Brake pressure distribution method, device, controller and storage medium

Abstract

The application provides a brake pressure distribution method, device, controller and storage medium, and the method comprises the following steps: obtaining the stroke of a vehicle brake pedal, determining the pressurization parameter of a brake according to the stroke of the brake pedal; if it is determined that the stroke of the brake pedal is less than or equal to a preset depth, controlling the brake master cylinder electromagnetic valve of the vehicle to be closed; controlling the brake auxiliary master cylinder linear valve of the vehicle to be opened, so that the brake auxiliary master cylinder linear valve controls the liquid in the brake auxiliary master cylinder to enter the brake; controlling the pressurization electromagnetic valve of the left front wheel of the vehicle and the pressurization electromagnetic valve of the right front wheel of the vehicle to be closed; and controlling the pressurization electromagnetic valve of the left rear wheel of the vehicle and the pressurization electromagnetic valve of the right rear wheel of the vehicle to be opened, so that the motor of the vehicle controls the brake auxiliary master cylinder to pressurize the left rear wheel brake and the right rear wheel brake of the vehicle according to the pressurization parameter of the brake. The application realizes the elimination of the creep noise of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle noise reduction technology, and in particular to a brake pressure distribution method, device, controller and storage medium. Background Technology

[0002] Currently, all vehicle models on the market exhibit creeping noise when the brake discs and friction pads move, specifically under the following conditions: 1) When the vehicle is stationary, creeping noise occurs when the brake pedal is depressed or the automatic parking brake (AUTO HOLD, AVH) is engaged, and the steering wheel is turned; this is more pronounced on inclines. 2) When starting the vehicle from a standstill, creeping noise occurs when the brake pedal is depressed and then released; this is more pronounced on inclines. 3) When the vehicle comes to a stop, creeping noise occurs when the brake pedal is depressed or the AVH brake is engaged, and the steering wheel is turned; this is more pronounced on inclines. 4) When the vehicle comes to a stop and the brake pedal is released, creeping noise occurs; this is more pronounced on inclines.

[0003] In the prior art, methods for eliminating creep noise include the following: adjusting the friction pad formula, adjusting the suspension rigidity, or adjusting the rigidity of the brake disc and brake caliper.

[0004] However, the inventors found that the above methods could not avoid the peristaltic noise, but could only reduce the decibel level of the peristaltic noise to a limited extent. Summary of the Invention

[0005] This invention provides a brake pressure distribution method, device, controller, and storage medium to solve the problem that existing methods for eliminating creep noise cannot avoid creep noise and can only reduce creep noise in decibels to a limited extent.

[0006] In a first aspect, the present invention provides a brake pressure distribution method, the method comprising:

[0007] The travel of the vehicle's brake pedal is obtained, and the pressure increase parameters of the brakes are determined based on the travel of the brake pedal; wherein the brakes include the left front wheel brake, the right front wheel brake, the left rear wheel brake, and the right rear wheel brake; the vehicle is in a stationary state;

[0008] If it is determined that the travel of the brake pedal is less than or equal to the preset depth, the solenoid valve of the master cylinder of the vehicle is closed so that the solenoid valve of the master cylinder controls the fluid in the master cylinder to prevent it from entering the brake; the linear valve of the secondary master cylinder of the vehicle is opened so that the linear valve of the secondary master cylinder controls the fluid in the secondary master cylinder to enter the brake.

[0009] The boost solenoid valves for the left and right front wheels of the vehicle are closed, so that the boost solenoid valve for the left front wheel cannot control the increase in pressure of the left front wheel brake, and the boost solenoid valve for the right front wheel cannot control the increase in pressure of the right front wheel brake.

[0010] The solenoid valves controlling the boosting of the left and right rear wheels of the vehicle are opened, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left and right rear wheel brakes according to the boosting parameters of the brakes.

[0011] In one possible design, obtaining the travel of the vehicle brake pedal and determining the pressure boosting parameters of the brakes based on the travel of the brake pedal includes: obtaining the travel of the vehicle brake pedal; setting a correspondence between the travel of the brake pedal and the pressure boosting parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake; and determining the pressure boosting parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake based on the correspondence.

[0012] In one possible design, the brake pressure distribution method further includes: acquiring the vehicle's driving speed; wherein the vehicle's anti-lock braking system is not triggered; if it is determined that the vehicle's driving speed is less than or equal to a preset driving speed, and the brake pedal travel is less than or equal to a preset depth, then controlling the vehicle's master cylinder solenoid valve to close, so that the master cylinder solenoid valve controls the fluid in the master cylinder to prevent it from entering the brake; controlling the vehicle's secondary master cylinder linear valve to open, so that the secondary master cylinder linear valve controls the fluid in the secondary master cylinder to enter the brake; controlling the pressure boosting solenoid valves of the vehicle's left front wheel and right front wheel to close, so that the left front wheel pressure boosting solenoid valve cannot control the pressure increase of the left front wheel brake, and the right front wheel pressure boosting solenoid valve cannot control the pressure increase of the right front wheel brake; controlling the pressure boosting solenoid valves of the vehicle's left rear wheel and right rear wheel to open, so that the vehicle's motor controls the secondary master cylinder to boost the pressure of the left and right rear wheel brakes according to the brake boosting parameters.

[0013] In one possible design, the brake pressure distribution method further includes: acquiring the vehicle's speed; wherein the vehicle's anti-lock braking system is not triggered; if it is determined that the vehicle's speed is greater than a preset speed, then controlling the brakes of the vehicle's left front wheel, right front wheel, left rear wheel, and right rear wheel to synchronously increase pressure until the vehicle's comfort stop function is triggered; controlling the brakes of the vehicle's left front wheel, right front wheel, left rear wheel, and right rear wheel to depressurize to the pressure holding stage of the comfort stop function, and controlling the pressure boosting solenoid valves of the vehicle's left front wheel and right front wheel to close, so that the pressure boosting solenoid valve of the vehicle's left front wheel cannot control the left front wheel brake. As the pressure of the brakes increases, the boost solenoid valve of the right front wheel cannot control the increase in pressure of the right front wheel brake. The pressure relief linear valves of the left and right front wheels are opened, so that the pressure relief linear valve of the left front wheel controls the pressure of the left front wheel brake to decrease, and the pressure relief linear valve of the right front wheel controls the pressure of the right front wheel brake to decrease, until the pressure of both the left and right front wheel brakes is 0. The boost solenoid valves of the left and right rear wheels are then opened, so that the vehicle's motor controls the brake master cylinder to boost the pressure of the left and right rear wheel brakes according to the boost parameters.

