Transmission gear control method and device based on driving style, and storage medium

Abstract

The application provides a transmission gear control method and device based on driving style, and a storage medium, and relates to the technical field of vehicle driving. The method obtains driving style information including a driving style dynamic index and a driving style dynamic power index through historical operation data of a vehicle, obtains a forward gear shifting coefficient and a backward gear shifting coefficient according to the driving style dynamic power index, confirms a modified gear shifting coefficient according to the driving style dynamic index and the corresponding gear shifting coefficient, modifies basic upshift / downshift speed limits and basic upshift / downshift target speeds according to the modified gear shifting coefficient, limits the modified upshift / downshift speed limits and the modified upshift / downshift target speed limits, and confirms the last output upshift / downshift speed limits and upshift / downshift target speeds, so as to provide assistance for commercial vehicle drivers with different driving styles, help the drivers form constant and appropriate-speed fuel-saving driving habits, and realize the reduction of operating costs while improving the vehicle driving experience.

Description

TECHNICAL FIELD

[0001] The present application relates to vehicle driving technology, and in particular to a transmission gear control method based on driving style, a device and a storage medium. BACKGROUND

[0002] The automatic transmission automatically shifts gears according to certain rules, and this rule is the gear decision method of the automatic transmission. Gear decision determines the potential of each assembly of the power transmission system and the overall optimal performance, directly affecting the power, fuel economy, passability and environmental adaptability of the vehicle, and is therefore the core technology in the automatic transmission control system.

[0003] The existing gear decision method based on driving style is mainly applied to passenger cars, which identifies the driving style according to the driving habits of the driver, and usually classifies the driving style into calm, standard and aggressive types, and adjusts the vehicle power output based on the identified driving style, i.e. for aggressive driving style, output stronger power to meet the driver's pursuit of power performance, and at the same time meet the driver's demand for vehicle power performance and improve fuel economy. For commercial vehicle drivers, vehicle fuel economy directly determines operating costs and profitability, so commercial vehicle drivers usually pay more attention to vehicle fuel economy, and the demand for vehicle power performance often only needs to meet the necessary standards. If the driving style classification and the corresponding method of vehicle power output similar to passenger cars are still used, or the influence of driving style on vehicle power output is not considered, it will be difficult for drivers with aggressive driving style to improve vehicle fuel economy due to their driving habits, which will increase operating costs.

[0004] Therefore, the prior art fails to further consider the vehicle fuel economy according to the driving style of the commercial vehicle driver, provide assistance to commercial vehicle drivers with different driving styles, and help them form stable and appropriate fuel-saving driving habits, thereby improving the vehicle driving experience while reducing operating costs. SUMMARY

[0005] The present application provides a transmission gear control method based on driving style, a device and a storage medium, to solve the problem that the prior art fails to consider the vehicle fuel economy according to the driving style of the commercial vehicle driver, provide assistance to commercial vehicle drivers with different driving styles, and improve the vehicle driving experience while reducing operating costs.

[0006] In a first aspect, the present application provides a transmission gear control method based on driving style, comprising:

[0007] The driving style information is acquired through historical operation data of the vehicle, wherein the driving style information comprises a driving style dynamic index and a driving style dynamic index, and the driving style dynamic index is used to indicate the speed and the accelerator pedal opening size of the driver driving the vehicle.

[0008] The shift coefficient is acquired according to the driving style dynamic index, and the correction shift coefficient is confirmed according to the driving style dynamic index and the shift coefficient, wherein the shift coefficient comprises a forward shift coefficient and a backward shift coefficient.

[0009] The basic up / down shift speed limit value and the basic up / down shift target speed are corrected according to the correction shift coefficient, and the correction up / down shift speed limit value and the correction up / down shift target speed are acquired.

[0010] In a possible design, the shift coefficient is acquired according to the driving style dynamic index, comprising:

[0011] The forward shift coefficient is acquired according to the maximum driving speed of the driver driving the vehicle and the driving style dynamic index;

[0012] The backward shift coefficient is acquired according to the minimum driving speed of the driver driving the vehicle and the driving style dynamic index;

[0013] The forward shift coefficient is greater than a preset coefficient, and when the forward shift coefficient is confirmed as the correction shift coefficient, the basic up / down shift speed limit value and the basic up / down shift target speed are acquired as the correction up / down shift speed limit value and the correction up / down shift target speed in the increasing direction;

[0014] The backward shift coefficient is less than a preset coefficient, and when the backward shift coefficient is confirmed as the correction shift coefficient, the basic up / down shift speed limit value and the basic up / down shift target speed are acquired as the correction up / down shift speed limit value and the correction up / down shift target speed in the decreasing direction.

