on the energy recovery braking torque, front wheel hydraulic braking torque, and rear wheel braking torque.

[0076] When the energy recovery system is installed on the rear wheels and the front wheels are only equipped with a front wheel hydraulic braking system, the braking torque required under the set operating conditions is first distributed to the front and rear wheels according to the front-to-rear axle distribution ratio, resulting in the front wheel braking torque and the rear wheel braking torque. For the rear wheel braking torque, the front wheel braking torque is distributed between the energy recovery system and the rear wheel parking system according to the braking capacity of the energy recovery system, resulting in the energy recovery braking torque and the rear wheel system braking torque. The braking distribution ratio is obtained based on the energy recovery braking torque, the rear wheel system braking torque, and the front wheel braking torque.

[0077] When the energy recovery system is installed on both the front and rear wheels, the braking torque required for the set operating condition is first distributed to the front and rear wheels according to the front-to-rear axle distribution ratio, resulting in front wheel braking torque and rear wheel braking torque. For the front wheel braking torque, the braking capacity of the energy recovery system is used to distribute the front wheel braking torque between the energy recovery system and the front wheel hydraulic braking system, resulting in front wheel regenerative braking torque and front wheel hydraulic braking torque. For the rear wheel braking torque, the braking capacity of the energy recovery system is used to distribute the front wheel braking torque between the energy recovery system and the rear wheel parking system, resulting in rear wheel regenerative braking torque and rear wheel system braking torque. The braking distribution ratio is then determined based on the front wheel regenerative braking torque, front wheel hydraulic braking torque, rear wheel regenerative braking torque, and rear wheel system braking torque.

[0078] Reference Figure 4 As shown, in one embodiment of this application, when the target vehicle is in a condition other than a preset braking condition, the braking torque demand is distributed to the energy recovery system, or the energy recovery system and the front wheel hydraulic braking system, including...

[0079] S210. When the target vehicle's deceleration demand is within the first threshold range, determine that the target vehicle is in the first braking condition, and distribute the braking demand torque to the energy recovery system to perform regenerative braking on the target vehicle.

[0080] S220. When the demand deceleration is within the second threshold range, the target vehicle is determined to be in the second braking condition, and the braking demand torque is distributed to the energy recovery system and the front wheel hydraulic braking system to perform regenerative braking on the target vehicle; wherein, the minimum boundary value of the second threshold range is greater than or equal to the maximum boundary value of the first threshold range.

[0081] Specifically, the braking demand of the target vehicle, including the required deceleration, is determined based on the vehicle's driving state and braking commands. When the required deceleration of the target vehicle is within a first threshold range, the target vehicle is determined to be in a first braking condition. At this point, the braking demand of the target vehicle is relatively low, and the braking capacity of the energy recovery system can meet the target vehicle's braking demand. In the first braking condition, the braking torque can be fully distributed to the energy recovery system to brake the target vehicle entirely through the energy recovery system, thereby fully utilizing energy recovery and reducing the target vehicle's energy consumption. Simultaneously, by keeping the front wheel hydraulic braking system and the rear wheel parking brake system in standby mode, mechanical wear on both systems can be reduced, thereby lowering the probability of braking system failure and extending the service life of the braking system. For example, the first threshold range can be 0 to 0.35g.

[0082] Furthermore, when the target vehicle's deceleration demand is within the second threshold range, the target vehicle is determined to be in a second braking condition. In this condition, the energy recovery system cannot meet the target vehicle's braking demand, requiring other braking systems to work in conjunction with the energy recovery system. However, the braking demand will not affect the target vehicle's safety. If the energy recovery system is installed on the front wheels of the target vehicle, in the second braking condition, the braking torque demand can be distributed to the energy recovery system and the front wheel hydraulic braking system. Through their coordinated operation, the target vehicle can be effectively braked. The braking torque demand of the target vehicle is primarily provided by the energy recovery system; any portion that the energy recovery system cannot provide can be provided by the front wheel hydraulic braking system, thereby maximizing energy recovery and improving the target vehicle's energy efficiency. For example, the second threshold range can be from 0.35g to 0.9g.

