Longitudinal control method and apparatus

Abstract

Provided in the present application are a longitudinal control method and apparatus. The longitudinal control method may be applied in a longitudinal control system composed of an autonomous driving controller, an electric-motor controller and a hydraulic brake controller. The method comprises: an autonomous driving controller acquiring a required brake torque; on the basis of the relationship between the required brake torque and the maximum recovery torque of an electric-motor controller, the autonomous driving controller sending a first instruction to the electric-motor controller and sending a second instruction to a hydraulic brake controller; on the basis of the first instruction, the electric-motor controller controlling a driving electric motor to perform electric braking; and on the basis of the second instruction, the hydraulic brake controller controlling a hydraulic actuator to execute a corresponding operation. The embodiments of the present application may be applied in an intelligent vehicle or an electric vehicle, and facilitate the reduction in latency during braking, thereby facilitating the improvement in the driving safety for a user.

Description

Longitudinal control method and device

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on November 28, 2023, with application number 202311615612.7, and priority to the Chinese patent application entitled “Longitudinal Control Method and Device”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of intelligent driving, and more specifically, to a longitudinal control method and device. Background Art

[0003] With the development of intelligent vehicles, autonomous driving technology has gradually become a reality. After planning the driving trajectory, the vehicle's autonomous driving system can control and track the driving trajectory. For example, when the vehicle starts and detects an obstacle that suddenly appears in front of it (such as a pedestrian), the autonomous emergency braking (AEB) function will be triggered, and the vehicle will be braked to avoid safety risks. For example, if an obstacle (such as a pedestrian or a small animal) is encountered during automatic parking, the vehicle needs to be braked in time to avoid safety risks.

[0004] Therefore, how to reduce the time delay during vehicle braking has become an urgent problem to be solved. Summary of the Invention

[0005] The present application provides a longitudinal control method and device, which helps to reduce the time delay during vehicle braking, thereby helping to ensure the driving safety of users.

[0006] In the first aspect, the present application provides a longitudinal control system, which includes an automatic driving controller, a motor controller and a hydraulic brake controller, wherein the automatic driving controller is connected to the motor controller, and the automatic driving controller is connected to the hydraulic brake controller, wherein the automatic driving controller is used to obtain the braking demand torque; the automatic driving controller is also used to send a first instruction to the motor controller and a second instruction to the hydraulic brake controller based on the relationship between the braking demand torque and the maximum recovery torque of the motor controller; the motor controller is used to control the drive motor to perform electric braking according to the first instruction; and the hydraulic brake controller is used to control the hydraulic actuator to perform corresponding operations according to the second instruction.

[0007] Based on the above technical solution, the autonomous driving controller can be directly connected to the motor controller and hydraulic brake controller. During braking, the autonomous driving controller sends instructions to the motor controller and hydraulic brake controller respectively based on the braking demand torque and the maximum regenerative torque of the motor controller, thereby controlling the vehicle's electric and hydraulic braking. This direct connection between the autonomous driving controller and the motor controller helps reduce braking delays, thereby improving driving safety.

[0008] In some possible implementations, the automatic driving controller is further used to receive information on the actual recovery torque of the drive motor sent by the motor controller; the automatic driving controller is further used to send a fifth instruction to the hydraulic brake controller based on the information on the actual recovery torque; the hydraulic brake controller is used to control the hydraulic actuator to perform corresponding operations according to the fifth instruction.

[0009] Based on the above technical solution, the autonomous driving controller can also receive information about the actual regenerative torque of the drive motor from the motor controller. This allows the hydraulic braking torque to be adjusted to ensure that the sum of the vehicle's electric and hydraulic braking torques matches the required braking torque when the required electric braking torque differs from the actual regenerative torque, helping to ensure vehicle braking performance and thus enhance driving safety.

[0010] In combination with the first aspect, in certain implementations of the first aspect, when the braking demand torque is greater than the maximum recovery torque, the first instruction indicates the maximum recovery torque, and the second instruction indicates the first hydraulic braking torque, which is determined by the braking demand torque and the maximum recovery torque. The motor controller is used to control the drive motor to perform electric braking according to the maximum recovery torque according to the first instruction; the hydraulic brake controller is used to control the hydraulic actuator to output the first hydraulic braking torque according to the second instruction.

[0011] Based on this technical solution, during emergency braking, the autonomous driving controller can instruct the motor controller to perform electric braking at its maximum regenerative capacity and instruct the hydraulic brake controller to compensate for any remaining hydraulic braking torque. This ensures that the sum of the vehicle's electric and hydraulic braking torques matches the required braking torque, helping to maintain vehicle braking performance and thus improving driver safety.

[0012] The above braking demand torque being greater than the maximum recovery torque can also be understood as the vehicle being in an emergency braking stage.

[0013] In combination with the first aspect, in certain implementations of the first aspect, the automatic driving controller is further used to send a third instruction to the motor control and a fourth instruction to the hydraulic brake controller, the third instruction indicating a first electric braking torque, which is the difference between the maximum recovery torque and the first torque, and the fourth instruction indicating a second hydraulic braking torque, which is the sum of the first hydraulic braking torque and the first torque; the motor controller is used to control the drive motor to perform electric braking according to the first electric braking torque according to the third instruction; and the hydraulic brake controller is used to control the hydraulic actuator to output the second hydraulic braking torque according to the fourth instruction.

[0014] Based on this technical solution, during the initial stages of emergency braking, the motor controller applies electric braking at its maximum regenerative capacity, reducing braking delay. During the duration of emergency braking, the electric braking torque is gradually reduced and the hydraulic braking torque is gradually increased, ensuring braking performance stability and improving driving safety.

[0015] In some possible implementations, during the emergency braking phase, the autonomous driving controller may instruct the motor controller to always perform electrical braking according to the maximum recovery capacity and instruct the hydraulic controller to brake according to a first hydraulic braking torque, which is determined by the braking demand torque and the maximum recovery capacity.