[0015] In a possible design, the driving style dynamic index comprises a transient type, a constant type or a moderate type;

[0016] The transient type is used to indicate that the driver tends to frequently manipulate the accelerator pedal and the brake pedal of the vehicle to make the vehicle suddenly accelerate or decelerate;

[0017] The constant type is used to indicate that the driver tends to smoothly manipulate the accelerator pedal and the brake pedal of the vehicle to make the vehicle keep constant speed driving;

[0018] The moderate type is used to indicate that the operation habit of the driver is between the transient type and the constant type;

[0019] The driving style dynamicity index is proportional to the speed and the accelerator pedal opening degree of the driver driving the vehicle, and the greater the speed and the accelerator pedal opening degree of the driver driving the vehicle, the greater the value of the driving style dynamicity index, and the smaller the speed and the accelerator pedal opening degree of the driver driving the vehicle, the smaller the value of the driving style dynamicity index.

[0020] The shift coefficient generated according to the driving style dynamicity index and the driving style power index confirms the modified shift coefficient.

[0021] In a possible design, the shift coefficient generated according to the driving style dynamicity index and the driving style power index confirms the modified shift coefficient, including: when the driving style dynamicity index is transient, the backward shift coefficient is confirmed as the modified shift coefficient.

[0022] When the driving style dynamicity index is moderate, the forward shift coefficient is confirmed as the modified shift coefficient for the basic upshift speed limit value and the basic upshift target speed, and the backward shift coefficient is confirmed as the modified shift coefficient for the basic downshift speed limit value and the basic downshift target speed.

[0023] When the driving style dynamicity index is constant, the forward shift coefficient is confirmed as the modified shift coefficient.

[0024] The basic up / down shift speed limit value and the basic up / down shift target speed are modified according to the modified shift coefficient.

[0025] In a possible design, the modification of the basic up / down shift speed limit value and the basic up / down shift target speed according to the modified shift coefficient includes:

[0026] The product of the modified shift coefficient and the basic up / down shift speed limit value and the basic up / down shift target speed is obtained.

[0027] When the driving style dynamicity index is transient, the product of the backward shift coefficient and the basic up / down shift speed limit value and the basic up / down shift target speed is taken as the modified up / down shift speed limit value and the modified up / down shift target speed.

[0028] When the driving style dynamicity index is moderate, the product of the forward shift coefficient and the basic upshift speed limit value and the basic upshift target speed is taken as the modified upshift speed limit value and the modified upshift target speed, and the product of the backward shift coefficient and the basic downshift speed limit value and the basic downshift target speed is taken as the modified downshift speed limit value and the modified downshift target speed.

[0029] If the driving style dynamicity index is constant, the product of the forward shift coefficient and the basic up / down shift speed limit value and the basic up / down shift target speed is taken as the modified up / down shift speed limit value and the modified up / down shift target speed respectively.

[0030] In a possible design, after the modified up / down shift speed limit value and the modified up / down shift target speed are obtained, the method further includes:

[0031] The modified up / down shift speed limit value and the modified up / down shift target speed are compared with the respective up / down shift speed limit value and the up / down shift target speed limit value respectively, and the final output up / down shift speed limit value and the up / down shift target speed are determined.

[0032] If the modified up shift speed limit value is less than the up shift speed maximum limit value, the modified up shift speed limit value is taken as the output up shift speed limit value, otherwise the up shift speed maximum limit value is taken as the output up shift speed limit value.

[0033] If the modified down shift speed limit value is greater than the down shift speed minimum limit value, the modified down shift speed limit value is taken as the output down shift speed limit value, otherwise the down shift speed minimum limit value is taken as the output down shift speed limit value.

[0034] If the modified up shift target speed is greater than the up shift speed minimum value, the modified up shift target speed is taken as the output up shift target speed, otherwise the up shift speed minimum value is taken as the output up shift target speed.

[0035] If the modified down shift target speed is less than the up shift speed maximum value, the modified down shift target speed is taken as the output down shift target speed, otherwise the down shift target speed maximum value is taken as the output down shift target speed.

