Control method, control device and vehicle

Abstract

The embodiment of the invention provides a control method, a control device and a vehicle, and the control method can comprise the steps that indication information is obtained, and the indication information can be used for indicating a control mode; according to the indication information, a control mode is determined, the control mode can comprise a first mode or a second mode, when the vehicle works in the first mode, a power assisting mechanism of the vehicle is controlled to respond to first operation information, and the first operation information is used for indicating braking or steering of the vehicle, or when the vehicle works in the second mode, the power assisting mechanism of the vehicle is controlled to respond to the second operation information. And controlling a power assisting mechanism of the vehicle not to respond to the first operation information. The power assisting mechanism can be applied to an intelligent automobile or an electric automobile, the working time of the power assisting mechanism can be shortened, and the service life of the power assisting mechanism can be prolonged while the use requirement of a user can be met.

Description

Control method, control device and vehicle Technical Field

[0001] The embodiments of the present application relate to the field of smart vehicles, and more specifically, to a control method, a control device, and a vehicle. Background Art

[0002] With the development of intelligent vehicles, vehicles are no longer just a means of transportation; they can also serve as entertainment. With the advent of the smart cockpit era, users can enjoy a consistent experience both inside and outside the vehicle. Applications and services can be seamlessly switched between multiple devices in different usage scenarios, allowing users to enjoy the services provided without having to worry about which device is providing the resources. For example, when users engage in in-car gaming and other entertainment, such as through the vehicle's steering wheel and brake pedal, balancing the user experience with the overall vehicle system design capabilities poses new requirements for vehicle electrification.

[0003] Summary of the Invention

[0004] The embodiments of the present application provide a control method, a control device, and a vehicle to protect a power-assisting mechanism and increase the service life of the power-assisting mechanism.

[0005] The vehicle in this application is a vehicle in a broad sense, which can be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawn mowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0006] In a first aspect, a control method is provided, which may include: obtaining indication information, which may be used to indicate an operating mode; determining an operating mode based on the indication information, which may include a first mode or a second mode, wherein, when working in the first mode, the power assist mechanism for controlling the vehicle responds to first operating information, and the first operating information is used to indicate braking or steering of the vehicle, or when working in the second mode, the power assist mechanism for controlling the vehicle does not respond to the first operating information.

[0007] In the embodiment of the present application, since the operating mode includes the first mode or the second mode, when working in the second mode, the power assist mechanism of the vehicle may not respond to the first operation information, thereby reducing the actuation time and number of the power assist mechanism, and improving the service life of the power assist mechanism while meeting the user's usage needs.

[0008] In combination with the first aspect, in certain implementations of the first aspect, the vehicle includes a braking system, the braking system may include a first booster device, the first booster device is used to adjust the pressure of the brake fluid in the first brake line to control the braking force applied to the wheels of the vehicle, the first operation information is used to indicate braking of the vehicle, and when operating through the second mode, the power assist mechanism of the vehicle is controlled not to respond to the first operation information, including: when operating through the second mode, the first booster device is controlled to be closed or not actuated.

[0009] In the embodiment of the present application, by controlling the first boosting device to be closed or inactive, the working time and number of times of the first boosting device can be reduced, which helps to increase the service life of the first boosting device.

[0010] In combination with the first aspect, in certain implementations of the first aspect, the braking system includes a first control valve, and when the first control valve is in a conducting state, the first boosting device is connected to the first brake line, or, when the first control valve is in a disconnected state, the first boosting device is disconnected from the first brake line. When working in the second mode, controlling the power assist mechanism of the vehicle not to respond to the first operation information may include: when working in the second mode, controlling the first control valve to be in a disconnected state.

[0011] In the embodiment of the present application, by controlling the first control valve to be in an off state, the working time and number of times of the first control valve can be reduced, which helps to increase the service life of the first control valve.

[0012] In combination with the first aspect, in certain implementations of the first aspect, the braking system further includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the vehicle's wheels by adjusting the pressure of the brake fluid in the first brake line; when the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line; the second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line; the second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve; the third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device; the control method may further include: when working in the second mode, controlling the second control valve to be in a disconnected state, and controlling the third control valve to be in a conducting state.

[0013] In an embodiment of the present application, by controlling the second control valve to be in a disconnected state and the third control valve to be in a connected state, the pedal feel simulation device can provide the user with a pedal feel based on the pressure of the brake fluid in the brake line between the brake master cylinder and the second control valve. For example, in a scenario where the user operates a game application through the vehicle's brake pedal, a better gaming experience can be provided to the user.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the control method may further include: when operating in the second mode, controlling the second control valve to be in an on state, and controlling the third control valve to be in an off state.

[0015] In an embodiment of the present application, by controlling the third control valve to be in a disconnected state, the connection between the pedal feel simulation device and the second brake line can be disconnected, so that the pedal feel simulation device does not respond to the user's operation of the brake pedal, thereby protecting the pedal feel simulation device and helping to increase the service life of the pedal feel simulation device.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the vehicle includes a braking system, the braking system includes a hub motor, the hub motor is used to adjust the braking force applied to the wheels of the vehicle, the first operation information is used to indicate braking of the vehicle, and when operating in the second mode, controlling the power assist mechanism of the vehicle not to respond to the first operation information may include: when operating in the second mode, controlling the hub motor to turn off or not operate.

[0017] In the embodiments of the present application, a braking system or vehicle using a hub motor can control the hub motor to be turned off or inactive so that the hub motor does not respond to user input to operating devices such as the brake pedal, thereby increasing the service life of the hub motor.

[0018] In combination with the first aspect, in certain implementations of the first aspect, the vehicle includes a steering drive device and a transmission component, the transmission component is used to convert the acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, the first operation information is used to indicate the steering of the vehicle, and when working through the second mode, the power assist mechanism of the vehicle is controlled not to respond to the first operation information, which may include: when working through the second mode, controlling the steering drive device to turn off or not operate.

[0019] In the embodiment of the present application, when operating in the second mode, the steering drive device is controlled to be turned off or inactive, so that the power assist mechanism of the steering system does not respond to the user's operation, and the service life of the steering drive device can be improved.

[0020] In combination with the first aspect, in certain implementations of the first aspect, the operation mode is the second mode, and the control method may further include: obtaining the first operation information; determining expected actuation information based on the first operation information, wherein the expected actuation information includes the number of times the power assist mechanism is expected to actuate in response to the first operation information.

[0021] In the embodiment of the present application, when working in the second mode, although the power-assisting mechanism may not respond to the user's manipulation of the braking system and the steering system, some devices in the braking system and the steering system may be actuated based on the user's manipulation. Therefore, by determining the expected actuation information, the difference in the number of times the actuated part and the non-actuated part of the above-mentioned system work can be determined, which is beneficial for separately determining the remaining service life of each device, for managing the service life of each device, and for prompting the user when the service life of each device expires.

[0022] In combination with the first aspect, in certain implementations of the first aspect, before determining that the operating mode is the second mode, the control method may further include: obtaining vehicle status information and / or surrounding environment information; and determining that the vehicle status information and / or surrounding environment information meets preset conditions.

[0023] In the embodiment of the present application, since the power assist mechanism may not respond to the user's operation when working in the second mode, before the operation mode is determined to be the second mode, by determining the vehicle status information and / or the surrounding environment information, it can be ensured that when the operation mode is determined to be the second mode, the vehicle is in a safe environment and state, which is conducive to ensuring the safety of the user and the vehicle.

[0024] In combination with the first aspect, in certain implementations of the first aspect, the vehicle includes a gaming application, and obtaining the indication information may include: obtaining the indication information when it is determined that the gaming application is in a running state.

[0025] In a second aspect, a control device is provided, which may include an acquisition unit for acquiring indication information, which may be used to indicate an operating mode; a processing unit for determining an operating mode based on the indication information, which may include a first mode or a second mode, wherein, when working in the first mode, the power assist mechanism of the vehicle is controlled to respond to first operating information, which is used to indicate braking or steering of the vehicle, or when working in the second mode, the power assist mechanism of the vehicle is controlled not to respond to the first operating information.

[0026] In combination with the second aspect, in certain implementations of the second aspect, the vehicle includes a braking system, which may include a first boosting device, the first boosting device being used to adjust the pressure of the brake fluid in the first brake line to control the braking force applied to the wheels of the vehicle, the first operation information being used to indicate braking of the vehicle, and the processing unit being specifically used to control the first boosting device to be closed or inactivated when operating in the second mode.

[0027] In combination with the second aspect, in certain implementations of the second aspect, the braking system includes a first control valve, and when the first control valve is in a conducting state, the first boosting device is connected to the first brake line, or, when the first control valve is in a disconnected state, the first boosting device is disconnected from the first brake line. The processing unit can specifically be used to control the first control valve to be in a disconnected state when working in the second mode.

[0028] In combination with the second aspect, in certain implementations of the second aspect, the braking system further includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line; when the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line; the second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line; the second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve; the third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device; the processing unit can also be used to control the second control valve to be in a disconnected state and to control the third control valve to be in a conducting state when operating in the second mode.

[0029] In combination with the second aspect, in certain implementations of the second aspect, the processing unit may also be configured to, when operating in the second mode, control the second control valve to be in an on state and control the third control valve to be in an off state.

[0030] In combination with the second aspect, in certain implementations of the second aspect, the vehicle includes a braking system, the braking system includes a hub motor, the hub motor is used to adjust the braking force applied to the wheels of the vehicle, the first operation information is used to indicate braking of the vehicle, and the processing unit can specifically be used to control the hub motor to shut down or not operate when operating in the second mode.

[0031] In combination with the second aspect, in certain implementations of the second aspect, the vehicle includes a steering drive device and a transmission component, the transmission component is used to convert the acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, the first operation information is used to indicate the steering of the vehicle, and the processing unit can specifically be used to control the steering drive device to be turned off or inactive when working in the second mode.

[0032] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit may also be used to acquire the first operation information, and the processing unit may also be used to determine expected action information based on the first operation information.

[0033] In combination with the second aspect, in certain implementations of the second aspect, before determining that the operating mode is the second mode, the acquisition unit can also be used to obtain vehicle status information and / or surrounding environment information, and the processing unit can also be used to determine whether the vehicle status information and / or surrounding environment information meets preset conditions.

[0034] In combination with the second aspect, in certain implementations of the second aspect, the vehicle includes a game application, and the processing unit can also be used to obtain the indication information when it is determined that the game application is in a running state.

[0035] According to a third aspect, a braking system is provided, which includes a brake boosting mechanism and a control device, wherein the control device is used to obtain indication information, wherein the indication information is used to indicate an operation mode; based on the indication information, the operation mode is determined, and the operation mode includes a first mode or a second mode, wherein, when working through the first mode, the brake boosting mechanism is controlled to respond to first operation information, and the first operation information is used to indicate braking of the vehicle; or, when working through the second mode, the brake boosting mechanism is controlled not to respond to the first operation information.

[0036] In combination with the third aspect, in certain implementations of the third aspect, the brake boosting mechanism includes a first boosting device, which is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line. The control device is specifically used to: when working in the second mode, control the first boosting device to be closed or inactive.

[0037] In combination with the third aspect, in certain implementations of the third aspect, the braking system includes a first control valve, and when the first control valve is in a conducting state, the first boosting device is connected to the first brake line, or, when the first control valve is in a disconnected state, the control device can be specifically used to: control the first control valve to be in a disconnected state when working through the second mode.

[0038] In combination with the third aspect, in certain implementations of the third aspect, the braking system further includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line; when the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line; the second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line; the second brake line includes the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve; the third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device; the control device can also be used to: when working in the second mode, control the second control valve to be in a disconnected state, and control the third control valve to be in a conducting state.

[0039] In combination with the third aspect, in certain implementations of the third aspect, the control device may also be configured to: when operating in the second mode, control the second control valve to be in an on state, and control the third control valve to be in an off state.

[0040] In combination with the third aspect, in certain implementations of the third aspect, the brake assist mechanism includes a hub motor, which is used to adjust the braking force applied to the wheels of the vehicle, and the first operation information is used to indicate braking of the vehicle. The control device can specifically be used to: when working in the second mode, control the hub motor to turn off or not operate.

[0041] In combination with the third aspect, in certain implementations of the third aspect, the control device can also be used to: determine expected actuation information based on the first operation information, wherein the expected actuation information includes the number of times the brake boosting mechanism is expected to actuate in response to the first operation information.

[0042] In combination with the third aspect, in certain implementations of the third aspect, before determining that the operating mode is the second mode, the control device can also be used to: obtain vehicle status information and / or surrounding environment information; determine that the vehicle status information and / or the surrounding environment information meet preset conditions.

[0043] In a fourth aspect, a steering system is provided, which includes a steering assist mechanism and a control device, and the control device can be used to: obtain indication information, which is used to indicate an operating mode; determine the operating mode based on the indication information, and the operating mode includes a first mode or a second mode, wherein when working through the first mode, the steering assist mechanism is controlled to respond to first operating information, and the first operating information is used to indicate steering the vehicle; or, when working through the second mode, the steering assist mechanism is controlled not to respond to the first operating information.

[0044] In combination with the fourth aspect, in certain implementations of the fourth aspect, the steering system includes a transmission component, the steering assist mechanism includes a steering drive device, the transmission component is used to convert the acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, and the control device can specifically be used to: when working in the second mode, control the steering drive device to be turned off or inactive.

