Brake boosting control system, method and device and related equipment thereof

Abstract

The invention relates to a brake assistance control system, method and device and related equipment. The brake boosting control system is characterized by comprising a plurality of wheel cylinders, at least two brake master cylinders and a plurality of switch valves, the switch valves comprise the first switch valve, the first switch valve is connected between any wheel cylinder and any brake master cylinder, and the second switch valve is connected between any brake master cylinder and any wheel cylinder. And on-off of the first switch valve is used for controlling on-off of a pressure transmission path between the brake master cylinder and the wheel cylinder.

Description

Technical Field

[0001] The present application relates to the field of electronic technology, and in particular to a brake assist control system, method, device and related equipment. Background Art

[0002] The brake assist control system mainly uses motor assistance, and often adopts a redundant arrangement of an electronically controlled master cylinder and a hydraulic master cylinder in parallel.

[0003] In the related art, the brake assist method using a single electronically controlled master cylinder and a proportional valve causes the brake assist control system to have problems such as untimely brake assist response and low wheel cylinder pressure control accuracy. Summary of the invention

[0004] The embodiments of the present application provide a brake assist control system, method, device and related equipment, which aim to improve the response rate of the brake assist control system to avoid the problem of untimely brake assist response in the brake assist control system, so as to at least partially solve the above-mentioned technical problems.

[0005] In order to achieve the above object, according to a first aspect of the present application, a brake boost control system is provided, comprising:

[0006] multiple wheel cylinders;

[0007] at least two brake master cylinders, wherein the brake master cylinders are electronically controlled master cylinders; and

[0008] A plurality of switch valves include a first switch valve, wherein the first switch valve is connected between any one of the wheel cylinders and any one of the master brake cylinders, and the on-off of the first switch valve is used to control the on-off of the pressure transmission path between the master brake cylinder and the wheel cylinder.

[0009] According to a second aspect of the present application, a brake boost control method is further provided, which is applied to the brake boost control system as described in the first aspect, and the method comprises:

[0010] Obtaining the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle;

[0011] According to the brake pressure requirement and the target brake state, the master cylinder and the switch valve are controlled to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement.

[0012] According to a third aspect of the present application, a brake boost control device is also provided, the device comprising:

[0013] A first acquisition unit, used for acquiring the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle;

[0014] The first control unit is used to control the master brake cylinder and the switch valve to provide a braking pressure corresponding to the braking pressure requirement for each wheel cylinder according to the braking pressure requirement and the target braking state.

[0015] According to a fourth aspect of the present application, a vehicle is provided, comprising a brake assist control system as described in the first aspect.

[0016] According to a fifth aspect of the present application, there is also provided a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of the method described in the second aspect are implemented.

[0017] According to a sixth aspect of the present application, there is also provided an electronic device having a computer program stored thereon, which implements the steps of the method described in the second aspect when the computer program is executed by a processor.

[0018] According to the seventh aspect of the present application, a computer program product is also provided, comprising a computer program or instructions, which, when executed by a processor, implement the steps of the method described in the second aspect.

[0019] To summarize, in the embodiment of the present application, through the above-mentioned technical scheme, at least two brake master cylinders and a first switch valve are arranged in the brake assist control system, wherein the first switch valve is connected and arranged between any one of the wheel cylinders and any one of the brake master cylinders, so that the brake assist control system, with the cooperation of at least two brake master cylinders and the first switch valve, can improve the braking capacity of the brake assist control system, thereby improving the response rate of the brake assist control system, and avoiding the problem of untimely brake assist response in the brake assist control system.

[0020] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0022] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0023] Figure 1 is a schematic block diagram of a brake assist control system provided in an exemplary embodiment of the present disclosure;

[0024] Figure 2 is a structural schematic diagram of a specific brake assist control system provided in an exemplary embodiment of the present disclosure;

[0025] Figure 3 is a structural schematic diagram of another brake assist control system provided in an exemplary embodiment of the present disclosure;

[0026] Figure 4 is a flowchart of the steps of a brake assist control method provided in an exemplary embodiment of the present disclosure;

[0027] Figure 5 is a schematic diagram of a brake assist control device provided in an exemplary embodiment of the present disclosure;

[0028] Figure 6 is a schematic diagram of an electronic device provided in an exemplary embodiment of the present disclosure.

[0029] Description of reference numerals:

[0030] Brake assist control system 100, wheel cylinder 101, first switch valve 102, brake master cylinder 103, third switch valve 106, liquid storage pot 107;

[0031] A first wheel cylinder 1011, a second wheel cylinder 1012, a third wheel cylinder 1013, and a fourth wheel cylinder 1014;

[0032] A first wheel cylinder switching valve 1021, a second wheel cylinder switching valve 1022, a third wheel cylinder switching valve 1023 and a fourth wheel cylinder switching valve 1024;

[0033] A first brake master cylinder 1031 and a second brake master cylinder 1032;

[0034] A first master cylinder switch valve 1051 and a second master cylinder switch valve 1052;

[0035] A first redundant pressure relief valve 1091 , a second redundant pressure relief valve 1092 , a third redundant pressure relief valve 1093 , and a fourth redundant pressure relief valve 1094 . DETAILED DESCRIPTION

[0036] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0037] In the related art, the brake assist method using a single electronically controlled master cylinder and a proportional valve results in a brake assist control system having problems such as untimely brake assist response and low wheel cylinder pressure control accuracy.

[0038] In view of this, the present application provides a brake assist control system, method, device and related equipment thereof. By setting two electronically controlled master cylinders in the brake assist control system, the brake assist control system can improve the braking ability of the brake assist control system with the cooperation of the two brake master cylinders, thereby improving the response rate of the brake assist control system and avoiding the problem of untimely brake assist response in the brake assist control system.

[0039] See also Figures 1 to 3 , Figure 1 It is a structural schematic diagram of a brake assist control system provided in an embodiment of the present application, wherein the brake assist control system 100 includes a plurality of wheel cylinders 101, at least two brake master cylinders 103 and a plurality of switch valves, wherein the plurality of switch valves include a first switch valve 102, wherein the first switch valve 102 is connected and arranged between any one of the wheel cylinders 101 and any one of the brake master cylinders 103, and the on-off of the first switch valve 102 is used to control the on-off of the pressure transmission path between the brake master cylinder 103 and the wheel cylinder 101.

[0040] The number of the at least two brake master cylinders 103 can be two, three, or more than three, and can be set according to actual needs. The embodiment of the present application takes two brake master cylinders 103 as an example for illustration.