[0036] In a possible design, before the driving style information is obtained from the historical operation data of the vehicle, the method further includes:

[0037] According to the current vehicle driving information, it is detected whether the enabling condition is met simultaneously, if yes, the driving style information is obtained from the historical operation data of the vehicle, and the up / down shift speed limit value and the up / down shift target speed are modified and calculated, if not, the driving style information is obtained from the historical operation data of the vehicle only, and the up / down shift speed limit value and the up / down shift target speed are not modified and calculated, wherein the enabling condition includes that the current vehicle speed is greater than an enabling threshold, the accelerator pedal opening degree is between a low enabling threshold and a high enabling threshold, the brake pedal is not stepped on, and the engine brake and the hydraulic retarder brake are not turned on.

[0038] In a second aspect, the application provides a transmission gear control device based on driving style, which includes:

[0039] an acquisition module configured to acquire driving style information from historical operation data of the vehicle, wherein the driving style information comprises a driving style dynamic index and a driving style power index, and the driving style power index is used to indicate a speed and an accelerator pedal opening degree of the vehicle driven by the driver;

[0040] a processing module configured to acquire a shift coefficient according to the driving style power index, and confirm a modified shift coefficient according to the driving style dynamic index and the shift coefficient, wherein the shift coefficient comprises a forward shift coefficient and a reverse shift coefficient;

[0041] an execution module configured to modify basic upshift / downshift speed limits and basic upshift / downshift target speeds according to the modified shift coefficient, and acquire modified upshift / downshift speed limits and modified upshift / downshift target speeds.

[0042] In a third aspect, the present application provides an electronic device, comprising a processor, and a memory connected with the processor in communication;

[0043] The memory stores computer execution instructions;

[0044] The processor executes the computer execution instructions stored in the memory to implement the driving style based transmission gear control method.

[0045] In a fourth aspect, the present application provides a computer readable storage medium, wherein the computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by a processor to implement the driving style based transmission gear control method.

[0046] The present application provides a driving style based transmission gear control method, device and storage medium. The driving style information comprising a driving style dynamic index and a driving style power index is acquired from historical operation data of the vehicle. The forward shift coefficient and the reverse shift coefficient are acquired according to the driving style power index indicating the speed and the accelerator pedal opening degree of the vehicle driven by the driver. After confirming the modified shift coefficient according to the driving style dynamic index and the corresponding shift coefficient indicating the frequency of the driver operating the accelerator pedal and the brake pedal, the basic upshift / downshift speed limits and the basic upshift / downshift target speeds are modified according to the modified shift coefficient, and the modified upshift / downshift speed limits and the modified upshift / downshift target speeds are acquired. After limiting the extreme values of the modified upshift / downshift speed limits and the modified upshift / downshift target speeds, the finally output upshift / downshift speed limits and upshift / downshift target speeds are confirmed. Thus, the vehicle fuel economy of the commercial vehicle is improved according to the driving style of the driver, and the commercial vehicle driver with different driving styles is provided with assistance to help the driver form a stable, appropriate speed and fuel saving driving habit, so as to improve the vehicle driving experience while reducing the operating cost. Attached Figure Description

[0047] 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 A schematic diagram of the overall logical framework provided for embodiments of this application;

[0049] Figure 2 A schematic flowchart of the transmission gear control method based on driving style provided in this application embodiment. Figure 1 ;

[0050] Figure 3 A schematic flowchart of the transmission gear control method based on driving style provided in this application embodiment. Figure 2 ;

[0051] Figure 4 A schematic diagram of the structure of a transmission gear control device based on driving style is provided for embodiments of this application;

[0052] Figure 5 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0053] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0054] Gear shift decision as the core technology of automatic transmission control system, can be classified according to the number of control parameters of automatic transmission gear shift decision method, usually divided into single parameter, two parameter and three parameter method; Among them, the single parameter gear shift decision method generally selects the vehicle speed which can comprehensively reflect the vehicle condition as the control parameter, that is, the vehicle can only shift when it reaches the specified speed, and the vehicle speed range of each gear is fixed; For two parameter gear shift decision, usually take throttle and vehicle speed as control parameters, its characteristic is that when the throttle opening is small and the engine load is small, the shift point speed is low; While the throttle opening increases and the engine load is large, the shift point speed also increases, two parameter gear shift decision method provides the possibility of driver intervention in gear shifting, which can realize the upshift and downshift in advance, so as to reflect the intention of the driver; For three parameter gear shift decision, it means introducing a third gear selection control parameter on the basis of two parameter gear shift decision, generally select the acceleration which can reflect the actual running state of the car as the third parameter.