[0045] In combination with the fourth aspect, in certain implementations of the fourth aspect, the control device can also be used to: determine expected actuation information based on the first operation information, wherein the expected actuation information includes the number of times the brake boosting mechanism is expected to actuate in response to the first operation information.

[0046] In combination with the fourth aspect, in certain implementations of the fourth aspect, before determining that the operating mode is the second mode, the control device can also be used to: obtain vehicle status information and / or surrounding environment information; determine that the vehicle status information and / or the surrounding environment information meet preset conditions.

[0047] In a fifth aspect, a control device is provided, which may include: a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit is used to execute the instructions stored in the storage unit, so that the control device executes the method in any possible implementation of the above-mentioned first aspect.

[0048] Optionally, the control device may be an independent controller in the vehicle or a chip with control functions in the vehicle. The processing unit may be a processor, and the storage unit may be a memory, wherein the memory may be a storage unit within the chip (e.g., a register, a cache, etc.) or a storage unit within the vehicle located outside the chip (e.g., a read-only memory, a random access memory, etc.).

[0049] It should be noted that the memory in the above control device can be coupled to the processor. The memory being coupled to the processor can be understood as the memory being located inside the processor, or the memory being located outside the processor and thus independent of the processor.

[0050] In a sixth aspect, a vehicle is provided, which includes a control device in any possible implementation of the second aspect or a control device in any possible implementation of the third aspect, or a braking system in any possible implementation of the third aspect, and / or a steering system in any possible implementation of the fourth aspect.

[0051] In a seventh aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in any one of the possible implementations of the first aspect.

[0052] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or separately packaged with the processor, and the embodiments of the present application do not specifically limit this.

[0053] In an eighth aspect, a computer-readable medium is provided, wherein the computer-readable medium stores a program code, and when the computer program code runs on a computer, the computer executes the method in any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] FIG1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application.

[0055] FIG2 is a schematic diagram of a braking system provided in an embodiment of the present application.

[0056] FIG3 is a schematic diagram of another braking system provided in an embodiment of the present application.

[0057] FIG4 is a schematic diagram of another braking system provided in an embodiment of the present application.

[0058] FIG5 is a schematic diagram of another braking system provided in an embodiment of the present application.

[0059] FIG6 is a schematic diagram of a steering system provided in an embodiment of the present application.

[0060] FIG7 is a schematic diagram of another steering system provided in an embodiment of the present application.

[0061] FIG8 is an exemplary flow chart of a control method provided in an embodiment of the present application.

[0062] FIG9 is a flow chart of another control method provided in an embodiment of the present application.

[0063] FIG10 is a flow chart of another control method provided in an embodiment of the present application.

[0064] FIG11 is a schematic structural diagram of a control device provided in an embodiment of the present application.

[0065] FIG12 is a schematic block diagram of a controller according to an embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solutions in the embodiments of the present application will be described below with reference to the accompanying drawings.

[0067] Figure 1 is a functional block diagram of a vehicle 100 provided by an embodiment of the present application. Vehicle 100 may include a braking system, a steering system, a power system, and a computing platform. Optionally, vehicle 100 may include more or fewer systems, and each subsystem may include one or more components. In addition, each subsystem and component of vehicle 100 may be interconnected via wired or wireless means.

[0068] The braking system can be used to control the deceleration of vehicle 100. The braking system can use friction to slow the wheels. In some possible implementations, the braking system can convert the kinetic energy of the wheels into electrical current. The braking system can also take other forms to slow the wheel speed and thus control the speed of vehicle 100. For example, in one embodiment, the braking system can be a wire-controlled decoupled braking system, which can include a brake pedal, a brake master cylinder, a pedal simulator, an active boost unit, etc. For the sake of brevity, this is not further described here.

[0069] The steering system can be used to adjust the direction of the vehicle 100. For example, in one embodiment, the steering system can be a steering wheel steering system. In another embodiment, the steering system can be a wire-controlled decoupled steering system. The steering system can include a steering wheel and a power assist unit, which can assist the driver in adjusting the vehicle's direction of travel.

[0070] A power system can be used to provide power for a vehicle. In one embodiment, the power system may include an engine, an energy source, a transmission system, and wheels. The engine may be an internal combustion engine, an electric motor, an air compression engine, or a combination of other types of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compression engine. The engine converts the energy source into mechanical energy.

[0071] In some possible implementations, the vehicle 100 may include a perception system and a display device, wherein the perception system may include several sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a Beidou system or other positioning systems, an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0072] Some or all functions of the vehicle 100 may be controlled by a computing platform. The computing platform may include one or more processors. A processor is a circuit with signal processing capabilities. In one implementation, the processor may be a circuit with instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationships of hardware circuits. The logical relationships of the hardware circuits are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform can also include a memory, which is used to store instructions. Some or all processors in the computing platform can call the instructions in the memory and execute the instructions to implement corresponding functions. For example, the computing platform can be used to implement functions such as games, entertainment, and music; for example, by detecting whether the user uses the game function, the computing platform can determine whether to control the vehicle in game mode.

[0073] With the development of intelligence, vehicles are no longer just a means of transportation. For example, in the scenario of games and entertainment modes, when users use the vehicle to realize game functions, for example, users can operate the game application through the vehicle's own control devices such as the steering wheel and brake pedal without the help of external devices such as handles and simulated steering wheels. For another example, when the vehicle is in a showroom, the user may operate the steering wheel, brake pedal and other devices. In the above scenario, on the one hand, if the vehicle's braking system, steering system, power system, etc. are controlled based on the user's operation of the above-mentioned control devices, it may affect the safety of the user and the vehicle. On the other hand, since some components of the vehicle are designed with a limited service life, in this scenario, if the vehicle's braking system, steering system, power system, etc. respond to the user's operation in functions such as games, it may reduce the service life of the vehicle's braking system, steering system, etc. in normal use scenarios, thereby potentially affecting the safety of the user and the vehicle. According to the method provided in the embodiment of the present application, when the user controls the game application through the vehicle's own operating device, the vehicle's braking system and steering system can be controlled not to respond to the user's operation. For example, the active boost function of the braking system and the power steering function of the steering system can be turned off, thereby avoiding affecting the user's entertainment experience and ensuring the safety of the user and the vehicle.

[0074] For example, Figure 2 is a schematic diagram of a braking system 200 provided in an embodiment of the present application. As shown in Figure 2, the braking system 200 can be installed in a vehicle. For example, a vehicle equipped with the braking system 200 can include a brake pedal 215, a first set of wheels 121, and a second set of wheels 122.

[0075] The first set of wheels 121 may include two wheels, and accordingly, the wheel cylinders 17 and 18 may respectively provide braking force to the wheels in the first set of wheels 121. The first set of wheels 121 and the second set of wheels 122 are different. For example, the first set of wheels 121 includes a left front wheel and a right front wheel, and the second set of wheels 122 includes a right rear wheel and a left rear wheel, meaning that the braking system 200 may have an H-type layout. For another example, the first set of wheels 121 includes a right front wheel and a left rear wheel, and the second set of wheels 122 includes a left front wheel and a right rear wheel, meaning that the braking system 200 may have an X-type layout. This is not limited in this application.

[0076] It should be noted that, in order to facilitate the description of the connection relationship between the various brake elements in the brake system, terms such as "pressure outlet port" and "pressure inlet port" will be used below. Among them, "pressure outlet port" can be understood as the port where the brake fluid flows out, and "pressure inlet port" can be understood as the port where the brake fluid flows in. In other words, "pressure outlet port" and "pressure inlet port" can be understood as functionally defining the role of the port. The above-mentioned "pressure outlet port" and "pressure inlet port" can be used to define the role of a physical port in different working modes. The above-mentioned "pressure outlet port" and "pressure inlet port" can also correspond to two different physical ports, which is not limited in the embodiments of the present application.

[0077] The brake circuit supply lines (171, 172) can be connected to the brake wheel cylinders (17, 18, 19, 20) via the brake lines. For example, as shown in FIG2 , the pressure outlet ports (1, 2, 3, 4) of the inlet lines can be connected to the pressure inlet ports (5, 6, 7, 8) of the brake wheel cylinders (17, 18, 19, 20), respectively. By increasing the pressure of the brake fluid in the brake circuit supply line 171, the pressure of the brake fluid in the inlet line can be transferred to the brake wheel cylinders (17, 18), thereby providing braking force to the first set of wheels 121. Similarly, the brake circuit supply line 172 can be used to provide braking force to the second set of wheels 122.

[0078] In some possible implementations of a braking system, different braking forces may need to be applied to different wheels. For example, an inlet valve (9, 10, 11, 12) may be configured in the brake line corresponding to the braking force applied to each wheel to independently manage the braking force applied to each wheel. Specifically, the inlet valve corresponding to the wheel requiring braking force is switched on, while the inlet valves corresponding to the other wheels requiring no braking force are switched off. For example, as shown in FIG2 , an inlet valve 9 may be provided in the inlet line prior to the pressure inlet port 5 of the wheel brake cylinder 17, for example, in the brake line between the brake circuit supply line 171 and the pressure inlet port 5. The brake line in which the inlet valve is provided may also be referred to as the brake line where the inlet valve is located. When the inlet valve 9 is switched on, the braking force applied to the wheel brake cylinder 17 is increased by increasing the pressure of the brake fluid in the brake line, thereby independently managing the braking force applied to the corresponding wheel. The functions of the inlet valves 10, 11, and 12 are similar and will not be further described here for the sake of brevity.

[0079] For the braking system, in some cases, it is also necessary to reduce the braking force on the wheel. For example, a liquid outlet valve (13, 14, 15, 16) can be configured on the brake line corresponding to the wheel to independently manage the braking force applied to the wheel. That is, the liquid outlet valve corresponding to the wheel that needs to reduce the braking force is controlled to be in the on state, and the liquid outlet valves corresponding to other wheels that do not need to reduce the braking force are controlled to be in the off state. When the liquid outlet valve is in the on state, the brake fluid in the brake line can flow through the liquid outlet valve to the liquid outlet line 110, and then flow through the oil outlet brake line 110 to the liquid storage device 101 for recycling. For example, as shown in Figure 2, a liquid outlet valve 13 can be provided in the return oil pipeline before the pressure inlet port 5 of the brake wheel cylinder 17, for example, in the brake pipeline between the liquid outlet pipeline 110 and the pressure inlet port 5. The brake pipeline in which the liquid outlet valve is provided can also be referred to as the brake pipeline where the liquid outlet valve is located. When the liquid outlet valve 13 is in the on state, the brake fluid in the brake pipeline can flow to the liquid outlet pipeline 110 through the liquid outlet valve 13, and finally flow to the fluid storage device 101, so as to avoid pressurizing the brake wheel cylinder 17 through the brake fluid. When the liquid outlet valve 13 is in the off state, the brake fluid in the brake pipeline is blocked by the liquid outlet valve 13 and cannot flow to the liquid outlet pipeline 110. The functions of the liquid outlet valves 14, 15, and 16 are similar and will not be repeated here for the sake of brevity.

[0080] It should be noted that, in the process of reducing the braking force applied to the wheels, the above-mentioned outlet pipeline is used to reduce the pressure of the brake fluid in the brake circuit, and the brake fluid can flow to the fluid storage device 101 through the outlet pipeline. Therefore, the above-mentioned outlet pipeline 110 can also be called a "return oil pipeline"; in the braking system, the braking force can be provided to the vehicle's wheels through the inlet pipeline, and the inlet pipeline can include one or more sections of brake pipelines. For example, during the braking process, the above-mentioned brake circuit supply pipeline can provide braking force to the wheels. That is to say, the inlet pipeline of the braking system can include the brake circuit supply pipeline.

[0081] Furthermore, the inlet line may include one or more brake lines for providing braking force to the wheels, and the return line may include one or more brake lines for transferring brake fluid to the fluid reservoir. The "outlet line," "return line," and "inlet line" mentioned above are distinguished solely based on their function within the brake system and may correspond to different brake lines or the same brake line. For example, brake fluid in brake circuit supply line 171 may flow through inlet valve 9 to wheel cylinder 17. This brake circuit supply line may function as an inlet line and serve as a brake line within the inlet line. In some possible implementations, brake fluid in wheel cylinder 17 may flow through pressure port 1 to brake circuit supply line 171, and then through isolation valve 117 and master cylinder 210 to fluid reservoir 101. In this case, brake line 171 may also function as a return line and serve as a brake line within the return line.

[0082] The above-described outlet valve and inlet valve solutions can be used independently in a braking system or in conjunction with each other within a single braking system. The following, using FIG2 as an example, illustrates the connection between outlet valve 13 and inlet valve 9 corresponding to wheel-brake cylinder 17 to illustrate the connection between outlet valve 13 and inlet valve 9 provided in an embodiment of the present application. Similarly, the connection between outlet valve 14 and inlet valve 10 corresponding to wheel-brake cylinder 18, the connection between outlet valve 15 and inlet valve 11 corresponding to wheel-brake cylinder 19, and the connection between outlet valve 16 and inlet valve 12 corresponding to wheel-brake cylinder 20 can employ the same connection method.

[0083] The inlet valve 9 is located between the brake circuit supply line 171 and the pressure inlet port 5, and the pressure inlet port of the inlet valve 9 is connected to the brake circuit supply line 171, and the pressure outlet port of the inlet valve 9 is connected to the pressure inlet port of the outlet valve 13. At the same time, the pressure outlet port of the inlet valve 9 is also connected to the pressure inlet port 5 of the brake wheel cylinder 17. The pressure outlet port of the outlet valve 13 is connected to the outlet line 110. Optionally, in order to prevent the brake fluid from flowing from the brake wheel cylinder 17 to the brake circuit supply line, that is, to prevent the brake fluid from flowing back, a one-way valve 109 can also be connected in parallel at both ends of the inlet valve 9 (the pressure outlet port and the pressure inlet port).

