Longitudinal control method and apparatus

Abstract

Provided in the present application are a longitudinal control method and apparatus. The longitudinal control method comprises: acquiring first speed information of a vehicle at a first moment in the future; and on the basis of the first speed information, sending a first instruction to a hydraulic brake controller and a second instruction to an electric motor controller, wherein the first instruction instructs the hydraulic brake controller to perform braking at the first moment on the basis of first hydraulic braking torque, and the second instruction instructs the electric motor controller to output torque at the first moment on the basis of first electric motor torque. The present application facilitates the reduction in latency in an emergency acceleration-to-deceleration condition and an electric braking torque zero-crossing condition, thereby facilitating improvement in the vehicle occupant safety for users.

Description

Longitudinal control method and device Technical Field

[0001] This application relates to the field of intelligent driving, and more specifically, to a longitudinal control method and apparatus. Background Technology

[0002] In the process of intelligent driving, there are situations where it is necessary to quickly switch from acceleration to deceleration. For example, when a vehicle starts to accelerate during cruise control and another vehicle suddenly cuts into the lane ahead, it needs to decelerate immediately; or when parking, it needs to accelerate over a speed bump and then decelerate immediately.

[0003] However, due to the common response latency of intelligent driving systems in the aforementioned scenarios, the transition from acceleration to deceleration is not timely, posing a risk of collision. Improving the vehicle's reaction speed during emergency acceleration and deceleration has become a pressing technical challenge in this field. Summary of the Invention

[0004] This application provides a longitudinal control method and apparatus. It helps reduce the time delay during emergency acceleration and deceleration of a vehicle, thereby contributing to ensuring the safety of the user.

[0005] In a first aspect, a longitudinal control method is provided, the method comprising: acquiring first speed information of a vehicle at a first moment in the future; based on the first speed information, sending a first command to a hydraulic brake controller and a second command to a motor controller, the first command instructing the hydraulic brake controller to brake at the first moment according to a first hydraulic braking torque, and the second command instructing the motor controller to output torque at the first moment according to a first motor torque.

[0006] Based on the above technical solution, by obtaining the hydraulic braking torque and electric braking torque at a future moment in advance based on the first speed information, the vehicle's response speed during braking can be improved, the braking delay can be shortened, and the expected acceleration can be achieved more quickly.

[0007] For example, the current time is T0, and T0+10ms is T1. The first velocity information can be the acceleration at time T1 or the velocity at time T1.

[0008] In one possible implementation, a sequence of first speed information of the vehicle within a future first time period can be obtained. The first time period can be a specific predicted time range. This application embodiment does not limit the length of the first time period; for example, the first time period can be 30ms or 400ms.

[0009] For example, the current time is T0, and T0+10ms, T0+20ms, and T0+30ms represent T1, T2, and T3, respectively. This embodiment of the application can obtain the acceleration sequence from T1 to T3 (within the next 30ms): [0.8, 1, 1.1] m / s². 2 Among them, 0.8 m / s 2 It is the acceleration at time T1, 1 m / s². 2 It is the acceleration at time T2, 1.1 m / s². 2 It is the acceleration at time T3.

[0010] In one possible implementation, the initial velocity information can be determined using a model predictive control (MPC) controller. MPC controllers can be categorized into lateral MPC controllers, longitudinal MPC controllers, and combined lateral and longitudinal MPC controllers.

[0011] For example, the combined lateral and longitudinal MPC controller can calculate the acceleration command sequence within the predicted time based on the vehicle's current motion state information, motion planning information, and positioning information.

[0012] The first hydraulic braking torque and the first motor torque can be specific torque values ​​obtained according to the vehicle's braking distribution strategy. By sending a first command to the hydraulic brake controller, the hydraulic brake actuator can be controlled to output the first hydraulic braking torque; by sending a second command to the motor controller, the motor can be controlled to output the first motor torque.

[0013] For example, the hydraulic brake controller can be an electronic stability controller (ESC), and the motor controller can be a vehicle domain controller (VDC).

[0014] In conjunction with the first aspect, in some implementations of the first aspect, before sending the first instruction to the hydraulic brake controller and the second instruction to the motor controller, the method further includes: obtaining the first hydraulic brake torque and the first motor torque based on the first speed information, the first motor torque gradient, and the first hydraulic brake torque gradient.

[0015] Based on the above technical solutions, accurate hydraulic braking torque and electric braking torque can be obtained, which helps to provide effective braking and thus helps to improve the safety of users.

[0016] In one possible implementation, before sending a first instruction to the hydraulic brake controller and a second instruction to the motor controller, the method further includes: obtaining a first hydraulic brake torque and a first motor torque based on first speed information, a first motor torque gradient, a first hydraulic brake torque gradient, a maximum electric brake torque, and a maximum electric drive torque.

[0017] For example, the value of the first motor torque needs to be greater than or equal to the maximum torque value (negative value) that the motor can provide during braking, and at the same time, it needs to be less than or equal to the maximum torque value (positive value) that the motor can provide during driving.

[0018] By taking into account the maximum electric braking torque and the maximum electric drive torque, it is possible to avoid motor overheating or even damage, and the motor will not operate beyond its operating limits, thereby ensuring the performance and safety of the motor.

[0019] In conjunction with the first aspect, in some implementations of the first aspect, before obtaining the first hydraulic braking torque and the first motor torque, the method further includes: determining the maximum electric braking torque gradient and the minimum electric braking torque gradient based on the second motor torque; and determining the first motor torque gradient based on the maximum electric braking torque gradient and the minimum electric braking torque gradient.

[0020] Based on the above technical solutions, sudden changes in motor torque can be avoided, thereby helping to reduce instability factors in the braking system and improve vehicle driving safety.

[0021] In some possible implementations, the first motor torque gradient can be determined based on the maximum and minimum electric braking torque gradients when the electric braking torque crosses zero.

[0022] This approach allows the zero-crossing delay of electric braking torque to be considered as one of the factors in determining the vehicle's braking distribution strategy, in order to compensate for the delay caused by gradient limitations as much as possible.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, before obtaining the first hydraulic braking torque, the method further includes: obtaining the second hydraulic braking torque based on the first speed information, the first motor torque gradient, and the second hydraulic braking torque gradient; determining the second speed information based on the second hydraulic braking torque and the first motor torque; obtaining the first hydraulic braking torque includes: obtaining the first hydraulic braking torque and the first hydraulic braking torque gradient based on at least one of the difference between the first speed information and the second speed information, the second hydraulic braking torque, and the second hydraulic braking torque gradient.

[0024] Based on the above technical solutions, it is possible to provide a more reasonable braking torque distribution in the motor and hydraulic brake controller, thereby improving the stability of vehicle braking.