[0014] In one possible design, after the solenoid valves controlling the boost pressure of the left and right rear wheels of the vehicle are opened to allow the vehicle's motor-controlled brake master cylinder to boost pressure on the left and right rear wheels according to the boost pressure parameters, the design further includes: if it is determined that the deceleration of the vehicle is greater than a preset deceleration, then the pressure relief linear valves controlling the left and right front wheels of the vehicle are closed, while the solenoid valves controlling the boost pressure of the left and right front wheels are opened, so that the vehicle's motor-controlled brake master cylinder boosts pressure on the left and right front wheel brakes according to the boost pressure parameters.

[0015] In one possible design, the brake pressure distribution method further includes: if it is determined that the travel of the brake pedal is greater than a preset depth, then controlling the opening of the boost solenoid valve of the left front wheel and the boost solenoid valve of the right front wheel of the vehicle, so that the motor-controlled brake master cylinder of the vehicle boosts the pressure of the left front wheel brake and the right front wheel brake according to the boost parameters of the brake, until the pressure of the left front wheel brake and the right front wheel brake is the same as the pressure of the left rear wheel brake and the right rear wheel brake.

[0016] In one possible design, the brake pressure distribution method further includes: if it is determined that the vehicle is slipping, controlling the opening of the boost solenoid valves of the left front wheel and the right front wheel, so that the vehicle's motor controls the brake master cylinder to boost the pressure of the left front wheel brake and the right front wheel brake according to the brake boost parameters, until the pressure of the left front wheel brake and the right front wheel brake is the same as the pressure of the left rear wheel brake and the right rear wheel brake.

[0017] Secondly, the present invention provides a brake pressure distribution device, comprising: an acquisition module, configured to acquire the travel of a vehicle brake pedal and determine brake boosting parameters based on the travel of the brake pedal; wherein the brake includes a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake; a first control module, configured to, if it is determined that the travel of the brake pedal is less than or equal to a preset depth, control the brake master cylinder solenoid valve of the vehicle to close, so that the brake master cylinder solenoid valve controls the fluid in the brake master cylinder to prevent it from entering the brake; and control the brake auxiliary master cylinder linear valve of the vehicle to open, so that the brake auxiliary master cylinder linear valve... The master cylinder linear valve controls the fluid in the brake auxiliary master cylinder to enter the brake; the second control module controls the closing of the boost solenoid valves of the left front wheel and the right front wheel, so that the boost solenoid valve of the left front wheel cannot control the pressure increase of the left front wheel brake, and the boost solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake; the third control module controls the opening of the boost solenoid valves of the left rear wheel and the right rear wheel, so that the vehicle's motor controls the brake auxiliary master cylinder to boost the pressure of the left and right rear wheel brakes according to the boost parameters of the brakes.

[0018] Thirdly, the present invention provides a vehicle controller, comprising: at least one processor and a memory; the memory storing computer-executable instructions; the at least one processor executing the computer-executable instructions stored in the memory, such that the at least one processor performs the method described in the first aspect above and various possible designs of the first aspect.

[0019] Fourthly, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the methods described in accordance with the first aspect above and various possible designs of the first aspect.

[0020] Fifthly, the present invention provides a computer program product comprising a computer program that, when executed by a processor, implements the method described in accordance with the first aspect above and various possible designs of the first aspect.

[0021] The brake pressure distribution method, device, controller, and storage medium provided in this application determine the brake boosting parameters by acquiring the travel of the vehicle's brake pedal, wherein the vehicle is stationary; if it is determined that the brake pedal travel is less than or equal to a preset depth, the vehicle's master cylinder solenoid valve is closed to prevent fluid in the master cylinder from entering the brake; the vehicle's secondary master cylinder linear valve is opened to allow fluid in the secondary master cylinder to enter the brake; and the boosting solenoid valves of the left front wheel and the right front wheel are closed to allow... The boost solenoid valve for the left front wheel cannot control the pressure increase of the left front wheel brake, and the boost solenoid valve for the right front wheel cannot control the pressure increase of the right front wheel brake. By controlling the opening of the boost solenoid valves for the left and right rear wheels, the vehicle's motor controls the brake master cylinder to boost the pressure of the left and right rear wheel brakes according to the brake boost parameters. This achieves the goal of not boosting the pressure of the left and right front wheel brakes, but boosting the pressure of the left and right rear wheel brakes. Through the redistribution of the front and rear braking force, the creeping noise generated when the brake pedal is pressed or AVH braking is applied when the vehicle is stationary is eliminated. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the braking system provided in an embodiment of the present invention;

[0024] In the diagram, 1 - motor;

[0025] 2-Brake master cylinder;

[0026] 3-Pressure boosting solenoid valve;

[0027] 4-Pressure relief linear valve;

[0028] 5-Linear valve for the master cylinder of the brake auxiliary unit;

[0029] 6-Brake fluid reservoir;

[0030] 7-Brake pedal;

[0031] 8-Brake master cylinder solenoid valve;

[0032] 9-Push rod stroke sensor;

[0033] 10 - Left front wheel brake;

[0034] 11-Right front wheel brake;

[0035] 12-Left rear wheel brake;

[0036] 13-Right rear wheel brake;

[0037] Figure 2 A schematic flowchart of the brake pressure distribution method provided in the embodiments of the present invention. Figure 1 ;

[0038] Figure 3 A schematic flowchart of the brake pressure distribution method provided in the embodiments of the present invention. Figure 2 ;