[0016] In combination with the first aspect, in certain implementations of the first aspect, when the braking demand torque is greater than the difference between the maximum recovery torque and the first preset torque and is less than or equal to the maximum recovery torque, the first instruction indicates the braking demand torque, and the second instruction instructs the hydraulic brake controller to perform pre-braking. The motor controller is used to control the drive motor to perform electric braking according to the braking demand torque according to the first instruction; the hydraulic brake controller is used to control the hydraulic actuator to perform pre-braking according to the second instruction.

[0017] Based on the above technical solution, during the pre-cooperation phase, the autonomous driving controller can instruct the hydraulic brake controller to perform pre-braking. This ensures that the hydraulic brake controller controls the hydraulic actuator to output the hydraulic braking torque quickly reaching the desired hydraulic braking torque after the vehicle switches from the pre-cooperation phase to the emergency braking phase, helping to reduce braking delay during emergency braking.

[0018] The above braking requirement torque is greater than the difference between the maximum regeneration torque and the first preset torque and is less than or equal to the maximum regeneration torque, which can also be understood as the vehicle being in the pre-cooperation stage.

[0019] In some possible implementations, when the vehicle switches from the pre-cooperation stage to the conventional braking stage, the automatic driving controller is also used to instruct the hydraulic brake controller to release the pre-braking.

[0020] In combination with the first aspect, in certain implementations of the first aspect, the second instruction is used to include information of a second preset torque; and the hydraulic brake controller is used to control the hydraulic actuator to output the second preset torque according to the second instruction.

[0021] Based on the above technical solution, during the pre-cooperation phase, the autonomous driving controller can instruct the hydraulic brake controller to output a second preset torque. This ensures that the hydraulic brake controller controls the hydraulic actuator to output the hydraulic brake torque quickly reaching the desired hydraulic brake torque after the vehicle switches from the pre-cooperation phase to the emergency braking phase, helping to reduce braking delay during emergency braking.

[0022] Exemplarily, the second preset torque may be 50 Nm.

[0023] In combination with the first aspect, in certain implementations of the first aspect, the hydraulic actuator includes a caliper and a brake disc, and the hydraulic brake controller is used to control the caliper to approach the brake disc according to the second instruction.

[0024] Based on this technical solution, during the pre-cooperation phase, the autonomous driving controller can instruct the hydraulic brake controller to control the caliper to approach the brake disc. This ensures that the hydraulic brake controller quickly controls the hydraulic actuator's output of the hydraulic brake torque to reach the desired hydraulic brake torque after the vehicle switches from the pre-cooperation phase to the emergency braking phase, helping to reduce braking delay during emergency braking.

[0025] In combination with the first aspect, in certain implementations of the first aspect, when the braking demand torque is less than or equal to the difference between the maximum recovery torque and the first preset torque, the first instruction indicates the braking demand torque, and the motor controller is used to control the drive motor to perform electric braking according to the braking demand torque according to the first instruction; the hydraulic brake controller is used to control the hydraulic actuator to not work according to the second instruction.

[0026] Based on the above technical solution, during the conventional braking phase, since the automatic driving controller can directly send instructions to the motor controller, it helps to reduce the delay in the braking process, thereby helping to improve the user's driving safety.

[0027] The above braking requirement torque is less than or equal to the difference between the maximum recovery torque and the first preset torque, which can also be understood as the vehicle being in the normal braking stage.

[0028] In combination with the first aspect, in certain implementations of the first aspect, the first instruction includes the deceleration speed or deceleration phase of the drive motor, and the motor controller is used to control the drive motor to perform electric braking according to the deceleration speed or deceleration phase of the drive motor.

[0029] Based on the above technical solution, the automatic driving controller can send the deceleration speed or deceleration phase to the motor controller, so that the motor controller can determine the electric braking torque based on the deceleration speed or deceleration phase.

[0030] In the second aspect, the present application provides a longitudinal control method, which is applied to an automatic driving controller, which is connected to a motor controller, and the automatic driving controller is connected to a hydraulic brake controller. The method includes: the automatic driving controller obtains the braking demand torque; the automatic driving controller sends a first instruction to the motor controller and a second instruction to the hydraulic brake controller based on the relationship between the braking demand torque and the maximum recovery torque of the motor controller, the first instruction is used to instruct the motor controller to perform electric braking, and the second instruction is used to instruct the hydraulic brake controller to perform corresponding operations.

[0031] In combination with the second aspect, in certain implementations of the second aspect, when the braking demand torque is greater than the maximum recovery torque, the first instruction indicates the maximum recovery torque, and the second instruction indicates a first hydraulic braking torque, which is determined by the braking demand torque and the maximum recovery torque.

[0032] In combination with the second aspect, in certain implementations of the second aspect, the method also includes: the automatic driving controller sends a third instruction to the motor control and sends a fourth instruction to the hydraulic brake controller, the third instruction indicates a first electric braking torque, the first electric braking torque is the difference between the maximum recovery torque and the first torque, and the fourth instruction indicates a second hydraulic braking torque, the second hydraulic braking torque is the sum of the first hydraulic braking torque and the first torque.

[0033] In combination with the second aspect, in certain implementations of the second aspect, when the braking demand torque is greater than the difference between the maximum recovery torque and the first preset torque and is less than or equal to the maximum recovery torque, the first instruction indicates the braking demand torque and the second instruction instructs the hydraulic brake controller to perform pre-braking.

[0034] In combination with the second aspect, in certain implementations of the second aspect, the second instruction is used to include information of a second preset torque.

[0035] In combination with the second aspect, in some implementations of the second aspect, the second instruction is used to control the caliper to approach the brake disc.

[0036] In combination with the second aspect, in certain implementations of the second aspect, when the braking requirement torque is less than or equal to a difference between the maximum recovery torque and the first preset torque, the first instruction indicates the braking requirement torque.

[0037] In combination with the second aspect, in certain implementations of the second aspect, the first instruction includes a deceleration speed or a deceleration phase of the drive motor, and the deceleration speed or the deceleration phase is used to determine the electric braking torque.