[0025] In some possible implementations, optimizing the difference between actual and expected acceleration helps the vehicle brake according to the control strategy of the control system.

[0026] In some possible implementations, optimizing the hydraulic braking torque can help reduce the use of hydraulic braking and decrease wear on hydraulic braking components.

[0027] In some possible implementations, optimizing the gradient of hydraulic braking torque can help reduce shocks and vibrations during braking, providing a smoother braking experience.

[0028] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: sending a third instruction to the hydraulic brake controller, the third instruction being used to instruct the hydraulic brake controller to stop distributing braking torque.

[0029] In some possible implementations, the intelligent driving controller can send a first command to the VDC and a second and third command to the ESC. The VDC can control the motor to output drive or braking torque according to the first command sent by the intelligent driving controller; the ESC can control the hydraulic actuator to output hydraulic braking torque according to the second command sent by the intelligent driving controller, while the ESC responds to the third command without controlling the motor to output braking torque.

[0030] Based on the above technical solution, the intelligent driving controller directly distributes electric braking torque and hydraulic braking torque, which helps reduce the time delay in signal transmission. This makes the intelligent driving system's braking management more centralized and efficient, and can also effectively avoid the problem of asynchronous torque distribution between components from different suppliers. Simultaneously, by disabling the switch in the ESC used for distributing braking torque, the ESC responds only to the braking demand distributed by the intelligent driving controller through hydraulic braking, avoiding the ESC from redistributing electric and hydraulic braking, thus preventing any impact on the vehicle's braking distribution strategy.

[0031] In a second aspect, a longitudinal control device is provided, which is applied in an autonomous driving controller. The autonomous driving controller is connected to a motor controller and a hydraulic brake controller. The device includes: an acquisition unit for acquiring first speed information of the vehicle at a future first moment; and a transmission unit for sending a first command to the hydraulic brake controller and a second command to the motor controller based on the first speed information. The first command instructs the hydraulic brake controller to brake at a first hydraulic braking torque at the first moment, and the second command instructs the motor controller to output torque at a first motor torque at the first moment.

[0032] In conjunction with the second aspect, in some implementations of the second aspect, the acquisition unit is further configured to: acquire the first hydraulic braking torque and the first motor torque based on the first speed information, the first motor torque gradient, and the first hydraulic braking torque gradient.

[0033] In conjunction with the second aspect, in some implementations of the second aspect, the device further includes a determining unit for determining the maximum electric braking torque gradient and the minimum electric braking torque gradient based on the torque of the second motor; the determining unit is also used to: determine the torque gradient of the first motor based on the maximum electric braking torque gradient and the minimum electric braking torque gradient.

[0034] In conjunction with the second aspect, in some implementations of the second aspect, the acquiring unit is further configured to: acquire a second hydraulic braking torque based on the first speed information, the first motor torque gradient, and the second hydraulic braking torque gradient; the determining unit is further configured to: determine the second speed information based on the second hydraulic braking torque and the first motor torque; acquiring the first hydraulic braking torque includes: acquiring the first hydraulic braking torque and the first hydraulic braking torque gradient based on at least one of the difference between the first speed information and the second speed information, the second hydraulic braking torque, and the second hydraulic braking torque gradient.

[0035] In conjunction with the second aspect, in some implementations of the second aspect, the sending unit is also used to send a third instruction to the hydraulic brake controller, the third instruction being used to instruct the hydraulic brake controller to stop distributing braking torque.

[0036] Thirdly, a longitudinal control device is provided, comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, such that the device performs any of the possible methods in the first aspect.

[0037] Fourthly, an autonomous driving controller is provided, including any one of the possible devices in the second or third aspect.

[0038] Fifthly, a vehicle is provided that includes any of the possible devices of the second or third aspect, or includes the device of the fourth aspect.

[0039] In a sixth aspect, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a computer, enables any of the possible methods of the first aspect to be implemented.

[0040] In a seventh aspect, a chip is provided, comprising: circuitry for performing any of the possible methods in the first aspect. Attached Figure Description

[0041] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of this application.

[0042] Figure 2 is a schematic block diagram of the intelligent driving system 200 provided in an embodiment of this application.

[0043] Figure 3 is a schematic diagram of a vertical control architecture.

[0044] Figure 4 illustrates a longitudinal control method 400 provided in an embodiment of this application.

[0045] Figure 5 illustrates a longitudinal control method 500 provided in an embodiment of this application.

[0046] Figure 6 is a schematic diagram of a constrained electric braking torque zero-crossing gradient.

[0047] Figure 7 is a schematic diagram of a vertical control architecture provided in an embodiment of this application.

[0048] Figure 8 is a schematic diagram of a system architecture 800 provided in an embodiment of this application.

[0049] Figure 9 is a schematic diagram illustrating the effect of a longitudinal control method provided in an embodiment of this application.

[0050] Figure 10 is a schematic diagram illustrating the effect of a longitudinal control method provided in an embodiment of this application.

[0051] Figure 11 is a schematic diagram of the effect of a longitudinal control method provided in an embodiment of this application.

[0052] Figure 12 is a schematic diagram of the effect of a longitudinal control method provided in an embodiment of this application.

[0053] Figure 13 is a schematic block diagram of the longitudinal control device 1300 provided in an embodiment of this application. Detailed Implementation

[0054] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. "At least one" refers to one or more. For example, "at least one of A and B," similar to "A and / or B," describes the association relationship between related objects, indicating that three relationships can exist. For example, at least one of A and B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0055] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0056] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include a sensing system 110, a computing platform 120, and a display device 130. The sensing system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 110 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou Navigation Satellite System, or another positioning system. As another example, the sensing system 110 may include one or more of the following: an inertial measurement unit (IMU), an accelerometer, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0057] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0058] Optionally, the structure of the vehicle 100 described above is merely illustrative. In actual applications, various components of the vehicle 100 may be added or removed as needed.

[0059] Vehicle 100 may include an intelligent driving system, which may include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system uses various sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, camera devices, ultrasonic sensors, global positioning system, inertial measurement unit) to acquire information from the vehicle's surroundings, and analyzes and processes the acquired information to achieve functions such as obstacle perception, target recognition, vehicle positioning, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0060] For example, Figure 2 shows a schematic block diagram of an intelligent driving system 200 provided in an embodiment of this application. The intelligent driving system 200 may include five functional modules: a perception module 210, a planning module 220, a control module 230, a positioning module 240, and a decision-making module 250. The perception module 210, planning module 220, positioning module 240, and decision-making module 250, based on road conditions, obstacle information, etc., provide the planned driving path information and speed information to the control module 230. The control module 230 calculates acceleration and deceleration control commands and sends them to the vehicle / chassis for execution. The vehicle / chassis includes VDC and ESC.