[0041] The number of wheel cylinders 101 may depend on the number of tires. Usually, one tire is matched with one wheel cylinder 101. The wheel cylinder 101 may provide braking force for the tire to adjust the rotation speed of the tire, thereby adjusting the driving speed of the vehicle.

[0042] The number of the first switch valves 102 is plural, and the number of the first switch valves 102 is the same as the number of the wheel cylinders 101 .

[0043] One end of each of the first switch valves 102 is communicated with the corresponding wheel cylinder 101 , and the other end of each of the first switch valves 102 is communicated with any one of the brake master cylinders 103 .

[0044] Among them, a pressure sensor is set in the brake master cylinder 103, and the pressure sensor is configured to collect the pressure in the brake master cylinder 103 in the brake assist control system 100. Compared with the solution of using a proportional valve in the related technology, the present application uses a switch valve between the brake master cylinder 103 and the wheel cylinder 101. When the switch valve between the brake master cylinder 103 and the wheel cylinder 101 is connected, its pressure sensor can collect the pressure of the wheel cylinder 101 in real time.

[0045] In the embodiment of the present application, through the above-mentioned technical scheme, at least two brake master cylinders 103 and a first switch valve 102 are set in the brake assist control system 100, wherein the first switch valve 102 is connected and set between any one of the wheel cylinders 101 and any one of the brake master cylinders 103, so that the brake assist control system 100 can improve the braking ability of the brake assist control system 100 with the cooperation of at least two brake master cylinders 103 and the first switch valve 102, thereby improving the response rate of the brake assist control system 100, and avoiding the problem of untimely brake assist response in the brake assist control system 100.

[0046] In some embodiments, the brake master cylinder 103 may be an electronically controlled master cylinder. Specifically, all of the at least two brake master cylinders 103 are electronically controlled master cylinders.

[0047] In the embodiment of the present application, the brake master cylinder 103 is set as an electronically controlled master cylinder, thereby realizing a control scheme in which the valve control in the related art is changed to a pump control scheme, so that the response rate of the brake assist control system 100 is faster, and the scheme combined with the switch valve makes the control accuracy higher.

[0048] In some embodiments, the plurality of wheel cylinders 101 include a first wheel cylinder 1011 , a second wheel cylinder 1012 , a third wheel cylinder 1013 and a fourth wheel cylinder 1014 , and the first switch valve 102 includes a first wheel cylinder switch valve 1021 , a second wheel cylinder switch valve 1022 , a third wheel cylinder switch valve 1023 and a fourth wheel cylinder switch valve 1024 .

[0049] In a specific embodiment, the first wheel cylinder 1011, the second wheel cylinder 1012, the third wheel cylinder 1013 and the fourth wheel cylinder 1014 correspond to the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the vehicle respectively.

[0050] like Figure 2 As shown, one end of the first wheel cylinder switch valve 1021 is connected to the first wheel cylinder 1011, and the other end of the first wheel cylinder switch valve 1021 is connected to any one of the brake master cylinders 103; one end of the second wheel cylinder switch valve 1022 is connected to the second wheel cylinder 1012, and the other end of the second wheel cylinder switch valve 1022 is connected to any one of the brake master cylinders 103; one end of the third wheel cylinder switch valve 1023 is connected to the third wheel cylinder 1013, and the other end of the third wheel cylinder switch valve 1023 is connected to any one of the brake master cylinders 103; one end of the fourth wheel cylinder switch valve 1024 is connected to the fourth wheel cylinder 1014, and the other end of the fourth wheel cylinder switch valve 1024 is connected to any one of the brake master cylinders 103.

[0051] In the above embodiment, a wheel cylinder switch valve is arranged between each wheel cylinder 101 and any brake master cylinder 103, so that each tire can be controlled individually, thereby improving the flexibility of braking.

[0052] In some embodiments, the plurality of switch valves further include at least one second switch valve, which is disposed between any one of the first switch valves 102 and any one of the master brake cylinders 103 .

[0053] The at least two brake master cylinders 103 include a first brake master cylinder 1031 and a second brake master cylinder 1032, and the opening and closing of the second switch valve is used to control the opening and closing of the pressure transmission path between the first brake master cylinder 1031 and the wheel cylinder 101; or to control the opening and closing of the pressure transmission path between the second brake master cylinder 1032 and the wheel cylinder 101.

[0054] like Figure 2 As shown, in some embodiments, the second switch valve includes a first master cylinder switch valve 1051 and a second master cylinder switch valve 1052; one end of the first master cylinder switch valve 1051 is connected to the first brake master cylinder 1031, and the other end of the first master cylinder switch valve 1051 is respectively connected to any one of the first switch valves 102; one end of the second master cylinder switch valve 1052 is connected to the second brake master cylinder 1032, and the other end of the second master cylinder switch valve 1052 is respectively connected to any one of the first switch valves 102.

[0055] In the above embodiment, at least two brake master cylinders 103 and a first switch valve 102 are arranged in the brake assist control system 100, wherein the first switch valve 102 is connected and arranged between any one of the wheel cylinders 101 and any one of the brake master cylinders 103, and a second switch valve is arranged between any one of the first switch valves 102 and any one of the brake master cylinders 103, so that the brake assist control system 100, with the cooperation of at least two brake master cylinders 103 and the first switch valve 102 and the second switch valve, can realize the pressure building in the idle stroke and the subsequent pressurization process after the pressure building is completed, thereby reducing the control time of the valve port size of the first switch valve 102 under different hydraulic resistance requirements, thereby further improving the response rate of the brake assist control system 100, and avoiding the problem of untimely brake assist response in the brake assist control system 100.

[0056] In some embodiments, the plurality of switch valves further include a third switch valve 106 , which is connected between any one of the first switch valves 102 and any one of the master brake cylinders 103 , and is used to decouple the pressure control between the master brake cylinder 103 and different wheel cylinders 101 .

[0057] In the above embodiment, by setting the third switch valve 106 between any one of the first switch valves 102 and any one of the brake master cylinders 103, the pressure control between the brake master cylinder 103 and different wheel cylinders 101 can be decoupled, so that the brake assist control system 100 can implement a more flexible braking scheme, improve the functional diversity of the brake assist control system 100, and improve the safety of driving braking.

[0058] In some embodiments, the multiple wheel cylinders 101 include a first group of wheel cylinders and a second group of wheel cylinders, the at least two brake master cylinders 103 include a first brake master cylinder 1031 and a second brake master cylinder 1032, one end of the third switch valve 106 is respectively connected to the first brake master cylinder 1031 and the first group of wheel cylinders, and the other end of the third switch valve 106 is respectively connected to the second brake master cylinder 1032 and the second group of wheel cylinders.