[0038] In the third aspect, the present application provides a longitudinal control device, which is applied to an automatic driving controller, which is connected to a motor controller, and the automatic driving controller is connected to a hydraulic brake controller. The device includes: an acquisition unit for acquiring a braking requirement torque; a sending unit for sending a first instruction to the motor controller and a second instruction to the hydraulic brake controller based on the relationship between the braking requirement torque and the maximum recovery torque of the motor controller, the first instruction being used to instruct the motor controller to perform electric braking, and the second instruction being used to instruct the hydraulic brake controller to perform corresponding operations.

[0039] In combination with the third aspect, in certain implementations of the third aspect, when the braking demand torque is greater than the maximum recovery torque, the first instruction indicates the maximum recovery torque, and the second instruction indicates a first hydraulic braking torque, which is determined by the braking demand torque and the maximum recovery torque.

[0040] In combination with the third aspect, in certain implementations of the third aspect, the sending unit is further used to: send a third instruction to the motor control and a fourth instruction to the hydraulic brake controller, the third instruction indicating a first electric braking torque, the first electric braking torque being the difference between the maximum recovery torque and the first torque, the fourth instruction indicating a second hydraulic braking torque, the second hydraulic braking torque being the sum of the first hydraulic braking torque and the first torque.

[0041] In combination with the third aspect, in certain implementations of the third aspect, when the braking demand torque is greater than the difference between the maximum recovery torque and the first preset torque and is less than or equal to the maximum recovery torque, the first instruction indicates the braking demand torque and the second instruction indicates the hydraulic brake controller to perform pre-braking.

[0042] In combination with the third aspect, in certain implementations of the third aspect, the second instruction is used to include information of a second preset torque.

[0043] In combination with the third aspect, in some implementations of the third aspect, the second instruction is used to control the caliper to approach the brake disc.

[0044] In combination with the third aspect, in certain implementations of the third aspect, when the braking requirement torque is less than or equal to a difference between the maximum recovery torque and the first preset torque, the first instruction indicates the braking requirement torque.

[0045] In combination with the third aspect, in certain implementations of the third aspect, the first instruction includes a deceleration speed or a deceleration phase of the drive motor, and the deceleration speed or the deceleration phase is used to determine the electric braking torque.

[0046] In a fourth aspect, the present application provides a longitudinal control device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to enable the device to perform any possible method in the second aspect.

[0047] In a fifth aspect, the present application provides an autonomous driving controller, which includes any possible device in the third aspect above, or includes the device described in the fourth aspect.

[0048] In a sixth aspect, the present application provides a vehicle comprising any possible device in the third aspect, or comprising the device described in the fourth aspect, or comprising the automatic driving controller described in the fifth aspect.

[0049] In a seventh aspect, the present application provides a computer program product, comprising: a computer program code, which, when executed on a computer, enables the computer to execute any possible method in the second aspect.

[0050] 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.

[0051] In an eighth aspect, the present application provides a computer-readable medium storing a program code, which enables the computer to execute any possible method in the second aspect when the computer program code is run on the computer.

[0052] In a ninth aspect, the present application provides a chip comprising a circuit for executing any possible method in the second aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] FIG1 is a functional block diagram of a vehicle provided in an embodiment of the present application.

[0054] FIG2 is a schematic diagram of the system architecture provided in an embodiment of the present application.

[0055] FIG3 is another schematic diagram of the system architecture provided in an embodiment of the present application.

[0056] FIG4 is a schematic flow chart of a longitudinal control method provided in an embodiment of the present application.

[0057] FIG5 is a schematic block diagram of a longitudinal control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. 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 only a way to describe the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", describing the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, at least one of A and B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0059] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0060] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 110 and a computing platform 120, wherein the perception system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 110 may include one or more collision sensors. For another example, the perception system 110 may include a positioning system, and the positioning system may be a global positioning system (GPS), a BeiDou system, or other positioning systems. For another example, the perception system 110 may include one or more of an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0061] Some or all functions of the vehicle 100 may be controlled by a computing platform 120. The computing platform 120 may include one or more processors, such as processors 121 to 12n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, 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 a hardware circuit. The logical relationships of the hardware circuit may be 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, the processor may 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 120 may also include a memory for storing instructions, and some or all of the processors 121 to 12n may call the instructions in the memory to implement corresponding functions.

[0062] The computing platform 120 may include an autonomous driving controller and a motor controller. The autonomous driving controller may utilize various sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, camera, ultrasonic sensor, global positioning system, inertial measurement unit) to acquire data and analyze and process the acquired data to implement functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / reminders, etc., thereby improving the safety, automation, and comfort of vehicle driving. For example, when the autonomous driving controller controls the longitudinal direction of the vehicle, the autonomous driving controller may send a command (which may be a drive command or a brake command) to the motor controller to determine the motor speed. The motor controller may control the output torque of the drive motor based on the command, thereby transmitting the torque to the drive wheels through the mechanical transmission system to achieve longitudinal control of the vehicle.

[0063] At different levels of autonomous driving (L0-L5), the autonomous driving controller can achieve different levels of autonomous driving assistance based on artificial intelligence algorithms and information obtained from multiple sensors. The above autonomous driving levels (L0-L5) are based on the classification standards of the Society of Automotive Engineers (SAE). Among them, L0 is no automation; L1 is driving assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. The tasks of monitoring and responding to road conditions at levels L1 to L3 are completed jointly by the driver and the system, and the driver is required to take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger.

[0064] The functions implemented by the autonomous driving controller include, but are not limited to, adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, front cross traffic alert / braking, rear cross traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision avoidance warning, traffic sign recognition, traffic jam assistance, and highway assistance. It should be understood that each of these functions can have specific modes at different autonomous driving levels (L0-L5), with higher levels indicating more intelligent modes. For example, autonomous parking can include automatic parking assistance (APA), automated parking assistance (RPA), and automated parking assistance (AVP). With APA, the driver does not need to operate the steering wheel, but still needs to control the accelerator and brakes from within the vehicle. With RPA, the driver can remotely park the vehicle using a terminal (such as a mobile phone) from outside the vehicle. With AVP, the vehicle can park without the driver. In terms of corresponding autonomous driving levels, APA is approximately at level 1, RPA is approximately at levels L2-L3, and AVP is approximately at level L4.