[0061] The above-mentioned sensing module 210 and positioning module 240 can form the above-mentioned sensing system 110, and the planning module 220, control module 230 and decision-making module 250 can be located in the above-mentioned computing platform 120.

[0062] For example, when the intelligent driving system performs longitudinal control of the vehicle, the control module 230 can send acceleration or deceleration control commands to the vehicle chassis to achieve longitudinal control of the vehicle.

[0063] For example, the control module 230 sends a command (which can be a drive command or a braking command) to the VDC to determine the motor speed according to the acceleration or deceleration control command. The VDC can then control the output torque of the drive motor according to the command, thereby transmitting the torque to the drive wheels through the mechanical transmission system. Simultaneously, the control module 230 sends a command to the ESC to determine the hydraulic braking torque according to the deceleration control command. This command is used to control the caliper to approach the brake disc. Through the cooperation of the above-mentioned electric braking and hydraulic braking, longitudinal control of the vehicle can be achieved.

[0064] The control module 230 mentioned above may include an intelligent driving controller. Figure 3 shows a schematic diagram of a longitudinal control architecture. As shown in Figure 3, the intelligent driving controller sends the drive torque to the VDC, which controls the motor to output drive torque to accelerate the vehicle. The intelligent driving controller sends the total braking torque demand to the ESC. The ESC can control the hydraulic actuator to output hydraulic braking torque, and the ESC can also control the motor to output braking torque. Therefore, in the example shown in Figure 3, the ESC is responsible for distributing the electric braking torque and the hydraulic braking torque.

[0065] Vehicle-based driving automation systems are classified into five levels (or L0-L5) based on the degree to which they can perform dynamic driving tasks, according to the role allocation in performing these tasks and the presence or absence of an operational design domain (ODD), such as the external conditions (road, traffic, weather, lighting, etc.) defined during the system's design. Levels 0-2 represent driver assistance, where the system assists humans in performing dynamic driving tasks, but the driver remains the primary driver. Levels 3-5 represent autonomous driving, where the system performs dynamic driving tasks in place of the human under the designed operating conditions; when activated, the system becomes the primary driver. The names and definitions of each level are as follows:

[0066] Level 0 Driving Automation (also known as Emergency Assistance): The system cannot continuously perform lateral or longitudinal motion control of the vehicle in dynamic driving tasks, but it has the ability to continuously perform partial target and event detection and response in dynamic driving tasks. Level 1 Driving Automation (also known as Partial Driver Assistance): The system continuously performs lateral or longitudinal motion control of the vehicle in dynamic driving tasks under its design operating conditions, and has the ability to perform partial target and event detection and response adapted to the performed lateral or longitudinal motion control. Level 2 Driving Automation (also known as Combined Driver Assistance): The system continuously performs lateral and longitudinal motion control of the vehicle in dynamic driving tasks under its design operating conditions, and has the ability to perform partial target and event detection and response adapted to the performed lateral and longitudinal motion control. Level 3 Driving Automation (also known as Conditionally Automated Driving): The system continuously performs all dynamic driving tasks under its design operating conditions. Level 4 Driving Automation (also known as Highly Automated Driving): The system continuously performs all dynamic driving tasks under its design operating conditions and automatically executes the minimum risk strategy. Level 5 driving automation (also known as fully automated driving): The system continuously performs all dynamic driving tasks under any drivable conditions and automatically executes the least risk strategy.

[0067] The functions that intelligent driving systems can achieve mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist. It should be understood that the above functions can have specific modes at different levels of autonomous driving (L0-L5); the higher the level of autonomous driving, the more intelligent the corresponding mode.

[0068] The vehicles involved in this application embodiment are vehicles in a broad sense, which can be means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application embodiment does not specifically limit the type of vehicle.

[0069] During vehicle operation, scenarios involving sudden acceleration followed by deceleration may occur, such as when accelerating from a standstill, encountering another vehicle cutting in front of you while overtaking, parking over speed bumps, or maneuvering in tight spaces. In these situations, due to response delays, the vehicle may not be able to transition from acceleration to deceleration in time, potentially leading to a collision risk. Therefore, reducing the response delay during acceleration-to-deceleration transitions is a pressing issue that needs to be addressed.

[0070] In one implementation, pre-braking can be triggered based on the state of the vehicle's accelerator pedal. Specifically, by detecting the transition of the accelerator pedal from a depressed to a released state and considering the release rate, it can be determined whether pre-braking pressure needs to be applied. This implementation has a direct and clear judgment condition, making it suitable for manual driving scenarios. It can reduce the driver's reaction delay when accelerating to decelerating, thereby reducing the risk of collision. However, this solution is not suitable for autonomous driving scenarios. Autonomous driving systems typically require more environmental perception and comprehensive judgment capabilities, and relying solely on the accelerator pedal state is insufficient to meet the needs of complex operating conditions.

[0071] In another implementation, pre-braking can be triggered based on distance and relative speed. Specifically, sensors can monitor the distance between the vehicle and obstacles ahead, calculate the relative speed between the vehicle and the vehicle in front within a set sampling time, and determine whether pre-braking pressure needs to be applied to avoid a collision based on the distance and relative speed data. This implementation is easy to implement and can effectively reduce the risk of rear-end collisions. However, this implementation has the following limitations: (1) Lack of anticipation. It only considers the current distance and relative speed, without predicting the behavior of the vehicle in front or the dynamic information of obstacles at a greater distance, and does not have the ability to react in advance to the road conditions ahead, making it less adaptable to complex traffic environments. (2) Not suitable for high-speed scenarios. At high speeds, the vehicle speed is high, the braking distance is significantly extended, the response is delayed, and it is impossible to effectively avoid collisions.

[0072] This application provides a longitudinal control method that can obtain the hydraulic braking torque and electric braking torque at a future moment in advance by using information obtained through pre-aiming, thereby shortening the braking delay and achieving the desired acceleration more quickly.

[0073] Figure 4 illustrates a longitudinal control method 400 provided in an embodiment of this application. As shown in Figure 4, method 400 includes:

[0074] S401: Obtain the vehicle's first speed information at the first moment in the future.

[0075] The first future moment can be a future moment with a short time interval from the vehicle's current moment. This application embodiment does not limit the length of this time interval. For example, this time interval can be 10ms.

[0076] The first speed information can be the predicted future motion state of the vehicle.

[0077] The embodiments of this application do not limit the content and form of the first speed information.

[0078] For example, the first speed information may include information about the vehicle's speed and / or acceleration at a future first moment.

