A vehicle gear shift control method, device and vehicle

Abstract

This application provides a vehicle gear shifting control method, device, and vehicle, belonging to the field of intelligent driving technology. The method includes: determining the current intelligent driving scenario of the vehicle when it is in autonomous driving mode; determining the target gear shifting strategy corresponding to the current intelligent driving scenario; and controlling the vehicle to perform gear shifting operations according to the target gear shifting strategy. By identifying the current intelligent driving scenario of the vehicle, the embodiments of this application can flexibly match the corresponding target gear shifting strategy, thereby achieving intelligent gear switching in different intelligent driving scenarios. This ensures vehicle gear shifting safety while effectively improving gear shifting efficiency and enhancing the user's intelligent driving experience.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to a vehicle shift control method, device and vehicle. Background Technology

[0002] With the development of the automotive industry, cars are increasingly integrated into our daily lives and work, facing a wide variety of scenarios and needs, making intelligent vehicle services increasingly important. Intelligent driving, as a crucial component of intelligent vehicle services, provides drivers with services such as autonomous driving and automatic parking. In autonomous driving mode, the intelligent driving controller needs to control the vehicle's switching between forward and reverse gears to control its direction of movement.

[0003] In related technologies, the common approach is to first control the vehicle to decelerate and brake, and then perform the gear shifting operation after the vehicle has come to a complete stop. While this method ensures the safety of gear shifting, it does not take into account the actual autonomous driving scenario in which the vehicle is operating. For example, when making a U-turn on a wide road, it still takes a considerable amount of time to complete the gear shifting operation. Therefore, existing autonomous driving vehicles still suffer from problems such as inflexible gear shifting strategies and low gear shifting efficiency. Summary of the Invention

[0004] This application provides a vehicle shift control method, device, storage medium, and vehicle to solve the problems of insufficiently flexible shift strategies and low shift efficiency in existing intelligent driving vehicles.

[0005] To solve the above problems, this application adopts the following technical solution:

[0006] In a first aspect, embodiments of this application provide a vehicle gear shifting control method, applied to an intelligent driving controller, the method comprising:

[0007] When the vehicle is in autonomous driving mode, determine the current intelligent driving scenario of the vehicle;

[0008] Determine the target shifting strategy corresponding to the current intelligent driving scenario, wherein different intelligent driving scenarios correspond to different shifting strategies; the shifting strategy is a strategy for shifting between forward gears and reverse gears;

[0009] According to the target shifting strategy, the vehicle is controlled to perform shifting operations.

[0010] In one embodiment of this application, the step of determining the current intelligent driving scenario of the vehicle includes:

[0011] Based on the vehicle's location information and / or environmental perception information, the vehicle's driving area is determined;

[0012] If the driving area is a traffic road area, the current intelligent driving scenario is determined to be a driving scenario;

[0013] When the driving area is a parking area, the current intelligent driving scenario is determined based on the vehicle's speed or obstacle perception information.

[0014] In one embodiment of this application, the step of determining the current intelligent driving scenario based on the vehicle's speed or obstacle perception information includes:

[0015] Based on the obstacle perception information, the distance between the target obstacle and the vehicle is determined; the target obstacle is the obstacle closest to the vehicle in the vehicle's current direction of movement.

[0016] If the vehicle speed is less than a first vehicle speed threshold or the distance is less than a distance threshold, the current intelligent driving scenario is determined to be a parking scenario.

[0017] If the vehicle speed is greater than or equal to the first vehicle speed threshold, the current intelligent driving scenario is determined to be a cruise parking scenario.

[0018] In one embodiment of this application, the step of determining the target shifting strategy corresponding to the current intelligent driving scenario includes:

[0019] When the current intelligent driving scenario is either the driving scenario or the cruise parking scenario, the target shift strategy is determined to be the first shift strategy, which is a shift strategy specific to either the driving scenario or the cruise parking scenario; or,

[0020] When the current intelligent driving scenario is the parking scenario, the target shift strategy is determined to be the second shift strategy, which is a shift strategy specifically for the parking scenario.

[0021] In one embodiment of this application, when the target shift strategy is a first shift strategy, the step of controlling the vehicle to perform a shift operation according to the target shift strategy includes:

[0022] A first discharge request is sent to the power controller, so that the power controller responds to the first discharge request and controls the power unit to stop outputting driving torque;

[0023] A first pressure holding request and a first deceleration request containing the original target deceleration are sent to the brake controller, so that the brake controller responds to the first deceleration request to perform a deceleration operation according to the original target deceleration, and responds to the first pressure holding request to control the brake master cylinder to perform a pressure holding operation;

[0024] If the current speed of the vehicle is detected to be less than the second speed threshold and there are no obstacles within the preset range of the vehicle, a first shift request containing a first target gear is sent to the power controller, so that the power controller responds to the first shift request and switches the vehicle to the first target gear.

[0025] In one embodiment of this application, when the target shift strategy is a second shift strategy, the step of controlling the vehicle to perform a shift operation according to the target shift strategy includes:

[0026] When the target shift strategy is the second shift strategy, it is determined whether there is wheel-end torque on the wheels of the vehicle; wherein, the second shift strategy includes a first shift sub-strategy and a second shift strategy, the first shift sub-strategy is a shift strategy for when there is wheel-end torque on the wheels, and the second shift strategy is a shift strategy for when there is no wheel-end torque on the wheels;

[0027] If it is determined that there is wheel-end torque at the wheels of the vehicle, the vehicle is controlled to perform a gear shifting operation in accordance with the first gear shifting strategy;

[0028] If it is determined that there is no wheel-end torque at the wheels of the vehicle, the vehicle is controlled to perform a gear shifting operation in accordance with the second gear shifting strategy.