[0065] The vehicles involved in the embodiments of the present application are vehicles in a broad sense, which can be transportation vehicles (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 the present application do not specifically limit the type of vehicles.

[0066] FIG2 shows a schematic diagram of a system architecture 200 provided in an embodiment of the present application. As shown in FIG2 , the system architecture 200 includes an autonomous driving controller 210, an electronic stability controller (ESC) 220, a motor controller 230, a hydraulic actuator 240, and a drive motor. The link from the autonomous driving controller 210 to the motor controller 230, and then from the motor controller 230 to the drive motor can be referred to as an electric braking link; the link from the autonomous driving controller 210 to the ESC 220, and then from the ESC 220 to the hydraulic actuator 240 can be referred to as a hydraulic braking link.

[0067] The system architecture 200 is described below in conjunction with the normal braking phase, the pre-braking phase, and the emergency braking phase.

[0068] Conventional braking phase

[0069] For example, when the automated driving controller 210 determines that the required braking torque is less than or equal to the difference between the maximum regenerative capacity of the motor controller and the offset value, it can determine that the vehicle is currently in the normal braking phase. In this case, the automated driving controller 210 can calculate the vehicle's deceleration or deceleration curve, and further calculate at least one of the required electric braking torque, the desired deceleration speed, or the desired deceleration phase.

[0070] Exemplarily, the offset value may be 100 Nm.

[0071] For example, after calculating the information of the electric braking torque, the automatic driving controller 210 may send the information of the electric braking torque to the motor controller 230. The motor controller 230 may control the drive motor to perform electric braking according to the information of the electric braking torque.

[0072] For another example, after calculating the desired deceleration speed or the desired deceleration phase, the automatic driving controller 210 may send the information of the desired deceleration speed or the desired deceleration phase to the motor controller 230. The motor controller 230 may calculate the electric braking torque based on the desired deceleration speed or the desired deceleration phase and control the drive motor to perform electric braking based on the electric braking torque.

[0073] Take the case where the vehicle performs electric braking through the rear axle as an example. The required braking torque may be 1000 Nm and the maximum recovery capacity of the rear axle motor controller is 1800 Nm. At this time, the required braking torque is less than the maximum recovery capacity of the rear axle motor controller minus the offset value. The automatic driving controller 210 may send information about the electric braking torque (e.g., 1000 Nm) to the rear axle motor controller. After receiving the information about the electric braking torque, the rear axle motor controller may control the drive motor to perform electric braking according to the electric braking torque.

[0074] Take the case where a vehicle is electrically braked through the front and rear axles. The required braking torque may be 1000 Nm and the maximum recovery capacity of the front axle motor controller and the rear axle motor controller is 1800 Nm. At this time, the automatic driving controller 210 may determine that the first electric braking torque of the front axle motor controller is 600 Nm and the second electric braking torque of the rear axle motor controller is 400 Nm according to a preset distribution ratio (e.g., 3:2). The automatic driving controller 210 may send information about the first electric braking torque to the front axle motor controller and information about the second electric braking torque to the rear axle motor controller.

[0075] In the embodiment of the present application, the autonomous driving controller 210 directly controls the motor controller 230, without going through the ESC 220 and the vehicle domain controller (VDC). This reduces the length of the electric braking link, helps reduce the time delay during vehicle braking, and thus helps ensure user driving safety.

[0076] Pre-coordination stage

[0077] For example, if the autonomous driving controller 210 determines that the required braking torque is greater than the difference between the maximum regenerative capacity of the motor controller 230 and the offset value and is less than or equal to the maximum regenerative capacity of the motor controller 230, it may determine that the vehicle is currently in the pre-cooperation phase. At this point, the autonomous driving controller 210 may calculate the vehicle's deceleration or deceleration curve, and further calculate at least one of the required electric braking torque, the desired deceleration speed, or the desired deceleration phase.

[0078] The automatic driving controller 210 may send at least one of the electric braking torque, the desired deceleration speed, or the desired deceleration phase to the motor controller 230 and the automatic driving controller 210 may send a pre-brake (prefill) instruction to the ESC 220, which may be used to instruct the ESC 220 to perform pre-braking.

[0079] For example, upon receiving the pre-braking instruction, the ESC 220 may control the caliper of the vehicle to approach the brake disc, thereby eliminating the gap between the caliper and the brake disc.

[0080] For example, the pre-braking instruction carries information of a preset braking torque value. When the ESC 220 receives the pre-braking instruction, it can control the hydraulic actuator 240 according to the preset torque value.

[0081] Exemplarily, the preset braking torque value is 50 Nm.

[0082] Take the case where the vehicle performs electric braking through the rear axle. The braking demand torque may be 1750 Nm and the maximum recovery capacity of the rear axle motor controller is 1800 Nm. At this time, the braking demand torque is greater than the difference between the maximum recovery capacity of the rear axle motor controller and the bias value and is less than the maximum recovery capacity of the rear axle motor controller. The automatic driving controller 210 may send information about the electric braking torque (for example, 1750 Nm) to the rear axle motor controller. After receiving the information about the electric braking torque, the rear axle motor controller may control the drive motor to perform electric braking according to the electric braking torque. At the same time, the automatic driving controller 210 may send a pre-braking instruction to the ESC 220, which is used to instruct the ESC 220 to control the caliper to approach the brake disc.

[0083] Take the example of a vehicle that performs electric braking through the front and rear axles. The braking demand torque may be 1750 Nm and the maximum recovery capacity of the front axle motor controller and the rear axle motor controller is 1800 Nm. At this time, the automatic driving controller 210 may determine that the third electric braking torque of the front axle motor controller is 1050 Nm and the fourth electric braking torque of the rear axle motor controller is 700 Nm according to a preset distribution ratio (for example, 3:2). The automatic driving controller 210 may send information about the third electric braking torque to the front axle motor controller and information about the fourth electric braking torque to the rear axle motor controller. At the same time, the automatic driving controller 210 may send a pre-braking instruction to the ESC 220, which is used to instruct the ESC 220 to control the caliper to approach the brake disc.