[0079] For example, if the current time is T0 and T0+10ms is T1, you can obtain the acceleration or velocity at time T1.

[0080] In some implementations, by acquiring first velocity information at different future times, a sequence of first velocity information within a future first time period can be obtained. Here, the first time period can be a specific predicted time range. This application does not limit the length of the first time period; for example, the first time period can be 30ms or 400ms.

[0081] For example, if the current time is T0, and T0+10ms, T0+20ms, and T0+30ms represent T1, T2, and T3 respectively, this embodiment can obtain the acceleration sequence from T1 to T3 (within the next 30ms): [0.8, 1, 1.1] m / s². 2 Among them, 0.8 m / s 2 It is the acceleration at time T1, 1 m / s². 2 It is the acceleration at time T2, 1.1 m / s². 2 It is the acceleration at time T3.

[0082] The embodiments of this application do not limit the method of obtaining the first speed information.

[0083] For example, the first velocity information can be calculated by the computing platform 120.

[0084] In some implementations, the computing platform 120 may include an MPC controller. The MPC controller can calculate the vehicle's first speed information at the first moment based on information obtained from modules such as the perception module 210, planning module 220, and positioning module 240.

[0085] Generally, MPC controllers can be divided into lateral MPC controllers and longitudinal MPC controllers. Lateral MPC controllers predict the vehicle's lateral movement on the road, which can be the vehicle's sideways movement relative to its direction of travel, such as turning, lane changing, and obstacle avoidance. Longitudinal MPC controllers predict the vehicle's longitudinal movement on the road, which can be the vehicle's forward or backward movement along its travel path, typically involving acceleration, deceleration, and constant speed.

[0086] For example, the MPC controller can also be a combined lateral and longitudinal MPC controller, which can consider the lateral and longitudinal movements of the vehicle as a whole, improving the accuracy of prediction. A combined lateral and longitudinal MPC controller can improve vehicle performance in various driving conditions, especially in complex scenarios requiring simultaneous lateral and longitudinal movements.

[0087] Obtaining initial velocity information helps in analyzing future vehicle behavior. For example, the combined lateral and longitudinal MPC controller obtains the following acceleration command sequence:

[0088] Among them, the acceleration command sequence It contains acceleration data for the next 30 time points, with each time point spaced 10 ms apart. Through analysis... It can be deduced that the vehicle is traveling at a constant speed for the first 100ms; starting from the 11th moment, the vehicle begins to accelerate, with the acceleration increasing from 1.5m / s². 2 Increase to 2m / s 2 And maintain acceleration of 2m / s² 2 Acceleration occurs, meaning the vehicle's speed increases rapidly between 110ms and 190ms. Starting from the 20th moment, the vehicle's acceleration abruptly changes from positive to negative, and the rate of deceleration (the absolute value of the acceleration) gradually increases, meaning the vehicle's speed decreases rapidly between 200ms and 300ms. Therefore, by analyzing this acceleration command sequence... It can be determined that the vehicle will undergo an emergency acceleration to emergency deceleration process within the next 300ms.

[0089] S402: Based on the first speed information, a first command is sent to the hydraulic brake controller and a second command is sent to the motor controller. The first command instructs the hydraulic brake controller to brake at the first moment according to the first hydraulic braking torque, and the second command instructs the motor controller to output torque at the first moment according to the first motor torque.

[0090] The first hydraulic braking torque and the first motor torque can be specific torque values ​​obtained according to the vehicle's braking distribution strategy. By sending a first command to the hydraulic brake controller, the hydraulic brake actuator can be controlled to output the first hydraulic braking torque; by sending a second command to the motor controller, the motor can be controlled to output the first motor torque.

[0091] If the value of the first motor torque is positive, it means that the motor outputs driving torque to provide forward power for the vehicle; if the value of the first motor torque is negative, it means that the motor outputs braking torque to convert the kinetic energy of the vehicle into electrical energy, thereby slowing down the vehicle. It should be noted that braking by motor helps to reduce the wear of parts caused by hydraulic braking.

[0092] For example, the hydraulic brake controller can be an ESC, and the motor controller can be a VDC.

[0093] Hydraulic brake actuators may include, but are not limited to, calipers, brake discs, etc.

[0094] The following section, with reference to Figure 4, introduces a method for braking based on vehicle-based braking distribution strategies.

[0095] Figure 5 illustrates a longitudinal control method 500 provided in an embodiment of this application. As shown in Figure 5, method 500 includes:

[0096] S501: Obtain vehicle aiming information.

[0097] It should be noted that the preview information can be various data collected by the perception system 110 during vehicle operation to plan its future trajectory and make corresponding control decisions. Preview information includes, but is not limited to, the vehicle's current state data, information about the surrounding environment, and the road conditions ahead. Specifically, the vehicle's current state data can include acceleration, speed, and direction; information about the surrounding environment can include other vehicles, pedestrians, and obstacles; and the road conditions ahead can include road gradient, road surface curvature, traffic flow, accident location, and impact range.

[0098] For example, the aiming information may include: the current motion state information of the vehicle obtained by the perception module 210, the motion planning information obtained by the planning module 220, and the positioning information obtained by the positioning module 240.

[0099] S502: Obtain the first acceleration value at the first moment in the future based on the preview information.

[0100] For example, the first acceleration value at the first future moment can be calculated using an MPC controller.

[0101] In some implementations, a first acceleration sequence within a future first time period can be obtained, which can represent the acceleration value that the vehicle is expected to achieve at each moment within the future first time period.

[0102] S503: Determine the vehicle's braking distribution strategy based on the first acceleration value.

[0103] For example, the first hydraulic braking torque and the first motor torque can be obtained based on the first acceleration value.

[0104] In some other implementations, the first hydraulic braking torque and the first motor torque can also be obtained based on the first acceleration sequence.

[0105] Optionally, before sending the first instruction to the hydraulic brake controller and the second instruction to the motor controller, method 400 further includes: obtaining the first hydraulic brake torque and the first motor torque based on the first speed information, the first motor torque gradient, and the first hydraulic brake torque gradient.

[0106] Optionally, before sending the first instruction to the hydraulic brake controller and the second instruction to the motor controller, method 400 further includes: obtaining the first hydraulic brake torque and the first motor torque based on the first speed information, the first motor torque gradient, the first hydraulic brake torque gradient, the maximum electric brake torque, and the maximum electric drive torque.

[0107] Among them, the maximum electric braking torque and the maximum electric driving torque can be used to represent the motor's capability.