[0084] It should be noted that there are many ways to coordinate the above-mentioned inlet and outlet valves, and the above only lists one example. For example, the wheel cylinder 17 can be connected to the brake circuit supply line 171 and the outlet line 110 via two independent parallel brake lines, with the inlet and outlet valves respectively installed on these two independent brake lines. This embodiment of the present application is not limited to this.

[0085] In addition, the "inlet valve", "outlet valve" mentioned above, and the "isolation valve" mentioned below are distinguished only based on the function of the control valve in the braking system. The control valve used to control the connection or disconnection of the liquid inlet pipeline can be called an "inlet valve" or a "boosting valve". The control valve used to control the connection or disconnection of the return oil pipeline can be called an "outlet valve" or a "pressure reducing valve". The control valve used to isolate the two-stage braking subsystem can be called an "isolation valve". Among them, the above-mentioned control valves can be valves commonly used in existing braking systems, such as solenoid valves, etc., and the embodiments of the present application do not specifically limit this.

[0086] The master cylinder 210 can be used to control the braking force applied to the wheels by regulating the pressure in the brake circuit supply line. Exemplarily, the master cylinder 210 can be a series-connected dual-chamber master cylinder. For example, the master cylinder 210 can include a first chamber 211 and a second chamber 212. For example, the pressure outlet port 21 of the first chamber 211 can be connected to the pressure inlet port of the brake pressure supply line 171, and the pressure outlet port 22 of the second chamber 212 can be connected to the pressure inlet port of the brake pressure supply line 172. Brake fluid flowing out of the first chamber 211 of the master cylinder 210 can flow into the brake circuit supply line 171, thereby increasing the braking force applied to the first set of wheels 121 by increasing the brake fluid pressure in the brake line. Brake fluid flowing out of the second chamber 212 of the master cylinder 210 can flow into the brake circuit supply line 172, thereby providing braking force to the second set of wheels 212. Of course, the master cylinder 210 can also be a single-chambered one. In this case, the brake fluid flowing out of the master cylinder 210 can, for example, be routed through two parallel inlet lines to provide braking force to the first set of wheels 121 and the second set of wheels 122. The specific form of the master cylinder 210 is not limited in this embodiment of the present application.

[0087] For example, a car equipped with the brake system 200 may also include a brake pedal 215. The brake master cylinder 210 may be connected to the brake pedal 215 via a connecting mechanism such as a piston rod, so that the movement of the brake pedal can be coupled with the movement of the piston of the brake master cylinder 210. Since the movement of the brake pedal is coupled with the movement of the piston of the brake master cylinder, the stroke of the brake pedal 215, or the stroke of the piston, can be detected by a brake pedal stroke sensor 219. In order to detect the pressure of the brake fluid in the brake system, a pressure sensor may be provided in the brake line. For example, a pressure sensor 218 may be provided at the pressure outlet port of the brake master cylinder 210, as shown in FIG2 . A pressure sensor 154 or a pressure sensor 135 may be provided in the brake line, or more or fewer pressure sensors may be provided in the brake circuit. This is not limited in the embodiments of the present application.

[0088] For example, the master cylinder 210 can be connected to the fluid reservoir 101 via pressure compensation lines (177, 178). Optionally, a control valve can be provided in the pressure compensation line. For example, a control valve 216 can be provided in the pressure compensation line 178. To prevent brake fluid backflow, a one-way valve 217 can be connected in parallel at both ends of the control valve 216. When the control valve 216 is open, the second chamber 212 of the master cylinder 210 can be connected to the fluid reservoir 101. When the control valve 216 is open, the brake fluid can flow from the fluid reservoir 101 to the second chamber 212 of the master cylinder 210 through the one-way valve 217, but cannot flow from the second chamber 212 of the master cylinder 210 to the fluid reservoir 101.

[0089] Optionally, to avoid intermittent pressurization of the first chamber 211 when the first chamber 211 fails, a control valve 213 may be provided at the pressure outlet port of the first chamber 211. When the first chamber 211 fails, the control valve 213 may be controlled to be in an off state, thereby disconnecting the first chamber 211 from the brake circuit supply line 171. Correspondingly, a control valve 214 may be provided at the pressure outlet port of the second chamber 212. When the second chamber 212 fails, the control valve 214 may be controlled to be in an off state, thereby disconnecting the second chamber 212 from the brake circuit supply line 172. Therefore, the control valves 213 and 214 are also referred to as "isolation valves."

[0090] Illustratively, the braking system 200 includes an electronically controllable pressure boosting device 130, which is used to provide braking force applied to the first set of wheels 211 and the second set of wheels 212. For example, the pressure boosting device 130 can be connected to the brake circuit supply pipelines (171, 172), thereby increasing the braking force applied to the first set of wheels 211 and the second set of wheels 212 by increasing the pressure of the brake fluid in the brake circuit supply pipelines (171, 172); for another example, the pressure boosting device 130 can also be connected to the brake wheel cylinders (17, 18, 19, 20) through a brake pipeline connected in parallel with the brake circuit supply pipelines (171, 172).

[0091] Optionally, to prevent the booster device 130 from intermittently pressurizing the brake system when it fails, an isolation valve can be installed at the pressure outlet port of the booster device 130. For example, as shown in FIG2 , an isolation valve 134 can be installed at the pressure outlet port of the booster device 130. When the isolation valve 134 is needed to increase the pressure of the brake fluid in the brake line, the isolation valve 134 can be placed in an open state. A pressure sensor 135 can be installed between the isolation valve 134 and the brake circuit supply lines (171, 172).

[0092] Optionally, when the liquid inlet pipeline corresponding to the first set of wheels 121 can be connected to the liquid inlet pipeline corresponding to the second set of wheels, in order to avoid mutual influence between the two sets of liquid inlet pipelines, a control valve can be set between the two sets of liquid inlet pipelines to disconnect the two. For example, as shown in FIG2 , the pressure boosting device 130 is connected to the brake circuit supply lines 171 and 172 via the brake line where the control valve 134 is located. Control valves (137, 138) can be provided between the pressure outlet port of the pressure boosting device 130 and the brake circuit supply lines (171, 172). When the control valve 137 is open, the brake fluid can flow from the hydraulic cylinder 133 to the brake circuit supply line 171, thereby increasing the pressure of the brake fluid in the line. When the control valve 138 is open, the brake fluid in the hydraulic cylinder 133 can flow to the brake circuit supply line 172. Thus, when the control valve 137 is open and the control valve 138 is open, the braking force applied to the first set of wheels 121 can be managed separately. When the control valve 138 is open and the control valve 137 is open, the braking force applied to the second set of wheels 122 can be managed separately. The above-mentioned control valves 134, 137 and 138 are also called "isolation valves".

[0093] Optionally, the booster device 130 may include a motor 132 and a hydraulic cylinder 133. The motor 132 may be used to drive a piston in the hydraulic cylinder 133 to perform linear reciprocating motion, thereby injecting brake fluid in the hydraulic cylinder 133 into the brake line to increase the pressure of the brake fluid in the brake circuit supply lines (171, 172). The operating status of the motor 132 may be monitored by a rotor position sensor 139.

[0094] Optionally, the hydraulic cylinder 133 may be a dual-acting plunger (DAP). Of course, the hydraulic cylinder 133 may also be other forms of hydraulic cylinders, such as a single-acting hydraulic cylinder, etc. The embodiment of the present application does not limit the specific form of the hydraulic cylinder.

[0095] Optionally, to improve the redundancy of the braking system, the braking system 200 may further include a wire-controlled booster device 119 that can provide braking force to the wheels via a fluid inlet line. For example, as shown in FIG2 , taking the first set of wheels 121 as an example, the booster device 119 can be connected to the brake circuit supply line 171. The brake fluid flowing out of the booster device 119 can flow through the isolation valve 117 and the brake circuit supply line 171 to the brake wheel cylinders (17, 18), thereby providing braking force to the first set of wheels 121. Similarly, the booster device 119 can be connected to the brake circuit supply line 172 to provide braking force to the second set of wheels 122. For another example, the booster device 119 can also be connected to the brake wheel cylinders (17, 18, 19, 20) via an independent brake line connected in parallel with the brake circuit supply lines (171, 172), thereby providing braking force to the wheels.

[0096] Optionally, the above-mentioned boosting device 119 includes a motor, which drives the plunger pump 111 to move and supplies brake fluid to the brake wheel cylinder (17, 18) through the brake circuit supply line 171; similarly, the motor drives the plunger pump 112 to move and can supply brake fluid to the brake wheel cylinder (19, 20), thereby providing braking force for the second set of wheels 212.

[0097] For example, the plunger pumps ( 111 , 112 ) may be in communication with the liquid storage device 101 . For example, as shown in Figure 2, to prevent backflow, the plunger pump 111 can be connected to the fluid reservoir 101 through a one-way valve 125, so that the brake fluid can flow from the fluid reservoir 101 to the plunger pump 111 through the one-way valve 125. Similarly, the brake fluid can flow from the fluid reservoir 101 to the plunger pump 112 through the one-way valve 126. For another example, the boosting device 119 can be connected to the fluid reservoir 101 through a return oil pipeline. For example, as shown in Figure 2, when the control valve 113 is in the on state, the brake fluid flowing out of the plunger pump 111 can flow to the fluid reservoir 101 through the control valve 113. When the control valve 114 is in the on state, the brake fluid flowing out of the plunger pump 112 can flow to the fluid reservoir 101 through the control valve 114. That is to say, the control valves 113 and 114 can realize the pressure relief of the brake fluid in the brake circuit. Therefore, the above-mentioned control valves 113 and 114 are also called "pressure relief valves."

[0098] Illustratively, the plunger pumps (111, 112) can be in communication with the master brake cylinder 210. For example, as shown in FIG2 , the plunger pump 111 can be connected to the first chamber 211 of the master brake cylinder 210 via a control valve 115. The brake fluid in the first chamber 211 of the master brake cylinder 210 can flow to the plunger pump 111 via the control valve 115. By pressurizing the brake fluid, the brake fluid can flow to the brake circuit supply line 171 via the isolation valve 117. For another example, the plunger pump 112 can be connected to the first chamber 212 of the master brake cylinder 210 via the control valve 116.

[0099] To improve the redundancy of the braking system, the motors driving the plunger pumps 111 and 112 may be the same motor or two different motors. Alternatively, the plunger pumps 111 and 112 may be the same plunger pump, connected to the brake circuit supply lines (171, 172) via parallel brake lines. In other words, the booster device 119 may have a variety of possible forms, and the specific form of the booster device 119 is not limited in the present embodiment.

[0100] Optionally, the braking system 200 may further include a pedal feel simulation spring 151. The pedal feel simulation spring 151 may be connected to the master cylinder 210. In this way, brake fluid flowing out of the master cylinder 210 can flow to the pedal feel simulation spring 151. The pedal feel simulation spring 151 can sense the pressure of the brake fluid in the brake line and determine the displacement of the piston in the master cylinder 210 relative to the brake cylinder body. In this way, the pedal feel simulation spring 151 can transmit the sensed brake fluid pressure to the control unit so that the control unit can determine the braking force applied to the wheel.

[0101] For example, as shown in Figure 2, the pedal feel simulation spring 151 can be connected to the second chamber 212 of the brake master cylinder 210 through the control valve 152 and the brake line 176. In this way, when the pedal force is predetermined and the control valve 152 is turned on, the brake fluid can flow to the pedal feel simulation spring 151 through the brake master cylinder 210. To prevent the brake fluid from flowing back, a one-way valve 153 can be connected in parallel at both ends of the control valve 152. The pedal feel simulation spring 151 can also be connected to the liquid outlet line 140, and the brake fluid can flow to the liquid storage device 101 through the oil outlet line 140.

[0102] Optionally, multiple devices in the braking system 200, such as actuators (control valves, boosting devices, etc.), sensors, etc., can be controlled by multiple control units. For example, the braking system 200 can be divided into two parts, a first braking module 202 and a second braking module 204, wherein ECU1 can be used to control the control valves (e.g., control valve 216, control valve 213, control valve 214, etc.) and the boosting device (e.g., boosting device 119) in the first braking module 202, and ECU2 can be used to control the control valves (e.g., isolation valve 117, isolation valve 134, etc.) and the boosting device (e.g., electronically controllable boosting device 130) in the second braking module 204. Of course, multiple devices in the braking system 200 can also be controlled by more or fewer control units, for example, a single ECU can control the devices included in the braking system 200, etc., and this embodiment of the application is not limited to this.

[0103] The above describes the braking system 200 in the embodiment of the present application, as well as the vehicle using the braking system 200. The following describes several operating scenarios and operating modes of the braking system 200. It should be noted that the present application does not specifically limit the operating scenarios and operating mode priorities of the braking system 200.

[0104] Assume that in the brake system 200, the inlet valves (9, 10, 11, 12) are normally open valves, the outlet valves (13, 14, 15, 16) are normally closed valves, the isolation valves (213, 214, 117, 118) are normally open valves, the control valves (113, 114, 115, 116, 152, 134, 137, 138) are normally closed valves, and the control valve 216 is a normally open valve.

[0105] Scenario 1: In normal braking scenario, the braking system's power assist mechanism applies braking force to the wheels in response to braking demand.