[0059] In the above embodiment, by grouping multiple wheel cylinders, decoupling of the braking forces between wheel cylinders in different groups can be achieved, so that the brake assist control system 100 can implement a more flexible braking scheme, thereby improving the functional diversity of the brake assist control system 100 and improving the safety of driving braking.

[0060] In some embodiments, Figure 3 As shown, the first group of wheel cylinders includes a first wheel cylinder 1011, and the second group of wheel cylinders includes a second wheel cylinder 1012, a third wheel cylinder 1013 and a fourth wheel cylinder 1014; one end of the third switch valve 106 is connected to the first wheel cylinder 1011 and the first brake master cylinder 1031, and the other end of the third switch valve 106 is connected to the second wheel cylinder 1012, the third wheel cylinder 1013, the fourth wheel cylinder 1014 and the second brake master cylinder 1032 respectively; or,

[0061] The first group of wheel cylinders includes a first wheel cylinder 1011 and a fourth wheel cylinder 1014, and the second group of wheel cylinders includes a third wheel cylinder 1013 and a second wheel cylinder 1012; one end of the third switch valve 106 is respectively connected to the first wheel cylinder 1011, the fourth wheel cylinder 1014, and the first brake master cylinder 1031, and the other end of the third switch valve 106 is respectively connected to the third wheel cylinder 1013, the second wheel cylinder 1012, and the second brake master cylinder 1032; or,

[0062] The first group of wheel cylinders includes a first wheel cylinder 1011 and a third wheel cylinder 1013, and the second group of wheel cylinders includes a fourth wheel cylinder 1014 and a second wheel cylinder 1012; one end of the third switch valve 106 is respectively connected to the first wheel cylinder 1011, the third wheel cylinder 1013, and the first brake master cylinder 1031, and the other end of the third switch valve 106 is respectively connected to the fourth wheel cylinder 1014, the second wheel cylinder 1012, and the second brake master cylinder 1032; or,

[0063] The first group of wheel cylinders includes a first wheel cylinder 1011, a third wheel cylinder 1013 and a fourth wheel cylinder 1014, and the second group of wheel cylinders includes a second wheel cylinder 1012; one end of the third switch valve 106 is respectively connected to the first wheel cylinder 1011, the third wheel cylinder 1013, the fourth wheel cylinder 1014 and the first brake master cylinder 1031, and the other end of the third switch valve 106 is respectively connected to the second wheel cylinder 1012 and the second brake master cylinder 1032.

[0064] In one embodiment, the first wheel cylinder 1011, the second wheel cylinder 1012, the third wheel cylinder 1013 and the fourth wheel cylinder 1014 may be respectively disposed on the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the vehicle. That is, it can be understood that the first wheel cylinder 1011 and the second wheel cylinder 1012 corresponding to the left front wheel and the right front wheel need to be located on both sides of the third switch valve 106, that is, the third switch valve 106 is mainly used to decouple the two front wheels of the vehicle, while the two rear wheels can be decoupled by using the feedback braking of the two rear motors.

[0065] In some embodiments, when two motors are arranged at the front part of the vehicle, that is, controlling two tires, the wheel cylinders corresponding to the two rear tires can be respectively arranged on both sides of the third switch valve, that is, the first wheel cylinder corresponds to the left rear wheel, the second wheel cylinder corresponds to the right rear wheel, the third wheel cylinder corresponds to the left front wheel, and the fourth wheel cylinder corresponds to the right front wheel.

[0066] In some embodiments, the brake assist control system 100 further includes a fluid reservoir 107 for storing brake fluid.

[0067] like Figure 1 , Figure 2 as well as Figure 3 As shown, one end of the fluid reservoir 107 is connected to any one of the brake master cylinders 103 for providing brake fluid to the brake master cylinder 103 and the wheel cylinder 101 .

[0068] The plurality of switch valves further include at least one fourth switch valve, which is connected between the liquid storage pot 107 and any one of the wheel cylinders 101 .

[0069] Among them, the wheel cylinder 101 includes a first wheel cylinder 1011, a second wheel cylinder 1012, a third wheel cylinder 1013, and a fourth wheel cylinder 1014, and the on-off of at least one fourth switch valve is used to control the pressure relief state of at least one wheel cylinder among the first wheel cylinder 1011, the second wheel cylinder 1012, the third wheel cylinder 1013, and the fourth wheel cylinder 1014.

[0070] In the above embodiment, a fourth switch valve is provided between the fluid reservoir 107 and any wheel cylinder 101 to ensure that when there is a problem with the pressure relief of the brake master cylinder 103, the purpose of pressure relief can be achieved by controlling the connectivity of the fourth switch valve. This provides an additional safeguard for the brake assist control system 100 and improves the driving safety of the vehicle.

[0071] Optionally, there are multiple fourth switch valves, and the number of the fourth switch valves is the same as the number of the wheel cylinders 101 .

[0072] In some embodiments, Figure 3 As shown, the fourth switch valve includes a first redundant pressure relief valve 1091 , a second redundant pressure relief valve 1092 , a third redundant pressure relief valve 1093 and a fourth redundant pressure relief valve 1094 .

[0073] Among them, one end of the first redundant switch valve is connected to the first wheel cylinder 1011, and the other end of the first redundant switch valve is connected to the liquid reservoir 107; one end of the second redundant switch valve is connected to the second wheel cylinder 1012, and the other end of the second redundant switch valve is connected to the liquid reservoir 107; one end of the third redundant switch valve is connected to the third wheel cylinder 1013, and the other end of the third redundant switch valve is connected to the liquid reservoir 107; one end of the fourth redundant switch valve is connected to the fourth wheel cylinder 1014, and the other end of the fourth redundant switch valve is connected to the liquid reservoir 107.

[0074] In the above embodiment, by arranging a redundant switch valve between each wheel cylinder 101 and the fluid reservoir 107, the redundant pressure relief functions of the wheel cylinders 101 are independent of each other and do not affect each other, thereby improving the stability and safety of the braking control.

[0075] In some embodiments, the brake assist control system 100 further includes a processor, and the controller is electrically connected to the brake master cylinder 103 and the switch valve, respectively. The brake master cylinder 103 includes any brake master cylinder 103, and the switch valve includes any switch valve among the first switch valve 102, the second switch valve, the third switch valve 106, and the fourth switch valve.

[0076] The present application also provides a vehicle, the vehicle including the brake assist control system in the above embodiment, wherein the vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and the present disclosure does not specifically limit this.