[0039] Figure 4 A schematic flowchart of the brake pressure distribution method provided in the embodiments of the present invention. Figure 3 ;

[0040] Figure 5 This is a schematic diagram of the brake pressure distribution device provided in an embodiment of the present invention;

[0041] Figure 6 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of the present invention. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] Currently, all vehicle models on the market exhibit creeping noise when the brake discs and friction pads move. This manifests in the following conditions: 1) When the vehicle is stationary, applying the brake pedal or using Auto Hold (AVH) and then turning the steering wheel produces creeping noise, which is more pronounced on inclines. 2) When starting from a standstill, applying the brake pedal first and then releasing it produces creeping noise, which is more pronounced on inclines. 3) When the vehicle moves from a dynamic state to a standstill, applying the brake pedal or using AVH and then turning the steering wheel produces creeping noise, which is more pronounced on inclines. 4) When the vehicle moves from a dynamic state to a standstill and then releasing the brake pedal produces creeping noise, which is more pronounced on inclines. The mechanism of creeping noise is as follows: When the vehicle is stationary or moving from a standstill to a standstill, with light braking or AVH operation: 1) When turning the steering wheel, the brake discs and friction pads are clamped. However, this clamping force cannot overcome the creeping motion of the brake discs and friction pads caused by turning the steering wheel left and right, causing the brake discs and friction pads to transition from static friction to dynamic friction, generating vibration. This vibration is transmitted and amplified through the suspension, producing creeping noise. 2) During the pedal release process, as the disc clamping force gradually decreases to match the driving force, a creeping phenomenon occurs between the brake disc and friction pads. This is the conversion between static and kinetic friction, generating vibration, which is transmitted and amplified through the suspension, producing creeping noise. Existing technologies for eliminating creeping noise include adjusting the friction pad formula, adjusting the suspension rigidity, or adjusting the rigidity of the brake disc and caliper. However, these methods cannot completely eliminate creeping noise; they can only reduce its decibel level to a limited extent.

[0044] To address the aforementioned technical problems, this invention proposes the following technical solution: by controlling the opening or closing of the vehicle's master brake cylinder control solenoid valve, the auxiliary master brake cylinder linear valve, and the booster solenoid valve, the braking force of the front and rear wheel brakes is redistributed, thereby eliminating vehicle creep noise. 。

[0045] The following detailed embodiments will be used to illustrate the point.

[0046] Figure 1 This is a schematic diagram of the braking system of a vehicle provided in an embodiment of the present invention. Figure 1 As shown, 1 is the motor, 2 is the brake master cylinder, 3 is the boost solenoid valve (there are 4 boost solenoid valves), 4 is the pressure relief linear valve (there are 4 pressure relief linear valves), 5 is the brake master cylinder linear valve (there are 2 brake master cylinder linear valves), 6 is the brake fluid reservoir, 7 is the brake pedal, 8 is the brake master cylinder solenoid valve (there are 2 brake master cylinder solenoid valves), 9 is the push rod stroke sensor, 10 is the left front wheel brake, 11 is the right front wheel brake, 12 is the left rear wheel brake, and 13 is the right rear wheel brake.

[0047] The braking system contains a master cylinder (the master cylinder is located in...) Figure 1(Not shown in the diagram) and the auxiliary master cylinder, where the auxiliary master cylinder is the same as the motor master cylinder. The brake master cylinder solenoid valve, also known as the CSV valve, allows fluid from the brake master cylinder to enter the brake when the CSV valve is open. The auxiliary master cylinder linear valve, also known as the PSV valve, allows fluid from the auxiliary master cylinder to enter the brake when the PSV valve is open. Under normal conditions, the CSV valve is open and the PSV valve is closed. In case of brake system failure, fluid from the master cylinder can be manually pumped into the four brakes to generate braking. However, when the brake pedal is depressed, the CSV valve is closed and the PSV valve is open. Fluid from the brake master cylinder does not enter the brake, but fluid from the auxiliary master cylinder does. The entry of fluid from the auxiliary master cylinder into the brake is controlled by the motor.

[0048] The working principle of the braking system is as follows: When the brake pedal is pressed, the two CSV valves close, and the pressure built up by the master cylinder connected to the brake pedal cannot be transmitted to the brakes at the wheel ends. At this time, the two PSV valves open, the four booster solenoid valves are normally open, and the four pressure relief linear valves are normally closed. The motor boosts the pressure of the brake master cylinder, and the hydraulic pressure is boosted to the brakes of the four wheels through the booster solenoid valves. The brake calipers clamp the brake discs to generate braking torque.

[0049] Specifically, the braking system in this invention can be a onebox braking system, which integrates the booster and ESP into one unit to form an "Intelligent Integrated Power Brake (IPB)".

[0050] Figure 2 A schematic flowchart of the brake pressure distribution method provided in the embodiments of the present invention. Figure 1 In this embodiment, the executing entity can be a vehicle controller. The vehicle controller can implement the following methods through software, hardware, or a combination of software and hardware. This embodiment does not impose any special restrictions here.

[0051] like Figure 2 As shown, the method includes:

[0052] S201: Obtain the travel of the vehicle's brake pedal and determine the brake boosting parameters based on the travel of the brake pedal; wherein the brakes include the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake, and the vehicle is in a stationary state.

[0053] In this embodiment, the travel of the vehicle brake pedal is obtained, and the brake boosting parameters are determined based on the travel of the brake pedal, including:

[0054] a1: Get the travel of the vehicle's brake pedal.

[0055] a2: Sets the correspondence between the brake pedal travel and the boost parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake.

[0056] a3: Determine the boosting parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake based on the corresponding relationship.

[0057] Specifically, the brake pedal travel can be acquired by collecting the brake pedal travel data through pushrod travel sensor 9 and sending the collected brake pedal travel data to the vehicle controller. The boost parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake can be referred to as the Driver Brake Request (DBR) parameters.