[0029] In one embodiment of this application, the step of controlling the vehicle to perform a gear shifting operation according to the first gear shifting sub-strategy includes:

[0030] A second relief request is sent to the power controller, so that the power controller responds to the second relief request and controls the power unit to stop outputting driving torque;

[0031] A second pressure holding request and a second deceleration request including a target deceleration rate are sent to the brake controller, so that the brake controller responds to the second deceleration request by performing a deceleration operation according to the target deceleration rate, and responds to the second pressure holding request by controlling the brake master cylinder to perform a pressure holding operation; wherein, the target deceleration rate is obtained based on the original target deceleration rate and a preset gain coefficient;

[0032] When the wheel-end torque is detected to have decreased to the target torque and a pressure holding completion signal is received from the brake controller, a second shift request including the second target gear is sent to the power controller, so that the power controller responds to the second shift request and shifts the vehicle's gear to the second target gear.

[0033] In one embodiment of this application, the step of controlling the vehicle to perform a gear shifting operation according to the second gear shifting sub-strategy includes:

[0034] A third relief request is sent to the power controller, so that the power controller responds to the third relief request and controls the power unit to stop outputting driving torque;

[0035] A third pressure holding request and a third deceleration request containing the original target deceleration are sent to the brake controller, so that the brake controller responds to the deceleration request to perform a deceleration operation according to the original target deceleration, and responds to the pressure holding request to control the brake master cylinder to perform a pressure holding operation;

[0036] Upon receiving a pressure holding completion signal returned by the brake controller, a third shift request containing a third target gear is sent to the power controller, so that the power controller responds to the third shift request and shifts the vehicle's gear to the third target gear.

[0037] Secondly, based on the same inventive concept, embodiments of this application provide a vehicle gear shifting control device, applied to an intelligent driving controller, the device comprising:

[0038] The scenario determination module is used to determine the current intelligent driving scenario of the vehicle when the vehicle is in autonomous driving mode;

[0039] The strategy determination module is used to determine the target shifting strategy corresponding to the current intelligent driving scenario, wherein different intelligent driving scenarios correspond to different shifting strategies; the shifting strategy is a strategy for shifting between forward gears and reverse gears.

[0040] The shift control module is used to control the vehicle to perform shift operations according to the target shift strategy.

[0041] In one embodiment of this application, the scene determination module includes:

[0042] The driving area determination submodule is used to determine the driving area of ​​the vehicle based on the vehicle's location information and / or environmental perception information;

[0043] The first scenario determination submodule is used to determine the current intelligent driving scenario as a driving scenario when the driving area is a traffic road area;

[0044] The second scenario determination submodule is used to determine the current intelligent driving scenario based on the vehicle speed or obstacle perception information when the driving area is a parking area.

[0045] In one embodiment of this application, the second scenario determination submodule includes:

[0046] A distance determination unit is used to determine the distance between a target obstacle and the vehicle based on the obstacle perception information; the target obstacle is the obstacle closest to the vehicle in the current direction of the vehicle's movement.

[0047] The first scene determination unit is used to determine the current intelligent driving scene as a parking scenario when the vehicle speed is less than a first vehicle speed threshold or the distance is less than a distance threshold.

[0048] The second scenario determination unit is used to determine that the current intelligent driving scenario is a cruise parking scenario when the vehicle speed is greater than or equal to the first vehicle speed threshold.

[0049] In one embodiment of this application, the strategy determination module includes:

[0050] The first strategy determination submodule is used to determine the target shift strategy as the first shift strategy when the current intelligent driving scenario is the driving scenario or the cruise parking scenario. The first shift strategy is a shift strategy for the driving scenario or the cruise parking scenario.

[0051] The second strategy determination submodule is used to determine the target shift strategy as the second shift strategy when the current intelligent driving scenario is the parking scenario, wherein the second shift strategy is a shift strategy for the parking scenario.

[0052] In one embodiment of this application, the shift control module includes:

[0053] The first power control submodule is used to send a first relief request to the power controller, so that the power controller responds to the first relief request and controls the power device to stop outputting driving torque;

[0054] The first braking control submodule is used to send a first pressure holding request and a first deceleration request containing the original target deceleration to the braking controller, so that the braking controller responds to the first deceleration request and performs a deceleration operation according to the original target deceleration, and responds to the first pressure holding request and controls the brake master cylinder to perform a pressure holding operation.

[0055] The first shift control submodule is used to send a first shift request containing a first target gear to the power controller when it is detected that the current speed of the vehicle is less than a second speed threshold and there are no obstacles within a preset range of the vehicle, so that the power controller responds to the first shift request and switches the gear of the vehicle to the first target gear.

[0056] In one embodiment of this application, the shift control module further includes:

[0057] The wheel-end torque determination submodule is used to determine whether there is wheel-end torque on the wheels of the vehicle when the target shift strategy is the second shift strategy; wherein, the second shift strategy includes a first shift sub-strategy and a second shift strategy, the first shift sub-strategy is a shift strategy for when there is wheel-end torque on the wheels, and the second shift strategy is a shift strategy for when there is no wheel-end torque on the wheels;

[0058] The second shift control submodule is used to control the vehicle to perform a shift operation according to the first shift sub-strategy when it is determined that there is wheel-end torque at the wheels of the vehicle.

[0059] The third shift control submodule is used to control the vehicle to perform a shift operation in accordance with the second shift sub-strategy when it is determined that there is no wheel-end torque at the wheels of the vehicle.

[0060] In one embodiment of this application, the second shift control submodule includes:

[0061] The second power control unit is used to send a second relief request to the power controller, so that the power controller responds to the second relief request and controls the power unit to stop outputting driving torque;

[0062] The second brake control unit is configured to send a second pressure holding request and a second deceleration request including a target deceleration rate to the brake controller, so that the brake controller responds to the second deceleration request by performing a deceleration operation according to the target deceleration rate, and responds to the second pressure holding request by controlling the brake master cylinder to perform a pressure holding operation; wherein the target deceleration rate is obtained based on the original target deceleration rate and a preset gain coefficient;

[0063] The second shift control unit is configured to send a second shift request containing a second target gear to the power controller when it detects that the wheel end torque has decreased to the target torque and receives a pressure holding completion signal returned by the brake controller, so that the power controller responds to the second shift request and shifts the vehicle's gear to the second target gear.

[0064] In one embodiment of this application, the third shift control submodule includes:

[0065] The third power control unit is used to send a third relief request to the power controller, so that the power controller responds to the third relief request and controls the power unit to stop outputting driving torque.