[0106] In the wire control mode, or the wire control brake mode, the controller controls the isolation valves 117 and 118 to be in the disconnected state, and the control valves 213, 214, and 152 to be in the on state, so that the pedal feel simulator 151 is connected to the brake line, and the other control valves in the braking system can maintain the above default state.

[0107] In this way, the driver presses the brake pedal 215 and pushes the piston of the brake master cylinder 210 relative to the brake master cylinder 210 through the push rod, and the brake fluid in the first chamber 211 and the second chamber 212 is injected into the brake line. Since the isolation valve (117, 118) is in the disconnected state, the brake fluid in the brake line is blocked at the isolation valve (117, 118). Since the control valve 152 is in the on state, the brake fluid in the brake line will flow through the control valve 152 to the pedal feel simulator 151.

[0108] Based on the working status of each brake component in the brake system in the wire control brake mode described above, the following describes the response of the brake system's power assist mechanism to user operations.

[0109] When the boosting device 130 can operate normally, the control unit can calculate the braking force required by the driver based on the pedal displacement measured by the pedal travel sensor 219 and can feed back the requirement to the boosting device 130 .

[0110] The booster device 130 can provide braking force according to the above requirements, control the motor 132 to compress the brake fluid through the hydraulic cylinder 133, and provide braking force to the brake wheel cylinders (17, 18, 19, 20) through the isolation valves (134, 137, 137).

[0111] It should be noted that there are many ways to determine the braking requirement, which are not limited in the present embodiment. For example, the required braking force can also be determined based on the brake fluid pressure measured by pressure sensor 218 and pressure sensor 154, based on the corresponding relationship between brake fluid pressure and braking force.

[0112] In some possible implementations, it may also be determined that the vehicle needs to brake and the required braking force of the vehicle is determined based on information such as environmental conditions, vehicle status, and ADAS status. That is, the braking system 200 may operate in an active braking mode. In this case, the isolation valves (117, 118) may be controlled to be disconnected, the isolation valves (134, 137, 138) may be controlled to be open, and the other control valves in the braking system may be in the aforementioned default state. The booster device 130 may be used to provide braking force to the wheel cylinders (17, 18, 19, 20), thereby enabling active braking of the vehicle without the driver operating the brake pedal. For the sake of brevity, this will not be described in detail here.

[0113] During the decompression process (for example, when the driver releases the brake pedal, or when it is determined based on environmental conditions that the brake wheel cylinder needs to be decompressed, etc.), the hydraulic cylinder 133 in the booster device 130 works in the reverse direction, and the pressure in the brake wheel cylinders (17, 18, 19, 20) is greater than the pressure in the hydraulic cylinder 133. The brake fluid is respectively returned to the hydraulic cylinder 133 from the brake wheel cylinders (17, 18, 19, 20) through their corresponding liquid inlet valves (9, 10, 11, 12) and one-way valves along the brake lines.

[0114] Optionally, the isolation valves (117, 118) can also be controlled to be in a conducting state, so that the brake fluid returns from the brake wheel cylinders (17, 18, 19, 20) to the fluid storage device 101 through the isolation valves (117, 118), the second chamber 212 and the first chamber 211.

[0115] When rapid decompression is required, the liquid outlet valves ( 13 , 14 , 15 , 16 ) can be further opened to allow the brake fluid in the wheel cylinders ( 17 , 18 , 19 , 20 ) to flow back into the liquid storage device 101 .

[0116] Since the boosting device 130 and the isolation valves (134, 137, 138) can be used to increase the pressure of the brake fluid in the brake wheel cylinders (17, 18, 19, 20) according to the user's operation of the brake pedal, and can also achieve vehicle braking based on environmental conditions, etc., they can be called active boosting units.

[0117] In some possible implementations, as a redundancy solution, when the active supercharging unit fails to operate normally, for example, when the supercharging device 130 fails, any control valve among the isolation valves (134, 137, 138) fails to operate normally, or when the control unit controlling the active supercharging unit fails, the required braking force can be fed back to the supercharging device 119, and the braking force can be provided by the supercharging device 119. At the same time, the supercharging device 130 can be controlled to be closed or inactivated, the isolation valve 134 can be controlled to be disconnected, or the isolation valves 137 and 138 can be controlled to be disconnected. For example, in the braking system shown in FIG2 , in the wire control brake mode, the isolation valves (213, 214) can be controlled to be disconnected, the control valves (115, 116) can be connected, and the other control valves in the braking system can be in the above-mentioned default state. Therefore, when the driver steps on the brake pedal 215, the brake fluid in the first chamber 211 and the second chamber 212 of the brake master cylinder 210 flows into the brake pipeline and flows to the plunger pumps (111, 112), so that the booster device 119 can boost the brake fluid to brake the wheels. Cylinders (17, 18, 19, 20) provide braking force; for another example, in active braking mode, isolation valves (213, 214) can be controlled to be in the disconnected state, other control valves in the braking system can be in the above-mentioned default state, and plunger pumps (111, 112) can replenish brake fluid from the fluid reservoir 101 through the one-way valves (125, 126). Under the action of the booster device 119, the brake fluid can be pumped into the brake wheel cylinders (17, 18, 19, 20), thereby providing braking force. For the sake of brevity, this is not repeated here.

[0118] Since the active boost unit and boost device 119 can apply braking force to the wheels based on the driver's braking force demand in the wire control mode, they can be referred to as the boost mechanism of the braking system. In normal braking scenarios, the boost mechanism can apply braking force to the wheels in response to user input to an operating mechanism (such as a brake pedal).

[0119] In scenario two, when the vehicle is in an exhibition hall, or in a gaming, entertainment, or other mode, the power assist mechanism of the braking system may not respond to the user's manipulation of the brake pedal.

[0120] For example, when the active boosting unit can operate normally, the boosting device 130 can be controlled to be closed or not to operate, such as controlling the motor 132 to be closed or not to operate, so that the motor 132 cannot drive the hydraulic cylinder 133, and the control valve in the braking system can be in the above-mentioned default state. When the driver steps on the brake pedal, the brake fluid cannot flow from the hydraulic cylinder 133 to the brake wheel cylinder (17, 18, 19, 20), so that the boosting device 130 cannot pressurize the brake fluid and cannot provide braking force for the brake wheel cylinder (17, 18, 19, 20), and thus can not respond to the user's operation of the brake pedal.

[0121] For example, when the active boost unit can be actuated normally, the isolation valves (137, 138) and / or the isolation valve 134 can be controlled to be in the disconnected state, and the other control valves in the braking system can be in the above-mentioned default state. For example, when the isolation valves (137, 138) are in the disconnected state, the brake fluid flowing out of the hydraulic cylinder 133 is blocked by the isolation valves (137, 138), so that the boost device 130 cannot achieve the boosting of the brake wheel cylinders (17, 18, 19, 20). Similarly, the isolation valve 134 can be controlled to be in the disconnected state; for another example, in order to avoid the delay in the braking response caused by turning off the motor, in this scenario, a corrected braking force demand can be provided to the motor 132, and the motor 132 can be actuated according to the corrected braking force demand. For example, the corrected braking force demand can be less than the driver's braking force demand to ensure that the isolation valves (137, 138) and / or the isolation valve 134 are The brake fluid is blocked, that is, although the motor 132 in the boosting device is actuated, the brake fluid in the brake circuit supply pipeline (171, 172) is not pressurized from the perspective of the active boosting unit as a whole, and no braking force is provided to the brake wheel cylinders (17, 18, 19, 20). At this time, the active boosting unit does not respond to the user's operation of the brake pedal; for example, the isolation valves (134, 137, 138) can be controlled to be in a disconnected state, and the boosting device 130 can be controlled to be in a closed or inactive state, that is, the active boosting unit can be controlled to be in a closed or inactive state, so that the power assist mechanism of the brake system does not respond to the user's operation of the brake pedal.

[0122] In some possible implementations, when the active boost unit cannot operate normally, braking force is provided through a redundant solution. For example, braking force can be provided by the boost device 119. At this time, the boost device 119 can be controlled to be closed or not operated, so that the boost device 119 cannot pressurize the brake fluid and thus does not respond to the user's input to the brake pedal; the control valves (113, 114, 115, 116) can also be controlled to be in a disconnected state, and the control valves (213, 214) can be in a conducting state.

[0123] In some possible implementations, for the brake circuit connected to the brake master cylinder, in order to provide the user with a pedal feel and enhance the user's experience in gaming and entertainment modes, the isolation valves (117, 118) can be controlled to be in a disconnected state and the control valve 152 can be in a conductive state. Thus, when the user steps on the brake pedal 215, the brake fluid in the brake master cylinder 210 can flow through the brake line to the pedal feel simulator 151, thereby providing the user with a pedal feel.

[0124] Optionally, in order to protect the pedal feel simulator and avoid the consumption of the working life of the pedal feel simulator in scenarios such as games and entertainment, the isolation valves (117, 118) can be controlled to be in the on state and the control valve 152 can be in the off state. Thus, when the user steps on the brake pedal 215, the brake fluid in the brake master cylinder 210 can flow to the brake wheel cylinders (17, 18, 19, 20) through the brake pipeline, and accordingly, the brake wheel cylinders are pressurized.

[0125] Optionally, when the driver steps on the brake pedal 215, the pedal travel sensor 219 can measure the pedal displacement. After obtaining the pedal displacement, the braking force required by the driver may not be calculated, or, after calculating the braking force required by the driver, the demand may not be fed back to the booster device (130, 119), so that the booster device (130, 119) may not respond to the user's input to the brake pedal.

[0126] Optionally, the inlet valves can be controlled to be in an off state. For example, the inlet valves (9, 10, 11, 12) can be controlled to be in an off state, thereby blocking the flow of brake fluid to the wheel cylinders (17, 18, 19, 20), thereby preventing the increase of braking force on the wheels. In other words, by disconnecting the active supercharging unit, the supercharging device 19 from the wheel cylinders, the active supercharging unit and the supercharging device 19 are unable to provide braking force to the wheels.

[0127] It should be noted that there are many ways in which the power assist mechanism of the brake system does not respond to the user's input to the brake pedal, and only some of them are listed above.

[0128] For example, Figure 3 is a schematic diagram of another braking system provided by an embodiment of the present application. Components in Figure 3 that have the same functions as those in Figure 2 are numbered the same. For the sake of brevity, the specific functions can be found in the above description and will not be repeated here.

[0129] The brake system 300 may include an electronically controllable pressure boosting device 160 , which can replenish brake fluid from the fluid reservoir 101 and be used to provide braking force applied to the first set of wheels 211 and the second set of wheels 212 .

[0130] For example, similar to the electronically controllable boosting device 130 , the electronically controllable boosting device 160 may include a motor 162 and a hydraulic cylinder 163 , and the working state of the motor 162 may be monitored by a rotor position sensor 139 .

[0131] Illustratively, isolation valves 167 and 168 may be provided at the pressure outlet port of the electronically controllable booster device 160. For example, when isolation valve 167 is in the on state and motor 162 is actuated in the forward direction, brake fluid in the front chamber of hydraulic cylinder 163 may flow from hydraulic cylinder 163 to brake circuit supply line 171. In the event of a failure of the booster device 160, isolation valve 167 may be controlled to be in the off state, disconnecting the electronically controllable booster device 160 from the brake circuit supply line 171. Isolation valve 168 may operate in a similar manner to isolation valve 167.

[0132] Optionally, the pressure inlet port of the booster device 160 can be connected to the brake circuit supply pipeline (171, 172). For example, as shown in FIG3 , the pressure inlet port of the electronically controllable booster device 160 can be connected to the brake circuit supply pipeline (171, 172) via the control valve (143, 144). When the control valve 143 is turned on and the pressure of the brake fluid in the brake circuit supply pipeline 171 is high, the brake fluid flows from the supply pipeline 171 to the rear chamber of the hydraulic cylinder 163.

[0133] For example, a pressure sensor may be provided on the brake circuit supply line (171, 172) to monitor the brake fluid pressure within the line. For example, as shown in FIG3 , the pressure sensor 141 may be used to monitor the brake fluid pressure within the brake circuit supply line 171. More or fewer pressure sensors may be provided in the brake system, and this is not limited in the present embodiment.

[0134] Optionally, the control valve and the pressure boosting device 160 in the braking system 300 may be controlled by the same ECU.

[0135] Alternatively, the pressure inlet port of the pedal feel simulation spring 151 may be located in the brake line between the pressure outlet port of the brake master cylinder 210 and the pressure inlet port of the isolation valves (117, 118). For example, as shown in FIG3 , when the control valve 152 is in the on state, the pedal feel simulation spring 151 may simulate the actuation of the brake pedal according to the motion state of the brake master cylinder.

[0136] Assume that in the brake system 300, the inlet valves (9, 10, 11, 12) are normally open valves, the outlet valves (13, 14, 15, 16) are normally closed valves, the isolation valves (117, 118) are normally open valves, the isolation valves (167, 168) are normally closed valves, the control valves (143, 144, 152) are normally closed valves, and the control valve 216 is a normally open valve.

[0137] Scenario 1: In normal braking scenario, the braking system's power assist mechanism applies braking force to the wheels in response to braking demand.

[0138] In the wire control brake mode, the control unit controls the isolation valves (117, 118) to be in the disconnected state, the isolation valves (167, 168) to be in the on state, and the control valve 152 to be in the on state, so that the pedal feel simulator 151 is connected to the brake line, and other control valves in the brake system can maintain the above default state.