[0055] Whether it is based on two parameter gear shift decision of stable driving condition, or three parameter gear shift decision based on dynamic process, can only reflect the running state of the car, without considering the influence of the driving environment and the driver's steering intention on the shift process. Therefore, to develop a "human-like" gear shift decision method that meets the actual driving environment and the driver's steering intention is the future development direction of automatic transmission technology. With the development of modern intelligent control technology, the research of gear shift decision method has entered the stage of intelligence and self-adaptation. Intelligent gear shift decision method is based on driver recognition, environment recognition and vehicle state recognition, combined with intelligent control theory and method, to determine the best shift rule, so as to realize the unity of vehicle power, economy and driving intention.

[0056] Since the gear shift decision method based on driving style in the prior art is usually applied to passenger cars, more attention is paid to the power performance of the vehicle than to the fuel economy of the vehicle, and the fuel economy of the vehicle is usually improved while meeting the demand of the driver for the power performance of the vehicle. However, for commercial vehicle drivers, more attention is usually paid to the fuel economy of the vehicle, and the demand for the power performance of the vehicle usually only needs to meet the necessary standard. If the influence of the driving style on the power output of the vehicle is not considered, it will be difficult to improve the fuel economy of the vehicle for drivers with an aggressive driving style, because the driving habit of the driver increases the working conditions of the vehicle with rapid acceleration and rapid deceleration and the average vehicle speed is high, so it is difficult to improve the fuel economy of the vehicle, thereby increasing the operating cost. In recent years, with the continuous increase of the engine power of commercial vehicles such as medium and heavy trucks, the power system of heavy long-distance tractor has entered the era of large horsepower engines with 700-800 horsepower. Under this background, if the driving style of the driver is too conservative and the vehicle speed is low for a long time, the engine operating load rate will be low, which will also cause the deterioration of the fuel economy of the vehicle. Therefore, the prior art fails to consider the fuel economy of the commercial vehicle according to the driving style of the driver, and provide assistance for commercial vehicle drivers with different driving styles to help the drivers form a stable and appropriate speed fuel-saving driving habit.

[0057] The present application provides a transmission gear control method based on driving style. The driving style information including driving style dynamicity index and driving style power index is obtained through the historical operation data of the vehicle. The forward shift coefficient and the reverse shift coefficient are obtained according to the driving style power index indicating the speed of the driving vehicle and the size of the accelerator pedal opening. After the correction shift coefficient is confirmed according to the driving style dynamicity index indicating the frequency of the driver operating the accelerator pedal and the brake pedal and the corresponding shift coefficient, the basic up / down shift speed limit value and the basic up / down shift target speed are corrected according to the correction shift coefficient, the corrected up / down shift speed limit value and the corrected up / down shift target speed are obtained, and after the extreme value of the corrected up / down shift speed limit value and the corrected up / down shift target speed is limited, the last output up / down shift speed limit value and the up / down shift target speed are confirmed. Therefore, the fuel economy of the commercial vehicle is improved according to the driving style of the driver, and assistance is provided for commercial vehicle drivers with different driving styles to help the drivers form a stable and appropriate speed fuel-saving driving habit, so as to improve the vehicle driving experience while reducing the operating cost.

[0058] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail in the following specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0059] Example 1

[0060] Figure 2 Flowchart of the driving style based transmission gear control method provided by the embodiments of the present application Figure 1 As shown in the figure, the method comprises: Figure 2

[0061] S201, obtaining driving style information from historical operation data of the vehicle, wherein the driving style information comprises a driving style dynamic index and a driving style power index, and the driving style power index is used to indicate the speed and the accelerator pedal opening degree of the driver driving the vehicle;

[0062] Specifically, the driving style information comprising the driving style dynamic index and the driving style power index is obtained from the historical operation data of the last working period of the vehicle, the driving style dynamic index indicates the frequency of the driver controlling the accelerator pedal and the brake pedal of the vehicle in the last working period, that is, the condition of the driver controlling the acceleration and deceleration of the vehicle, and the driving style power index indicates the measurement of the accelerator pedal or brake pedal opening degree of the vehicle when the driver controls the acceleration or deceleration of the vehicle each time in the last working period.