[0066] The third brake control unit is used to send a third pressure holding request and a third deceleration request containing the original target deceleration to the brake controller, so that the brake controller responds to the deceleration request to perform a deceleration operation according to the original target deceleration, and responds to the pressure holding request to control the brake master cylinder to perform a pressure holding operation.

[0067] The third shift control unit is used to send a third shift request containing a third target gear to the power controller when it receives a pressure holding completion signal returned by the brake controller, so that the power controller responds to the third shift request and shifts the vehicle's gear to the third target gear.

[0068] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the vehicle shift control method proposed in the first aspect of this application.

[0069] Fourthly, based on the same inventive concept, embodiments of this application provide a vehicle, including a processor and a memory; the memory stores machine-executable instructions that can be executed by the processor, and the processor is used to execute the machine-executable instructions to implement the vehicle shift control method as proposed in the first aspect of this application.

[0070] Compared with the prior art, this application has the following advantages:

[0071] This application provides a vehicle gear shifting control method, comprising: determining the current intelligent driving scenario of the vehicle when the vehicle is in autonomous driving mode; determining the target gear shifting strategy corresponding to the current intelligent driving scenario; and controlling the vehicle to perform gear shifting operations according to the target gear shifting strategy. This application, by identifying the current intelligent driving scenario of the vehicle, can flexibly match the corresponding target gear shifting strategy, thereby achieving intelligent gear switching in different intelligent driving scenarios. While ensuring vehicle gear shifting safety, it effectively improves vehicle gear shifting efficiency and enhances the user's intelligent driving experience. Attached Figure Description

[0072] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0073] Figure 1 This is a timing diagram of intelligent driving gear shift control in the prior art according to an embodiment of this application.

[0074] Figure 2 This is a flowchart of the steps of a vehicle gear shifting control method according to an embodiment of this application.

[0075] Figure 3 This is a schematic diagram of the functional modules of a vehicle gear shifting control device according to one embodiment of this application.

[0076] Figure 4 This is a structural schematic diagram of a vehicle according to one embodiment of this application. Detailed Implementation

[0077] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0078] It should be noted that the intelligent driving system uses sensor devices such as LiDAR, millimeter-wave radar, vision sensors, high-precision maps, navigation and positioning systems to perceive information about the vehicle's external environment. It then controls the vehicle's braking system and steering system to complete a series of dynamic driving tasks such as lane changing, overtaking, deceleration, adaptive cruise control, and lane keeping. At the same time, it receives information from surround-view cameras and ultrasonic probes to realize related functions of automatic parking.

[0079] Based on the vehicle's direction of motion, the control links of an intelligent driving system can be divided into lateral control links and longitudinal control links. Specifically, the intelligent driving controller, through the perception system and combining information about the vehicle's surrounding environment and vehicle operation (vehicle speed, acceleration, relative position to the target, etc.), issues requests for lateral and longitudinal control of the vehicle. Subsequently, the vehicle steering system executes the steering wheel angle requests issued by the intelligent driving system to achieve lateral control; the vehicle braking system executes the braking deceleration requests issued by the intelligent driving system; and the vehicle powertrain system executes the acceleration torque requests issued by the intelligent driving system to achieve longitudinal control.

[0080] When a vehicle performs a U-turn or automatic parking in intelligent driving mode, the intelligent driving system, brake controller, and power controller work together to shift gears, allowing the vehicle to switch from forward to reverse or vice versa. (See reference...) Figure 1The diagram illustrates the timing sequence of intelligent driving gear shift control in the prior art. The specific control timing is as follows: The intelligent driving controller sends a deceleration request and a pressure holding request to the brake controller; the brake controller performs deceleration and pressure holding operations to keep the vehicle stationary and returns a pressure holding completion signal to the intelligent driving controller; after receiving the pressure holding completion signal, the intelligent driving controller determines that the vehicle is stationary and sends a gear shift request to the power controller to cause the power controller to perform a gear shift operation.

[0081] The inventors of this application have discovered that the aforementioned control timing, which controls the vehicle to perform gear shifting operations when the vehicle is stationary, can ensure the safety of gear shifting. However, due to the simplistic shifting strategy, it cannot effectively meet the shifting needs in certain scenarios. For example, when making a U-turn on a wide road, it is necessary to wait for the vehicle to come to a complete stop before shifting gears, resulting in a less rapid and smooth shifting process. In addition, in parking scenarios, when there is wheel-end torque, it may cause vehicle vibration, affecting the user's intelligent driving experience.

[0082] To address the problems existing in the aforementioned background technology, this application aims to provide a vehicle gear shifting control method. By identifying the current intelligent driving scenario of the vehicle, it can flexibly match the corresponding target gear shifting strategy, thereby realizing intelligent switching of vehicle gears under different intelligent driving scenarios. While ensuring vehicle gear shifting safety, it effectively improves vehicle gear shifting efficiency and enhances the user's intelligent driving experience.

[0083] Reference Figure 2 This application illustrates a vehicle gear shifting control method, applied to an intelligent driving controller. The method may include the following steps:

[0084] S201: When the vehicle is in autonomous driving mode, determine the current intelligent driving scenario of the vehicle.

[0085] It should be noted that prior to S201, drivers could control the vehicle to enter autonomous driving mode according to their driving needs. Specifically, after starting the vehicle, the driver could control the vehicle to enter autonomous driving mode by issuing voice commands, triggering pre-configured physical buttons, or triggering virtual buttons on the display screen. In autonomous driving mode, the intelligent driving controller makes decisions and plans based on the vehicle's external environment information collected by the perception system to obtain the target trajectory. Through the cooperation of the longitudinal and lateral control systems, the vehicle can drive accurately and stably along the target trajectory. At the same time, the vehicle can perform operations such as speed adjustment, distance maintenance, lane changing, and overtaking during driving. After reaching the destination, the intelligent driving controller can also realize automatic parking functions based on information from surround-view cameras and ultrasonic sensors.