[0139] In this way, similar to the braking system 200, when the driver steps on the brake pedal 215, the brake fluid in the first chamber 211 and the second chamber 212 is pumped into the brake line. Since the isolation valves (117, 118) are in the disconnected state, the brake fluid in the brake line is blocked at the isolation valves (117, 118). Since the control valve 152 is in the on state, the brake fluid in the brake line will flow through the control valve 152 to the pedal feel simulator 151.

[0140] The control unit can calculate the braking force required by the driver based on the pedal displacement measured by the pedal travel sensor 219, and can feed back the required braking force to the booster device 160. The booster device 160 can control the motor 162 to move forward according to the required braking force, and by pushing the piston in the hydraulic cylinder 163, compress the brake fluid in the front chamber of the hydraulic cylinder 163, and provide braking force to the brake wheel cylinders (17, 18, 19, 20) through the isolation valves (167, 168) and the brake circuit supply pipelines (171, 172).

[0141] In some possible implementations, similar to the braking system 200, the braking system 300 may also determine the need for braking and the required braking force based on information such as environmental conditions, vehicle status, and ADAS status. That is, the braking system 300 may also operate in an active braking mode. At this time, the control isolation valves (117, 118) are disconnected, the isolation valves (167, 168) are turned on, and the other control valves in the braking system 300 may be in the above-mentioned default state, and the braking force is provided by the boost device 160.

[0142] When the motor 163 is actuated in the reverse direction, the brake fluid in the rear chamber of the hydraulic cylinder 163 can flow to the fluid storage device 101. When the control valves (143, 144) are in the conducting state and the piston of the hydraulic cylinder is actuated in the reverse direction by the action of the motor 163, the pressure of the brake fluid in the brake circuit supply pipes (171, 172) can be greater than the pressure of the brake fluid in the rear chamber of the hydraulic cylinder 163, and the brake fluid can flow from the brake circuit supply pipes (171, 172) to the rear chamber of the hydraulic cylinder 163.

[0143] When the boosting device 160 and / or the isolation valves (167, 168) fail, the power-assisting mechanism of the braking system 300 may be unable to provide braking force for the vehicle. Therefore, the isolation valves (117, 118) can be controlled to be in a conducting state. When the user steps on the brake pedal, the brake fluid can flow from the brake master cylinder 210 through the brake pipeline to the brake wheel cylinders (17, 18, 19, 20), thereby providing braking force for the wheels.

[0144] In scenario two, when the vehicle is in an exhibition hall, or in a gaming, entertainment, or other mode, the power assist mechanism of the braking system may not respond to the user's manipulation of the brake pedal.

[0145] For example, the boosting device 160 can be controlled to be closed or not actuated, for example, the motor 162 can be controlled to be closed or not actuated, and the brake fluid in the hydraulic cylinder 163 may not flow to the brake wheel cylinders (17, 18, 19, 20), so that the boosting device cannot pressurize the brake wheel cylinders (17, 18, 19, 20).

[0146] For example, the isolation valves (167, 168) can be controlled to be in an off state. For example, when the isolation valves (167, 168) are in an off state, the brake fluid flowing out of the hydraulic cylinder 163 is blocked by the isolation valves (167, 168), so that the booster device 160 cannot boost the brake wheel cylinders (17, 18, 19, 20); for another example, the isolation valves (167, 168) can be controlled to be in an off state, and the booster device 160 can be controlled to be in a closed or inactive state; for another example, in order to ensure the normal response of the motor 162, in this scenario, the control unit can provide the motor 162 with a corrected braking force requirement, and the motor 162 can operate according to the corrected braking force requirement and feedback the normal operation instruction, so that In order to prevent the brake system from misreporting that the brake system is faulty when detecting that the motor is not actuated, the control isolation valves (167, 168) are in the disconnected state at this time, so that the booster device 160 can be prevented from pressurizing the brake wheel cylinders (17, 18, 19, 20). That is, although the motor 162 in the booster device is actuated, the booster device 160 does not pressurize the brake fluid in the brake circuit supply pipeline (171, 172) and does not provide braking force to the brake wheel cylinders (17, 18, 19, 20). At this time, as far as the brake system 300 as a whole is concerned, the power assist mechanism in the brake system does not respond to the user's operation of the brake pedal.

[0147] In some possible implementations, in order to provide the user with a pedal feel and enhance the user's experience in gaming and entertainment modes, the isolation valves (167, 168) can be controlled to be in a disconnected state, the control valve 152 can be in a conducting state, and the brake fluid in the brake master cylinder 210 can flow to the pedal feel simulator 151, thereby providing the user with a pedal feel.

[0148] In some possible implementations, in order to protect the pedal feel simulator 151, the isolation valves (117, 118) can be controlled to be in an on state and the control valve 152 can be controlled to be in an off state. Thus, when the user steps on the brake pedal, the brake fluid in the master cylinder 210 can flow to the wheel cylinders (17, 18, 19, 20) through the brake line, and accordingly, the wheel cylinders are pressurized.

[0149] Optionally, when the driver steps on the brake pedal, the corresponding braking force requirement may not be calculated, or, after the braking force requirement is calculated, the braking force requirement may not be fed back to the boost device 160, so that the boost device 160 may not respond to the user's input to the brake pedal. For example, in game mode, the game application can be manipulated based on the user's input to the brake pedal. When the driver steps on the brake pedal, the required braking force can be determined based on the brake pedal stroke, and the required braking force can be fed back to the game application without feeding back the braking force requirement to the boost device 160.

[0150] Optionally, the inlet valves can be controlled to be in an off state. For example, the inlet valves (9, 10, 11, 12) can be controlled to be in an off state, thereby blocking the flow of brake fluid to the brake wheel cylinders (17, 18, 19, 20) and avoiding increasing the braking force on the wheels.

[0151] For example, Figure 4 is a schematic diagram of another braking system provided by an embodiment of the present application. It should be understood that the components in Figure 4 that have the same functions as those in Figures 2 and 3 use the same numbering.

[0152] For example, in the braking system 400, the electronically controllable pressure boosting device 160 can be connected to the brake circuit supply line 171 via an isolation valve 167, and can be connected to the brake circuit supply line 172 via an isolation valve 168. When the motor 162 is actuated in the forward direction and the isolation valve 167 is in the on state, the brake fluid in the front chamber of the hydraulic cylinder 163 can flow through the isolation valve 167 to the brake circuit supply line 171. When the isolation valve 168 is in the on state, the brake fluid in the front chamber of the hydraulic cylinder 163 can flow through the isolation valve 168 to the brake circuit supply line 172. When the motor 162 is actuated in the reverse direction, the brake fluid in the rear chamber of the hydraulic cylinder 163 can flow through the outlet line 140 to the fluid reservoir 101.

[0153] Assume that in the brake system 400, the inlet valves (9, 10, 11, 12) are normally open valves, the outlet valves (13, 14, 15, 16) are normally closed valves, the isolation valves (117, 118) are normally open valves, the isolation valves (167, 168) are normally closed valves, the control valve 152 is a normally closed valve, and the control valve 216 is a normally open valve.

[0154] Scenario 1: In normal braking scenario, the braking system's power assist mechanism applies braking force to the wheels in response to braking demand.

[0155] The operating mode of the braking system 400 may be similar to that of the braking system 300 .

[0156] Exemplarily, in the wire control brake mode, the control unit controls the isolation valves (117, 118) to be in the disconnected state, the isolation valves (167, 168) to be in the on state, the control valve 152 to be in the on state, and the other control valves in the braking system can maintain the above default state.

[0157] In this way, when the driver steps on the brake pedal 215, the brake fluid flowing out of the brake master cylinder 210 is blocked at the isolation valve (117, 118). Since the control valve 152 is in the on state, the brake fluid in the brake line can flow to the pedal feel simulator 151.

[0158] The booster device 160 can control the motor 162 to operate according to the braking force requirement, and provide braking force to the wheel cylinder by boosting the brake fluid in the brake line. For the sake of brevity, it will not be described here.

[0159] In scenario two, when the vehicle is in an exhibition hall, or in a gaming, entertainment, or other mode, the power assist mechanism of the braking system may not respond to the user's manipulation of the brake pedal.

[0160] The braking system 400 is similar to the braking system 300 and can control the pressure boosting device 160 to be closed or inactive, and / or control the isolation valves (167, 168) to be in an open state.

[0161] Alternatively, the isolation valves ( 167 , 168 ) may be controlled to be in an off state and the control valve 152 may be controlled to be in an on state to provide a pedal feel to the user.

[0162] Alternatively, the isolation valves ( 117 , 118 ) may be controlled to be in an on state and the control valve 152 may be controlled to be in an off state to protect the pedal feel simulator 151 .

[0163] For example, Figure 5 is a schematic diagram of another braking system provided by an embodiment of the present application. In this braking system 500, the wheels can be braked by in-wheel motors, and braking force can be applied to the vehicle based on the user's operation of the brake pedal.

[0164] Scenario 1: In normal braking scenario, the braking system's power assist mechanism applies braking force to the wheels in response to braking demand.

[0165] For example, in the brake-by-wire mode, the control unit 55 can control the hub motors (51, 52, 53, 54) to apply braking force to the wheels (56, 57, 58, 59) respectively according to the driver's input to the brake pedal.

[0166] Scenario 2: In the brake-by-wire mode, the user controls the game through the vehicle's brake pedal.

[0167] For example, when it is determined that the vehicle is in a gaming mode, entertainment mode, or the like, the control unit may turn off the wheel hub motor (51, 52, 53, 54), or may control the wheel hub motor (51, 52, 53, 54) to maintain its current state so as not to respond to the user's manipulation of the brake pedal.

[0168] For example, when the driver steps on the brake pedal, after measuring the pedal stroke according to the pedal stroke sensor, the corresponding braking force requirement may not be calculated, or, after determining the braking force requirement, the braking force requirement may not be fed back to the hub motor (51, 52, 53, 54), so that the hub motor may not respond to the user's input to the brake pedal.

[0169] FIG6 is a schematic diagram of a steering system provided in an embodiment of the present application. The steering system 600 may include a transmission device 64 , a steering drive device 63 , and may further include an inner wheel 65 and an outer wheel 66 .

[0170] The steering drive device 63 can provide power, and the transmission device 64 can be used to transmit the steering force provided by the steering drive device 63 to the wheels (65, 66). The transmission device 64 may include a series of rods. For example, the steering system can be applied to vehicles with non-independent suspension. Under the action of the steering drive device 63, the transmission device 64 can realize the overall steering of the inner wheel 65 and the outer wheel 66.

[0171] The vehicle using the steering system 600 may further include a steering wheel 61 , through which the driver may operate the steering system.

[0172] The steering system 600 may further include a road feel simulation device 62 . When the steering system operates in a drive-by-wire mode, for example, the road feel simulation device 62 may implement functions such as road feel simulation or angle following of the steering wheel.

[0173] The steering system 600 may further include a steering angle sensor (not shown in FIG6 ), which may be used to measure the rotation angle of the steering wheel and calculate the steering force required by the driver based on the rotation angle of the steering wheel.

[0174] Scenario 1: In the normal steering scenario, the steering system's power assist mechanism can apply steering force to the wheels in response to steering requirements.

[0175] In the steer-by-wire mode, the driver manipulates the steering wheel 61 , and the steering force required by the driver can be calculated based on the turning angle measured by the steering angle sensor, and the steering requirement is fed back to the steering drive device 63 .

[0176] The driving device 63 can apply steering force to the wheels through the transmission device 64 according to the steering force required above.

[0177] In scenario two, when the vehicle is in an exhibition hall, or in a gaming, entertainment, or other mode, the power assist mechanism of the steering system may not respond to the user's manipulation of the steering wheel.

[0178] Exemplarily, the steering drive device 63 can be controlled to be closed or not to be actuated. For example, the drive device 63 can include a power steering motor, which can be controlled to be closed or not to be actuated.

[0179] For example, when the driver manipulates the steering wheel 61, the corresponding steering force requirement may not be calculated, or after the steering force requirement is determined, the steering force requirement may not be fed back to the steering drive device 63. For example, in the game mode, the manipulation of the game application may be achieved based on the user's manipulation of the steering wheel. When the driver manipulates the steering wheel, the required steering force may be determined and fed back to the game application, and the required steering force may not be fed back to the steering drive device 63.

[0180] Figure 7 is a schematic diagram of another steering system provided by an embodiment of the present application. Components in Figure 3 that have the same functions as those in Figure 2 are numbered the same. For the sake of brevity, their specific functions are described above and will not be repeated here.

[0181] The steering system 700 may include an inner drive device 67 and an inner transmission device 69. Correspondingly, the steering system may further include an outer transmission device 70. The inner transmission device 69 and the outer transmission device 70 may include a series of rods.

[0182] Optionally, the steering system 700 may further include an outer drive device 68 , which may be used to provide steering force for the outer wheel 66 . For example, the steering system 700 may be applied to a vehicle with an independent suspension.