[0063] S202, obtaining a shift coefficient according to the driving style power index, and confirming a modified shift coefficient according to the driving style dynamic index and the shift coefficient, wherein the shift coefficient comprises a forward shift coefficient and a reverse shift coefficient;

[0064] Specifically, after obtaining the driving style information from the historical operation data of the last working period of the vehicle, the driving style power index is normalized to obtain the forward shift coefficient and the reverse shift coefficient, and the shift coefficient corresponding to the driving style dynamic index is selected or partially selected from the forward shift coefficient and the reverse shift coefficient as the modified shift coefficient, wherein the driving style power index and the shift coefficient are inversely proportional, and the greater the driving style power index, the smaller the absolute value of the forward shift coefficient and the reverse shift coefficient.

[0065] S203, modifying the basic upshift / downshift speed limit value and the basic upshift / downshift target speed according to the modified shift coefficient, and obtaining a modified upshift / downshift speed limit value and a modified upshift / downshift target speed.

[0066] ​Specifically, after confirming the modified shift coefficient, a product of the basic up / down shift speed limit value and the basic up / down shift target speed and the corresponding modified shift coefficient is obtained, and the obtained corresponding product is taken as the modified up / down shift speed limit value and the modified up / down shift target speed, so as to provide assistance for commercial vehicle drivers with different driving styles, wherein the basic up / down shift speed limit value indicates the determined basic up / down shift speed limit value in the current working cycle, and the basic up / down shift target speed indicates the determined basic up / down shift target speed in the current working cycle.

[0067] The application provides a transmission gear control method based on driving style, driving style information including driving style dynamic index and driving style power index is obtained through historical operation data of the vehicle, forward shift coefficient and reverse shift coefficient are obtained according to the driving style power index indicating the driving vehicle speed and the accelerator pedal opening degree, and after confirming the modified shift coefficient according to the driving style dynamic index indicating the frequency of the driver operating the accelerator pedal and the brake pedal and the corresponding shift coefficient, the basic up / down shift speed limit value and the basic up / down shift target speed are modified according to the modified shift coefficient, the modified up / down shift speed limit value and the modified up / down shift target speed are obtained, and after limiting the modified up / down shift speed limit value and the modified up / down shift target speed, the finally output up / down shift speed limit value and the up / down shift target speed are confirmed, so as to improve the fuel economy of the commercial vehicle according to the driving style of the driver, and provide assistance for commercial vehicle drivers with different driving styles, so as to help the driver form a stable and suitable fuel-saving driving habit, realize the improvement of the vehicle driving experience and the reduction of the operation cost.

[0068] The transmission gear control method based on driving style of the application will be described in detail below by taking a specific embodiment.

[0069] Example 2

[0070] Figure 1 The overall logical framework diagram provided by the embodiment of the application is shown in Figure 3 The transmission gear control method based on driving style provided by the embodiment of the application is shown in Figure 2 . Combined with Figure 1 and Figure 3 , the method comprises:

[0071] S301, detecting whether the enabling condition is met according to the driving information of the current vehicle;

[0072] Specifically, driving information of the vehicle in the current working cycle is acquired, wherein the driving information comprises current vehicle speed, accelerator pedal opening degree, and working states of brake pedal, engine brake, and hydraulic retarder brake. When it is detected that the current vehicle speed is greater than a preset vehicle speed, i.e., the current vehicle speed is greater than an enabling threshold, the accelerator pedal opening degree is between a low enabling threshold and a high enabling threshold, and the brake pedal is not stepped on and the engine brake and the hydraulic retarder brake are not started, it is confirmed that the enabling condition, i.e., the decision model activation condition, is satisfied. If the enabling condition is not satisfied, only driving style information is acquired, but no gear control is implemented according to the driving style.

[0073] The confirmation that the vehicle speed is greater than the enabling threshold can reduce interference on the vehicle in a starting or low-speed climbing condition. The confirmation that the accelerator pedal opening degree is between the low enabling threshold and the high enabling threshold can prevent impact on the vehicle in a coasting condition or a strong power demand condition. The confirmation that the brake pedal is not stepped on and the engine brake and the hydraulic retarder brake are not started can ensure that no adverse factors affecting driving safety occur.