[0058] S202: If it is determined that the travel of the brake pedal is less than or equal to the preset depth, the solenoid valve of the master cylinder of the vehicle is closed so that the solenoid valve of the master cylinder controls the fluid in the master cylinder to prevent it from entering the brake; the linear valve of the secondary master cylinder of the vehicle is opened so that the linear valve of the secondary master cylinder controls the fluid in the secondary master cylinder to enter the brake.

[0059] In this embodiment, if it is determined that the travel of the brake pedal is greater than the preset depth, the booster solenoid valves of the left front wheel and the right front wheel of the vehicle are opened, so that the motor controls the master cylinder of the brake auxiliary to boost the pressure of the left front wheel brake and the right front wheel brake according to the booster parameters of the brake, until the pressure of the left front wheel brake and the right front wheel brake is the same as the pressure of the left rear wheel brake and the right rear wheel brake.

[0060] Specifically, when the brake pedal is pressed for a distance greater than a certain depth, for safety reasons, the front and rear brakes are simultaneously pressurized or the pressure of the front wheel brakes is restored.

[0061] In this embodiment, if it is determined that the vehicle is slipping, the boost solenoid valves of the left front wheel and the right front wheel are opened, so that the motor controls the master cylinder of the brake auxiliary to boost the pressure of the left and right front wheel brakes according to the boost parameters of the brakes, until the pressure of the left and right front wheel brakes is the same as the pressure of the left and right rear wheel brakes.

[0062] Specifically, when a vehicle rolls down a slope, considering safety factors, the pressure of the front and rear brakes should be increased or the pressure of the front wheel brakes should be restored simultaneously.

[0063] In this embodiment, when the travel of the brake pedal is less than or equal to the preset depth, after the solenoid valve of the brake master cylinder controlling the vehicle closes, the fluid in the brake master cylinder cannot enter the brake. After the linear valve of the brake secondary master cylinder controlling the vehicle opens, the fluid in the brake secondary master cylinder can enter the brake, thereby changing the pressure of the brake. The entry of the fluid in the brake secondary master cylinder into the brake is achieved by motor control.

[0064] Specifically, the preset depth can be set according to the situation, for example, it can be set to 30 mm. This embodiment does not impose any specific restrictions on this.

[0065] S203: Control the pressure boosting solenoid valves of the left front wheel and the right front wheel of the vehicle to close, so that the pressure boosting solenoid valve of the left front wheel cannot control the pressure increase of the left front wheel brake, and the pressure boosting solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake.

[0066] In this embodiment, the boost solenoid valve is also called the IV solenoid valve. There are four boost solenoid valves. The four boost solenoid valves control the left front wheel brake, the right front wheel brake, the left rear wheel brake, and the right rear wheel brake, respectively. When the boost solenoid valve is opened, the vehicle's motor controls the brake master cylinder to boost the pressure of the brake corresponding to the boost solenoid valve.

[0067] Specifically, when a vehicle is stationary, applying the brake pedal or AVH braking and then turning the steering wheel will produce steering groan, a type of creeping noise. When starting from a standstill, applying and then releasing the brake pedal will produce a squeaking noise, also a type of creeping noise. In this embodiment, after the pressure boosting solenoid valves for the left and right front wheels are closed, the fluid in the master cylinder of the brake auxiliary wheel cannot enter the left and right front wheel brakes. Therefore, the left and right front wheel brakes cannot be pressurized, preventing pressure build-up on the front axle. When turning the steering wheel or applying and releasing the brake pedal, there is no pressure on the left and right front wheel brakes, and therefore no disc creeping noise, i.e., no steering groan or creeping noise when turning the steering wheel or releasing the brake pedal.

[0068] S204: Controls the opening of the boost solenoid valves for the left and right rear wheels of the vehicle, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left and right rear wheel brakes according to the brake boosting parameters.

[0069] In this embodiment, after the boost solenoid valves for the left and right rear wheels of the vehicle are opened, the fluid in the master cylinder of the brake auxiliary system is controlled to enter the left and right rear wheel brakes. That is, the vehicle's motor controls the master cylinder of the brake auxiliary system to boost the pressure of the left and right rear wheel brakes. The amount of boost pressure is determined according to the boost pressure parameters of the brakes.

[0070] In summary, the brake pressure distribution method provided in this embodiment obtains the travel of the vehicle's brake pedal and determines the brake boosting parameters based on the travel of the brake pedal, wherein the vehicle is in a stationary state; if it is determined that the travel of the brake pedal is less than or equal to a preset depth, the vehicle's master cylinder solenoid valve is closed to prevent fluid in the master cylinder from entering the brake; the vehicle's secondary master cylinder linear valve is opened to prevent fluid in the secondary master cylinder from entering the brake; and the boosting solenoid valves of the vehicle's left front wheel and right front wheel are closed to prevent fluid in the left front wheel from entering the brake. The booster solenoid valves of the left and right front wheels cannot control the pressure increase of the left front wheel brake. The booster solenoid valves of the left and right rear wheels are opened so that the vehicle's motor controls the brake master cylinder to boost the pressure of the left and right rear wheel brakes according to the brake booster parameters. This achieves the goal of not boosting the pressure of the left and right front wheel brakes, but boosting the pressure of the left and right rear wheel brakes. By redistributing the braking force between the front and rear wheels, the creeping noise generated when the brake pedal is pressed or the AVH brake is applied when the vehicle is stationary is eliminated.

[0071] Figure 3 A schematic flowchart of the brake pressure distribution method provided in the embodiments of the present invention. Figure 2 This embodiment describes a brake pressure distribution method when a vehicle comes to a stop from an initial speed less than a preset driving speed, under conditions of applying the brake pedal or AVH braking. For example... Figure 3 As shown, the method includes:

[0072] S301: Obtain the vehicle's speed; wherein the vehicle's anti-lock braking system is not triggered.

[0073] In this embodiment, when the vehicle comes to a stop from an initial speed less than the preset driving speed, whether the AVH is activated or deactivated, regardless of whether the vehicle is stopped on flat ground or a slope, on a high or low surface, or moving forward or backward, as long as the vehicle's anti-lock braking system is not triggered, the brake pressure distribution method of this embodiment can be used to eliminate creep noise.