[0108] For example, the motor's capability can be determined based on formula (1): f elecNin ≤f1 elec ≤f elecMax (1)

[0109] Among them, f elecMin This indicates the maximum torque the motor can provide during braking, and is a negative value; f elecMax This indicates the maximum torque the motor can provide during operation, and is a positive value. In reality, different types of motors designed by different manufacturers can have different capabilities, f elecMin and f elecMax The absolute values ​​of f can be equal or unequal. This application's embodiments specify f... elecMin and f elecMax The specific value is not limited.

[0110] By taking into account the maximum electric braking torque and the maximum electric drive torque, it is possible to avoid overheating or even damage to the motor, ensuring that the motor does not exceed its operating limits and thus guaranteeing vehicle performance and safety.

[0111] For example, the first hydraulic braking torque and the first motor torque can be determined based on the following set of equations (2):

[0112] In equation system (2), It can represent the vehicle's first acceleration value at the first moment in the future, f1 elec This can represent the torque of the first motor, f1 hydra This can represent the first hydraulic braking torque, f. resist The value represents the road resistance of the vehicle, m represents the vehicle mass, and R represents the wheel radius. This can represent the rate of change of the torque of the first motor at the first moment. j1 can represent the rate of change of the first hydraulic braking torque at the first moment. elec This can be the system-defined or input first motor torque gradient, j1 hydra This can be a system-defined or input-based first hydraulic braking torque gradient. (Through system definition or input j1) hydra and J1 elec This helps to prevent the vehicle from becoming unstable due to excessively rapid changes in braking torque, or it helps to prevent the braking effect from being ineffective due to excessively slow changes in braking torque.

[0113] Where, if j1 elec A value of zero indicates that the torque output by the motor remains constant at the first moment; if j1 elec A negative value indicates that the torque output by the motor is decreasing at the first moment; if j1 elec A positive value indicates that the torque output by the motor is increasing at the first moment. elec and J1 hydra The torque gradient j1 of the first motor can be determined based on the performance of the motor and the vehicle control strategy. elec and the first hydraulic braking torque gradient j1 hydra There are no restrictions on the value of .

[0114] In some embodiments of this application, the first motor torque ladder can be determined by the optimization algorithm of the control module 230.

[0115] Optionally, before obtaining the first hydraulic braking torque and the first motor torque, method 400 further includes: determining the maximum electric braking torque gradient and the minimum electric braking torque gradient based on the second motor torque; and determining the first motor torque gradient based on the maximum electric braking torque gradient and the minimum electric braking torque gradient.

[0116] For example, the first optimization algorithm can be determined based on the following formula (3):

[0117] In formula (3), j1elec f2 represents the torque gradient of the first motor, which can be the output of an optimization algorithm. elec This represents the torque of the second motor, which can be a reference value for the motor torque at a certain moment, f2. elec It can be updated during the iteration of the first optimization algorithm; j elecLmt The gradient constraint function can be used to limit the range of values ​​of the first motor torque gradient at a certain moment. The gradient constraint function can be determined based on the performance characteristics of the motor and the specific control strategy of the vehicle. The embodiments of this application do not limit the gradient constraint function.

[0118] Furthermore, in the embodiments of this application, f2 is used during the iteration process of the first optimization algorithm. elec The initial value is not limited, for example, f2 elec The initial value can be set to 0.

[0119] For example, the gradient constraint function j elecLmt It can be used to constrain the gradient of the electric braking torque crossing zero.

[0120] It should be understood that due to the backlash between gears in the transmission chain, when the motor torque rapidly changes from a positive to a negative value, the meshing surfaces of the gears immediately change from one side to the other. The gears experience a brief acceleration followed by a significant mechanical shock, affecting driving smoothness and passenger comfort. Therefore, in some implementations, by reducing the rate at which the electric braking torque crosses zero, the meshing surfaces can engage more slowly, thereby reducing mechanical shock.

[0121] Figure 6 illustrates a schematic diagram of constraining the zero-crossing gradient of the electric braking torque. During the time interval 0-t0, the motor torque varies with gradient a. At time t0, the motor torque begins to vary with gradient b, passes through zero at time t2, and changes to τ' at time t3. Gradient b is smaller than gradient a. At time t3, the motor torque continues to vary with gradient a. Therefore, constraining the gradient of the electric braking torque at zero helps reduce the discomfort caused by the zero-crossing of the electric braking torque.

[0122] However, if the electric braking torque maintains a gradient 'a' at time t0, it can change to 'τ' at time t1. The time difference between t3 and t1 is the time delay caused by the decrease in the electric braking torque gradient, which can be called the zero-crossing delay of the electric braking torque.

[0123] The methods provided in some embodiments of this application can be used as one of the factors to consider when determining the braking distribution strategy of a vehicle, so as to make up for the delay caused by gradient limitation as much as possible.

[0124] In some embodiments of this application, the first hydraulic braking torque gradient and the first hydraulic braking torque can also be determined by the optimization algorithm of the control module 230.

[0125] Optionally, before obtaining the first hydraulic braking torque, method 400 further includes: obtaining a second hydraulic braking torque based on first speed information, a first motor torque gradient, and a second hydraulic braking torque gradient; determining second speed information based on the second hydraulic braking torque and the first motor torque; obtaining the first hydraulic braking torque includes: obtaining the first hydraulic braking torque and the first hydraulic braking torque gradient based on at least one of the difference between the first speed information and the second speed information, the second hydraulic braking torque, and the second hydraulic braking torque gradient.

[0126] The second optimization algorithm can be determined based on the following cost function (4):

[0127] Among them, the second hydraulic braking torque gradient j2 hydra This can represent the reference value of the hydraulic braking torque gradient at a certain moment, and the second hydraulic braking torque f2. hydra This can represent the reference value of the hydraulic braking torque at a certain moment, j2 hydra and f2 hydra It can be updated during the iteration of the second optimization algorithm. In the embodiments of this application, j2 is updated during the iteration of the second optimization algorithm. hydra and f2 hydra The initial value is not limited; for example, the initial value can be 0.

[0128] For example, the vehicle's first acceleration value at the first moment in the future. First motor torque gradient j1 elec Second hydraulic braking torque gradient j2 hydra Substituting into the following formula (5), the torque f1 of the first motor can be obtained. elec Second hydraulic braking torque f2 hydra .

[0129] In the cost function (4), This can be expressed as follows: based on the actual torque f1 of the first motor elec Second hydraulic braking torque f2 hydra The second acceleration value that the vehicle can achieve when braking. For example, This application does not limit the method for determining the function P. Therefore, It can be used to describe the difference between the vehicle's actual acceleration and the expected acceleration at the first moment.

[0130] The first hydraulic braking torque gradient f1 can be obtained through the second optimization algorithm and the cost function (4). hydra and the first hydraulic braking torque f2 hydra .