[0086] In this embodiment, during the process of the intelligent driving controller controlling the vehicle's autonomous driving, the current intelligent driving scenario of the vehicle will be detected in real time. Specifically, the intelligent driving scenario can be divided into driving scenario (e.g., driving on a highway or urban road) and parking scenario (e.g., driving in a parking lot) according to the vehicle's location; it can also be divided into wide driving scenario (few obstacles and far from the vehicle) and narrow driving scenario (many obstacles and close to the vehicle) according to the distribution of obstacles around the vehicle; and it can also be divided into high-speed driving scenario and low-speed driving scenario according to the vehicle's speed.

[0087] S202: Determine the target shift strategy corresponding to the current intelligent driving scenario.

[0088] In this embodiment, the safety requirements for vehicle gear shifting differ under different intelligent driving scenarios. For example, in narrow driving scenarios with limited gear shifting space, the safety requirements for vehicle gear shifting are high. However, in wide driving scenarios with ample gear shifting space, since the vehicle is in a relatively safe driving environment, the safety requirements for vehicle gear shifting are relatively low. In this case, it is not necessary to wait for the vehicle to come to a complete stop before controlling the vehicle to perform the gear shifting operation.

[0089] In this embodiment, to meet the shifting requirements of various intelligent driving scenarios, different shifting strategies are set for different intelligent driving scenarios. It should be noted that the shifting strategy is a strategy for shifting between forward and reverse gears, that is, the shifting strategy is used to control the vehicle to shift from forward gear to reverse gear or from reverse gear to forward gear.

[0090] S203: Control the vehicle to perform gear shifting operations according to the target shifting strategy.

[0091] In this embodiment, different shifting strategies have different shifting logics. That is, different shifting conditions are set for different intelligent driving scenarios, so that the optimal target shifting strategy can be matched in the shifting strategy library under different intelligent driving scenarios.

[0092] For example, to avoid vehicle vibration caused by wheel torque in parking scenarios, wheel torque detection and control can be added. That is, if wheel torque is detected, it can be actively eliminated, and the gear shifting operation can be performed only after the wheel torque has disappeared. Alternatively, to improve the gear shifting efficiency of the vehicle in wide driving scenarios, the vehicle can be controlled to perform a gear shifting operation in advance after the current vehicle speed is detected to be less than a preset vehicle threshold, so as to achieve rapid gear switching.

[0093] In this embodiment, by subdividing intelligent driving scenarios and setting corresponding shifting strategies for different intelligent driving scenarios, it is possible to achieve differentiated vehicle control while ensuring vehicle shifting safety, meet the shifting needs of various intelligent driving scenarios, and thus enhance the user's intelligent driving experience.

[0094] In one feasible implementation, S201 may specifically include the following sub-steps:

[0095] S201-1: Determine the vehicle's driving area based on the vehicle's location information and / or environmental perception information.

[0096] It should be noted that location information can be obtained through the high-precision positioning module of the intelligent driving system. Specifically, the high-precision positioning module can use GNSS (Global Navigation Satellite System) to determine the current location of the vehicle. Environmental perception information can be collected through the sensor module of the intelligent driving system. Specifically, the sensor module includes, but is not limited to, sensors such as lidar, cameras, millimeter-wave radar, and ultrasonic sensors, which collect environmental perception information around the vehicle in real time. Among them, environmental perception information can include different types of environmental images collected by different sensors.

[0097] In this embodiment, after the intelligent driving controller obtains the vehicle's location information and / or environmental perception information, it will determine the vehicle's driving area based on the location information and / or environmental perception information. The driving area can be divided into traffic road areas (such as highways, urban expressways, and urban roads) and parking areas (such as open-air parking lots or underground parking lots).

[0098] In practical implementation, when the vehicle has good signal, the current driving area of ​​the vehicle can be determined based on the vehicle's location information; or, when the vehicle is in an area with weak or no signal, the environmental perception information is input into a pre-trained neural network recognition model, and the neural network recognition model performs feature recognition on the environmental perception information to determine the driving area of ​​the vehicle; or, the driving area of ​​the vehicle can be determined by combining the location information and the environmental perception information.

[0099] S201-2: When the driving area is a traffic road area, the current intelligent driving scenario is determined to be a driving scenario.

[0100] In this embodiment, considering that vehicles typically travel at higher speeds when driving in traffic areas compared to when driving in parking lots, the current intelligent driving scenario is considered a driving scenario when a vehicle is detected driving in a traffic area.

[0101] S201-3: When the driving area is a parking area, determine the current intelligent driving scenario based on the vehicle speed or obstacle perception information.

[0102] In this embodiment, considering that the process of a vehicle moving from the entrance of the parking area to the target parking space can be divided into a cruising phase and a parking maneuvering phase, after detecting that the vehicle is driving in the parking area, it will further determine whether the vehicle is in the cruising phase or the parking maneuvering phase. If the vehicle is in the cruising phase, the corresponding intelligent driving scenario is a cruising parking scenario; if the vehicle is in the parking maneuvering phase, the corresponding intelligent driving scenario is a parking maneuvering scenario. The cruising phase refers to the stage from the entrance of the parking area to the target parking space; while the parking maneuvering phase refers to the stage where the vehicle continuously adjusts its direction to park in the target parking space.

[0103] In its specific implementation, S201-3 may include the following sub-steps:

[0104] S201-3-1: Determine the distance between the target obstacle and the vehicle based on obstacle perception information.

[0105] In this embodiment, after detecting that the vehicle is driving in a parking area, the intelligent driving controller will collect obstacle perception information around the vehicle in real time through sensing devices such as surround-view cameras and ultrasonic probes. Based on this obstacle perception information, it will identify obstacles around the vehicle and determine the distance of the target obstacle from the vehicle. It should be noted that the target obstacle is the obstacle closest to the vehicle in the vehicle's current direction of movement.

[0106] S201-3-2: When the vehicle speed is less than the first vehicle speed threshold or the distance is less than the distance threshold, the current intelligent driving scenario is determined to be a parking scenario.