[0183] Optionally, the steering system 700 may include a connecting device 71, which can be used to separate or combine the inner transmission device 69 and the outer transmission device 70. When the inner transmission device 69 is separated from the outer transmission device 70, the inner drive device 67 and the outer drive device 68 can respectively drive the corresponding wheels to steer. For example, when the inner drive device 67 fails or does not work, the inner transmission device 69 and the outer transmission device 71 are combined through the connecting device 71, so that the outer drive device 68 can provide steering force for the inner wheel 65 and the outer wheel 66. For another example, when the outer drive device 68 fails or does not work, the inner transmission device 69 can be controlled to combine with the outer transmission device 71, so that the inner drive device 67 can provide steering force for the inner wheel 65 and the outer wheel 66. For example, the connecting device 71 can be a clutch, and the separation and disconnection of the clutch can be used to achieve the classification and combination between the inner drive device 67 and the outer drive device 68; for another example, the connecting device 71 can include two connecting parts (not shown in the figure), and the two connecting parts can be mechanically connected to the inner drive device 67 and the outer drive device 68 respectively. The connecting device 71 can also include a rotating motor (not shown in the figure), and the separation and combination of the two connecting parts can be controlled by the rotating motor, thereby achieving the separation or combination of the inner transmission device 69 and the outer transmission device 70. The embodiment of the present application does not limit the specific form of the connecting device 71.

[0184] Scenario 1: In the normal steering scenario, the steering system's power assist mechanism can apply steering force to the wheels in response to steering requirements.

[0185] In the steer-by-wire mode, the driver manipulates the steering wheel 61, which can calculate the steering force required by the driver based on the rotation angle measured by the steering angle sensor, and feed back the steering demand to the inner drive device 67 and the outer drive device 68. The drive devices (67, 68) can apply steering force to the wheels through the transmission devices (69, 70) according to the above steering demand.

[0186] In scenario two, when the vehicle is in an exhibition hall, or in a gaming, entertainment, or other mode, the power assist mechanism of the steering system may not respond to the user's manipulation of the steering wheel.

[0187] For example, the steering drive device (67, 68) can be controlled to be closed or not to be actuated. For example, the drive device (67, 68) can include a power-assisting motor, which can be controlled to be closed or not to be actuated.

[0188] For example, when the driver manipulates the steering wheel 61 , the corresponding steering force requirement may not be calculated, or after the steering requirement is determined, the steering requirement may not be fed back to the drive device ( 67 , 68 ).

[0189] The terms "inside" and "outside" mentioned above refer to the vehicle's turning direction. For example, taking the wheels as an example, when the vehicle turns to the right of the vehicle's direction of travel, the outside wheel 66 can be the vehicle's left front wheel, and correspondingly, the inside wheel 65 can be the vehicle's right front wheel. For another example, when the vehicle turns to the left of the direction of travel, the outside wheel 66 can be the vehicle's right front wheel, and correspondingly, the inside wheel 65 can be the vehicle's left front wheel. Of course, the inside and outside wheels can also be the vehicle's rear wheels, and this embodiment of the application is not limited to this.

[0190] The above text introduces the braking system, steering system and vehicle of the embodiment of the present application in combination with Figures 1 to 7. The following text introduces the control method provided by the embodiment of the present application in combination with Figures 8 to 10. It should be noted that Figure 8 can be executed by the braking system, steering system, and vehicle control device. For example, it can be executed by the controller of the braking system, or it can be executed by the controller of the steering system, or it can be executed by the vehicle control device (for example, the vehicle system, domain controller, vehicle-mounted chip, etc.).

[0191] Figure 8 is an exemplary flow chart of a control method provided by an embodiment of the present application. The method 800 included in Figure 8 may include the following steps. The method shown in Figure 8 may be used in conjunction with the braking system, steering system, and vehicle described above.

[0192] S810: Acquire indication information, where the indication information can be used to indicate an operation mode.

[0193] Exemplarily, the indication information can be determined based on the detected user instructions. For example, during the interaction process, the user can indicate his intention through voice instructions, gesture instructions, etc. For example, when the voice instructions including "turn on game mode", "turn on exhibition hall mode", "switch to normal mode" and other voice instructions indicating the operation mode are detected, the indication information can be determined. For example, when the gesture instructions for switching the operation mode are detected, the indication information can be determined based on the detected gesture instructions. For example, when the user indicates the operation mode through a physical or virtual key or button, the indication information can be determined based on the detected operation. For example, when the detection of voice instructions, gesture instructions, etc. is implemented by other processing devices, when the instructions or operations indicating the operation mode are detected, the indication information can be sent. Accordingly, the device executing the method (such as a chip, a vehicle system, etc.) can obtain the indication information and determine the operation mode according to the indication information.

[0194] Exemplarily, the indication information may also be determined based on a system configuration. For example, the system configuration may include a default operating mode (e.g., the first mode or the second mode). For example, when the vehicle is powered on, the operating mode may be determined to be the default operating mode based on the system configuration. For another example, the system configuration may include historical operating mode information, such as the operating mode the vehicle was in when it was last powered off. When the vehicle is powered on, the operating mode may be set to the operating mode the vehicle was in when it was last powered off based on the system configuration.

[0195] S820. Determine an operating mode based on the indication information. The operating mode may include a first mode or a second mode, wherein, when operating in the first mode, the power assist mechanism for controlling the vehicle responds to first operating information, and the first operating information is used to indicate braking or steering of the vehicle, or when operating in the second mode, the power assist mechanism for controlling the vehicle does not respond to the first operating information.

[0196] For example, a user can manipulate the braking system and steering system through corresponding operating devices (such as a brake pedal, steering wheel, etc.). For example, the first operation information may include user input to the brake pedal. For example, when the driver depresses the brake pedal, the first operation information may include brake pedal travel information, required braking force information, etc.; for another example, the first operation information may include user input to the steering wheel. For example, when the user turns the steering wheel, the first operation information may include the steering wheel rotation angle, required steering force information, etc.

[0197] For example, in a braking system, the power-assisting mechanism may include, in a wire control mode, a device or mechanism for realizing a braking function. In this case, the power-assisting mechanism may also be referred to as a brake power-assisting mechanism. For example, taking the braking system 200 as an example, when the active boosting unit works normally, the power-assisting mechanism may include the active boosting unit, and when the active boosting unit fails, the power-assisting mechanism may include the boosting device 119; for another example, taking the braking system 200 shown in FIG2 as an example, the power-assisting mechanism responds to the first operation information, for example, the boosting device 130 provides braking force to the brake wheel cylinder (17, 18, 19, 20) according to the required braking force, and the control valve in the braking system 200 may be in a state corresponding to the above scenario one. For another example, the braking The braking system 200 works through a redundant scheme, and the booster device 119 provides braking force to the brake wheel cylinders (17, 18, 19, 20) according to the braking force demand. The control valve in the braking system 200 can be in a state corresponding to the above scenario. For another example, taking the braking system 200 shown in Figure 2, the wire control braking mode is an example, the power assist mechanism does not respond to the first operation information, for example, the booster device 130 can be controlled to be closed or not to be actuated. For another example, since the booster device 130 needs to be connected to the brake wheel cylinder to provide braking force, it can be controlled The isolation valves (137, 138) and / or the isolation valve 134 are in the disconnected state, thereby disconnecting the connection between the booster device 130 and the brake wheel cylinders (17, 18, 19, 20). Even if the booster device 130 is actuated according to the braking force demand, the active booster unit cannot provide braking force to the brake wheel cylinder due to the disconnection of the isolation valves (137, 138) and / or the isolation valve 134. In other words, the active booster unit does not respond to the user's operation of the brake pedal. For example, the inlet valves (9, 10, 11, 12) is in a disconnected state, thereby cutting off the connection between the boosting devices 130, 119 and the brake wheel cylinder, so that the braking system appears to be unresponsive to the user's operation of the brake pedal. That is to say, one or more control valves connecting the boosting device 130 to the brake wheel cylinder can also be understood as part of the power-assisting mechanism; for example, taking the braking system 300, the braking system 400, and the braking system 500 as examples, regarding the situation where the power-assisting mechanism does not respond to the first operation information, you can refer to the description of the above scenario 2, which will not be repeated here for the sake of brevity.

[0198] Optionally, the vehicle includes a braking system, which may include a first booster device, the first booster device being used to adjust the pressure of the brake fluid in the first brake line to control the braking force applied to the wheels of the vehicle, the first operation information being used to indicate braking of the vehicle, and the power assist mechanism of the vehicle being controlled not to respond to the first operation information when operating in the second mode, including: when operating in the second mode, controlling the first booster device to be closed or inactive.

[0199] Illustratively, the power-boosting mechanism of the braking system may include the first pressure-boosting device, and the first brake line may include a brake line connected to a wheel-brake cylinder, which is used to apply braking force to the wheels. For example, taking the braking system 200 as an example, when the active boosting unit is working normally, the first boosting device may be the boosting device 130; when the active boosting unit fails, the braking system 200 adopts a redundant braking solution, and the first boosting device may be the boosting device 119; for another example, taking the braking system 300 as an example, the first boosting device may include the boosting device 160, which may adjust the pressure of the brake fluid in the inlet pipeline (for example, the brake circuit supply pipeline (171, 172), the brake pipeline where the inlet valve (9, 10, 11, 12) is located, etc.) to control the braking force applied to the wheels of the vehicle; for another example, taking the braking system 300 as an example, the first boosting device may include the boosting device 160, and the first brake pipeline may include the brake pipeline where the inlet valve (9, 10, 11, 12) is located, and when the inlet valve is in a conducting state, it may also include the brake pipeline such as the brake circuit supply pipeline (171, 172) that is connected to the brake wheel cylinder.

[0200] Optionally, the braking system includes a first control valve, and when the first control valve is in a conducting state, the first boosting device is connected to the first brake line, or, when the first control valve is in a disconnected state, the first boosting device is disconnected from the first brake line. When working in the second mode, controlling the power assist mechanism of the vehicle not to respond to the first operation information may include: when working in the second mode, controlling the first control valve to be in a disconnected state.

[0201] Exemplarily, one or more control valves may be included between the first pressure boosting device and the first brake line. When the one or more control valves are in the on state, the first pressure boosting device can control the braking force applied to the wheel by adjusting the pressure of the brake fluid in the first brake line. For example, taking the braking system 200, the first pressure boosting device is the pressure boosting device 130, and the wheel corresponding to the brake wheel cylinder 17 as an example, for example, the first control valve may include a control valve 134 and a control valve 137. When the control valves 134 and 137 are on, the pressure boosting device 130 can adjust the pressure of the brake fluid in the brake circuit supply line 171. The first control valve may also include an inlet valve 9. When the inlet valve 9 is on, the pressure boosting device 130 can adjust the pressure of the brake fluid in the brake wheel cylinder. For another example, when the control valve 134 and / or the control valve 137 are in the off state, the pressure boosting device 130 is disconnected from the brake circuit supply line 171 and is also disconnected from the inlet valve 9. The brake line where it is located is disconnected. For example, when the liquid inlet valve 9 is disconnected, the boosting device 130 is disconnected from the brake wheel cylinder 17. As a result, when the user operates the brake pedal, for example, when the user steps on the brake pedal, the boosting device 130 cannot provide braking force for the brake wheel cylinder 17, which is manifested as the boosting device 130 not responding to the user's input to the brake pedal. That is to say, when a plurality of control valves are included between the first boosting device and the first brake line, that is, when the first control valve includes a plurality of control valves, controlling the first control valve to be in a disconnected state may be to control at least one of the plurality of control valves to be in a disconnected state, thereby disconnecting the connection between the first boosting device and the first brake line.

[0202] Optionally, the braking system also includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the vehicle's wheels by adjusting the pressure of the brake fluid in the first brake line; when the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line; the second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line; the second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve; the third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device; the method may further include: when working in the second mode, controlling the second control valve to be in a disconnected state, and controlling the third control valve to be in a conducting state.

[0203] For example, when the second control valve is on, the master cylinder can communicate with the first brake line, and when the second control valve is off, the master cylinder can be disconnected from the first brake line. For example, taking brake system 300 and wheel cylinder 20 as an example, the second control valve can include control valve 118, the second brake line can include the brake line between master cylinder 210 and control valve 118, and the third control valve can include control valve 152. When control valve 152 is on, pedal feel simulator 151 can communicate with the second brake line to provide pedal feel. When control valve 153 is off, pedal feel simulator 151 is disconnected from the second brake line. For another example, taking brake system 200 as an example, when control valve 118 is off and control valve 152 is on, pedal feel simulator 151 can provide a user with pedal feel based on the pressure of the brake fluid in the brake line between pressure outlet port 22 of master cylinder 210 and control valve 118.

[0204] In an embodiment of the present application, by controlling the second control valve to be in a disconnected state and the third control valve to be in a connected state, the pedal feel simulation device can provide the user with a pedal feel based on the pressure of the brake fluid in the brake line between the brake master cylinder and the second control valve. For example, in a scenario where the user operates a game application through the vehicle's brake pedal, a better gaming experience can be provided to the user.

[0205] Optionally, the method may further include: when operating in the second mode, controlling the second control valve to be in an on state, and controlling the third control valve to be in an off state.

[0206] In an embodiment of the present application, by controlling the third control valve to be in a disconnected state, the connection between the pedal feel simulation device and the second brake line can be disconnected, so that the pedal feel simulation device does not respond to the user's operation of the brake pedal, thereby protecting the pedal feel simulation device and improving the service life of the pedal feel simulation device.

[0207] Optionally, the vehicle includes a braking system, which includes a hub motor, which is used to adjust the braking force applied to the wheels of the vehicle. The first operation information is used to indicate braking of the vehicle. When operating in the second mode, controlling the power assist mechanism of the vehicle not to respond to the first operation information may include: when operating in the second mode, controlling the hub motor to turn off or not operate.

[0208] For example, for a braking system using a hub motor, the hub motor may be controlled to be turned off or inactive, so that the braking system may not respond to user input to the braking system.

[0209] In the embodiments of the present application, a braking system or vehicle using a hub motor can control the hub motor to be turned off or inactive so that the hub motor does not respond to user input to operating devices such as the brake pedal, thereby increasing the service life of the hub motor.