[0131] It should be understood that the specific form of the cost function (4) is not limited in the embodiments of this application, and the cost function (4) can achieve at least one of the following effects:

[0132] 1. Minimize This helps the vehicle change according to the expected acceleration value;

[0133] 2. To make the output hydraulic braking torque f hydra The smaller the size, the more the vehicle relies on the electric motor for braking;

[0134] 3. Optimizing the gradient of hydraulic braking torque helps to provide smooth and effective hydraulic braking.

[0135] S504: Send the first and second commands according to the braking distribution strategy.

[0136] For example, the intelligent driving controller in control module 230 can send a first command to VDC and a second command to ESC.

[0137] Optionally, method 400 further includes sending a third instruction to the hydraulic brake controller, the third instruction being used to instruct the hydraulic brake controller to stop distributing braking torque.

[0138] Figure 7 illustrates a schematic diagram of a longitudinal control architecture provided in an embodiment of this application. As shown in Figure 7, the intelligent driving controller sends a third command to the ESC, which can be used to turn off the switch in the ESC used for distributing braking torque. Compared to Figure 3, where the ESC distributes the electric braking torque and hydraulic braking torque, the embodiment shown in Figure 7 allows the intelligent driving controller to distribute the electric braking torque and hydraulic braking torque. The VDC can control the motor to output drive or braking torque according to the first command sent by the intelligent driving controller; the ESC can control the hydraulic actuator to output hydraulic braking torque according to the second command sent by the intelligent driving controller, but will not control the motor to output braking torque.

[0139] According to the method provided in this application embodiment, the intelligent driving controller directly distributes the electric braking torque and hydraulic braking torque, which helps reduce the time delay in signal transmission, making the intelligent driving system's braking management more centralized and efficient. It also effectively avoids the problem of asynchronous torque distribution between components from different suppliers. Simultaneously, by turning off the switch in the ESC used for distributing braking torque, the ESC responds only to the braking demand distributed by the intelligent driving controller via hydraulic braking, preventing the ESC from distributing electric and hydraulic braking again and affecting the vehicle's braking distribution strategy.

[0140] Figure 8 shows a schematic diagram of a system architecture 800 provided in an embodiment of this application. As shown in Figure 8, the horizontal and vertical joint MPC controller calculates the acceleration command sequence within the prediction time based on the vehicle's current motion state information, motion planning information, and positioning information. Combining the acceleration command sequence within the prediction time, the vehicle's current motion state information, the maximum electric braking torque, and the time delay of the electric braking torque crossing zero, a braking distribution strategy based on the MPC controller is determined. According to the braking distribution strategy, motor torque requests and hydraulic braking torque requests are sent to the vehicle respectively. The VDC controls the motor to perform electric drive or braking, and the ESC controls the hydraulic actuator to perform hydraulic braking.

[0141] Specifically, the braking distribution strategy is determined based on the MPC controller by calculating the hydraulic braking torque and electric braking torque within the prediction time and optimizing the hydraulic braking torque and electric braking torque within the prediction time to obtain the braking torque distribution strategy.

[0142] The system architecture 800 will be described below, taking into account the conditions of emergency acceleration and deceleration and the condition of electric braking torque crossing zero.

[0143] First, let's introduce the emergency acceleration and deceleration conditions.

[0144] For example, if the first acceleration in the acceleration command sequence is positive and the second acceleration is negative, and the rate of change from the first acceleration to the second acceleration exceeds a set threshold, it can be determined that the vehicle is currently in a situation of emergency acceleration followed by deceleration.

[0145] For example, the first acceleration in the acceleration command sequence is 1 m / s². 2 The second acceleration is -1.5 m / s². 2 If the time interval between the first acceleration and the second acceleration is 10ms, then the rate of change from the first acceleration to the second acceleration is -250m / s3, which exceeds the set threshold of -100m / s3. Therefore, it is determined that the vehicle is in a situation of emergency acceleration followed by deceleration.

[0146] For example, the first acceleration in the acceleration command sequence is 0.5 m / s². 2The second acceleration is -0.1 m / s². 2 The time interval between the first acceleration and the second acceleration is 20ms, so the rate of change from the first acceleration to the second acceleration is -30m / s3, which does not exceed the set threshold of -100m / s3. Therefore, it is determined that the vehicle is not in a situation of emergency acceleration and deceleration.

[0147] Figures 9 and 10 illustrate the effect of a longitudinal control method provided in this application embodiment under emergency acceleration and deceleration conditions. As shown in Figure 9, the horizontal axis is the time axis, and the vertical axis is the acceleration axis. Figure 9 contains three broken lines, which are:

[0148] ① Acceleration Request: Represented by the solid line, this line is derived from the acceleration command sequence within the prediction time and represents the expected acceleration state. Observing this solid line ①, we can see that before time t1, the acceleration is positive, meaning the vehicle is accelerating and its speed is continuously increasing. After time t1, the acceleration becomes negative, indicating that the vehicle begins to decelerate and its speed gradually decreases. Until the acceleration reaches its maximum negative value and remains constant, it indicates that the vehicle is decelerating to the maximum extent.

[0149] ② Original vehicle acceleration: Represented by the solid gray line, this line shows the change in the vehicle's original acceleration after responding to the acceleration request. Observing the dashed line ②, we can see that t3 > t1, meaning the vehicle accelerates before time t3 and decelerates after time t3. This indicates that the change in the vehicle's original acceleration is delayed relative to the acceleration request.

[0150] ③ Actual vehicle acceleration: Represented by the dashed line, this line indicates the final acceleration change of the vehicle after using the longitudinal control method of this application embodiment. Observing the dashed line ③, it can be seen that t1 < t2 < t3, meaning the vehicle accelerates before time t2 and decelerates after time t2. Compared to dashed line ②, the trend of dashed line ③ is closer to solid line ①, indicating that the vehicle can start decelerating earlier and reach the maximum negative acceleration faster, enabling the vehicle to achieve maximum deceleration in a shorter time. The shortened time delay is shown as △t in Figure 9. Therefore, through the longitudinal control method provided by this application embodiment, the vehicle can respond to acceleration requests more quickly, reducing the delay time and thus improving driving safety.

[0151] As shown in Figure 10, the horizontal axis is the time axis and the vertical axis is the braking torque axis. Figure 10 contains two curves, which are:

[0152] ⑤ Electric Braking Request: Before time T1, the motor rotates in the forward direction, providing drive torque. As time progresses, the drive torque gradually decreases, reaching zero at time T1. After time T1, the motor begins to rotate in the reverse direction, outputting braking torque, indicating that the motor has begun braking. The electric braking torque continues to increase over time until it reaches its maximum value, indicating that the vehicle is using the motor for electric braking to the maximum extent possible.