[0083] If the energy recovery system is installed on the front wheels of the target vehicle, in the second braking condition, the braking torque demand can first be distributed to the front and rear wheels of the target vehicle according to the front-to-rear axle distribution ratio, resulting in front wheel braking torque and rear wheel braking torque. The front wheel braking torque can be provided by the front wheel hydraulic braking system, and the rear wheel braking torque can be provided by the energy recovery system. Through the coordinated work of both, the target vehicle can be effectively braked. It is understandable that if the energy recovery system cannot fully meet the rear wheel braking torque demand, the rear wheel braking torque can be jointly provided by the rear wheel parking system and the energy recovery system to ensure effective braking of the target vehicle.

[0084] Reference Figure 5 As shown, in one embodiment of this application, obtaining the braking command of the target vehicle includes:

[0085] S110. When the target vehicle is manually driven, the pedal travel of the target vehicle is detected to obtain the brake pedal travel signal of the target vehicle as a braking command.

[0086] S120. When the target vehicle is under intelligent driving control, obtain braking commands from the intelligent driving system in the target vehicle.

[0087] Specifically, the target vehicle can be controlled by the intelligent driving system for autonomous driving or by the driver for manual driving during operation. When the target vehicle is manually driven, it is entirely under the driver's control, and the driver can send braking commands to the target vehicle via the drive-by-wire pedal. The drive-by-wire pedal is equipped with a pedal travel sensor to detect the degree to which the pedal is depressed and outputs a corresponding brake pedal travel signal as a braking command.

[0088] When the target vehicle is under intelligent driving control, the intelligent driving system has already made intelligent driving decisions based on the target vehicle's driving status and determined the required braking torque. Therefore, the braking command obtained from the intelligent driving system can include the target vehicle's required braking torque. It is understandable that when obtaining braking commands from the intelligent driving system, subsequent braking demand analysis can be skipped, and the required braking torque can be obtained directly.

[0089] Reference Figure 6 As shown, in one embodiment of this application, braking demand analysis is performed based on braking commands to obtain the braking demand torque of the target vehicle, including:

[0090] S130. Map the braking intent according to the braking command to obtain the required deceleration of the target vehicle.

[0091] S140. Calculate the braking torque of the target vehicle based on the required deceleration to obtain the required braking torque.

[0092] Specifically, when the target vehicle is manually driven, the braking command is the brake pedal travel signal of the steerable accelerator pedal. Braking intention is mapped based on this signal to determine the driver's braking intent, and the required deceleration of the target vehicle is calculated accordingly. For example, the brake pedal travel signal can be represented by the effective pedal opening of the steerable accelerator pedal, which can be expressed as:

[0093]

[0094] in, For effective pedal opening; These are the low-pass filter coefficients; The original code value of the pedal travel sensor voltage is obtained by converting the pedal travel sensor voltage through an ADC. The pedal travel sensor voltage can range from 0 to 5V. The required deceleration of the target vehicle can be expressed as:

[0095]

[0096] in, Slow down the demand for the target vehicle; The speed of the target vehicle; The two-dimensional MAP lookup operation can be seen in Table 1. It is understandable that the higher the target vehicle's speed, the greater the effective pedal opening, and the greater the required deceleration of the target vehicle.

[0097] Table 1 Two-dimensional lookup table for demand deceleration

[0098]

[0099] Furthermore, based on the required deceleration, the braking torque of the target vehicle is calculated according to the vehicle's body parameters and the required deceleration to obtain the required braking torque. For example, the required braking torque can be expressed as:

[0100]

[0101] in, To provide the braking torque; The target vehicle's full load mass; The target vehicle's wheel rolling radius.

[0102] Reference Figure 7 As shown, in one embodiment of this application, the method further includes:

[0103] S410. Obtain the driving status of the target vehicle, perform longitudinal instability analysis on the target vehicle based on the driving status, and obtain the longitudinal instability state of the target vehicle.

[0104] S420. In the case of longitudinal instability, indicating that the target vehicle is longitudinally unstable, the braking torque of the front wheel hydraulic braking system or the rear wheel parking system is adjusted to control the longitudinal stability of the target vehicle.