[0074] Further, in some special driving conditions, such as when the driver steps on the accelerator pedal to the bottom, it indicates that the demand of the vehicle driver for power at this time is very strong, and the priority of the demand for power will be higher than the priority of the demand for economy. At this time, even if the driving style information is acquired through the historical operation data of the vehicle and the corresponding modified upshift / downshift speed limit and modified upshift / downshift target speed are acquired according to the driving style information, the current gear control logic based on the driving style is also exited, and the original basic gear decision logic is used for control.

[0075] S302, if yes, driving style information is acquired through historical operation data of the vehicle, wherein the driving style information comprises a driving style dynamic index and a driving style power index.

[0076] Specifically, after it is detected that the driving information of the current vehicle satisfies the enabling condition, i.e., the decision model activation condition, an upshift / downshift speed limit and upshift / downshift target speed decision model based on real-time driving style is entered, i.e., the driving style information is acquired according to the historical operation data of the vehicle in the last working cycle. For the driving style power index, the higher the speed at which the driver drives the vehicle and the greater the opening degree of the accelerator pedal stepped on by the driver, the greater the value of the driving style power index. The lower the speed at which the driver drives the vehicle and the smaller the opening degree of the accelerator pedal stepped on by the driver, the smaller the value of the driving style power index.

[0077] Further, the driving style dynamicity index includes a transient type, a constant type or a moderate type, wherein the transient type is used to indicate that the driver tends to frequently manipulate the vehicle accelerator pedal and brake pedal to make the vehicle accelerate or decelerate suddenly, the constant type is used to indicate that the driver tends to smoothly manipulate the vehicle accelerator pedal and brake pedal to make the vehicle keep constant speed, and the moderate type is used to indicate that the driver's operation habit is between the transient type and the constant type.

[0078] S303, obtaining the forward shift coefficient according to the maximum driving speed of the driver driving the vehicle and the driving style dynamicity index;

[0079] Specifically, after obtaining the driving style information including the driving style dynamicity index and the driving style dynamicity index, the maximum driving speed of the driver driving the vehicle and the corresponding driving style dynamicity index in the historical operation data of the vehicle in the last working period are normalized, so that the obtained forward shift coefficient is greater than a preset coefficient such as 1, so that when the forward shift coefficient is confirmed as the corrected shift coefficient, the basic upshift / downshift speed limit value and the basic upshift / downshift target speed are obtained as the corrected upshift / downshift speed limit value and the corrected upshift / downshift target speed in the increasing direction.

[0080] S304, obtaining the backward shift coefficient according to the minimum driving speed of the driver driving the vehicle and the driving style dynamicity index;

[0081] Specifically, the minimum driving speed of the driver driving the vehicle and the corresponding driving style dynamicity index in the historical operation data of the vehicle in the last working period are normalized, so that the obtained backward shift coefficient is less than a preset coefficient such as 1, so that when the backward shift coefficient is confirmed as the corrected shift coefficient, the basic upshift / downshift speed limit value and the basic upshift / downshift target speed are obtained as the corrected upshift / downshift speed limit value and the corrected upshift / downshift target speed in the decreasing direction.

[0082] S305, when the driving style dynamicity index is the transient type, confirming the backward shift coefficient as the corrected shift coefficient;

[0083] Specifically, after obtaining the forward shift coefficient and the backward shift coefficient, when the driving style dynamicity index indicates that the driving style of the driver in the last period is the transient type, the backward shift coefficient is confirmed as the corrected shift coefficient, so that the greater the value of the driving style dynamicity index, the greater the shift speed interval moves in the low speed direction, and the overall upshift / downshift speed interval range presents a shrinking trend, reducing the speed of the driver when controlling the vehicle, that is, when the driver drives the vehicle with strong transient state and high vehicle speed, the automatic transmission shift speed is low and the vehicle power is poor, thereby guiding the vehicle driver to form a stable and appropriate fuel-saving driving habit, assisting to reduce the fuel consumption of the vehicle and improving the fuel economy of the vehicle.