[0077] The following is a detailed description of the embodiments in conjunction with the accompanying drawings. It should be noted that the description order of the following embodiments is not intended to limit the preferred order of the embodiments. Although the logical order is shown in the flow chart, in some cases, the steps shown or described may be performed in an order different from that shown in the accompanying drawings.

[0078] See also Figure 4 , provides a brake assist control method, which is applicable to a brake assist control system. The brake assist control system may also include an electronic device, which is electrically connected to multiple devices in the brake assist control system, such as the electronic device is electrically connected to the brake master cylinder 103 and the switch valve.

[0079] The following is an example of applying the method to an electronic device. The method includes steps 401 to 402:

[0080] 401. Obtain the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle;

[0081] The brake pressure requirement can come from the driver input (such as pressing the brake pedal), the calculation of the electronic control unit, the preset instructions of the automatic brake, the sensor feedback, and the dynamic adjustment of fuzzy control and intelligent algorithms. These sources work together to ensure that the vehicle obtains the brake pressure requirement under the corresponding working conditions.

[0082] The target braking state is the braking state of the brake assist control system under the current working condition, and the target braking state includes the initial decompression state, the conventional braking state and the anti-lock braking state.

[0083] Specifically, the initial pressure buildup state: When the vehicle starts braking, the driver steps on the brake pedal, and the master cylinder in the brake system generates pressure. At this time, the ABS system does not intervene in the brake pressure control, and the braking process is the same as that of a conventional hydraulic brake system. The inlet valve is connected, and the brake fluid flows from the master cylinder to each wheel cylinder, pushing the brake to clamp the wheel and slowing the vehicle down. The outlet valve remains disconnected, the brake line is in communication, and the brake pressure of each wheel cylinder changes with the output pressure of the master cylinder.

[0084] Conventional braking state: In the conventional braking stage, the ABS system does not participate in the control of brake pressure. The brake master cylinder continues to output pressure, and the brake fluid flows into each brake wheel cylinder through the oil inlet valve, pushing the brake to clamp the wheel. At this time, each switch valve is in an open or disconnected state, and the brake pipeline is in a communicating or closed state. The braking process is exactly the same as the conventional braking system. If the wheel speed sensor detects that the wheel is about to lock, the ABS system will immediately intervene and adjust the brake pressure to prevent the wheel from locking.

[0085] Anti-lock braking state: When the ABS system detects that the wheel is tending to lock, it will intervene in the control of the brake pressure. First, the ABS system will stop increasing the brake pressure; then, if the wheel is still tending to lock, the ABS system will reduce the brake pressure to allow the wheel to regain its ability to rotate. This process will be repeated, and by repeatedly increasing-maintaining-reducing the brake pressure, the wheel slip rate is controlled within the optimal range, thereby improving braking efficiency and vehicle stability.

[0086] Through the detailed description of the above three stages, it can be seen that the ABS system switches between conventional braking and anti-lock braking states to ensure that the vehicle can safely and effectively decelerate and maintain control in an emergency.

[0087] It should be noted that in addition to the three braking states that occur more frequently, the braking state also includes other braking states, such as the brake decoupling state, in which some of the vehicle's tires are braked by the motor for feedback, and some of the tires are braked by the brake assist control system.

[0088] The electronic control unit (ECU) can monitor and analyze the wheel speed and driving speed in real time, and combine the pedal signal and / or automatic driving control information to identify and adjust different braking states to ensure the safety and stability of the vehicle during emergency braking.

[0089] 402. According to the braking pressure requirement and the target braking state, control the brake master cylinder and the switch valve to provide each wheel cylinder with a braking pressure corresponding to the braking pressure requirement.

[0090] In the embodiment of the present application, two brake master cylinders are arranged in the brake assist control system, so that the brake assist control system, with the cooperation of the two electronically controlled master cylinders, controls the brake master cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement according to the brake pressure requirement and the target braking state, thereby improving the braking capacity of the brake assist control system, thereby improving the response rate of the brake assist control system, and avoiding the problem of untimely brake assist response in the brake assist control system.

[0091] In some embodiments, the brake master cylinder and the switch valve are controlled to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement according to the brake pressure requirement and the target braking state, including: determining the control parameters of the brake master cylinder according to the brake pressure requirement; determining the on-off control parameters of the switch valve according to the current target braking state of the vehicle; and controlling the brake master cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement based on the control parameters of the brake master cylinder and the on-off control parameters of the switch valve.

[0092] Wherein, determining the control parameter of the brake master cylinder according to the brake pressure requirement may specifically include: determining the control parameter of the brake master cylinder based on the brake pressure requirement and a mapping relationship between the preset brake pressure requirement and the control parameter of the brake master cylinder.

[0093] In the above embodiment, by controlling the brake master cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement based on the control parameters of the brake master cylinder and the on-off control parameters of the switch valve, the brake pressure requirement can be responded to quickly, thereby improving the braking efficiency of the brake assist control system.

[0094] In some embodiments, determining the on-off control parameters of the switch valve according to the current target braking state of the vehicle includes: obtaining a brake assist strategy matching the target braking state; and determining the on-off control parameters of the switch valve according to the brake assist strategy.

[0095] The brake assist strategy matching the target braking state may be pre-set in an electronic control unit (ECU).

[0096] Specifically, obtaining a brake assist strategy that matches the target braking state may include: performing matching according to a correspondence between the target braking state and the target braking state and the brake assist strategy to obtain a brake assist strategy that matches the target braking state.

[0097] In the above embodiment, by obtaining a brake assist strategy that matches the target braking state and determining the on-off control parameters of the switch valve according to the brake assist strategy, the on-off control strategy of the switch valve can be provided efficiently and accurately for the target braking state.

[0098] Specifically, the switch valve includes a first switch valve and a second switch valve; the obtaining of the brake assist strategy corresponding to the target braking state includes: if the target braking state is an initial pressure building state, determining a first brake assist strategy matching it, the first brake assist strategy being to connect the first switch valve and the second switch valve until the brake pressure of the wheel cylinder reaches a preset first brake pressure threshold, and then disconnecting the first switch valve and the second switch valve.

[0099] In the above-mentioned embodiment, in combination with the brake assist control system provided in the present application, when the target braking state is the initial pressure building state, the on and off of the relevant switch valves in the brake assist control system are controlled by a first brake assist strategy that matches it, and the initial pressure building of the wheel cylinder is performed quickly, thereby improving the response rate of the brake assist control system.