[0105] Specifically, during the target vehicle's operation, its driving state is acquired, including the vehicle speed and the wheel speed of each tire. Based on this driving state, a longitudinal instability analysis is performed on the target vehicle, calculating the current slip ratio of each tire and determining the longitudinal instability state based on the current slip ratio of each tire. For example, the current slip ratio of any tire can be expressed as:

[0106]

[0107] in, This represents the current slip ratio; This represents the wheel speed of any given tire. It should be noted that the optimal current slip ratio for any tire is 15%. If the current slip ratio exceeds 15%, the corresponding tire is considered to be locked up, which may cause longitudinal instability of the target vehicle.

[0108] Furthermore, in the case of longitudinal instability, where the target vehicle is longitudinally unstable, the braking torque of the front wheel hydraulic braking system or the rear wheel parking system is adjusted according to the position of the tire that locks up. By reducing the braking torque on the corresponding tire, the tire lock-up is alleviated, thus ensuring the longitudinal stability of the target vehicle.

[0109] Reference Figure 8 As shown, in one embodiment of this application, the method further includes:

[0110] S430. Obtain the driving status of the target vehicle, perform lateral instability analysis on the target vehicle based on the driving status, and obtain the lateral instability state of the target vehicle.

[0111] S440. In the case of lateral instability, indicating that the target vehicle is in a state of lateral instability, the clamping torque of the front wheel hydraulic braking system and the rear wheel parking system is adjusted to perform lateral stability control on the target vehicle.

[0112] Specifically, during the target vehicle's operation, its driving state is acquired, including the steering wheel angle, yaw rate, lateral acceleration, and wheel speed of each tire. Based on this driving state, a lateral instability analysis is performed, calculating the lateral error between the actual and desired yaw angles. The lateral instability state of the target vehicle is then determined based on this error. For example, the desired yaw angle of the target vehicle can be expressed as:

[0113]

[0114] in, The desired yaw angle; The steering wheel angle of the target vehicle; The wheelbase of the target vehicle; The understeering gradient of the target vehicle.

[0115] Furthermore, when the actual yaw angle and the desired yaw angle are the same, it indicates that the target vehicle's turning rate is the same as the driver's or intelligent driving system's desired rate, and the target vehicle is in a controllable state, requiring no adjustment. When the actual yaw angle is less than the desired yaw angle, it indicates that the target vehicle's turning rate has not reached the driver's or intelligent driving system's desired rate, and the target vehicle is in an understeer state, exhibiting lateral instability. When the actual yaw angle is greater than the desired yaw angle, it indicates that the target vehicle's turning rate exceeds the driver's or intelligent driving system's desired rate, and the target vehicle is in an oversteer state, exhibiting lateral instability.

[0116] When a vehicle is in a state of lateral instability, the clamping torque of the front hydraulic braking system and the rear wheel parking brake system is adjusted according to the specific type of lateral instability to control the vehicle's lateral stability. For example, when the vehicle is understeer, braking torque is applied to the rear wheels on the inside of the steering direction, thereby applying a corrective torque that pushes the rear of the vehicle outward, alleviating the understeer and ensuring the vehicle's lateral stability. It is understood that in cases of severe understeer, braking torque can be applied to the rear wheels on the inside of the steering direction and the front wheels on the outside of the steering direction to increase the magnitude of the corrective torque and correct the severe understeer.

[0117] When a target vehicle is in an oversteer state, braking torque is applied to the front wheels located outside the steering direction. This applies a corrective torque that causes the vehicle to turn inward, alleviating the oversteer and ensuring the vehicle's lateral stability. It can be understood that in the case of severe understeer, braking torque can be applied to the front wheels located outside the steering direction and the rear wheels located inside the steering direction to increase the magnitude of the corrective torque and correct the severe oversteer.

[0118] It should be noted that when lateral stability control is applied to the target vehicle, the braking torque allocated to the energy recovery system is forced to zero to avoid single-wheel slippage and improve the stability of the target vehicle.

[0119] Accordingly, please refer to Figure 9 This application provides a drive-by-wire hybrid braking device, which includes:

[0120] The braking demand analysis module 910 is used to acquire the braking command of the target vehicle and perform braking demand analysis based on the braking command to obtain the braking demand torque of the target vehicle; wherein, the target vehicle is equipped with at least an energy recovery system, a front wheel hydraulic braking system and a rear wheel integrated driving and parking system;

[0121] The first torque distribution module 920 is used to distribute the braking torque demand to the energy recovery system, or the energy recovery system and the front wheel hydraulic braking system, when the target vehicle is in a condition other than the preset braking condition, so as to perform regenerative braking on the target vehicle.