[0084] S306, when the driving style dynamicity index is moderate, confirming the forward shift coefficient as the modified shift coefficient for the basic upshift speed limit value and the basic upshift target speed, and confirming the backward shift coefficient as the modified shift coefficient for the basic downshift speed limit value and the basic downshift target speed;

[0085] Specifically, when the driving style dynamicity index indicates that the driving style of the driver in the last period is moderate, the forward shift coefficient is confirmed as the modified shift coefficient corresponding to the basic upshift speed limit value and the basic upshift target speed, and the backward shift coefficient is confirmed as the modified shift coefficient corresponding to the basic downshift speed limit value and the basic downshift target speed, so as to expand the speed range of the upshift / downshift of the vehicle, thereby reducing the frequent upshift / downshift and the kinetic energy loss of the vehicle, so as to reduce the fuel consumption of the vehicle.

[0086] S307, when the driving style dynamicity index is constant, confirming the forward shift coefficient as the modified shift coefficient;

[0087] Specifically, when the driving style dynamicity index indicates that the driving style of the driver in the last period is constant, the forward shift coefficient is confirmed as the modified shift coefficient, so as to improve the upshift / downshift speed limit value and the upshift / downshift target speed of the vehicle, so that when the driver drives the vehicle in a stable and appropriate manner, the automatic transmission will have a higher shift speed and the vehicle will have better power performance.

[0088] S308, obtaining the product of the modified shift coefficient and the basic upshift / downshift speed limit value and the basic upshift / downshift target speed;

[0089] Specifically, after confirming the corresponding modified shift coefficient according to the driving style dynamicity index, the product of the modified shift coefficient and the basic upshift / downshift speed limit value and the basic upshift / downshift target speed is obtained, and the obtained corresponding product is confirmed as the modified upshift / downshift speed limit value and the modified upshift / downshift target speed, respectively. The greater the value of the driving style dynamicity index, the greater the expansion of the shift speed range in the low speed direction, that is, the smaller the modified upshift / downshift speed limit value and the modified upshift / downshift target speed. The smaller the value of the driving style dynamicity index, the greater the expansion of the shift speed range in the high speed direction, that is, the greater the modified upshift / downshift speed limit value and the modified upshift / downshift target speed.

[0090] S309, comparing the modified upshift / downshift speed limit value and the modified upshift / downshift target speed with the respective upshift / downshift speed limit value and upshift / downshift target speed limit value, and confirming the final output upshift / downshift speed limit value and upshift / downshift target speed;

[0091] Specifically, after the modified upshift / downshift speed limit value and the modified upshift / downshift target speed are obtained, in order to avoid the risk of engine stall or overspeed caused by the upshift / downshift speed limit value and the upshift / downshift target speed exceeding the reasonable physical range, the modified upshift / downshift speed limit value and the modified upshift / downshift target speed also need to be limited in extreme value, so as to obtain the final output upshift / downshift speed limit value and the final output upshift / downshift target speed, i.e. the final upshift / downshift speed limit value and the final upshift / downshift target speed;

[0092] If the modified upshift speed limit value is less than the upshift speed maximum limit value, the modified upshift speed limit value is confirmed as the output upshift speed limit value, otherwise the upshift speed maximum limit value is confirmed as the output upshift speed limit value; if the modified downshift speed limit value is greater than the downshift speed minimum limit value, the modified downshift speed limit value is confirmed as the output downshift speed limit value, otherwise the downshift speed minimum limit value is confirmed as the output downshift speed limit value;

[0093] If the modified upshift target speed is greater than the upshift target speed minimum value, the modified upshift target speed is confirmed as the output upshift target speed, otherwise the upshift target speed minimum value is confirmed as the output upshift target speed; if the modified downshift target speed is less than the downshift target speed maximum value, the modified downshift target speed is confirmed as the output downshift target speed, otherwise the downshift target speed maximum value is confirmed as the output downshift target speed.

[0094] The application provides a transmission gear control method based on driving style, which obtains driving style information including driving style dynamicity index and driving style power index through historical operation data of the vehicle, obtains forward shift coefficient and reverse shift coefficient according to the driving style power index indicating the driving vehicle speed and the accelerator pedal opening degree, and confirms the modified shift coefficient according to the driving style dynamicity index indicating the frequency of the driver operating the accelerator pedal and the brake pedal and the corresponding shift coefficient, then modifies the basic upshift / downshift speed limit value and the basic upshift / downshift target speed according to the modified shift coefficient, obtains the modified upshift / downshift speed limit value and the modified upshift / downshift target speed, and confirms the final output upshift / downshift speed limit value and the upshift / downshift target speed after limiting the extreme value of the modified upshift / downshift speed limit value and the modified upshift / downshift target speed, so as to improve the fuel economy of the commercial vehicle according to the driving style of the driver, and provide assistance for the commercial vehicle drivers with different driving styles to help the drivers form stable and appropriate fuel-saving driving habits, so as to improve the vehicle driving experience and reduce the operating cost.