[0210] For example, in a steering system, the power assist mechanism may include a device or mechanism for implementing a steering function in a drive-by-wire mode. In this case, the power assist mechanism may also be referred to as a steering assist mechanism. For example, in the steering system 600 , the steering assist mechanism may include a steering drive device 63 .

[0211] Optionally, the vehicle includes a steering drive device and a transmission component, the transmission component is used to convert the acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, the first operation information is used to indicate the steering of the vehicle, and when working through the second mode, the power assist mechanism of the vehicle is controlled not to respond to the first operation information, which may include: when working through the second mode, controlling the steering drive device to turn off or not operate.

[0212] Exemplarily, the steering drive device, for example, taking the steering system 600 as an example, can be the steering drive device 63, and for another example, taking the steering system 700 as an example, can be the inner drive device 67 and the outer drive device 69; the transmission mechanism, taking the steering system 600 as an example, can include the transmission device 64, and for another example, taking the steering system 700 as an example, can include the inner transmission device 69 and the outer transmission device 70.

[0213] In the embodiment of the present application, when operating in the second mode, the steering drive device is controlled to be turned off or inactive, so that the power assist mechanism of the steering system does not respond to the user's operation, and the service life of the steering drive device can be improved.

[0214] Optionally, the operation mode is the second mode, and the method may further include: obtaining the first operation information; determining expected actuation information based on the first operation information, wherein the expected actuation information includes the number of times the power assist mechanism is expected to actuate in response to the first operation information.

[0215] For example, since the power assist mechanism does not respond to the first operation information in the second mode, the expected actuation information can be understood as the expected actuation information (e.g., actuation duration, number of actuations, etc.) of the power assist mechanism in response to the first operation information, assuming that the operating mode is the first mode. For example, taking the brake system 200 as an example, in the second mode, the booster device 130 can be in a closed state, the booster device 119 can be in a closed state, the isolation valves (117, 118, 134, 137, 138) can be controlled to be in a disconnected state, and the control valve 152 can be in a conductive state. In this case, when the user operates the brake pedal 215, the user's required braking force can be determined. Based on the required braking force, if the brake system 200 is in the first mode, the number of actuations, duration, and other actuation information of each device of the brake system 200, such as the booster device 130, the booster device 119, the control valves (134, 137, 138), and the inlet valve, etc., are required to achieve the required braking force.

[0216] In the embodiment of the present application, when working in the second mode, although the power-assisting mechanism may not respond to the user's manipulation of the braking system and the steering system, other devices in the braking system and the steering system may be actuated based on the user's manipulation. Therefore, by determining the expected actuation information, the difference in the number of times the actuated part and the non-actuated part of the above-mentioned system work can be determined, which is beneficial for separately determining the remaining service life of each device, for managing the service life of each device, and for prompting the user when the service life of each device expires.

[0217] Optionally, before determining that the operating mode is the second mode, the method may further include: acquiring vehicle status information and / or surrounding environment information; and determining whether the vehicle status information and / or surrounding environment information meets preset conditions.

[0218] For example, if the vehicle is in an unsafe environment or state, the operating mode is determined to be the second mode. Since the vehicle's power steering mechanism may no longer respond to the user's operation, it may affect the safety of the vehicle and the user. Therefore, before determining the operating mode to be the second mode, the safety of the vehicle can be guaranteed by determining whether the vehicle status information and / or the surrounding environment information meets the preset conditions. For example, when it is determined that the vehicle is in a parking state, it can be considered that the vehicle is in a safe state, and the vehicle state can be considered to meet the preset conditions; for another example, when it is determined that the vehicle is in a parking lot or a parking space, it can be considered that the vehicle is in a safe surrounding environment, and the preset conditions can be considered to be met; for another example, when it is determined that the remaining power of the vehicle is greater than or equal to a preset threshold (for example, 15% power, 20% power, etc.), the remaining power can be considered to meet the preset conditions, and the operation mode can be determined as the second mode; for another example, when it is determined that the remaining fuel of the vehicle is greater than or equal to a preset threshold (for example, 15% fuel, 18% fuel, etc.), it can be considered to meet the preset conditions; for another example, the vehicle's cruising range is greater than or equal to a preset threshold (for example, 30 kilometers, 50 kilometers, etc.); for another example, in the process from obtaining the indication information to determining the operation mode as the second mode, a certain amount of processing time may be required to determine whether the preset conditions for determining the operation mode as the second mode are met. In this process, the operation mode can be the first mode, and the working state in this process can be called a standby state. It should be understood that the above description of the preset conditions is only an example and the embodiments of the present application do not limit this.

[0219] In the embodiment of the present application, since the power assist mechanism may not respond to the user's operation when working in the second mode, before the operation mode is determined to be the second mode, by determining the vehicle status information and / or the surrounding environment information, it can be ensured that when the operation mode is determined to be the second mode, the vehicle is in a safe environment and state, which is conducive to ensuring the safety of the user and the vehicle.

[0220] Optionally, obtaining the indication information may include: obtaining the indication information when determining that the game application is in a running state.

[0221] For example, whether the game application is in the running state may be determined based on the detected user input to the game application. For example, a vehicle may include an interactive device such as a central control screen. When it is detected that a user clicks on the icon of a game application on the central control screen, it can be determined that the game application is in a running state. For another example, some game applications may include a setting interface. For example, a game mode (such as "simple mode" or "difficult mode") can be selected through the setting interface. The game operation method, picture quality, volume, etc. can be set through the setting interface. When the setting interface of the game application is displayed on the interactive device such as the central control screen, it can also be considered that the game application is not in a running state. When the main program of the game application is running, for example, after the user selects "simple mode" on the setting interface, the interactive device such as the central control screen displays the game interface under the "simple mode", that is, the main program of the game application is running. At this time, it can be considered that the game application is in a running state. For another example, when the device running the game application is different from the device executing the control method 800, when it is determined that the game application is in a running state, the device running the game application can send game application running indication information. Accordingly, the device executing the method 800 can obtain the game application running indication information, so that the operation mode can be determined as the second mode. It should be understood that the above description of game applications is only an example and the embodiments of the present application do not limit this.

[0222] The following describes a flow chart of another control method provided by an embodiment of the present application in conjunction with FIG9 . This method can be used in conjunction with the braking system, steering system, and vehicle described in FIG2 to FIG7 . The method 900 may include the following steps:

[0223] S905: Obtain second mode trigger information.

[0224] For example, given that in normal driving scenarios, the power assist mechanism often needs to respond to user manipulation of the braking system and steering system, the first mode can be set as the default manipulation mode in the system configuration. For example, when the vehicle is powered on, the manipulation mode is determined to be the first mode based on the system configuration.

[0225] For example, when a user triggers the second mode, second mode trigger information can be obtained. This second mode trigger information can be used to indicate that the operation mode is determined to be the second mode. For example, the second mode trigger information can be determined based on the obtained voice instructions, gesture instructions, and instructions corresponding to eye tracking. For example, if a voice instruction "enable game mode" is detected during voice interaction, the second mode trigger information can be determined. For another example, the second mode trigger information can be determined based on the user's operation information on physical or virtual keys or buttons. For example, if a user triggers a virtual key for "game mode" or "exhibition hall mode" on an interactive device such as a central control screen, the second mode trigger information can be determined.

[0226] S910: Determine whether a preset condition is met.

[0227] For example, before the operation mode is determined to be the second mode, the vehicle status information and / or the surrounding environment information may be obtained to determine whether the vehicle status information and / or the surrounding environment information meet the preset conditions. For example, it is determined whether the vehicle's remaining power, remaining fuel, and mileage meet preset thresholds, and whether the parking brake mechanism is enabled; for another example, it is determined whether the vehicle is in a parking space; for another example, when operating in the second mode, if the vehicle's remaining power, remaining fuel, etc. do not meet the preset conditions (for example, the vehicle's remaining power is less than or equal to 8%, 10%, etc.), the user may be prompted to switch the operation mode. For example, a prompt message "Your car is low on power, it is recommended to exit the game mode" may be displayed through an interactive device such as a central control screen, or the user may be prompted by voice or other means.

[0228] S915: Determine the operation mode as the second mode.

[0229] For the second mode, reference may be made to the description of the above method 800 .

[0230] The following describes a flow chart of another control method provided by an embodiment of the present application in conjunction with FIG10 . This method can be used in conjunction with the braking system, steering system, and vehicle shown in FIG2 to FIG7 . The method 1000 can include the following steps:

[0231] S1005: Determine the manipulation mode as the first mode.

[0232] For example, when the vehicle is powered on, the operating mode may be set to the first mode.

[0233] S1010, detecting an operation to trigger the second mode.

[0234] Exemplarily, the operation of triggering the second mode can be detected based on voice instructions, gesture instructions, eye tracking, etc., or based on the user's operation on physical or virtual keys, buttons, etc., or other processing devices can detect the operation of triggering the second mode in the above manner and send a message to instruct the control device executing the method to trigger the second mode.

[0235] When an operation triggering the second mode is detected, the process may jump to step S1015 ; when no operation triggering the second mode is detected, the process may jump to step S1005 .

[0236] S1015, enter standby state.

[0237] S1020: Determine whether the second mode is activated.

[0238] Exemplarily, when the second mode is activated, the process may jump to step S1025 , and when the second mode is not activated, the process may jump to step S1015 .

[0239] S1025, controlling the power-assisting mechanism of the braking system and the power-assisting mechanism of the steering system to be turned off.

[0240] For example, the boosting device of the braking system may be controlled to be closed, the isolation valve corresponding to the boosting device may be controlled to be in an open state, and the steering drive device of the steering system may be controlled to be closed.

[0241] S1030: When it is determined that the condition for exiting the second mode is met, the operation mode is determined to be the first mode.

[0242] For example, the operation indicating the exit from the second mode can be detected based on the user's operation on a physical or virtual key, button, etc., or based on a voice command, a gesture command, or eye tracking, and can also be understood as an operation indicating the switching of the operation mode to the first operation mode. For example, when it is detected that the user clicks "Exit Game Mode" on the central control screen, the second mode can be exited; for another example, when it is detected that the remaining power of the vehicle is less than or equal to a preset threshold (such as 10%, 12%, etc.), the user can be prompted to exit the second mode (for example, by prompting the user through display, voice, etc., "The battery is low, please exit the current mode and charge as soon as possible"). When the user's affirmative response is detected, the second mode can be exited and the operation mode can be determined as the first mode.

[0243] Illustratively, the above control methods 800 , 900 , and 1000 may be combined with each other, and the embodiments of the present application do not limit this.

[0244] The present application also provides an apparatus for implementing any of the above methods. For example, an apparatus includes units for implementing each step performed by a chip, a vehicle, a vehicle-mounted system, etc. in any of the above methods. For example, please refer to Figure 11, which is a schematic diagram of the structure of a control apparatus provided in an embodiment of the present application. The apparatus 2000 may include an acquisition unit 2010 and a processing unit 2020.

[0245] The acquisition unit 2010 may be configured to acquire indication information, which may be used to indicate an operation mode. The processing unit 2020 may be configured to determine an operation mode based on the indication information. The operation mode may include a first mode or a second mode. When operating in the first mode, the power-assisting mechanism of the vehicle is controlled to respond to first operation information, which is used to indicate braking or steering of the vehicle. When operating in the second mode, the power-assisting mechanism of the vehicle is controlled not to respond to the first operation information. A description of the power-assisting mechanism may refer to the aforementioned method 800.

[0246] Optionally, the vehicle includes a braking system, which may include a first boosting device, which is used to adjust the pressure of the brake fluid in the first brake line to control the braking force applied to the wheels of the vehicle. The first operation information is used to indicate braking of the vehicle. The processing unit 2020 can be specifically used to control the first boosting device to be closed or inactivated when working in the second mode.

[0247] Optionally, the braking system includes a first control valve, and when the first control valve is in a conducting state, the first boosting device is connected to the first brake line, or, when the first control valve is in a disconnected state, the first boosting device is disconnected from the first brake line. The processing unit 2020 can be specifically used to control the first control valve to be in a disconnected state when working in the second mode.

[0248] Optionally, the braking system also includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the vehicle's wheels by adjusting the pressure of the brake fluid in the first brake line; when the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line; the second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line; the second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve; the third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device; the processing unit 2020 can also be used to control the second control valve to be in a disconnected state and to control the third control valve to be in a conducting state when working in the second mode.

[0249] Optionally, the processing unit 2020 may also be configured to, when operating in the second mode, control the second control valve to be in an on state and control the third control valve to be in an off state.

[0250] Optionally, the vehicle includes a braking system, which includes a hub motor, which is used to adjust the braking force applied to the wheels of the vehicle. The first operation information is used to indicate braking of the vehicle. The processing unit 2020 can be specifically used to control the hub motor to shut down or not operate when working in the second mode.

[0251] Optionally, the vehicle includes a steering drive device and a transmission component, the transmission component is used to convert the acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, the first operation information is used to indicate the steering of the vehicle, and the processing unit 2020 can be specifically used to control the steering drive device to be turned off or inactive when working in the second mode.

[0252] Optionally, the acquisition unit 2010 may also be used to acquire the first operation information, and the processing unit 2020 may also be used to determine expected action information based on the first operation information.

[0253] Optionally, before determining that the operating mode is the second mode, the acquisition unit 2010 can also be used to obtain vehicle status information and / or surrounding environment information, and the processing unit 2020 can also be used to determine whether the vehicle status information and / or surrounding environment information meets preset conditions.