[0107] In this embodiment, the vehicle speed is usually low during the parking maneuvering phase, and the distance to obstacles (such as pillars, adjacent vehicles, and walls) is relatively close. Therefore, when the intelligent driving controller detects that the vehicle speed is less than the first vehicle speed threshold or the distance is less than the distance threshold, it determines that the current intelligent driving scenario is a parking maneuvering scenario.

[0108] S201-3-3: When the vehicle speed is greater than or equal to the first vehicle speed threshold, the current intelligent driving scenario is determined to be a cruise parking scenario.

[0109] In this embodiment, the vehicle speed is usually high during the cruise phase. And based on driving safety considerations, the intelligent driving controller will automatically reduce the vehicle speed when it detects obstacles that are close to the vehicle. Therefore, it is only necessary to identify the vehicle speed to determine whether the vehicle is in the cruise phase. Then, when the vehicle speed is greater than or equal to the first vehicle speed threshold, the intelligent driving controller determines that the current intelligent driving scenario is a cruise parking scenario.

[0110] In one feasible implementation, S202 may specifically include the following sub-steps:

[0111] S202-1: When the current intelligent driving scenario is a driving scenario or a cruise parking scenario, the target shift strategy is determined to be the first shift strategy.

[0112] In this embodiment, considering that vehicles typically travel on lanes designated for separate driving directions and lanes in driving scenarios, and typically travel on cruise lanes designated for driving in parking lots in cruise parking scenarios, the intelligent driving controller will match a first shift strategy for the vehicle when it detects that the vehicle is in a driving scenario or a cruise parking scenario. That is, the first shift strategy is a shift strategy specifically for driving scenarios or cruise parking scenarios.

[0113] S202-2: In the current intelligent driving scenario of parking in a confined space, the target shift strategy is determined to be the second shift strategy.

[0114] In this embodiment, unlike driving and cruising parking scenarios, vehicles typically travel at lower speeds and in confined spaces when parking in tight spaces. In this case, a second shifting strategy will be set for the tight parking scenario to meet the shifting requirements in the tight parking scenario. That is, the second shifting strategy is a shifting strategy specifically for the tight parking scenario.

[0115] In this embodiment, by setting corresponding shifting strategies for different intelligent driving scenarios, the entire intelligent driving process can be effectively met. The shifting strategy can be intelligently switched according to the changes in the intelligent driving scenario, thereby meeting the shifting requirements of each intelligent driving scenario.

[0116] In a feasible implementation, when the target shift strategy is the first shift strategy, S203 may specifically include the following sub-steps:

[0117] S203-A1: Send a first relief request to the power controller so that the power controller responds to the first relief request and controls the power unit to stop outputting driving torque.

[0118] In this embodiment, after the intelligent driving controller determines that the vehicle needs to perform a gear shift, it will send a first power relief request to the power controller. After receiving the first power relief request, the power controller will control the power unit (such as the drive motor and / or engine) to stop outputting driving torque to avoid continuous output of driving torque, which would prevent the vehicle from decelerating and shifting gears smoothly.

[0119] S203-A2: Send a first pressure holding request and a first deceleration request containing the original target deceleration to the brake controller, so that the brake controller responds to the first deceleration request to perform deceleration operation according to the original target deceleration, and responds to the first pressure holding request to control the brake master cylinder to perform pressure holding operation.

[0120] In this embodiment, after determining that the vehicle needs to perform a gear shift, the intelligent driving controller will calculate the desired original target deceleration of the vehicle based on the vehicle's driving status information, such as vehicle speed and acceleration, and send a first deceleration request containing the original target deceleration to the brake controller. Upon receiving the first deceleration request, the brake controller can parse the original target deceleration and, based on the original target deceleration, calculate the first target braking pressure that the master cylinder needs to output, and then control the master cylinder to output according to the first target braking pressure to achieve the deceleration operation of the vehicle.

[0121] It should be noted that the intelligent driving controller will also send a first pressure holding request to the brake controller. This first pressure holding request instructs the brake controller to maintain the master cylinder pressure at a second target braking pressure. It should also be noted that this second target braking pressure is the master cylinder pressure that keeps the vehicle stationary; its value may be the same as or different from the first target braking pressure.

[0122] S203-A3: When the current vehicle speed is detected to be less than the second vehicle speed threshold and there are no obstacles within the preset range of the vehicle, a first shift request containing the first target gear is sent to the power controller, so that the power controller responds to the first shift request and switches the vehicle's gear to the first target gear.

[0123] In this embodiment, when the intelligent driving controller detects that the vehicle's current speed is less than the second speed threshold and there are no obstacles within the vehicle's preset range, it indicates that the vehicle is in a large safe space. At this time, the vehicle can be controlled to perform a gear shift without waiting for the vehicle's current speed to drop to zero. The second speed threshold should be less than the first speed threshold.

[0124] For example, the second vehicle speed threshold can be set to 2 km / h, and the preset range can be a circular area with a radius of 2 meters centered on the vehicle. For instance, when the vehicle is reversing, it needs to switch from drive to reverse. When the intelligent driving controller detects that the vehicle's current speed is less than 2 km / h and there are no obstacles within the circular area with a radius of 2 meters, it will directly send a first shift request including reverse gear to the power controller, so that the power controller responds to the first shift request and switches the vehicle's gear from drive to reverse.

[0125] It should be noted that if the intelligent driving controller detects an obstacle within the vehicle's preset range, it will use a braking strategy to shift gears, that is, control the vehicle to shift gears after the vehicle's current speed has reached zero.

[0126] In one feasible implementation, when the target shift strategy is the second shift strategy, S203 may specifically include the following sub-steps:

[0127] S203-B1: When the target shift strategy is the second shift strategy, determine whether there is wheel-end torque at the vehicle's wheels.

[0128] It should be noted that after the power unit stops outputting driving torque, the transmission mechanism of the power system cannot stop rotating immediately due to inertia and other factors. This may result in a certain amount of wheel-end torque remaining on the vehicle's wheels. If gear shifting is performed while this wheel-end torque is present, it may cause vehicle vibration and affect the user's driving experience.