[0122] The second torque distribution module 930 is used to distribute the braking torque demand to the energy recovery system, the front wheel hydraulic braking system and the rear wheel parking system according to the braking distribution ratio when the target vehicle is in a preset braking condition, so as to perform coordinated braking on the target vehicle.

[0123] In some alternative implementations, the second torque distribution module 930 includes a distribution ratio calculation unit, comprising:

[0124] The safety braking analysis subunit is used to perform safety braking analysis based on the vehicle body parameters of the target vehicle to obtain the front and rear axle distribution ratio of the target vehicle.

[0125] The constraint allocation subunit is used to obtain the braking capacity of the energy recovery system, and to perform constraint allocation based on the braking capacity and the front and rear axle distribution ratio to obtain the braking distribution ratio.

[0126] In some alternative implementations, the first torque distribution module 920 includes:

[0127] The first braking unit is used to determine that the target vehicle is in the first braking condition when the target vehicle's required deceleration is within the first threshold range, and to distribute the braking torque to the energy recovery system to perform regenerative braking on the target vehicle.

[0128] The second braking unit is used to determine that the target vehicle is in a second braking condition when the required deceleration is within the second threshold range, and to distribute the braking required torque to the energy recovery system and the front wheel hydraulic braking system to perform regenerative braking on the target vehicle; wherein, the minimum boundary value of the second threshold range is greater than or equal to the maximum boundary value of the first threshold range.

[0129] In some alternative implementations, the braking demand analysis module 910 includes:

[0130] The manual command acquisition unit is used to detect the pedal travel of the target vehicle when the target vehicle is manually driven, and obtain the brake pedal travel signal of the target vehicle as a braking command.

[0131] The intelligent driving command acquisition unit is used to acquire braking commands from the intelligent driving system in the target vehicle when the target vehicle is under intelligent driving control.

[0132] In some alternative implementations, the braking demand analysis module 910 includes:

[0133] The braking intent mapping unit is used to map the braking intent according to the braking command to obtain the required deceleration of the target vehicle.

[0134] The braking torque calculation unit is used to calculate the braking torque of the target vehicle based on the required deceleration to obtain the required braking torque.

[0135] In some alternative implementations, the device further includes a vehicle stability control module, comprising:

[0136] The longitudinal instability analysis unit is used to acquire the driving state of the target vehicle, perform longitudinal instability analysis on the target vehicle based on the driving state, and obtain the longitudinal instability state of the target vehicle.

[0137] The longitudinal stability control unit is used to adjust the braking torque of the front wheel hydraulic braking system or the rear wheel parking system when the target vehicle is in a longitudinal instability state, so as to control the longitudinal stability of the target vehicle.

[0138] In some alternative implementations, the vehicle stability control module further includes:

[0139] The lateral instability analysis unit is used to acquire the driving state of the target vehicle, perform lateral instability analysis on the target vehicle based on the driving state, and obtain the lateral instability state of the target vehicle.

[0140] The lateral stability control unit is used to adjust the clamping torque of the front wheel hydraulic braking system and the rear wheel parking system when the target vehicle is in a lateral instability state, so as to perform lateral stability control on the target vehicle.

[0141] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0142] In this embodiment, the drive-by-wire hybrid braking device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0143] Please see Figure 10 , Figure 10 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application, such as... Figure 10 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 10 Take a processor 10 as an example.

[0144] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0145] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0146] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0147] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0148] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0149] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0150] This application provides a computer program product including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the method of any embodiment of this application.