[0254] Optionally, the processing unit 2020 may also be configured to obtain the indication information when it is determined that the game application is in a running state.

[0255] It should be understood that the division of the various units in the above device is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. Furthermore, the units in the device may be implemented in the form of a processor calling software; for example, the device includes a processor connected to a memory storing instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or the functions of the various units in the device. The processor may be a general-purpose processor, such as a CPU or a microprocessor, and the memory may be a memory within the device or external to the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented through the design of the hardware circuits. The hardware circuits may be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units may be implemented through the design of the logical relationships between the components within the circuits. In another implementation, the hardware circuit may be implemented using a PLD, such as an FPGA, which may include a large number of logic gate circuits. The connections between the logic gate circuits are configured using a configuration file to implement the functions of some or all of the above units. All units of the above apparatus may be implemented entirely in the form of software called by a processor, or entirely in the form of hardware circuits, or partially in the form of software called by a processor and the rest in the form of hardware circuits.

[0256] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and execute instructions, such as a CPU, a microprocessor, a GPU, or a DSP. In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0257] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0258] In addition, the various units in the above devices can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the device. The type of the at least one processor can be different, for example, including a CPU and FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0259] Figure 12 is a schematic block diagram of a controller according to an embodiment of the present application. The controller 3000 shown in Figure 12 may include: a memory 3010, a processor 3020, and a communication interface 3030. The memory 3010, the processor 3020, and the communication interface 3030 are connected via an internal connection path. The memory 3010 is used to store instructions, and the processor 3020 is used to execute the instructions stored in the memory 3020 to control the communication interface 3030 to receive / send information, for example, to receive the indication information. Optionally, the memory 3010 may be coupled to the processor 3020 via an interface, or may be integrated with the processor 3020.

[0260] The communication interface 3030 includes but is not limited to a transceiver or other transceiver device, which is used to implement communication between the controller 3000 and other devices or communication networks. The communication interface 3030 may also include an input / output interface.

[0261] In addition, when the present application introduces the braking system in conjunction with the drawings, the drawings schematically illustrate two working states (disconnected or connected) that each control valve can achieve, and do not limit the current working state of the control valve to that shown in the drawings.

[0262] It should be noted that the "first brake line," "second brake line," and other hydraulic lines referred to in this application can be understood as one or more sections of hydraulic lines that implement a certain function. For example, the first brake line includes one or more sections of brake lines that communicate with the wheel cylinder.

[0263] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in this article is merely a way to describe the association relationship of associated objects, indicating that three relationships can exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0264] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0265] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0266] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0267] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0268] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0269] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk, or an optical disk.

[0270] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A control method, characterized in that: include: Acquiring indication information, where the indication information is used to indicate an operation mode; According to the indication information, the operating mode is determined, and the operating mode includes a first mode or a second mode, wherein, when working through the first mode, the power assist mechanism for controlling the vehicle responds to first operating information, and the first operating information is used to indicate braking or steering of the vehicle; or, when working through the second mode, the power assist mechanism for controlling the vehicle does not respond to the first operating information.

2. The control method according to claim 1, characterized in that: The vehicle includes a braking system including a first pressure boosting device, the first pressure boosting device being used to control a braking force applied to a wheel of the vehicle by adjusting a pressure of brake fluid in a first brake line, the first operation information being used to instruct braking of the vehicle, and the controlling the power assist mechanism of the vehicle to not respond to the first operation information when operating in the second mode, comprising: When operating in the second mode, the first supercharging device is controlled to be closed or inactive.

3. The control method according to claim 1 or 2, characterized in that: The brake system includes a first control valve. When the first control valve is in an on state, the first pressure boosting device is in communication with the first brake line, or when the first control valve is in an off state, the first pressure boosting device is disconnected from the first brake line. When operating in the second mode, controlling the power assist mechanism of the vehicle not to respond to the first operation information includes: When operating in the second mode, the first control valve is controlled to be in an off state.

4. The control method according to any one of claims 1 to 3, characterized in that: The vehicle includes a braking system, which further includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line. When the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line. The second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line. The second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve. The third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device. The control method further includes: When operating in the second mode, the second control valve is controlled to be in an off state, and the third control valve is controlled to be in an on state; or, When operating in the second mode, the second control valve is controlled to be in an on state, and the third control valve is controlled to be in an off state.

5. The control method according to any one of claims 1 to 4, characterized in that: The vehicle includes a braking system including an in-wheel motor configured to adjust a braking force applied to a wheel of the vehicle. The first operation information is configured to instruct braking of the vehicle. When operating in the second mode, controlling the power assist mechanism of the vehicle to not respond to the first operation information includes: When operating in the second mode, the wheel hub motor is controlled to be turned off or inactive.

6. The control method according to any one of claims 1 to 5, characterized in that: The vehicle includes a steering drive device and a transmission member, the transmission member is used to convert acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission member, the first operation information is used to instruct steering of the vehicle, and when operating in the second mode, controlling the power assist mechanism of the vehicle not to respond to the first operation information includes: When operating in the second mode, the steering drive device is controlled to be closed or inactive.

7. The control method according to any one of claims 1 to 6, characterized in that: The manipulation mode is the second mode, and the control method further includes: Acquiring the first operation information; Expected actuation information is determined based on the first operation information, wherein the expected actuation information includes the number of times the power assist mechanism is expected to actuate in response to the first operation information.

8. The control method according to any one of claims 1 to 7, characterized in that: Before determining that the manipulation mode is the second mode, the control method further includes: Obtain vehicle status information and / or surrounding environment information; Determine whether the vehicle status information and / or the surrounding environment information meets a preset condition.

9. The control method according to any one of claims 1 to 8, characterized in that: The vehicle includes a game application, and the obtaining instruction information includes: When it is determined that the game application is in a running state, the indication information is obtained.

10. A control device, characterized in that: include: an acquiring unit, configured to acquire indication information, wherein the indication information is used to indicate an operation mode; A processing unit is used to determine the operating mode based on the indication information, and the operating mode includes a first mode or a second mode, wherein, when working in the first mode, the power assist mechanism for controlling the vehicle responds to first operating information, and the first operating information is used to indicate braking or steering of the vehicle; or, when working in the second mode, the power assist mechanism for controlling the vehicle does not respond to the first operating information.

11. The control device according to claim 10, characterized in that: The vehicle includes a braking system, the braking system includes a first pressure boosting device, the first pressure boosting device is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of brake fluid in a first brake line, the first operation information is used to instruct braking of the vehicle, and the processing unit is specifically used to: When operating in the second mode, the first supercharging device is controlled to be closed or inactive.

12. The control device according to claim 10 or 11, characterized in that: The brake system includes a first control valve. When the first control valve is in an on state, the first pressure boosting device is in communication with the first brake line. Alternatively, when the first control valve is in an off state, the first pressure boosting device is disconnected from the first brake line. The processing unit is specifically configured to: When operating in the second mode, the first control valve is controlled to be in an off state.

13. The control device according to any one of claims 10 to 12, characterized in that: The vehicle includes the braking system, which further includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line and is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line. When the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line. The second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line. The second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve. The third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device. The processing unit is further used to: When operating in the second mode, the second control valve is controlled to be in an off state, and the third control valve is controlled to be in an on state; or, When operating in the second mode, the second control valve is controlled to be in an on state, and the third control valve is controlled to be in an off state.

14. The control device according to any one of claims 10 to 13, characterized in that: The vehicle includes a braking system, the braking system includes an in-wheel motor, the in-wheel motor is used to adjust the braking force applied to the wheels of the vehicle, the first operation information is used to instruct braking of the vehicle, and the processing unit is specifically used to: When operating in the second mode, the wheel hub motor is controlled to be turned off or inactive.

15. The control device according to any one of claims 10 to 14, characterized in that: The vehicle includes a steering drive device and a transmission component, the transmission component is used to convert the acquired power to apply a steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, the first operation information is used to instruct the vehicle to turn, and the processing unit is specifically used to: When operating in the second mode, the steering drive device is controlled to be closed or inactive.

16. The control device according to any one of claims 10 to 15, characterized in that: The acquisition unit is further configured to: Acquiring the first operation information; The processing unit is further configured to: Expected actuation information is determined based on the first operation information, wherein the expected actuation information includes the number of times the power assist mechanism is expected to actuate in response to the first operation information.

17. The control device according to any one of claims 10 to 16, characterized in that: Before determining that the manipulation mode is the second mode, the acquiring unit is further configured to: Obtain vehicle status information and / or surrounding environment information; The processing unit is further configured to: Determine whether the vehicle status information and / or the surrounding environment information meets a preset condition.

18. The control device according to any one of claims 10 to 17, characterized in that: The vehicle includes a game application, and the acquisition unit is specifically configured to: When it is determined that the game application is in a running state, the indication information is obtained.

19. A braking system, characterized in that: The braking system includes a brake booster mechanism and a control device. The control device is used to: obtain indication information, wherein the indication information is used to indicate an operation mode; determine the operation mode based on the indication information, wherein the operation mode includes a first mode or a second mode, wherein, when working through the first mode, the brake booster mechanism is controlled to respond to first operation information, and the first operation information is used to indicate braking of the vehicle; or, when working through the second mode, the brake booster mechanism is controlled not to respond to the first operation information.

20. The braking system according to claim 19, wherein: The brake booster mechanism includes a first pressure boosting device, which is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line. The control device is specifically used to: When operating in the second mode, the first supercharging device is controlled to be closed or inactive.

21. The braking system according to claim 19 or 20, characterized in that The brake system includes a first control valve. When the first control valve is in an on state, the first pressure boosting device is in communication with the first brake line. Alternatively, when the first control valve is in an off state, the control device is specifically configured to: When operating in the second mode, the first control valve is controlled to be in an off state.

22. The brake system according to any one of claims 19 to 21, characterized in that The braking system further includes a brake master cylinder, a second control valve, a pedal feel simulation device and a third control valve, wherein when the second control valve is in a conducting state, the brake master cylinder is communicated with the first brake line, and is used to control the braking force applied to the wheels of the vehicle by adjusting the pressure of the brake fluid in the first brake line. When the third control valve is in a conducting state, the pedal feel simulation device is communicated with the second brake line, and is used to determine the pedal feel by sensing the pressure of the brake fluid in the second brake line. The second control valve is located on the brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the first brake line. The second brake line includes a brake line between the pressure outlet port of the brake master cylinder and the pressure inlet port of the second control valve. The third control valve is located on the brake line between the pressure outlet port of the second brake line and the pressure inlet port of the pedal feel simulation device. The control device is further used to: When operating in the second mode, the second control valve is controlled to be in an off state, and the third control valve is controlled to be in an on state; or, When operating in the second mode, the second control valve is controlled to be in an on state, and the third control valve is controlled to be in an off state.

23. The braking system according to any one of claims 19 to 22, characterized in that The brake booster mechanism includes a hub motor, which is used to adjust the braking force applied to the wheels of the vehicle. The first operation information is used to instruct braking of the vehicle. The control device is specifically used to: When operating in the second mode, the wheel hub motor is controlled to be turned off or inactive.

24. The braking system according to any one of claims 19 to 23, characterized in that The control device is also used for: Expected actuation information is determined based on the first operation information, wherein the expected actuation information includes the number of times the brake boosting mechanism is expected to actuate in response to the first operation information.

25. The braking system according to any one of claims 19 to 24, characterized in that Before determining that the operation mode is the second mode, the control device is further configured to: Obtain vehicle status information and / or surrounding environment information; Determine whether the vehicle status information and / or the surrounding environment information meets a preset condition.

26. A steering system, characterized in that: The steering system includes a steering assist mechanism and a control device. The control device is used to: obtain indication information, wherein the indication information is used to indicate an operating mode; determine the operating mode based on the indication information, wherein the operating mode includes a first mode or a second mode, wherein, when operating in the first mode, the steering power mechanism is controlled to respond to first operating information, wherein the first operating information is used to indicate steering the vehicle; or, when operating in the second mode, the steering power mechanism is controlled not to respond to the first operating information.

27. The steering system according to claim 26, characterized in that The steering system includes a transmission component, the steering assist mechanism includes a steering drive device, the transmission component is used to convert the acquired power to apply steering force to the wheels of the vehicle, the steering drive device is used to provide power to the transmission component, and the control device is specifically used to: When operating in the second mode, the steering drive device is controlled to be closed or inactive.

28. The steering system according to claim 26 or 27, characterized in that The control device is also used for: Expected actuation information is determined based on the first operation information, wherein the expected actuation information includes the number of times the steering assist mechanism is expected to actuate in response to the first operation information.

29. The steering system according to any one of claims 26 to 28, characterized in that Before determining that the operation mode is the second mode, the control device is further configured to: Obtain vehicle status information and / or surrounding environment information; Determine whether the vehicle status information and / or the surrounding environment information meets a preset condition.

30. A control device, characterized in that: The control device comprises a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit is used to execute the instructions stored in the processing unit, so that the control device executes the control method according to any one of claims 1 to 9.

31. A vehicle, characterized in that: A control device comprising any one of claims 10 to 18, or a braking system comprising any one of claims 19 to 25, or a steering system comprising any one of claims 26 to 29, or a control device comprising claim 30.

32. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a computer, the control method according to any one of claims 1 to 9 is implemented.

33. A computer program product, characterized in that The computer program product includes computer program code. When the computer program code is run on a computer, the control method according to any one of claims 1 to 9 is executed.

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