[0074] Specifically, the vehicle's speed can be obtained through the speed sensor inside the vehicle.

[0075] S302: If it is determined that the vehicle's driving speed is less than or equal to the preset driving speed and the brake pedal travel is less than or equal to the preset depth, then the vehicle's master cylinder solenoid valve is closed so that the master cylinder solenoid valve controls the fluid in the master cylinder to prevent it from entering the brake; the vehicle's secondary master cylinder linear valve is opened so that the secondary master cylinder linear valve controls the fluid in the secondary master cylinder to enter the brake.

[0076] In this embodiment, when both the vehicle's speed and the brake pedal travel are less than or equal to a preset speed and a preset depth, the solenoid valve of the master brake cylinder closes, preventing fluid from entering the brake. The linear valve of the secondary master brake cylinder opens, allowing fluid from the secondary master brake cylinder to enter the brake, thereby changing the brake pressure. The entry of fluid from the secondary master brake cylinder into the brake is controlled by a motor.

[0077] Specifically, the preset driving speed can be set according to the actual situation, for example, it can be set to 7 kilometers per hour. This embodiment does not make a specific limitation on this.

[0078] S303: Controls the accelerator solenoid valves of the left front wheel and the right front wheel of the vehicle to close, so that the accelerator solenoid valve of the left front wheel cannot control the increase of pressure in the left front wheel brake, and the accelerator solenoid valve of the right front wheel cannot control the increase of pressure in the right front wheel brake.

[0079] In this embodiment, as known in step S203, four booster solenoid valves control the left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake, respectively. After the booster solenoid valves controlling the left and right front wheels are closed, the fluid in the brake master cylinder cannot enter the left and right front wheel brakes. Therefore, the left and right front wheel brakes cannot be boosted, which prevents pressure build-up on the front axle. At this time, when turning the steering wheel or releasing the brake pedal, there is no pressure on the front brakes, so there is no disc creeping noise, i.e., no steering groan or creep groan noise when turning the steering wheel or releasing the brake pedal.

[0080] S304: Controls the opening of the boost solenoid valves for the left and right rear wheels of the vehicle, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left and right rear wheel brakes according to the brake boosting parameters.

[0081] In this embodiment, the process of controlling the opening of the boost solenoid valves of the left and right rear wheels to boost the pressure of the left and right rear wheel brakes is the same as step S204, and will not be described again here.

[0082] In summary, the brake pressure distribution method provided in this embodiment obtains the vehicle's driving speed; wherein the vehicle's anti-lock braking system is not triggered; if it is determined that the vehicle's driving speed is less than or equal to a preset driving speed and the brake pedal travel is less than or equal to a preset depth, then the vehicle's master cylinder solenoid valve is closed to prevent fluid in the master cylinder from entering the brake; the vehicle's secondary master cylinder linear valve is opened to allow fluid in the secondary master cylinder to enter the brake; and the booster solenoid valves of the left front wheel and the right front wheel are closed to allow the booster solenoid valve of the left front wheel to be closed. The solenoid valve cannot control the pressure increase of the left front wheel brake, and the boost solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake. The boost solenoid valves of the left and right rear wheels are opened so that the vehicle's motor controls the secondary master cylinder to boost the pressure of the left and right rear wheel brakes according to the brake boost parameters. This achieves the goal of not boosting the pressure of the left and right front wheel brakes, but boosting the pressure of the left and right rear wheel brakes. By redistributing the braking force between the front and rear wheels, the creeping noise generated when the vehicle comes to a stop from an initial speed lower than the preset driving speed and when the brake pedal is pressed or AVH braking is applied is eliminated.

[0083] Figure 4 A schematic flowchart of the brake pressure distribution method provided in the embodiments of the present invention. Figure 3 This embodiment describes a brake pressure distribution method when a vehicle comes to a stop from an initial speed greater than a preset driving speed, and the brake pedal is depressed or AVH braking is applied. Figure 4 As shown, the method includes:

[0084] S401: Obtain the vehicle's speed; where the vehicle's anti-lock braking system is not triggered;

[0085] In this embodiment, when the vehicle comes to a stop from an initial speed greater than a preset speed, it has a Comfort Stop (CST) function. Whether the AVH (Advanced Vehicle Hygiene and Harshness) is activated or deactivated, regardless of whether the vehicle is stopped on flat ground or a slope, on a high-friction or low-friction surface, or in motion, as long as the vehicle's anti-lock braking system is not triggered, the brake pressure distribution method of this embodiment can be used to eliminate creep noise. The CST function primarily optimizes the discomfort caused to passengers by the "nodding" motion when the vehicle stops, allowing vehicles equipped with CST to stop like experienced drivers. Before the vehicle comes to a complete stop, it can actively adjust the braking pressure, greatly reducing the "nodding" tendency and improving ride comfort.

[0086] Specifically, the vehicle's speed can be obtained through the speed sensor inside the vehicle.

[0087] S402: If it is determined that the vehicle's driving speed is greater than the preset driving speed, the brakes of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle are controlled to increase pressure synchronously until the vehicle's comfort stop function is triggered.

[0088] In this embodiment, when the vehicle's speed exceeds the preset speed, the control braking system synchronously increases the pressure on the brakes of the vehicle's left front wheel, right front wheel, left rear wheel, and right rear wheel to brake the vehicle until the vehicle's CST function is triggered.

[0089] S403: Controls the pressure relief of the brakes of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle to the pressure holding stage of the comfort stop function, and controls the pressure boosting solenoid valve of the left front wheel and the pressure boosting solenoid valve of the right front wheel to close, so that the pressure boosting solenoid valve of the left front wheel cannot control the pressure increase of the left front wheel brake, and the pressure boosting solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake.

[0090] In this embodiment, after the vehicle's CST function is triggered, the brakes of the left front wheel, right front wheel, left rear wheel, and right rear wheel are depressurized until the pressure holding stage of the comfort stop function is reached. The pressure holding stage is determined by the CST function, ensuring that the vehicle does not nose-dive or roll backward while braking during the pressure holding stage. After reaching the pressure holding stage, the pressure boosting solenoid valves controlling the left and right front wheels are closed. This prevents fluid in the brake master cylinder from entering the left and right front wheel brakes, thus preventing pressure boosting in the left and right front wheel brakes.