[0129] In this embodiment, to eliminate the influence of wheel-end torque, the second shifting strategy may specifically include a first shifting sub-strategy and a second shifting sub-strategy. The first shifting sub-strategy is for shifting when wheel-end torque exists, and the second shifting strategy is for shifting when wheel-end torque does not exist.

[0130] S203-B2: When it is determined that there is wheel-end torque on the vehicle's wheels, the vehicle is controlled to perform a gear shifting operation according to the first shifting strategy.

[0131] In this embodiment, when the vehicle is in a parking space maneuver and there is wheel-end torque, the first shifting strategy will be used to perform the gear shifting operation.

[0132] Specifically, S203-B2 may include the following sub-steps:

[0133] S203-B2-1: Send a second relief request to the power controller so that the power controller responds to the second relief request and controls the power unit to stop outputting driving torque.

[0134] In this embodiment, after the intelligent driving controller determines that the vehicle needs to perform a gear shift, it will send a second power relief request to the power controller. After receiving the second power relief request, the power controller will control the power unit (such as the drive motor and / or engine) to stop outputting driving torque to avoid continuous output of driving torque, which would prevent the vehicle from decelerating and shifting gears smoothly.

[0135] S203-B2-2: Send a second pressure holding request and a second deceleration request containing a target deceleration rate to the brake controller, so that the brake controller responds to the second deceleration request, performs deceleration operation according to the target deceleration rate, and responds to the second pressure holding request, controls the brake master cylinder to perform pressure holding operation.

[0136] In this embodiment, to eliminate the influence of wheel-end torque, the intelligent driving controller will increase the original target deceleration by using a preset gain coefficient. That is, the gain target deceleration is obtained based on the original target deceleration and the preset gain coefficient, where the gain coefficient is a value greater than 1. In a specific implementation, the gain coefficient can be set to 2, meaning that the original target deceleration is doubled before a second deceleration request based on the gain target deceleration is sent to the brake controller. This enables the brake controller to decelerate the vehicle more quickly, while simultaneously eliminating the influence of wheel-end torque, providing the user with a more static and comfortable shifting experience.

[0137] It should be noted that the pressure holding operation in this step is similar to the pressure holding operation in S203-A2, and the specific workflow of this pressure holding operation will not be described again here.

[0138] S203-B2-3: When the wheel-end torque is detected to have decreased to the target torque and a pressure holding completion signal is received from the brake controller, a second shift request containing the second target gear is sent to the power controller so that the power controller responds to the second shift request and shifts the vehicle's gear to the second target gear.

[0139] In this embodiment, unlike driving scenarios, in the parking scenario, the intelligent driving controller will no longer control the vehicle to shift gears in advance to ensure the driving safety of the vehicle. Instead, it will only execute the vehicle's gear shifting operation after detecting the pressure holding completion signal returned by the brake controller.

[0140] It should be noted that when the brake controller returns the pressure holding completion signal to the intelligent driving controller, the vehicle is usually stationary or at a very low speed. Therefore, when the wheel end torque is detected to have decreased to the target torque and the pressure holding completion signal is received from the brake controller, the vehicle gear can be quickly switched while ensuring safety.

[0141] S203-B3: When it is determined that there is no wheel-end torque on the vehicle's wheels, the vehicle is controlled to perform a gear shifting operation according to the second shifting strategy.

[0142] In this embodiment, for situations where the vehicle is in a parking space and there is no wheel-end torque, the second shifting strategy will be used to perform the gear shifting operation.

[0143] Specifically, S203-B3 may include the following sub-steps:

[0144] S203-B3-1: Send a third relief request to the power controller so that the power controller responds to the third relief request and controls the power unit to stop outputting driving torque.

[0145] In this embodiment, after the intelligent driving controller determines that the vehicle needs to perform a gear shift, it will send a third power release request to the power controller. After receiving the third power release request, the power controller will control the power unit (such as the drive motor and / or engine) to stop outputting driving torque to avoid continuous output of driving torque, which would prevent the vehicle from decelerating and shifting gears smoothly.

[0146] S203-B3-2: Send a third pressure holding request and a third deceleration request containing the original target deceleration to the brake controller, so that the brake controller responds to the deceleration request, performs deceleration operation according to the original target deceleration, and responds to the pressure holding request, controls the brake master cylinder to perform pressure holding operation.

[0147] In this embodiment, since there is no wheel-end torque, the intelligent driving controller will normally request deceleration and pressure holding requests to the brake controller to control the brake controller to perform deceleration and pressure holding operations.

[0148] It should be noted that the deceleration and pressure holding operations in this step are similar to those in S203-A2, and the specific workflow of the deceleration and pressure holding operations will not be described again here.

[0149] S203-B3-3: Upon receiving a pressure holding completion signal from the brake controller, a third shift request containing the third target gear is sent to the power controller, so that the power controller responds to the third shift request and shifts the vehicle's gear to the third target gear.

[0150] In this embodiment, since there is no wheel-end torque, there is no risk of vehicle vibration. Therefore, the intelligent driving controller does not need to detect the wheel-end torque. Instead, it only needs to receive the pressure holding completion signal returned by the brake controller and then send a third shift request to the power controller, which will then quickly switch the vehicle's gears.

[0151] Secondly, based on the same inventive concept, and referring to... Figure 3 This application provides a vehicle shift control device 300, which is used in an intelligent driving controller. The vehicle shift control device 300 includes:

[0152] The scenario determination module 301 is used to determine the current intelligent driving scenario of the vehicle when the vehicle is in autonomous driving mode.

[0153] The strategy determination module 302 is used to determine the target shifting strategy corresponding to the current intelligent driving scenario. Different intelligent driving scenarios correspond to different shifting strategies. The shifting strategy is a strategy for shifting between forward gears and reverse gears.

[0154] The shift control module 303 is used to control the vehicle to perform shift operations according to the target shift strategy.

[0155] In one embodiment of this application, the scene determination module 301 includes:

[0156] The driving area determination submodule is used to determine the driving area of ​​the vehicle based on the vehicle's location information and / or environmental perception information.

[0157] The first scenario determination submodule is used to determine the current intelligent driving scenario as a driving scenario when the driving area is a traffic road area;

[0158] The second scenario determination submodule is used to determine the current intelligent driving scenario based on the vehicle's speed or obstacle perception information when the driving area is a parking area.