[0084] Emergency braking phase

[0085] For example, when the autonomous driving controller 210 determines that the required braking torque is greater than the maximum recovery capacity of the motor controller 230, it can determine that the vehicle is currently in an emergency braking phase. At this point, the autonomous driving controller 210 can instruct the motor controller 230 to perform electric braking according to the maximum recovery capacity. For example, the autonomous driving controller 210 can send information about the maximum recovery capacity, or a desired deceleration rate or desired deceleration phase determined by the maximum recovery capacity, to the motor controller 230. Simultaneously, the autonomous driving controller 210 can send a braking instruction to the ESC 220. The braking instruction includes information about a fifth hydraulic braking torque, which is equal to the required braking torque minus the maximum recovery capacity. The ESC 220 can control the operation of the hydraulic actuator 240 based on the fifth hydraulic braking torque. In this way, by compensating the hydraulic braking torque to the hydraulic actuator, the sum of the electric braking torque and the hydraulic braking torque can be ensured to be equal to the required braking torque, thereby achieving rapid braking control in emergency conditions.

[0086] Take the example of a vehicle that performs electric braking through the rear axle. The braking demand torque may be 3000 Nm and the maximum recovery capacity of the rear axle motor controller is 1800 Nm. At this time, the braking demand torque is greater than the maximum recovery capacity of the motor controller. The automatic driving controller 210 may instruct the rear axle motor controller to perform braking recovery according to the maximum recovery capacity of the motor controller (for example, 1800 Nm). After receiving the information about the electric braking torque, the rear axle motor controller may control the drive motor to perform electric braking according to the maximum recovery capacity of the motor controller. At the same time, the automatic driving controller 210 may send a braking instruction to the ESC 220, and the pre-braking instruction includes information for indicating that the hydraulic braking torque is 1200 Nm. The ESC 220 may control the hydraulic actuator 240 to output a hydraulic braking torque of 1200 Nm.

[0087] Optionally, during the above-mentioned emergency braking process, the automatic driving controller 210 may control the electric braking torque to gradually decrease and control the hydraulic braking torque to gradually increase.

[0088] For example, at time T1, the automatic driving controller 210 may instruct the rear axle motor controller to perform braking recovery according to the maximum recovery capacity of the motor controller (e.g., 1800 Nm) and send a braking instruction to the ESC 220, where the pre-braking instruction includes information indicating that the hydraulic braking torque is 1200 Nm.

[0089] For example, at time T1+Δt, the automatic driving controller 210 may send information indicating that the electric brake torque is 1700 Nm to the rear axle motor controller and send a braking command to the ESC 220 , where the pre-braking command includes information indicating that the hydraulic brake torque is 1300 Nm.

[0090] For example, at time T1+2Δt, the automatic driving controller 210 may send information indicating that the electric brake torque is 1600 Nm to the rear axle motor controller and send a braking command to the ESC 220 , where the pre-braking command includes information indicating that the hydraulic brake torque is 1400 Nm.

[0091] Similarly, at time T1+18Δt, the automatic driving controller 210 can send information indicating that the electric braking torque is 0 Nm to the rear axle motor controller and send a braking command to the ESC 220. The pre-braking command includes information indicating that the hydraulic braking torque is 3000 Nm. In this way, during emergency braking, the electric braking torque can gradually decrease and the total hydraulic braking torque can gradually increase, thereby improving the stability of the braking performance. At the same time, the sum of the electric braking torque and the hydraulic braking torque can always follow the total required torque, which helps to ensure that the total braking torque of the vehicle follows the braking required torque.

[0092] Exemplarily, Δt is 10 ms.

[0093] FIG3 shows another schematic diagram of the system architecture 200 provided in an embodiment of the present application. Compared to the system architecture shown in FIG2 , in the system architecture shown in FIG3 , the autonomous driving controller 210 communicates with the motor controller 230 through the vehicle domain controller (VDC) 250. For example, after receiving the instruction sent by the autonomous driving controller, the VDC 250 can arbitrate the deceleration speed carried in the instruction. If the VDC 250 determines that the deceleration speed carried in the instruction is less than the maximum speed of the drive motor, the instruction can be forwarded to the motor controller 230.

[0094] FIG4 shows a schematic flow chart of a longitudinal control method 400 provided in an embodiment of the present application. The longitudinal control method 400 may be executed by a longitudinal control system consisting of an autopilot controller, a motor controller, and a hydraulic brake controller (e.g., the aforementioned ESC), wherein the autopilot controller is connected to the motor controller, and the autopilot controller is connected to the hydraulic brake controller. The method 400 includes:

[0095] S410, the automatic driving control obtains the braking demand torque.

[0096] Optionally, the vehicle is in an automatic driving state. Exemplarily, the vehicle is in a state where the adaptive cruise control (ACC) function, the integrated cruise assist (ICA) function or the navigation cruise assist (NCA) function is turned on. While the vehicle is in an automatic driving state, if an obstacle is detected suddenly appearing in front of the vehicle (for example, a pedestrian crossing the road), the automatic driving controller can determine the required braking torque based on the vehicle's current driving parameters and information about the obstacle. Exemplarily, when the vehicle detects that it is about to reach an intersection and the intersection indicator light is red, the automatic driving controller can determine the required braking torque based on the current driving parameters and the distance between the vehicle and the intersection.

[0097] Optionally, when the vehicle is in manual driving mode and is equipped with an autonomous emergency braking (AEB) function, upon detecting a sudden obstacle in front of the vehicle (e.g., a pedestrian crossing the road), the autonomous driving controller may trigger the AEB function and determine the required braking torque based on the vehicle's current driving parameters and information about the obstacle.

[0098] S420, the automatic driving controller sends a first instruction to the motor controller and a second instruction to the hydraulic brake controller according to the relationship between the braking demand torque and the maximum recovery torque of the motor controller.

[0099] Optionally, the automatic driving controller may send instructions to the motor controller and the hydraulic brake controller according to a preset period. Exemplarily, the preset period may be 10ms.