[0100] In a specific embodiment, the target braking intensity corresponding to the target braking pressure in the initial pressure building state after the time t0 of the initial pressure building stage can be predicted first, for example, a time threshold t0 is set, and the target braking intensity after the time t0 is predicted. When the predicted value is greater than Z0, a preloading operation is performed, the switch valves (the first switch valve, the second switch valve, and the third switch valve) are connected, and the first brake master cylinder and the second brake master cylinder simultaneously perform a feed motion to increase the pressure of the wheel cylinder. When the wheel cylinder pressure reaches the set value P0, the switch valves (the first switch valve, the second switch valve, and the third switch valve) are disconnected, wherein the P0 value should be set to a smaller value to avoid the body shaking due to the sudden change of the braking intensity. At this time, the pressure of the first brake master cylinder should be adjusted to a larger value Pmax. When the target braking intensity reaches Z0, the switch valves (the first switch valve, the third switch valve, and the first master cylinder switch valve) are connected, and the first brake master cylinder performs a feed motion to respond to the pressurization process of the wheel cylinder. When it is detected that the stable braking intensity is reached for the first time, the braking process enters the conventional braking stage.

[0101] In some embodiments, the switch valve includes a first switch valve, a second switch valve and a third switch valve, the second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve; the acquisition of the braking assist strategy corresponding to the target braking state includes: if the target braking state is a non-decoupled state of stable braking, then determining a second braking assist strategy matching it, the second braking assist strategy is to connect the first switch valve, the first master cylinder switch valve and the third switch valve, and disconnect the second master cylinder switch valve.

[0102] In the above embodiment, in combination with the brake assist control system provided in the present application, when the target braking state is a non-decoupled state of stable braking, a second brake assist strategy matching it is used to control the on and off of the relevant switching valves in the brake assist control system, quickly brake the wheel cylinder, and improve the response rate of the brake assist control system.

[0103] In a specific embodiment, the conventional braking stage. At the beginning of the conventional braking stage, the switch valves (the first switch valve and the second switch valve) are in the disconnected state. When the target braking intensity continues to increase, the first master cylinder switch valve is connected, and the first brake master cylinder responds to the pressure building demand of the wheel cylinder. When the braking assist strategy described in this application is applied to a three-motor vehicle (one front and two rear, that is, the front motor is used to drive the front two wheels, and the rear two motors are used to drive or feedback brake the rear two wheels respectively), when the target braking intensity is at a certain threshold and the ABS is not triggered, the wheel braking force decoupling mode is entered, and the braking intensity threshold is related to the feedback capability of the rear dual motors.

[0104] In some embodiments, the switch valve includes a first switch valve, a second switch valve and a third switch valve; the acquisition of the brake assist strategy corresponding to the target braking state includes: if the target braking state is a decoupled state of stable braking, determining a third brake assist strategy that matches it, and the third brake assist strategy is to disconnect the third switch valve and connect the first switch valve and the second switch valve.

[0105] In the above embodiment, in combination with the brake assist control system provided in the present application, when the target braking state is a decoupled state of stable braking, the on and off of the relevant switching valves in the brake assist control system are controlled by a third brake assist strategy that matches it, and the two applicable motors of the applicable vehicle perform feedback braking on the rear two wheels, and the first brake master cylinder and the second brake master cylinder are combined to brake the corresponding wheel cylinders respectively, thereby decoupling the braking force between all wheels on the vehicle and improving the flexibility and performance of the brake assist control system.

[0106] In a specific embodiment, when the braking force decoupling mode is entered, the first master cylinder switch valve and the second master cylinder switch valve are both connected, the third switch valve is disconnected, the first brake master cylinder responds to the pressure building demand of the left front wheel, the second brake master cylinder responds to the pressure building demand of the right front wheel, and the rear dual motors respond to the pressure building demands of the left rear wheel and the right rear wheel respectively, thereby achieving the decoupling of the wheel braking force. When the feedback capacity of the rear motor can no longer meet the demand, the braking force decoupling mode is exited, the second master cylinder switch valve is disconnected, the third switch valve is connected, and the normal braking mode is entered.

[0107] In some embodiments, the switch valve includes a second switch valve, and the second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve; the acquisition of the brake assist strategy corresponding to the target braking state includes: if the target braking state is an anti-lock braking state, determining a fourth brake assist strategy that matches it, and the fourth brake assist strategy is to control the on and off of the first master cylinder switch valve and the second master cylinder switch valve according to the boost demand, decompression demand and the priority corresponding to each demand of the wheel cylinder.

[0108] In the above embodiment, different from the method of releasing pressure through a pressure reducing valve when ABS is triggered in the related art, the control strategy described in the present application configures the two brake master cylinders separately when ABS is triggered, with the first brake master cylinder being used to respond to the pressure increase demand of the wheel cylinder, and the second brake master cylinder being used to respond to the pressure reduction demand of the wheel cylinder, so as to ensure that the braking pressure during the ABS process is always controllable.

[0109] In a specific embodiment, the ABS braking stage. After entering the ABS stage, when the ABS pressure increase or decrease demand of the locked wheel is detected, the first brake master cylinder responds to the pressure increase demand of the wheel cylinder. When no wheel cylinder needs to be pressurized, the first brake master cylinder maintains a high-pressure state. The second brake master cylinder responds to the pressure reduction demand of the wheel cylinder. When no wheel cylinder needs to be depressurized, the second brake master cylinder maintains a low-pressure state. The hydraulic pipeline cannot respond to the pressure increase and depressurization requirements at the same time. The control strategy of the present invention adopts a time-sharing control method. Determine the priority of pressure increase and depressurization of each wheel cylinder. If the pressure increase priority is higher, the first master cylinder switch valve is connected, and the first brake master cylinder responds to the pressure increase demand of the wheel cylinder. If the depressurization priority is higher, the second master cylinder switch valve is connected, and the second brake master cylinder responds to the depressurization demand of the wheel cylinder. The first brake master cylinder and the second brake master cylinder are both provided with pressure sensors. During the entire ABS process, the wheel cylinder pressure can be monitored and is in a controllable state, making the development of related control functions easier.

[0110] In the above embodiments, each threshold value can be preset according to actual needs and experience, and the details are not repeated here.

[0111] It should be understood that, although the steps in the flowcharts involved in the above embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0112] Based on the same inventive concept, the embodiment of the present application also provides a brake boost control device for implementing the brake boost control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more brake boost control device embodiments provided below can refer to the limitations of the brake boost control method above, and will not be repeated here.

[0113] See also Figure 5, a brake boost control device 500 is provided, which can be integrated into an electronic device, including a first acquisition unit 501 and a first control unit 502.