[0159] In one embodiment of this application, the second scenario determination submodule includes:

[0160] The distance determination unit is used to determine the distance between the target obstacle and the vehicle based on obstacle perception information; the target obstacle is the obstacle closest to the vehicle in the current direction of the vehicle's movement.

[0161] The first scenario determination unit is used to determine the current intelligent driving scenario as a parking scenario when the vehicle speed is less than a first vehicle speed threshold or the distance is less than a distance threshold.

[0162] The second scenario determination unit is used to determine the current intelligent driving scenario as a cruise parking scenario when the vehicle speed is greater than or equal to the first vehicle speed threshold.

[0163] In one embodiment of this application, the strategy determination module 302 includes:

[0164] The first strategy determination submodule is used to determine the target shift strategy as the first shift strategy when the current intelligent driving scenario is a driving scenario or a cruise parking scenario. The first shift strategy is a shift strategy for the driving scenario or the cruise parking scenario.

[0165] The second strategy determination submodule is used to determine the target shift strategy as the second shift strategy when the current intelligent driving scenario is a parking scenario. The second shift strategy is a shift strategy specifically for the parking scenario.

[0166] In one embodiment of this application, the shift control module 303 includes:

[0167] The first power control submodule is used to send a first discharge request to the power controller so that the power controller responds to the first discharge request and controls the power unit to stop outputting driving torque;

[0168] The first braking control submodule is used to send a first pressure holding request and a first deceleration request containing the original target deceleration to the braking controller, so that the braking controller responds to the first deceleration request to perform deceleration operation according to the original target deceleration, and responds to the first pressure holding request to control the brake master cylinder to perform pressure holding operation.

[0169] The first shift control submodule is used to send a first shift request containing a first target gear to the power controller when the current vehicle speed is detected to be less than a second vehicle speed threshold and there are no obstacles within a preset range of the vehicle, so that the power controller responds to the first shift request and shifts the vehicle's gear to the first target gear.

[0170] In one embodiment of this application, the shift control module 303 further includes:

[0171] The wheel-end torque determination submodule is used to determine whether there is wheel-end torque in the vehicle's wheels when the target shift strategy is the second shift strategy; wherein, the second shift strategy includes a first shift sub-strategy and a second shift strategy, the first shift strategy is a shift strategy for when there is wheel-end torque in the wheels, and the second shift strategy is a shift strategy for when there is no wheel-end torque in the wheels.

[0172] The second shift control submodule is used to control the vehicle to perform a shift operation according to the first shift strategy when it is determined that there is wheel-end torque at the vehicle's wheels.

[0173] The third shift control submodule is used to control the vehicle to perform a shift operation according to the second shift strategy when it is determined that there is no wheel-end torque on the vehicle's wheels.

[0174] In one embodiment of this application, the second shift control submodule includes:

[0175] The second power control unit is used to send a second relief request to the power controller so that the power controller responds to the second relief request and controls the power unit to stop outputting driving torque;

[0176] The second brake control unit is used to send a second pressure holding request and a second deceleration request containing a target deceleration rate to the brake controller, so that the brake controller responds to the second deceleration request and performs a deceleration operation according to the target deceleration rate, and responds to the second pressure holding request and controls the brake master cylinder to perform a pressure holding operation; wherein, the target deceleration rate is obtained based on the original target deceleration rate and a preset gain coefficient;

[0177] The second shift control unit is used to send a second shift request containing the second target gear to the power controller when it detects that the wheel end torque has decreased to the target torque and receives a pressure holding completion signal returned by the brake controller, so that the power controller responds to the second shift request and shifts the vehicle's gear to the second target gear.

[0178] In one embodiment of this application, the third shift control submodule includes:

[0179] The third power control unit is used to send a third relief request to the power controller so that the power controller responds to the third relief request and controls the power unit to stop outputting driving torque;

[0180] The third brake control unit is used to send a third pressure holding request and a third deceleration request containing the original target deceleration to the brake controller, so that the brake controller responds to the deceleration request and performs deceleration operation according to the original target deceleration, and responds to the pressure holding request and controls the brake master cylinder to perform pressure holding operation.

[0181] The third shift control unit is used to send a third shift request containing the third target gear to the power controller when it receives a pressure holding completion signal returned by the brake controller, so that the power controller responds to the third shift request and shifts the vehicle's gear to the third target gear.

[0182] It should be noted that the specific implementation of the vehicle shift control device 300 in this application embodiment refers to the specific implementation of the vehicle shift control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0183] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the vehicle shift control method proposed in the first aspect of this application.

[0184] It should be noted that the specific implementation of the storage medium in the embodiments of this application refers to the specific implementation of the vehicle shift control method proposed in the first aspect of the embodiments of this application, and will not be repeated here.

[0185] Fourthly, based on the same inventive concept, referring to Figure 4 This application provides a vehicle 400, including a processor 401 and a memory 402; the memory 402 stores machine-executable instructions that can be executed by the processor 401, and the processor 401 is used to execute the machine-executable instructions to implement the vehicle shift control method as proposed in the first aspect of this application.

[0186] It should be noted that the specific implementation of the vehicle 400 in this application embodiment refers to the specific implementation of the vehicle shift control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0187] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0188] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0189] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0190] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0191] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0192] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0193] The present invention has provided a detailed description of a vehicle shift control method, device, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle shift control method characterized by, The method, applied to an intelligent driving controller, includes: When the vehicle is in autonomous driving mode, determine the current intelligent driving scenario of the vehicle; Determine the target shift strategy corresponding to the current intelligent driving scenario, wherein different intelligent driving scenarios correspond to different shift strategies; the shift strategy is a strategy for shifting between forward gears and reverse gears; the shift strategy includes a first shift strategy for driving scenarios or cruise parking scenarios and a second shift strategy for zigzag parking scenarios; According to the target shifting strategy, control the vehicle to perform shifting operations; Wherein, when the target shift strategy is the first shift strategy, the step of controlling the vehicle to perform a shift operation according to the target shift strategy includes: A first discharge request is sent to the power controller, so that the power controller responds to the first discharge request and controls the power unit to stop outputting driving torque; A first pressure holding request and a first deceleration request containing the original target deceleration are sent to the brake controller, so that the brake controller responds to the first deceleration request to perform a deceleration operation according to the original target deceleration, and responds to the first pressure holding request to control the brake master cylinder to perform a pressure holding operation; If the current speed of the vehicle is detected to be less than a second speed threshold and there are no obstacles within a preset range of the vehicle, a first shift request containing a first target gear is sent to the power controller, so that the power controller responds to the first shift request and switches the vehicle to the first target gear.