[0151] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

[0152] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0153] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0154] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0155] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0156] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0157] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0158] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0159] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0160] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0161] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A by-wire hybrid brake method characterized by, The method comprises: obtaining a braking instruction of a target vehicle, and performing braking demand analysis according to the braking instruction to obtain a braking demand torque of the target vehicle; wherein the target vehicle is provided with at least an energy recovery system, a front wheel hydraulic braking system and a rear wheel integrated system; when the target vehicle is in a working condition other than a preset braking working condition, if a required deceleration of the target vehicle is within a first threshold range, it is determined that the target vehicle is in a first braking working condition, and the braking demand torque is distributed to the energy recovery system to perform recovery braking on the target vehicle; if the required deceleration is within a second threshold range, it is determined that the target vehicle is in a second braking working condition, and the braking demand torque is distributed to the energy recovery system and the front wheel hydraulic braking system to perform recovery braking on the target vehicle; wherein a minimum boundary value of the second threshold range is greater than or equal to a maximum boundary value of the first threshold range; when the target vehicle is in the preset braking working condition, the braking demand torque is distributed to the energy recovery system, the front wheel hydraulic braking system and the rear wheel integrated system according to a braking distribution ratio to perform cooperative braking on the target vehicle.

2. The method of claim 1, wherein, The braking distribution ratio is obtained in the following manner: performing safety braking analysis according to a vehicle body parameter of the target vehicle to obtain a front-rear axle distribution ratio of the target vehicle; obtaining a braking capacity of the energy recovery system, and performing constraint distribution according to the braking capacity and the front-rear axle distribution ratio to obtain the braking distribution ratio.

3. The method of claim 1, wherein, The method further comprises: in a case where the target vehicle is manually driven, performing pedal stroke detection on the target vehicle to obtain a brake pedal stroke signal of the target vehicle as the braking instruction; in a case where the target vehicle is intelligently driven, obtaining the braking instruction from an intelligent driving system in the target vehicle.

4. The method of claim 1, wherein, The method further comprises: performing braking intention mapping according to the braking instruction to obtain a required deceleration of the target vehicle; performing braking torque calculation on the target vehicle according to the required deceleration to obtain the braking demand torque.

5. The method of claim 1, wherein, The method further comprises: obtaining a driving state of the target vehicle, performing longitudinal instability analysis on the target vehicle according to the driving state to obtain a longitudinal instability state of the target vehicle; in a case where the longitudinal instability state indicates that the target vehicle is in longitudinal instability, performing braking torque adjustment on the front wheel hydraulic braking system or the rear wheel integrated system to perform longitudinal stability control on the target vehicle.

6. The method of claim 1, wherein, The method further comprises: obtaining a driving state of the target vehicle, performing longitudinal instability analysis on the target vehicle according to the driving state to obtain a longitudinal instability state of the target vehicle; In a case where the lateral instability state indicates that the target vehicle is in lateral instability, the front-wheel hydraulic braking system and the rear-wheel integrated braking system are adjusted in clamping torque to perform lateral stability control on the target vehicle.

7. A brake-by-wire hybrid brake device characterized by comprising: The device comprises: a braking demand analysis module configured to obtain a braking instruction of a target vehicle, and perform braking demand analysis according to the braking instruction to obtain a braking demand torque of the target vehicle, wherein the target vehicle is provided with at least an energy recovery system, a front-wheel hydraulic braking system and a rear-wheel integrated braking system; a first torque distribution module configured to, in a case where the target vehicle is in a braking condition other than a preset braking condition, determine that the target vehicle is in a first braking condition in a case where a required deceleration of the target vehicle is within a first threshold range, and distribute the braking demand torque to the energy recovery system to perform recovery braking on the target vehicle, and determine that the target vehicle is in a second braking condition in a case where the required deceleration is within a second threshold range, and distribute the braking demand torque to the energy recovery system and the front-wheel hydraulic braking system to perform recovery braking on the target vehicle, wherein a minimum boundary value of the second threshold range is greater than or equal to a maximum boundary value of the first threshold range; a second torque distribution module configured to, in a case where the target vehicle is in the preset braking condition, distribute the braking demand torque to the energy recovery system, the front-wheel hydraulic braking system and the rear-wheel integrated braking system according to a braking distribution ratio to perform cooperative braking on the target vehicle.

8. A computer device, comprising: comprise: a memory and a processor, which are in communication connection with each other, and the memory stores computer instructions, and the processor executes the computer instructions to perform the method in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions, and the computer instructions are used to make a computer execute the method in any one of claims 1 to 6.

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