[0114] A first acquisition unit 501 is used to acquire the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle;

[0115] The first control unit 502 is used to control the master brake cylinder and the switch valve to provide each wheel cylinder with a braking pressure corresponding to the braking pressure requirement according to the braking pressure requirement and the target braking state.

[0116] In the embodiment of the present application, two brake master cylinders are arranged in the brake assist control system, so that the brake assist control system, with the cooperation of the two electronically controlled master cylinders, controls the brake master cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement according to the brake pressure requirement and the target braking state, thereby improving the braking capacity of the brake assist control system, thereby improving the response rate of the brake assist control system, and avoiding the problem of untimely brake assist response in the brake assist control system.

[0117] In some embodiments, controlling the master brake cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement according to the brake pressure requirement and the target brake state includes:

[0118] determining control parameters of the brake master cylinder according to the brake pressure requirement;

[0119] Determining the on-off control parameters of the switch valve according to the current target braking state of the vehicle;

[0120] Based on the control parameter of the master brake cylinder and the on-off control parameter of the switch valve, the master brake cylinder and the switch valve are controlled to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement.

[0121] In some embodiments, determining the on-off control parameter of the switch valve according to the current target braking state of the vehicle includes:

[0122] Acquiring a brake assist strategy that matches the target braking state;

[0123] According to the brake boosting strategy, an on-off control parameter of the switch valve is determined.

[0124] In some embodiments, the switch valve includes a first switch valve and a second switch valve;

[0125] The obtaining of a brake assist strategy corresponding to the target braking state includes:

[0126] If the target braking state is an initial pressure building state, a first brake assist strategy matching the target braking state is determined. The first brake assist strategy is to connect the first switch valve and the second switch valve until the braking pressure of the wheel cylinder reaches a preset first brake pressure threshold, and then disconnect the first switch valve and the second switch valve.

[0127] In some embodiments, the switch valve includes a first switch valve, a second switch valve and a third switch valve, and the second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve;

[0128] The obtaining of a brake assist strategy corresponding to the target braking state includes:

[0129] If the target braking state is a non-decoupled state of stable braking, a second brake assist strategy matching the target braking state is determined. The second brake assist strategy is to connect the first switch valve, the first master cylinder switch valve and the third switch valve, and disconnect the second master cylinder switch valve.

[0130] In some embodiments, the switch valve includes a first switch valve, a second switch valve, and a third switch valve;

[0131] The obtaining of a brake assist strategy corresponding to the target braking state includes:

[0132] If the target braking state is a decoupled state of stable braking, a third brake boosting strategy matching the target braking state is determined. The third brake boosting strategy is to disconnect the third switch valve and connect the first switch valve and the second switch valve.

[0133] In some embodiments, the switch valve includes a second switch valve, and the second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve;

[0134] The obtaining of a brake assist strategy corresponding to the target braking state includes:

[0135] If the target braking state is an anti-lock braking state, a fourth brake assist strategy matching the target braking state is determined. The fourth brake assist strategy controls the on and off of the first master cylinder switch valve and the second master cylinder switch valve according to the boost demand, decompression demand and the priority corresponding to each demand of the wheel cylinder.

[0136] Each module in the above-mentioned devices can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of the processor in the control device in the form of hardware, or can be stored in the memory of the electronic device in the form of software, so that the processor can call and execute the operations corresponding to each module above.

[0137] Correspondingly, an embodiment of the present application also provides an electronic device, which may be a terminal device or a server.

[0138] like Figure 6 As shown, Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device 1200 includes a processor 1201 having one or more processing cores, a memory 1202 having one or more computer-readable storage media, and a computer program stored in the memory 1202 and executable on the processor. The processor 1201 is electrically connected to the memory 1202. It will be understood by those skilled in the art that the electronic device structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0139] The processor 1201 is the control center of the electronic device 1200, and uses various interfaces and lines to connect various parts of the entire electronic device 1200. By running or loading software programs and / or units stored in the memory 1202, and calling data stored in the memory 1202, the processor 1201 executes various functions of the electronic device 1200 and processes data, thereby monitoring the electronic device 1200 as a whole. The processor 1201 can be a central processing unit CPU, a graphics processing unit GPU, a network processor (Network Processor, NP), etc., and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0140] In the embodiment of the present application, the processor 1201 in the electronic device 1200 will load the instructions corresponding to the processes of one or more applications into the memory 1202 according to the following steps, and the processor 1201 will run the applications stored in the memory 1202, so as to realize various functions, such as: obtaining the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle; according to the brake pressure requirement and the target braking state, controlling the brake master cylinder and the switch valve to provide the brake pressure corresponding to the brake pressure requirement for each wheel cylinder. The specific implementation of each of the above operations can be referred to the previous embodiment, and will not be repeated here.

[0141] Alternatively, if Figure 6 As shown, the electronic device 1200 further includes: a touch screen 1203, a radio frequency circuit 1204, an audio circuit 1205, an input unit 1206, and a power supply 1207. The processor 1201 is electrically connected to the touch screen 1203, the radio frequency circuit 1204, the audio circuit 1205, the input unit 1206, and the power supply 1207, respectively. Those skilled in the art can understand that Figure 6 The electronic device structure shown in the figure does not constitute a limitation of the electronic device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0142] The touch display screen 1203 can be used to display a graphical user interface and receive operation instructions generated by the user acting on the graphical user interface. The touch display screen 1203 may include a display panel and a touch panel. Among them, the display panel may be used to display information input by the user or information provided to the user and various graphical user interfaces of the electronic device, which may be composed of graphics, text, icons, videos and any combination thereof. Optionally, the display panel may be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED) and the like. The touch panel may be used to collect the user's touch operation on or near it (such as the user using any suitable object or attachment such as a finger, a stylus or the like on the touch panel or near the touch panel), and generate corresponding operation instructions, and the operation instructions execute corresponding programs. Optionally, the touch panel may include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the user's touch orientation, detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into the touch point coordinates, and then sends it to the processor 1201, and can receive the command sent by the processor 1201 and execute it. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 1201 to determine the type of touch event, and then the processor 1201 provides corresponding visual output on the display panel according to the type of touch event. In an embodiment of the present application, the touch panel and the display panel can be integrated into the touch display screen 1203 to realize the input and output functions. However, in some embodiments, the touch panel and the touch panel can be used as two independent components to realize the input and output functions. That is, the touch display screen 1203 can also be used as a part of the input unit 1206 to realize the input function.