[0100] According to the relationship between the braking demand torque and the maximum recovery torque of the motor controller, the braking scenario of the vehicle can be divided into the conventional braking stage, the pre-coordination stage and the emergency braking stage. The specific division process can be referred to the description in the above embodiment and will not be repeated here.

[0101] S430: The motor controller controls the drive motor to perform electric braking according to the first instruction.

[0102] S440: The hydraulic brake controller controls the hydraulic actuator to perform corresponding operations according to the second instruction.

[0103] There is no actual order between the above S430 and S440.

[0104] Optionally, when the braking demand torque is greater than the maximum recovery torque, the first instruction indicates the maximum recovery torque, the second instruction indicates a first hydraulic braking torque, the first hydraulic braking torque is determined by the braking demand torque and the maximum recovery torque, and the motor controller controls the drive motor to perform electric braking according to the first instruction, including: the motor controller controls the drive motor to perform electric braking according to the maximum recovery torque according to the first instruction; the hydraulic brake controller controls the hydraulic actuator to perform corresponding operations according to the second instruction, including: the hydraulic brake controller controls the hydraulic actuator to output the first hydraulic braking torque according to the second instruction.

[0105] Optionally, the first hydraulic braking torque is equal to the braking demand torque minus the maximum recovery torque.

[0106] Optionally, the method 400 also includes: the automatic driving controller receives the actual recovery torque of the drive motor sent by the motor controller; the automatic driving controller sends a fifth instruction to the hydraulic brake controller based on the maximum recovery torque and the actual recovery torque, and the fifth instruction indicates a second hydraulic braking torque, and the second hydraulic braking torque is determined by the first hydraulic braking torque and the sum of the difference between the maximum recovery torque and the actual recovery torque.

[0107] Exemplarily, the braking demand torque may be 3000 Nm and the maximum recovery capacity of the rear axle motor controller is 1800 Nm. At this time, the braking demand torque is greater than the maximum recovery capacity of the motor controller. The automatic driving controller may instruct the rear axle motor controller to perform braking recovery according to the maximum recovery capacity of the motor controller (for example, 1800 Nm). After receiving the information of the electric braking torque, the rear axle motor controller may control the drive motor to perform electric braking according to the maximum recovery capacity of the motor controller. At the same time, the automatic driving controller may send a braking instruction to the ESC, which includes information for indicating that the hydraulic braking torque is 1200 Nm. The ESC may control the hydraulic actuator to output a hydraulic braking torque of 1200 Nm.

[0108] The automatic driving controller can receive information about the actual recovery torque (for example, 1700Nm) sent by the motor controller. The automatic driving controller can send a braking instruction to the ESC based on the maximum recovery capacity and the actual recovery torque. The braking instruction includes information indicating that the hydraulic braking torque is 1300Nm. ESC220 can control the hydraulic actuator to output a hydraulic braking torque of 1300Nm. In this way, it can be ensured that the sum of the vehicle's electric braking torque and the hydraulic braking torque follows the braking demand torque, which helps to ensure that the vehicle's braking performance is not affected when the actual recovery torque is low, thereby helping to improve the user's driving safety.

[0109] Optionally, the method 400 also includes: the automatic driving controller sends a third instruction to the motor control and sends a fourth instruction to the hydraulic brake controller, the third instruction indicates a first electric braking torque, the first electric braking torque is the difference between the maximum recovery torque and the first torque, and the fourth instruction indicates a second hydraulic braking torque, the second hydraulic braking torque is the sum of the first hydraulic braking torque and the first torque; the motor controller controls the drive motor to perform electric braking according to the first electric braking torque according to the third instruction; and the hydraulic brake controller controls the hydraulic actuator to output the second hydraulic braking torque according to the fourth instruction.

[0110] The process of the above automatic driving controller controlling the electric braking torque to gradually decrease and controlling the hydraulic braking torque to gradually increase can be referred to the description in the above embodiment and will not be repeated here.

[0111] Optionally, when the braking demand torque is greater than the difference between the maximum recovery torque and the first preset torque and is less than or equal to the maximum recovery torque, the first instruction indicates the braking demand torque, the second instruction instructs the hydraulic brake controller to perform pre-braking, and the motor controller controls the drive motor to perform electric braking according to the first instruction, including: the motor controller controls the drive motor to perform electric braking according to the braking demand torque according to the first instruction; the hydraulic brake controller controls the hydraulic actuator to perform corresponding operations according to the second instruction, including: the hydraulic brake controller controls the hydraulic actuator to perform pre-braking according to the second instruction.

[0112] The process of the above automatic driving controller instructing the hydraulic brake controller to perform pre-braking can be referred to the description in the above embodiment and will not be repeated here.

[0113] Exemplarily, the second instruction is used to include information of a second preset torque; the hydraulic brake controller controls the hydraulic actuator to perform pre-braking according to the second instruction, including: the hydraulic brake controller controls the hydraulic actuator to output the second preset torque according to the second instruction.

[0114] Exemplarily, the hydraulic actuator includes a caliper and a brake disc, and the hydraulic brake controller controls the hydraulic actuator to perform pre-braking according to the second instruction, including: the hydraulic brake controller controls the caliper to approach the brake disc, or eliminates the gap between the caliper and the brake disc according to the second instruction.

[0115] Optionally, when the braking requirement torque is less than or equal to the difference between the maximum recovery torque and the first preset torque, the first instruction indicates the braking requirement torque, and the motor controller controls the drive motor to perform electric braking according to the first instruction, including: the motor controller controls the drive motor to perform electric braking according to the braking requirement torque according to the first instruction; the hydraulic brake controller controls the hydraulic actuator to perform corresponding operations according to the second instruction, including: the hydraulic brake controller controls the hydraulic actuator not to work according to the second instruction.

[0116] Optionally, during the normal braking phase, the automatic driving controller may send an instruction to the hydraulic brake controller that carries information that the hydraulic braking torque is 0, or the automatic driving controller may not send an instruction to the hydraulic brake controller.

[0117] Optionally, the first instruction includes a deceleration speed or a deceleration phase of the drive motor, and the motor controller is used to control the drive motor to perform electric braking according to the deceleration speed or the deceleration phase of the drive motor.