[0153] ⑥ Hydraulic Braking Request: During the vehicle's acceleration and emergency deceleration, the motor cannot immediately output electric braking torque. As shown in curve ⑤, the motor is still outputting drive torque before time T1. At this time, hydraulic braking is prioritized to meet the braking torque demand within the predicted time as much as possible. Based on the optimized first hydraulic braking torque and first hydraulic braking torque gradient calculated according to the above embodiment, the hydraulic braking torque can increase smoothly while meeting braking requirements, avoiding sudden changes in hydraulic braking torque that could affect vehicle stability. After the motor begins to output electric braking torque and the electric braking torque gradually increases, the hydraulic braking torque gradually decreases until the braking torque demand is fully met by the electric braking torque. This distribution of hydraulic and electric braking torque helps reduce the braking delay during emergency acceleration and deceleration, and also reduces wear on components such as brake pads, brake discs, and calipers.

[0154] Specifically, Figure 9 illustrates the superior braking response of the vehicle after adopting the method of this application embodiment. This is due to the ability of this application embodiment to pre-calculate the hydraulic braking torque and electric braking torque at a specific future moment or within a specific future time period. Therefore, the vehicle can be braked in advance according to the braking strategy shown in Figure 10, thereby shortening the braking system response time. This allows the vehicle to reach the desired acceleration value more quickly during emergency acceleration-to-deceleration conditions. This not only helps improve driving safety and passenger comfort during emergency acceleration-to-deceleration conditions, but also effectively reduces wear on vehicle components and extends their service life by minimizing hydraulic braking.

[0155] Next, we will introduce the operating condition where the electric braking torque crosses zero.

[0156] For example, based on the method provided in the embodiments of this application, the motor torque sequence can be determined according to the acceleration command sequence. When the first motor torque in the electric braking torque sequence is positive and the second motor torque is negative, it can be determined that the vehicle is experiencing a zero-crossing electric braking torque condition.

[0157] For example, based on formula (2), an acceleration sequence can be obtained. The motor torque sequence T = (T1, T2, T3, ..., T) is obtained. NEach value in the motor torque sequence represents the magnitude of the motor's output torque at different future moments. Based on the motor torque sequence, it can be determined whether there is a condition where the electric braking torque crosses zero.

[0158] Figures 11 and 12 illustrate the effect of a longitudinal control method provided in this application embodiment when the electric braking torque crosses zero. In Figure 11, the horizontal axis is the time axis and the vertical axis is the acceleration axis. Figure 11 contains three broken lines, which are:

[0159] ① Acceleration Request: Represented by a solid line, this line is derived from the acceleration command sequence within the prediction time and represents the acceleration state that the vehicle expects to achieve. At time t1', the acceleration is positive, meaning the vehicle is accelerating and its speed is continuously increasing. After time t1', the acceleration becomes negative, indicating that the vehicle begins to decelerate and its speed gradually decreases. This continues until the acceleration reaches its maximum negative value and remains constant.

[0160] ② Original vehicle acceleration: Represented by the gray solid line. Because the electric braking torque gradient is constrained when the electric braking torque crosses zero, the vehicle's acceleration is affected accordingly. As shown in Figure 11, the dashed line ② shows an inflection point at time t2'. During the time interval t2'-t5', the acceleration gradient is less than the acceleration gradient during the time interval 0-t2'. After time t5', the acceleration gradient is the same as the acceleration gradient during the time interval 0-t2'.

[0161] ③ Actual vehicle acceleration: Represented by the dashed line, this dashed line indicates the final acceleration state achieved by the vehicle after implementing the longitudinal control method of this application embodiment. Observing the dashed line ③, it can be seen that the vehicle accelerates before time t3' and decelerates after time t3'. Compared to dashed line ②, dashed line ③ does not show an inflection point due to the electric braking torque crossing zero, meaning that the vehicle's acceleration always changes according to the same gradient. Therefore, the vehicle can reach the maximum negative acceleration more quickly, and the shortened time delay is shown in △t' in the figure.

[0162] In Figure 11, the horizontal axis represents the time axis, and the vertical axis represents the torque axis. Figure 11 contains two curves, which are:

[0163] ⑤ Electric Braking Request: To improve vehicle stability during the zero-crossing of electric braking torque, the vehicle limits the gradient of the electric braking torque at this point, as shown in curve ⑤. During the T1'-T2' time period, the gradient of the electric braking torque is less than that during the 0-T1' time period. After time T2', the gradient of the electric braking torque is the same as that during the 0-T1' time period.

[0164] ⑥ Hydraulic braking request: As shown in curve ⑤, due to the smaller gradient of electric braking torque during the T1'-T2' period, the vehicle requires a longer time to reach its maximum electric braking torque capability. Therefore, by applying hydraulic braking during the T1'-T2' period using the longitudinal control method provided in this application embodiment, sufficient braking force can still be provided during the zero-crossing period of the electric braking torque, which helps to shorten the time delay caused by the slowdown in the change of electric braking torque.

[0165] Figure 11 illustrates the excellent braking response of the vehicle under the condition of zero electric braking torque after adopting the method of the embodiment of this application. This is due to the fact that the embodiment of this application can pre-calculate the condition of zero electric braking torque at a specific time in the future and apply hydraulic braking as shown in Figure 12 in a targeted manner, so that the actual acceleration of the vehicle will not have an inflection point due to the zero electric braking torque, thereby effectively shortening the braking response time delay and improving driving safety.

[0166] Figure 13 shows a schematic block diagram of a longitudinal control device 1300 provided in an embodiment of this application. This device is applied in an autonomous driving controller connected to a motor controller and a hydraulic brake controller. The device includes: an acquisition unit 1310 for acquiring first speed information of the vehicle at a future first moment; and a transmission unit 1320 for sending a first command to the hydraulic brake controller and a second command to the motor controller based on the first speed information. The first command instructs the hydraulic brake controller to brake at a first hydraulic braking torque at the first moment, and the second command instructs the motor controller to output torque at a first motor torque at the first moment.

[0167] Optionally, the acquisition unit 1310 is further configured to: acquire the first hydraulic braking torque and the first motor torque based on the first speed information, the first motor torque gradient, and the first hydraulic braking torque gradient.

[0168] Optionally, the device further includes a determining unit 1330, configured to determine the maximum electric braking torque gradient and the minimum electric braking torque gradient based on the second motor torque; the determining unit is also configured to determine the first motor torque gradient based on the maximum electric braking torque gradient and the minimum electric braking torque gradient.