[0143] The radio frequency circuit 1204 may be used to send and receive radio frequency signals, so as to establish wireless communication with a network device or other electronic devices through wireless communication, and to send and receive signals between the network device or other electronic devices.

[0144] The audio circuit 1205 can be used to provide an audio interface between the user and the electronic device through a speaker and a microphone. The audio circuit 1205 can transmit the electrical signal converted from the received audio data to the speaker, which is converted into a sound signal for output; on the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 1205 and converted into audio data, and then the audio data is output to the processor 1201 for processing, and then sent to another electronic device through the radio frequency circuit 1204, or the audio data is output to the memory 1202 for further processing. The audio circuit 1205 may also include an earplug jack to provide communication between an external headset and the electronic device.

[0145] The input unit 1206 may be used to receive input numbers, character information or user feature information (such as fingerprint, iris, facial information, etc.), and to generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0146] The power supply 1207 is used to supply power to various components of the electronic device 1200. Optionally, the power supply 1207 can be logically connected to the processor 1201 through a power management system, so that the power management system can manage charging, discharging, and power consumption. The power supply 1207 can also include one or more DC or AC power supplies, recharging systems, power failure detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0147] although Figure 6 Not shown, the electronic device 1200 may also include a camera, a sensor, a wireless fidelity module, a Bluetooth module, etc., which will not be described in detail here.

[0148] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0149] A person of ordinary skill in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be completed by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0150] To this end, an embodiment of the present application provides a computer-readable storage medium, in which a plurality of computer programs are stored, and the computer program can be loaded by a processor to execute any one of the brake boost control methods provided in the embodiment of the present application. The computer program can execute the following steps of the brake boost control method: obtaining the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle; according to the brake pressure requirement and the target braking state, controlling the brake master cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement. The specific implementation of each of the above operations can be found in the previous embodiments, and will not be repeated here.

[0151] The computer-readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0152] Since the computer program stored in the computer-readable storage medium can execute any one of the brake assist control methods provided in the embodiments of the present application, the beneficial effects that can be achieved by any one of the brake assist control methods provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0153] According to one aspect of the present application, a computer program product or a computer program is also provided, the computer program product or the computer program including computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the electronic device executes the methods provided in various optional implementations of the above embodiments.

[0154] In the above-mentioned embodiments of the brake boost control device, computer-readable storage medium, electronic device, and computer program product, the description of each embodiment has its own emphasis. For parts not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process and beneficial effects of the above-mentioned brake boost control device, computer-readable storage medium, computer program product, electronic device and its corresponding units can refer to the description of the brake boost control method in the above embodiment, and will not be repeated here.

[0155] The technical features of the above embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0156] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of various embodiments in the embodiments of the present application have different focuses, for parts not described in detail in a certain embodiment, reference can be made to the relevant embodiments of other embodiments. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A brake assist control system, characterized in that: include: Multiple wheel cylinders; At least two brake master cylinders; as well as A plurality of switch valves include a first switch valve, wherein the first switch valve is connected between any one of the wheel cylinders and any one of the master brake cylinders, and the on-off of the first switch valve is used to control the on-off of the pressure transmission path between the master brake cylinder and the wheel cylinder.

2. The brake assist control system according to claim 1, characterized in that: The number of the first switch valves is plural, and the number of the first switch valves is the same as the number of the wheel cylinders.

3. The brake assist control system according to claim 2, characterized in that: One end of each of the first switch valves is communicated with the corresponding wheel cylinder, and the other end of each of the first switch valves is communicated with any one of the brake master cylinders.

4. The brake assist control system according to claim 3, characterized in that: The plurality of wheel cylinders include a first wheel cylinder, a second wheel cylinder, a third wheel cylinder and a fourth wheel cylinder, The first switch valve includes a first wheel cylinder switch valve, a second wheel cylinder switch valve, a third wheel cylinder switch valve and a fourth wheel cylinder switch valve; One end of the first wheel cylinder switch valve is communicated with the first wheel cylinder, and the other end of the first wheel cylinder switch valve is communicated with any one of the brake master cylinders; One end of the second wheel cylinder switch valve is communicated with the second wheel cylinder, and the other end of the second wheel cylinder switch valve is communicated with any one of the brake master cylinders; One end of the third wheel cylinder switch valve is communicated with the third wheel cylinder, and the other end of the third wheel cylinder switch valve is communicated with any one of the brake master cylinders; One end of the fourth wheel cylinder switching valve is communicated with the fourth wheel cylinder, and the other end of the fourth wheel cylinder switching valve is communicated with any one of the master cylinders.

5. The brake assist control system according to claim 1, characterized in that: The plurality of switch valves further include at least one second switch valve disposed between any one of the first switch valves and any one of the master brake cylinders.

6. The brake assist control system according to claim 5, characterized in that: The at least two brake master cylinders include a first brake master cylinder and a second brake master cylinder, and the opening and closing of the second switch valve is used to control the opening and closing of the pressure transmission path between the first brake master cylinder and the wheel cylinder; or to control the opening and closing of the pressure transmission path between the second brake master cylinder and the wheel cylinder.

7. The brake assist control system according to claim 6, characterized in that: The second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve; One end of the first master cylinder switch valve is connected to the first brake master cylinder, and the other end of the first master cylinder switch valve is connected to any one of the first switch valves; One end of the second master cylinder switch valve is communicated with the second brake master cylinder, and the other end of the second master cylinder switch valve is communicated with any one of the first switch valves.

8. The brake assist control system according to claim 1, characterized in that: The plurality of switch valves further include a third switch valve, which is connected between any one of the first switch valves and any one of the master brake cylinders and is used to decouple the pressure control between the master brake cylinder and different wheel cylinders.

9. The brake assist control system according to claim 8, characterized in that: The multiple wheel cylinders include a first group of wheel cylinders and a second group of wheel cylinders, the at least two brake master cylinders include a first brake master cylinder and a second brake master cylinder, one end of the third switch valve is respectively connected to the first brake master cylinder and the first group of wheel cylinders, and the other end of the third switch valve is respectively connected to the second brake master cylinder and the second group of wheel cylinders.