[0118] Optionally, the first instruction includes information of a first distance, where the first distance is the distance between the vehicle and a target position (eg, a target parking space). The first distance can be used to determine the number of revolutions of the drive motor.

[0119] Figure 5 shows a schematic block diagram of a longitudinal control device 500 provided in an embodiment of the present application. Device 500 is applied to an autonomous driving controller, which is connected to a motor controller, which is in turn connected to a hydraulic brake controller. Device 500 includes: an acquisition unit 510 for acquiring a required braking torque; and a transmission unit 520 for transmitting a first instruction to the motor controller and a second instruction to the hydraulic brake controller based on the relationship between the required braking torque and the maximum regenerative torque of the motor controller. The first instruction instructs the motor controller to perform electric braking, and the second instruction instructs the hydraulic brake controller to perform a corresponding operation.

[0120] Optionally, when the brake demand torque is greater than the maximum recovery torque, the first instruction indicates the maximum recovery torque, and the second instruction indicates a first hydraulic braking torque, where the first hydraulic braking torque is determined by the brake demand torque and the maximum recovery torque.

[0121] Optionally, the sending unit 520 is also used to: send a third instruction to the motor control and a fourth instruction to the hydraulic brake controller, the third instruction indicates a first electric braking torque, the first electric braking torque is the difference between the maximum recovery torque and the first torque, and the fourth instruction indicates a second hydraulic braking torque, the second hydraulic braking torque is the sum of the first hydraulic braking torque and the first torque.

[0122] Optionally, when the braking requirement torque is greater than the difference between the maximum recovery torque and the first preset torque and is less than or equal to the maximum recovery torque, the first instruction indicates the braking requirement torque, and the second instruction instructs the hydraulic brake controller to perform pre-braking.

[0123] Optionally, the second instruction is used to include information of a second preset torque.

[0124] Optionally, the second instruction is used to instruct the hydraulic brake controller to control the caliper to approach the brake disc.

[0125] Optionally, when the braking requirement torque is less than or equal to a difference between the maximum recovery torque and a first preset torque, the first instruction indicates the braking requirement torque.

[0126] Optionally, the first instruction includes a deceleration speed or a deceleration phase of the drive motor, and the deceleration speed or the deceleration phase is used to determine the electric braking torque.

[0127] For example, the acquisition unit 510 may be the computing platform in Figure 1 or a processing circuit, processor, or controller in the computing platform. For example, if the acquisition unit 510 is the processor 121 in the computing platform, the processor 121 may acquire the required braking torque.

[0128] For another example, the sending unit 520 may be a communication interface of the computing platform in FIG1 . The processor 122 in the computing platform may allocate the electric braking torque and the hydraulic braking torque based on the required braking torque and the maximum regenerative capacity. The processor 122 may control the communication interface to send a first instruction and a second instruction to the motor controller and the hydraulic brake controller, respectively. The first instruction includes information indicating the electric braking torque, and the second instruction includes information indicating the hydraulic braking torque.

[0129] The functions implemented by the above-mentioned acquisition unit 810 and the determination of the electric braking torque and the hydraulic braking torque may be implemented by different processors, or may be implemented by the same processor, which is not limited in this embodiment of the present application.

[0130] 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, where the processor is, for example, a general-purpose processor such as a CPU or a microprocessor, and the memory is a memory within the device or a memory 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, and the connections between the logic gate circuits may be 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.

[0131] 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.

[0132] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-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 apparatus. The at least one processor may be of different types, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0133] An embodiment of the present application also provides a device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit so that the device executes the method or steps performed by the above embodiment.

[0134] Optionally, if the device is located in a vehicle, the processing unit may be the processors 121 - 12n shown in FIG. 1 .

[0135] An embodiment of the present application also provides a longitudinal control system, which includes the above-mentioned automatic driving controller, motor controller and hydraulic brake controller, and the automatic driving controller may include the above-mentioned device 500.

[0136] An embodiment of the present application further provides a vehicle, which may include the above-mentioned device 500, or include the above-mentioned longitudinal control system.

[0137] An embodiment of the present application further provides a computer program product, which includes: a computer program code, and when the computer program code is run on a computer, causes the computer to execute a method.

[0138] An embodiment of the present application further provides a computer-readable medium, wherein the computer-readable medium stores a program code. When the computer program code is run on a computer, the computer executes the above method.

[0139] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0140] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0141] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] 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, a server, or a 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 (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0148] 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 the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A longitudinal control system, characterized in that: The longitudinal control system includes an automatic driving controller, a motor controller and a hydraulic brake controller, wherein the automatic driving controller is connected to the motor controller, and the automatic driving controller is connected to the hydraulic brake controller, wherein: The automatic driving controller is used to obtain the braking demand torque; The automatic driving controller is further configured to send a first instruction to the motor controller and a second instruction to the hydraulic brake controller according to a relationship between the braking demand torque and the maximum recovery torque of the motor controller; The motor controller is used to control the drive motor to perform electric braking according to the first instruction; The hydraulic brake controller is used to control the hydraulic actuator to perform corresponding operations according to the second instruction.

2. The system according to claim 1, characterized in that When the brake demand torque is greater than the maximum recovery torque, the first instruction indicates the maximum recovery torque, and the second instruction indicates a first hydraulic brake torque, wherein the first hydraulic brake torque is determined by the brake demand torque and the maximum recovery torque. The motor controller is used to control the drive motor to perform electric braking according to the maximum recovery torque according to the first instruction; The hydraulic brake controller is used to control the hydraulic actuator to output the first hydraulic brake torque according to the second instruction.

3. The system according to claim 2, characterized in that The automatic driving controller is further configured to send a third instruction to the motor controller and a fourth instruction to the hydraulic brake controller, wherein the third instruction indicates a first electric brake torque, which is a difference between the maximum recovery torque and the first torque, and the fourth instruction indicates a second hydraulic brake torque, which is a sum of the first hydraulic brake torque and the first torque; The motor controller is used to control the drive motor to perform electric braking according to the first electric braking torque according to the third instruction; The hydraulic brake controller is used to control the hydraulic actuator to output the second hydraulic brake torque according to the fourth instruction.