2. The vehicle shift control method according to claim 1, characterized by, The steps for determining the current intelligent driving scenario of the vehicle include: Based on the vehicle's location information and / or environmental perception information, the vehicle's driving area is determined; If the driving area is a traffic road area, the current intelligent driving scenario is determined to be a driving scenario; When the driving area is a parking area, the current intelligent driving scenario is determined based on the vehicle's speed or obstacle perception information.

3. The vehicle shift control method according to claim 2, characterized by, The steps for determining the current intelligent driving scenario based on the vehicle's speed or obstacle perception information include: Based on the obstacle perception information, the distance between the target obstacle and the vehicle is determined; the target obstacle is the obstacle closest to the vehicle in the vehicle's current direction of movement. If the vehicle speed is less than a first vehicle speed threshold or the distance is less than a distance threshold, the current intelligent driving scenario is determined to be a parking scenario. If the vehicle speed is greater than or equal to the first vehicle speed threshold, the current intelligent driving scenario is determined to be a cruise parking scenario.

4. The vehicle shift control method according to claim 3, characterized in that, The steps for determining the target shift strategy corresponding to the current intelligent driving scenario include: If the current intelligent driving scenario is either the driving scenario or the cruise parking scenario, the target shift strategy is determined to be the first shift strategy; or, When the current intelligent driving scenario is the parking scenario, the target shift strategy is determined to be the second shift strategy.

5. The vehicle shift control method according to claim 4, characterized in that, When the target shift strategy is the second shift strategy, the steps of controlling the vehicle to perform a shift operation according to the target shift strategy include: When the target shift strategy is the second shift strategy, it is determined whether there is wheel-end torque on the wheels of the vehicle; wherein, the second shift strategy includes a first shift sub-strategy and a second shift strategy, the first shift sub-strategy is a shift strategy for when there is wheel-end torque on the wheels, and the second shift strategy is a shift strategy for when there is no wheel-end torque on the wheels; If it is determined that there is wheel-end torque at the wheels of the vehicle, the vehicle is controlled to perform a gear shifting operation in accordance with the first gear shifting strategy; If it is determined that there is no wheel-end torque at the wheels of the vehicle, the vehicle is controlled to perform a gear shifting operation in accordance with the second gear shifting strategy.

6. The vehicle shift control method according to claim 5, characterized by, The steps for controlling the vehicle to perform a gear shifting operation according to the first gear shifting strategy include: A second relief request is sent to the power controller, so that the power controller responds to the second relief request and controls the power unit to stop outputting driving torque; A second pressure holding request and a second deceleration request including a target deceleration rate are sent to the brake controller, so that the brake controller responds to the second deceleration request by performing a deceleration operation according to the target deceleration rate, and responds to the second pressure holding request by controlling the brake master cylinder to perform a pressure holding operation; wherein, the target deceleration rate is obtained based on the original target deceleration rate and a preset gain coefficient; When the wheel-end torque is detected to have decreased to the target torque and a pressure holding completion signal is received from the brake controller, a second shift request including the second target gear is sent to the power controller, so that the power controller responds to the second shift request and shifts the vehicle's gear to the second target gear.

7. The vehicle shift control method according to claim 5, characterized by, According to the second shift strategy, the steps for controlling the vehicle to perform a shift operation include: A third relief request is sent to the power controller, so that the power controller responds to the third relief request and controls the power unit to stop outputting driving torque; A third pressure holding request and a third deceleration request containing the original target deceleration are sent to the brake controller, so that the brake controller responds to the deceleration request to perform a deceleration operation according to the original target deceleration, and responds to the pressure holding request to control the brake master cylinder to perform a pressure holding operation; Upon receiving a pressure holding completion signal returned by the brake controller, a third shift request containing a third target gear is sent to the power controller, so that the power controller responds to the third shift request and shifts the vehicle's gear to the third target gear.

8. A vehicle shift control device characterized by comprising: The device, used in intelligent driving controllers, includes: The scenario determination module is used to determine the current intelligent driving scenario of the vehicle when the vehicle is in autonomous driving mode; The strategy determination module is used to determine the target shift strategy corresponding to the current intelligent driving scenario, wherein different intelligent driving scenarios correspond to different shift strategies; the shift strategy is a strategy for shifting between forward gears and reverse gears; the shift strategy includes a first shift strategy for driving scenarios or cruise parking scenarios and a second shift strategy for zigzag parking scenarios. The shift control module is used to control the vehicle to perform shift operations according to the target shift strategy; Wherein, if the target shift strategy is the first shift strategy, the shift control module includes: The first power control submodule is used to send a first discharge request to the power controller so that the power controller responds to the first discharge request and controls the power unit to stop outputting driving torque; The first braking control submodule is used to send a first pressure holding request and a first deceleration request containing the original target deceleration to the braking controller, so that the braking controller responds to the first deceleration request to perform deceleration operation according to the original target deceleration, and responds to the first pressure holding request to control the brake master cylinder to perform pressure holding operation. The first shift control submodule is used to send a first shift request containing a first target gear to the power controller when the current vehicle speed is detected to be less than a second vehicle speed threshold and there are no obstacles within a preset range of the vehicle, so that the power controller responds to the first shift request and shifts the vehicle's gear to the first target gear.

9. A vehicle characterized by comprising: It includes a processor and a memory; the memory stores machine-executable instructions that can be executed by the processor, and the processor executes the machine-executable instructions to implement the vehicle shift control method as described in any one of claims 1-7.

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