10. The brake assist control system according to claim 9, characterized in that: The first group of wheel cylinders includes a first wheel cylinder, the second group of wheel cylinders includes a second wheel cylinder, a third wheel cylinder and a fourth wheel cylinder; one end of the third switch valve is connected to the first wheel cylinder and the first brake master cylinder, and the other end of the third switch valve is connected to the second wheel cylinder, the third wheel cylinder, the fourth wheel cylinder and the second brake master cylinder respectively; or, The first group of wheel cylinders includes a first wheel cylinder and a fourth wheel cylinder, the second group of wheel cylinders includes a third wheel cylinder and a second wheel cylinder; one end of the third switch valve is respectively connected to the first wheel cylinder, the fourth wheel cylinder, and the first brake master cylinder, and the other end of the third switch valve is respectively connected to the third wheel cylinder, the second wheel cylinder, and the second brake master cylinder; or, The first group of wheel cylinders includes a first wheel cylinder and a third wheel cylinder, the second group of wheel cylinders includes a fourth wheel cylinder and a second wheel cylinder; one end of the third switch valve is respectively connected to the first wheel cylinder, the third wheel cylinder, and the first brake master cylinder, and the other end of the third switch valve is respectively connected to the fourth wheel cylinder, the second wheel cylinder, and the second brake master cylinder; or, The first group of wheel cylinders includes a first wheel cylinder, a third wheel cylinder and a fourth wheel cylinder, and the second group of wheel cylinders includes a second wheel cylinder; one end of the third switch valve is respectively connected to the first wheel cylinder, the third wheel cylinder, the fourth wheel cylinder and the first brake master cylinder, and the other end of the third switch valve is respectively connected to the second wheel cylinder and the second brake master cylinder.

11. The brake assist control system according to claim 1, characterized in that: The brake assist control system further comprises a fluid reservoir for storing brake fluid.

12. The brake assist control system according to claim 11, characterized in that: One end of the fluid reservoir is connected to any one of the brake master cylinders to provide brake fluid to the brake master cylinder and the wheel cylinder.

13. The brake assist control system according to claim 11, characterized in that: The plurality of switch valves further include at least one fourth switch valve, which is connected and arranged between the liquid storage pot and any one of the wheel cylinders.

14. The brake assist control system according to claim 13, characterized in that: The wheel cylinders include a first wheel cylinder, a second wheel cylinder, a third wheel cylinder, and a fourth wheel cylinder. The on-off of the at least one fourth switch valve is used to control the pressure relief state of at least one wheel cylinder among the first wheel cylinder, the second wheel cylinder, the third wheel cylinder, and the fourth wheel cylinder.

15. The brake assist control system according to claim 14, characterized in that: The number of the fourth switch valves is plural, and the number of the fourth switch valves is the same as the number of the wheel cylinders.

16. The brake assist control system according to claim 15, characterized in that: One end of each of the fourth switch valves is communicated with the corresponding wheel cylinder, and the other end of each of the fourth switch valves is communicated with the liquid storage pot.

17. The brake assist control system according to any one of claims 1 to 16, characterized in that: A pressure sensor is arranged in the brake master cylinder.

18. The brake assist control system according to any one of claims 1 to 16, characterized in that: The brake master cylinder is an electronically controlled master cylinder.

19. The brake assist control system according to any one of claims 1 to 16, characterized in that: It also includes a processor, and the controller is electrically connected to the brake master cylinder and the switch valve respectively.

20. A brake boost control method, characterized in that: Applied to a brake assist control system as claimed in any one of claims 1 to 17, the method comprising: Obtaining the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle; According to the brake pressure requirement and the target brake state, the master cylinder and the switch valve are controlled to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement.

21. The brake assist control method according to claim 20, characterized in that: The controlling the master brake cylinder and the switch valve to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement according to the brake pressure requirement and the target brake state comprises: determining control parameters of the brake master cylinder according to the brake pressure requirement; Determining the on-off control parameters of the switch valve according to the current target braking state of the vehicle; Based on the control parameter of the master brake cylinder and the on-off control parameter of the switch valve, the master brake cylinder and the switch valve are controlled to provide each wheel cylinder with a brake pressure corresponding to the brake pressure requirement.

22. The brake boost control method according to claim 21, characterized in that: Determining the on-off control parameter of the switch valve according to the current target braking state of the vehicle includes: Acquiring a brake assist strategy that matches the target braking state; According to the brake boosting strategy, an on-off control parameter of the switch valve is determined.

23. The brake boost control method according to claim 22, characterized in that: The switch valve comprises a first switch valve and a second switch valve; The obtaining of a brake assist strategy corresponding to the target braking state includes: If the target braking state is an initial pressure building state, a first brake assist strategy matching the target braking state is determined. The first brake assist strategy is to connect the first switch valve and the second switch valve until the braking pressure of the wheel cylinder reaches a preset first brake pressure threshold, and then disconnect the first switch valve and the second switch valve.

24. The brake boost control method according to claim 22, characterized in that: The switch valve includes a first switch valve, a second switch valve and a third switch valve, and the second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve; The obtaining of a brake assist strategy corresponding to the target braking state includes: If the target braking state is a non-decoupled state of stable braking, a second brake assist strategy matching the target braking state is determined. The second brake assist strategy is to connect the first switch valve, the first master cylinder switch valve and the third switch valve, and disconnect the second master cylinder switch valve.

25. The brake boost control method according to claim 22, characterized in that: The switch valve comprises a first switch valve, a second switch valve and a third switch valve; The obtaining of a brake assist strategy corresponding to the target braking state includes: If the target braking state is a decoupled state of stable braking, a third brake boosting strategy matching the target braking state is determined. The third brake boosting strategy is to disconnect the third switch valve and connect the first switch valve and the second switch valve.

26. The brake boost control method according to claim 22, characterized in that: The switch valve includes a second switch valve, and the second switch valve includes a first master cylinder switch valve and a second master cylinder switch valve; The obtaining of a brake assist strategy corresponding to the target braking state includes: If the target braking state is an anti-lock braking state, a fourth brake assist strategy matching the target braking state is determined. The fourth brake assist strategy controls the on and off of the first master cylinder switch valve and the second master cylinder switch valve according to the boost demand, decompression demand and the priority corresponding to each demand of the wheel cylinder.

27. A brake boost control device, characterized in that: The device comprises: A first acquisition unit, used for acquiring the brake pressure requirement of each wheel cylinder and the current target braking state of the vehicle; The first control unit is used to control the master brake cylinder and the switch valve to provide a braking pressure corresponding to the braking pressure requirement for each wheel cylinder according to the braking pressure requirement and the target braking state.

28. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 20 to 26 are implemented.

29. An electronic device having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 20 to 26 are implemented.

30. A vehicle, characterized in that: It comprises a brake assist control system as described in any one of claims 1 to 19.

31. A computer program product, characterized in that The method comprises a computer program or instructions, which, when executed by a processor, implements the steps of the method according to any one of claims 20 to 26.

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