[0091] S404: Controls the opening of the pressure relief linear valves of the left front wheel and the right front wheel of the vehicle, so that the pressure relief linear valve of the left front wheel controls the pressure of the left front wheel brake to decrease, and the pressure relief linear valve of the right front wheel controls the pressure of the right front wheel brake to decrease, until the pressure of the left front wheel brake and the right front wheel brake are 0.

[0092] In this embodiment, the pressure relief linear valve is also called the OV linear valve. There are four pressure relief linear valves. The four pressure relief linear valves control the left front wheel brake, the right front wheel brake, the left rear wheel brake, and the right rear wheel brake, respectively. When the pressure relief linear valve is opened, the liquid in the brake master cylinder flows out of the brake, thereby relieving the pressure of the brake.

[0093] Specifically, after the pressure relief linear valves of the left and right front wheels of the vehicle are opened, the brake fluid in the left and right front wheel brakes flows out, thus releasing pressure until the pressure in the left and right front wheel brakes is reduced to 0.

[0094] S405: Controls the opening of the boost solenoid valves for the left and right rear wheels of the vehicle, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left and right rear wheel brakes according to the boost parameters.

[0095] In this embodiment, the process of controlling the opening of the boost solenoid valves of the left and right rear wheels to boost the pressure of the left and right rear wheel brakes is the same as step S204, and will not be described again here.

[0096] In this embodiment, after controlling the opening of the boost solenoid valves for the left and right rear wheels of the vehicle, so that the vehicle's motor-controlled brake master cylinder boosts the pressure on the left and right rear wheels according to the boost parameters, the embodiment further includes a step of determining the vehicle's deceleration, specifically including:

[0097] If the vehicle's deceleration is determined to be greater than the preset deceleration, the pressure relief linear valves of the left and right front wheels are closed, while the pressure boosting solenoid valves of the left and right front wheels are opened, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left and right front wheel brakes according to the boosting parameters.

[0098] Specifically, if the vehicle's deceleration exceeds the preset deceleration and the CST function is not triggered, then considering safety factors, the front and rear brakes will synchronously increase or restore the pressure of the left and right front wheel brakes as normal. The preset deceleration can be set according to actual conditions, for example, it can be set to 0.5g, but this embodiment does not impose specific limitations on it.

[0099] If the vehicle's deceleration is determined to be less than or equal to the preset deceleration, when the CST function is triggered, there will be no disc creep when the front wheel brakes are turned or the brake pedal is released, because there is no pressure on the front wheel brakes. Therefore, there will be no disc creep noise, i.e., no noise such as steering groan when turning the steering wheel and creep groan when releasing the brake pedal, which does not require any treatment.

[0100] In summary, the brake pressure distribution method provided in this embodiment obtains the vehicle's speed; wherein the vehicle's anti-lock braking system is not triggered; if it is determined that the vehicle's speed is greater than a preset speed, the brakes of the left front wheel, right front wheel, left rear wheel, and right rear wheel are synchronously pressurized until the vehicle's comfort stop function is triggered; the brakes of the left front wheel, right front wheel, left rear wheel, and right rear wheel are depressurized to the pressure holding stage of the comfort stop function, and the pressurization solenoid valves of the left front wheel and right front wheel are closed; the pressure relief linear valves of the left front wheel and right front wheel are opened, so that the pressure relief linear valve of the left front wheel controls the left front wheel. As the brake pressure decreases, the pressure relief linear valve on the right front wheel controls the pressure of the right front wheel brake to decrease until the pressure of both the left and right front wheel brakes reaches 0. This controls the opening of the pressure boosting solenoid valves on the left and right rear wheels, allowing the vehicle's motor-controlled sub-master cylinder to boost the pressure of the left and right rear wheel brakes according to the boosting parameters. This achieves pressure relief on the left and right front wheel brakes and pressure boosting on the left and right rear wheel brakes. Through the redistribution of braking force, the creeping noise generated when the vehicle comes to a stop from an initial speed greater than the preset driving speed, when the CST function is triggered, is eliminated when the steering wheel is turned or the brake pedal is released.

[0101] Figure 5 This is a schematic diagram of the brake pressure distribution device provided in an embodiment of the present invention. Figure 5 As shown, the brake pressure distribution device includes: an acquisition module 501, a first control module 502, a second control module 503, and a third control module 504.

[0102] The acquisition module 501 is used to acquire the travel of the vehicle's brake pedal and determine the pressure parameters of the brake based on the travel of the brake pedal; wherein the brake includes the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake and right rear wheel brake.

[0103] The first control module 502 is used to control the vehicle's master cylinder solenoid valve to close if the brake pedal travel is determined to be less than or equal to a preset depth, so that the master cylinder solenoid valve controls the fluid in the master cylinder to prevent it from entering the brake; and to control the vehicle's auxiliary master cylinder linear valve to open, so that the auxiliary master cylinder linear valve controls the fluid in the auxiliary master cylinder to enter the brake.

[0104] The second control module 503 is used to control the pressure boosting solenoid valves of the left front wheel and the right front wheel of the vehicle to close, so that the pressure boosting solenoid valve of the left front wheel cannot control the pressure increase of the left front wheel brake, and the pressure boosting solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake.

[0105] The third control module 504 is used to control the opening of the boost solenoid valve of the left rear wheel and the boost solenoid valve of the right rear wheel of the vehicle, so that the motor of the vehicle controls the master cylinder of the brake auxiliary to boost the pressure of the left rear wheel brake and the right rear wheel brake according to the boost parameters of the brake.

[0106] In one possible implementation, the acquisition module 501 is specifically used to acquire the travel of the vehicle's brake pedal; set the correspondence between the travel of the brake pedal and the boosting parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake; and determine the boosting parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake based on the correspondence.