[0169] Optionally, the acquisition unit 1310 is further configured to: acquire a second hydraulic braking torque based on the first speed information, the first motor torque gradient, and the second hydraulic braking torque gradient; the determination unit 1320 is further configured to: determine the second speed information based on the second hydraulic braking torque and the first motor torque; acquiring the first hydraulic braking torque includes: acquiring the first hydraulic braking torque and the first hydraulic braking torque gradient based on at least one of the difference between the first speed information and the second speed information, the second hydraulic braking torque, and the second hydraulic braking torque gradient.

[0170] Optionally, the transmitting device 1320 is also used to send a third command to the hydraulic brake controller, the third command being used to instruct the hydraulic brake controller to stop distributing braking torque.

[0171] For example, the acquisition unit 1310 may be the computing platform in Figure 1, or a processing circuit, processor, or controller within the computing platform. Taking the processor 121 in the computing platform as an example, the acquisition unit 1310 can acquire the braking torque requirement.

[0172] For example, the sending unit 1320 can be the communication interface of the computing platform in Figure 1. The processor 122 in the computing platform can allocate the first electric braking torque and the first hydraulic braking torque according to the first speed information, the first motor torque gradient, and the first hydraulic braking torque gradient. The processor 122 can control the communication interface to send a first instruction and a second instruction to the motor controller and the hydraulic braking controller, respectively. The first instruction includes information for indicating the first hydraulic braking torque, and the second instruction includes information for indicating the first motor torque.

[0173] The functions implemented by the acquisition unit 1310 and the determination of the electric braking torque and hydraulic braking torque can be implemented by different processors, or they can be implemented by the same processor. This application embodiment does not limit this.

[0174] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can 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 units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits.

[0175] Each unit in the above device may be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types.

[0176] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0177] This application also provides a longitudinal control device, which includes a memory for storing a computer program and a processor for executing the computer program stored in the memory, so that the device performs the methods or steps described in the above embodiments.

[0178] Alternatively, if the device is located in a vehicle, the processor may be the processor 121-12n shown in FIG1.

[0179] This application also provides an autonomous driving controller, including the aforementioned device 1300.

[0180] This application also provides a vehicle that may include the above-described device 1300, or the above-described automatic driving controller.

[0181] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to execute a method.

[0182] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the above-described method.

[0183] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0184] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0185] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply 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 this application.

[0186] Those skilled in the art will recognize that the units and algorithm steps of the various examples 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 implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art 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.

[0187] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0188] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0189] The units described as separate components may or may not be physically separate. 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 the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0190] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0191] If the aforementioned functions are implemented as 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 this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0192] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be covered. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A longitudinal control method, characterized in that, The method includes: Obtain the vehicle's initial speed information in the first moment of the future; Based on the first speed information, a first command is sent to the hydraulic brake controller and a second command is sent to the motor controller. The first command instructs the hydraulic brake controller to brake at the first moment according to the first hydraulic braking torque, and the second command instructs the motor controller to output torque at the first moment according to the first motor torque.

2. The method according to claim 1, characterized in that, Before sending the first command to the hydraulic brake controller and the second command to the motor controller, the method further includes: Based on the first speed information, the first motor torque gradient, and the first hydraulic braking torque gradient, the first hydraulic braking torque and the first motor torque are obtained.

3. The method according to claim 2, characterized in that, Before obtaining the first hydraulic braking torque and the first motor torque, the method further includes: The maximum and minimum electric braking torque gradients are determined based on the torque of the second motor. The first motor torque gradient is determined based on the maximum electric braking torque gradient and the minimum electric braking torque gradient.

4. The method according to claim 2 or 3, characterized in that, Before obtaining the first hydraulic braking torque, the method further includes: The second hydraulic braking torque is obtained based on the first speed information, the first motor torque gradient, and the second hydraulic braking torque gradient; The second speed information is determined based on the second hydraulic braking torque and the first motor torque; The step of obtaining the first hydraulic braking torque includes: Based on at least one of the difference between the first speed information and the second speed information, the second hydraulic braking torque, and the second hydraulic braking torque gradient, the first hydraulic braking torque and the first hydraulic braking torque gradient are obtained.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: A third instruction is sent to the hydraulic brake controller, the third instruction being used to instruct the hydraulic brake controller to stop distributing braking torque.

6. A longitudinal control device, characterized in that, The device is used in an automatic driving controller, which is connected to a motor controller and a hydraulic brake controller. The device includes: The acquisition unit is used to acquire the vehicle's first speed information at the first moment in the future. The sending unit is configured to send a first instruction to the hydraulic brake controller and a second instruction to the motor controller based on the first speed information. The first instruction instructs the hydraulic brake controller to brake at the first moment according to the first hydraulic braking torque, and the second instruction instructs the motor controller to output torque at the first moment according to the first motor torque.

7. The apparatus according to claim 6, characterized in that, The acquisition unit is further configured to: Based on the first speed information, the first motor torque gradient, and the first hydraulic braking torque gradient, the first hydraulic braking torque and the first motor torque are obtained.

8. The apparatus according to claim 7, characterized in that, The device further includes a determining unit for determining the maximum electric braking torque gradient and the minimum electric braking torque gradient based on the torque of the second motor. The determining unit is further configured to: determine the first motor torque gradient based on the maximum electric braking torque gradient and the minimum electric braking torque gradient.

9. The apparatus according to claim 8, characterized in that, The acquisition unit is further configured to: acquire the second hydraulic braking torque based on the first speed information, the first motor torque gradient, and the second hydraulic braking torque gradient; The determining unit is further configured to: determine second speed information based on the second hydraulic braking torque and the first motor torque; The step of obtaining the first hydraulic braking torque includes: Based on at least one of the difference between the first speed information and the second speed information, the second hydraulic braking torque, and the second hydraulic braking torque gradient, the first hydraulic braking torque and the first hydraulic braking torque gradient are obtained.

10. The apparatus according to any one of claims 6-9, characterized in that: The sending unit is further configured to send a third instruction to the hydraulic brake controller, the third instruction being used to instruct the hydraulic brake controller to stop distributing braking torque.

11. A longitudinal control device, characterized in that, include: Memory, used to store computer programs; A processor for executing a computer program stored in the memory to cause the apparatus to perform the method as described in any one of claims 1 to 5.

12. An automatic driving controller, characterized in that, Includes the apparatus as described in any one of claims 6 to 11.

13. A vehicle, characterized in that, Includes the device as described in any one of claims 6 to 11, or includes the autonomous driving controller as described in claim 12.

14. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a computer, enables the implementation of the method as described in any one of claims 1 to 5.

15. A chip, characterized in that, include: A circuit for performing the method as described in any one of claims 1 to 5.

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