4. The system according to claim 1, characterized in that When the braking demand torque is greater than the difference between the maximum recovery torque and the first preset torque and less than or equal to the maximum recovery torque, the first instruction indicates the braking demand torque, and the second instruction instructs the hydraulic brake controller to perform pre-braking. The motor controller is used to control the drive motor to perform electric braking according to the braking demand torque according to the first instruction; The hydraulic brake controller is used to control the hydraulic actuator to perform pre-braking according to the second instruction.

5. The system according to claim 4, characterized in that The second instruction is used to include information of a second preset torque; The hydraulic brake controller is used to control the hydraulic actuator to output the second preset torque according to the second instruction.

6. The system according to claim 4, characterized in that The hydraulic actuator includes a caliper and a brake disc, The hydraulic brake controller is used to control the caliper to approach the brake disc according to the second instruction.

7. The system according to claim 1, characterized in that When the braking requirement torque is less than or equal to the difference between the maximum recovery torque and the first preset torque, the first instruction indicates the braking requirement torque, The motor controller is used to control the drive motor to perform electric braking according to the braking demand torque according to the first instruction; The hydraulic brake controller is used to control the hydraulic actuator to not operate according to the second instruction.

8. The system according to any one of claims 1 to 7, characterized in that The first instruction includes the deceleration speed or deceleration phase of the drive motor, The motor controller is used to control the drive motor to perform electric braking according to the deceleration speed or deceleration phase of the drive motor.

9. A longitudinal control method, characterized in that: The method is applied to an automatic driving controller, the automatic driving controller is connected to a motor controller, the automatic driving controller is connected to a hydraulic brake controller, and the method includes: The automatic driving controller obtains the braking demand torque; The automatic driving controller sends a first instruction to the motor controller and a second instruction to the hydraulic brake controller based on the relationship between the braking demand torque and the maximum recovery torque of the motor controller, wherein the first instruction is used to instruct the motor controller to perform electric braking, and the second instruction is used to instruct the hydraulic brake controller to perform corresponding operations.

10. The method according to claim 9, characterized in that When the brake demand torque is greater than the maximum recovery torque, the first command indicates the maximum recovery torque, and the second command indicates a first hydraulic brake torque, which is determined by the brake demand torque and the maximum recovery torque.

11. The method according to claim 10, characterized in that The method further comprises: The automatic driving controller sends a third instruction to the motor control and a fourth instruction to the hydraulic brake controller, the third instruction indicating a first electric braking torque, which is the difference between the maximum recovery torque and the first torque, and the fourth instruction indicating a second hydraulic braking torque, which is the sum of the first hydraulic braking torque and the first torque.

12. The method according to claim 9, characterized in that When the brake demand torque is greater than the difference between the maximum recovery torque and the first preset torque and less than or equal to the maximum recovery torque, the first instruction instructs the brake demand torque, and the second instruction instructs the hydraulic brake controller to perform pre-braking.

13. The method according to claim 12, characterized in that The second instruction is used for including information of a second preset torque.

14. The method according to claim 12, characterized in that The second instruction is used to instruct the hydraulic brake controller to control the caliper to approach the brake disc.

15. The method according to claim 9, characterized in that When the braking demand torque is less than or equal to a difference between the maximum recovery torque and a first preset torque, the first instruction indicates the braking demand torque.

16. The method according to any one of claims 9 to 15, characterized in that The first instruction includes a deceleration speed or a deceleration phase of the driving motor, and the deceleration speed or the deceleration phase is used to determine the electric braking torque.

17. A longitudinal control device, characterized in that: The device is applied to an automatic driving controller, the automatic driving controller is connected to a motor controller, the automatic driving controller is connected to a hydraulic brake controller, and the device comprises: An acquisition unit, used for acquiring a braking demand torque; A sending unit is used to send a first instruction to the motor controller and a second instruction to the hydraulic brake controller according to the relationship between the braking demand torque and the maximum recovery torque of the motor controller, wherein the first instruction is used to instruct the motor controller to perform electric braking, and the second instruction is used to instruct the hydraulic brake controller to perform corresponding operations.

18. The device according to claim 17, characterized in that When the brake demand torque is greater than the maximum recovery torque, the first command indicates the maximum recovery torque, and the second command indicates a first hydraulic brake torque, which is determined by the brake demand torque and the maximum recovery torque.

19. The device according to claim 18, characterized in that The sending unit is further used for: A third instruction is sent to the motor control and a fourth instruction is sent to the hydraulic brake controller, the third instruction indicates a first electric braking torque, which is the difference between the maximum recovery torque and the first torque, and the fourth instruction indicates a second hydraulic braking torque, which is the sum of the first hydraulic braking torque and the first torque.

20. The device according to claim 17, characterized in that When the brake demand torque is greater than the difference between the maximum recovery torque and the first preset torque and less than or equal to the maximum recovery torque, the first instruction instructs the brake demand torque, and the second instruction instructs the hydraulic brake controller to perform pre-braking.

21. The device according to claim 20, characterized in that The second instruction is used for including information of a second preset torque.

22. The device according to claim 20, characterized in that The second instruction is used to instruct the hydraulic brake controller to control the caliper to approach the brake disc.

23. The device according to claim 17, characterized in that When the braking demand torque is less than or equal to a difference between the maximum recovery torque and a first preset torque, the first instruction indicates the braking demand torque.

24. The device according to any one of claims 17 to 23, characterized in that The first instruction includes a deceleration speed or a deceleration phase of the driving motor, and the deceleration speed or the deceleration phase is used to determine the electric braking torque.

25. A longitudinal control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 9 to 16.

26. An automatic driving controller, characterized in that: Comprising a device as claimed in any one of claims 17 to 25.

27. A vehicle, characterized in that: Includes the device as described in any one of claims 17 to 25, or includes the automatic driving controller as described in claim 26.

28. 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 method according to any one of claims 9 to 16 is implemented.

29. A chip, characterized in that: include: A circuit for executing the method according to any one of claims 9 to 16.

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