[0107] In one possible implementation, the brake pressure distribution device further includes: a fourth control module 505, used to acquire the vehicle's driving speed; wherein the vehicle's anti-lock braking system is not triggered; if it is determined that the vehicle's driving speed is less than or equal to a preset driving speed, and the brake pedal travel is less than or equal to a preset depth, then the vehicle's master cylinder solenoid valve is controlled to close, so that the master cylinder solenoid valve controls the fluid in the master cylinder to prevent it from entering the brake; the vehicle's secondary master cylinder linear valve is controlled to open, so that the secondary master cylinder linear valve controls the fluid in the secondary master cylinder to enter the brake; the vehicle's left front wheel booster solenoid valve and right front wheel booster solenoid valve are controlled to close, so that the left front wheel booster solenoid valve cannot control the pressure increase of the left front wheel brake, and the right front wheel booster solenoid valve cannot control the pressure increase of the right front wheel brake; the vehicle's left rear wheel booster solenoid valve and right rear wheel booster solenoid valve are controlled to open, so that the vehicle's motor controls the secondary master cylinder to boost the pressure of the left and right rear wheel brakes according to the brake booster parameters.

[0108] In one possible implementation, the brake pressure distribution device further includes: a fifth control module 506, used to acquire the vehicle's speed; wherein the vehicle's anti-lock braking system is not triggered; if it is determined that the vehicle's speed is greater than a preset speed, then the brakes of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle are controlled to be pressurized synchronously until the vehicle's comfort stop function is triggered; the brakes of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle are controlled to be depressurized to the pressure holding stage of the comfort stop function, and the pressurization solenoid valves of the left front wheel and right front wheel are controlled to be closed, so that the pressurization solenoid valve of the left front wheel cannot be activated. The pressure of the left front wheel brake is increased, but the pressure boosting solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake. The pressure relief linear valves of the left and right front wheels are opened, so that the pressure relief linear valve of the left front wheel controls the pressure of the left front wheel brake to decrease, and the pressure relief linear valve of the right front wheel controls the pressure of the right front wheel brake to decrease, until the pressure of the left and right front wheel brakes is 0. The pressure boosting solenoid valves of the left and right rear wheels are opened, so that the vehicle's motor controls the brake master cylinder to boost the pressure of the left and right rear wheel brakes according to the boosting parameters.

[0109] In one possible implementation, the brake pressure distribution device further includes: a sixth control module 507, used to control the opening of the boost solenoid valves of the left and right rear wheels of the vehicle, so that after the motor-controlled brake master cylinder of the vehicle boosts the pressure of the left and right rear wheels of the vehicle according to the boost parameters, if it is determined that the deceleration of the vehicle is greater than the preset deceleration, then the pressure relief linear valves of the left and right front wheels of the vehicle are closed, and the boost solenoid valves of the left and right front wheels are opened at the same time, so that the motor-controlled brake master cylinder of the vehicle boosts the pressure of the left and right front wheel brakes of the vehicle according to the boost parameters.

[0110] In one possible implementation, the brake pressure distribution device further includes a seventh control module 508, which, if it is determined that the travel of the brake pedal is greater than a preset depth, controls the opening of the booster solenoid valve of the left front wheel and the booster solenoid valve of the right front wheel, so that the motor-controlled brake master cylinder of the vehicle boosts the pressure of the left front wheel brake and the right front wheel brake according to the brake booster parameters, until the pressure of the left front wheel brake and the right front wheel brake is the same as the pressure of the left rear wheel brake and the right rear wheel brake.

[0111] In one possible implementation, the brake pressure distribution device further includes: an eighth control module 509, which, if it is determined that the vehicle is slipping, controls the opening of the boost solenoid valves of the left front wheel and the right front wheel, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left front wheel brake and the right front wheel brake according to the brake boosting parameters, until the pressure of the left front wheel brake and the right front wheel brake is the same as the pressure of the left rear wheel brake and the right rear wheel brake.

[0112] The brake pressure distribution device provided in this application embodiment can be used to execute the technical solution of the brake pressure distribution method in the above embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0113] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, the acquisition module 501 can be a separate processing element, or it can be integrated into a chip in the above device. Alternatively, it can be stored as program code in the memory of the above device, and its functions can be called and executed by a processing element of the device. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0114] Figure 6 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application. Figure 6 As shown, the vehicle controller may include: a transceiver 601, a processor 602, and a memory 603.

[0115] The processor 602 executes computer execution instructions stored in the memory, causing the processor 602 to perform the scheme in the above embodiments. The processor 602 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0116] The memory 603 is connected to the processor 602 via the system bus and completes communication between them. The memory 603 is used to store computer program instructions.

[0117] Transceiver 601 can be used to obtain the task to be run and its configuration information.

[0118] The system bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus. Transceivers are used to enable communication between database access devices and other computers (e.g., clients, read-write libraries, and read-only libraries). Memory may include random access memory (RAM) and may also include non-volatile memory.

[0119] The vehicle controller provided in this application embodiment can be the terminal device described in the above embodiment.

[0120] This application also provides a chip for executing instructions, which is used to execute the technical solution of the brake pressure distribution method in the above embodiments.

[0121] This invention also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the brake pressure distribution method described above.

[0122] This application also provides a computer program product, which includes a computer program stored in a computer-readable storage medium. At least one processor can read the computer program from the computer-readable storage medium. When the at least one processor executes the computer program, it can implement the technical solution of the brake pressure distribution method in the above embodiments.

[0123] In the several embodiments provided by this invention, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules 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 modules, and may be electrical, mechanical, or other forms.

[0124] The modules described as separate components may or may not be physically separate. The components shown as modules 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 modules can be selected to implement the solution of this embodiment according to actual needs.

[0125] Furthermore, the functional modules in the various embodiments of the present invention can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0126] The integrated modules implemented as software functional modules described above can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of this application.

[0127] The aforementioned storage medium can be implemented from 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 storage medium can be any available medium accessible to general-purpose or special-purpose computers.

[0128] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components within a vehicle controller or main control device.

[0129] 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.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A brake pressure distribution method, characterized in that, Applied to vehicle controllers, including: The travel of the vehicle's brake pedal is obtained, and the pressure increase parameters of the brake are determined based on the travel of the brake pedal; wherein, the brake includes the left front wheel brake, the right front wheel brake, the left rear wheel brake, and the right rear wheel brake of the vehicle; the vehicle is stationary or the vehicle's travel speed is less than or equal to a preset travel speed. If it is determined that the travel of the brake pedal is less than or equal to the preset depth, the solenoid valve of the master cylinder of the vehicle is closed so that the solenoid valve of the master cylinder controls the fluid in the master cylinder to prevent it from entering the brake; the linear valve of the secondary master cylinder of the vehicle is opened so that the linear valve of the secondary master cylinder controls the fluid in the secondary master cylinder to enter the brake. The boost solenoid valves for the left and right front wheels of the vehicle are closed, so that the boost solenoid valve for the left front wheel cannot control the increase in pressure of the left front wheel brake, and the boost solenoid valve for the right front wheel cannot control the increase in pressure of the right front wheel brake. The solenoid valves for boosting pressure on the left and right rear wheels of the vehicle are opened so that the motor-controlled master cylinder of the vehicle's brake auxiliary system boosts pressure on the left and right rear wheel brakes according to the boosting parameters of the brakes. If it is determined that the vehicle's speed is greater than the preset speed, the brakes of the vehicle's left front wheel, right front wheel, left rear wheel and right rear wheel are controlled to increase pressure synchronously until the vehicle's comfort stop function is triggered. Control the brakes of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle to release pressure to the pressure holding stage of the comfort stop function, control the pressure boosting solenoid valve of the left front wheel and the pressure boosting solenoid valve of the right front wheel to close, so that the pressure boosting solenoid valve of the left front wheel cannot control the pressure increase of the left front wheel brake, and the pressure boosting solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake. The pressure relief linear valves of the left and right front wheels of the vehicle are opened to reduce the pressure of the left front wheel brake controlled by the pressure relief linear valve of the left front wheel, and the pressure relief linear valve of the right front wheel brake controlled to reduce the pressure of the right front wheel brake, until the pressure of the left and right front wheel brakes is 0. The solenoid valves for boosting pressure on the left and right rear wheels of the vehicle are opened, so that the master cylinder of the vehicle's motor-controlled brake auxiliary system boosts pressure on the left and right rear wheel brakes according to the boosting parameters.

2. The method according to claim 1, characterized in that, The process of obtaining the travel of the vehicle brake pedal and determining the brake boosting parameters based on the travel of the brake pedal includes: Obtain the travel of the vehicle's brake pedal; The correspondence between the travel of the brake pedal and the pressure parameters of the left front wheel brake, right front wheel brake, left rear wheel brake and right rear wheel brake of the vehicle is set; The pressure boosting parameters of the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake, and right rear wheel brake are determined based on the aforementioned correspondence.

3. The method according to claim 1, characterized in that, After the solenoid valves controlling the boost pressure of the left and right rear wheels of the vehicle are opened, so that the vehicle's motor-controlled brake master cylinder boosts the pressure of the left and right rear wheels of the vehicle according to the boost parameters, the system further includes: If it is determined that the deceleration of the vehicle is greater than the preset deceleration, the pressure relief linear valves of the left front wheel and the right front wheel are closed, while the pressure boosting solenoid valves of the left front wheel and the right front wheel are opened, so that the motor-controlled brake master cylinder of the vehicle boosts the pressure of the left and right front wheel brakes according to the boosting parameters.

4. The method according to any one of claims 1 to 3, characterized in that, Also includes: If it is determined that the travel of the brake pedal is greater than the preset depth, the boost solenoid valves of the left front wheel and the right front wheel of the vehicle are opened, so that the motor-controlled master cylinder of the vehicle increases the pressure of the left front wheel brake and the right front wheel brake according to the boost parameters of the brake, until the pressure of the left front wheel brake and the right front wheel brake is the same as the pressure of the left rear wheel brake and the right rear wheel brake.

5. The method according to any one of claims 1 to 3, characterized in that, Also includes: If the vehicle is determined to be slipping, the boost solenoid valves of the left and right front wheels are opened, so that the motor-controlled brake master cylinder boosts the pressure of the left and right front brakes according to the boost parameters of the brakes, until the pressure of the left and right front brakes is the same as that of the left and right rear brakes.

6. A brake pressure distribution device for performing the brake pressure distribution method according to claim 1, characterized in that, include: The acquisition module is used to acquire the travel of the vehicle's brake pedal and determine the pressure parameters of the brake based on the travel of the brake pedal; wherein, the brake includes the vehicle's left front wheel brake, right front wheel brake, left rear wheel brake and right rear wheel brake; The first control module is used to control the master cylinder solenoid valve of the vehicle to close if it is determined that the travel of the brake pedal is less than or equal to a preset depth, so that the master cylinder solenoid valve controls the fluid in the master cylinder to prevent it from entering the brake; and to control the auxiliary master cylinder linear valve of the vehicle to open, so that the auxiliary master cylinder linear valve controls the fluid in the auxiliary master cylinder to enter the brake. The second control module is used to control the pressure boosting solenoid valve of the left front wheel and the pressure boosting solenoid valve of the right front wheel of the vehicle to close, so that the pressure boosting solenoid valve of the left front wheel cannot control the pressure increase of the left front wheel brake, and the pressure boosting solenoid valve of the right front wheel cannot control the pressure increase of the right front wheel brake. The third control module is used to control the opening of the boost solenoid valves of the left and right rear wheels of the vehicle, so that the vehicle's motor-controlled brake master cylinder can boost the pressure of the left and right rear wheel brakes according to the boost parameters of the brakes.

7. A vehicle controller, characterized in that, include: At least one processor and memory; The memory stores computer-executed instructions; The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the method as described in any one of claims 1 to 5.

8. 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 method as described in any one of claims 1 to 5.

9. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

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