[0095] The embodiments of the present application can divide the function modules of the electronic device or the host device according to the above method examples. For example, each function module can be divided according to each function, or two or more functions can be integrated in one processing unit. The integrated unit can be realized in the form of hardware or in the form of a software function module. It should be noted that the division of the modules in the embodiments of the present application is illustrative, and is only a logical function division. In actual implementation, another division manner can be used.

[0096] Figure 4 A structure schematic diagram of the transmission gear control device based on driving style provided by the embodiments of the present application is shown in FIG. 4. As shown in FIG. 4, the device 40 includes: Figure 4

[0097] The acquisition module 401 is configured to acquire driving style information from historical operation data of the vehicle, wherein the driving style information includes a driving style dynamic index and a driving style power index, and the driving style power index is used to indicate a speed and an accelerator pedal opening degree of the vehicle driven by the driver.

[0098] The processing module 402 is configured to acquire a shift coefficient according to the driving style power index, and confirm a modified shift coefficient according to the driving style dynamic index and the shift coefficient, wherein the shift coefficient includes a forward shift coefficient and a backward shift coefficient.

[0099] The execution module 403 is configured to modify basic upshift / downshift speed limits and basic upshift / downshift target speeds according to the modified shift coefficient, and acquire modified upshift / downshift speed limits and modified upshift / downshift target speeds.

[0100] Further, the processing module 402 is specifically configured to acquire the forward shift coefficient according to a maximum driving speed of the vehicle driven by the driver and the driving style power index, and acquire the backward shift coefficient according to a minimum driving speed of the vehicle driven by the driver and the driving style power index, wherein the forward shift coefficient is greater than a preset coefficient, and when the forward shift coefficient is confirmed as the modified shift coefficient, the basic upshift / downshift speed limits and the basic upshift / downshift target speeds are acquired as the modified upshift / downshift speed limits and the modified upshift / downshift target speeds in an increasing direction. The backward shift coefficient is less than the preset coefficient, and when the backward shift coefficient is confirmed as the modified shift coefficient, the basic upshift / downshift speed limits and the basic upshift / downshift target speeds are acquired as the modified upshift / downshift speed limits and the modified upshift / downshift target speeds in a decreasing direction.

[0101] ​Further, the acquisition module 401 is specifically configured to indicate that the driving style dynamic index includes a transient type, a constant type or a moderate type, wherein the transient type is used to indicate that the driver tends to frequently manipulate the vehicle accelerator pedal and brake pedal to make the vehicle suddenly accelerate or decelerate, the constant type is used to indicate that the driver tends to smoothly manipulate the vehicle accelerator pedal and brake pedal to make the vehicle keep constant speed, the moderate type is used to indicate that the operation habit of the driver is between the transient type and the constant type, the driving style dynamic index is in a positive proportional relationship with the speed and the accelerator pedal opening degree of the driver driving the vehicle, the greater the speed and the accelerator pedal opening degree of the driver driving the vehicle, the greater the driving style dynamic index value, the smaller the speed and the accelerator pedal opening degree of the driver driving the vehicle, the smaller the driving style dynamic index value, and the shift coefficient is generated according to the driving style dynamic index and the driving style dynamic index.

[0102] Further, the processing module 402 is specifically configured to confirm the backward shift coefficient as the modified shift coefficient when the driving style dynamic index is the transient type, confirm the forward shift coefficient as the modified shift coefficient for the basic upshift speed limit value and the basic upshift target speed when the driving style dynamic index is the moderate type, confirm the backward shift coefficient as the modified shift coefficient for the basic downshift speed limit value and the basic downshift target speed, and confirm the forward shift coefficient as the modified shift coefficient when the driving style dynamic index is the constant type.

[0103] Further, the processing module 402 is specifically configured to acquire a product of the modified shift coefficient and the basic up / down shift speed limit value and the basic up / down shift target speed, wherein if the driving style dynamic index is the transient type, the product of the backward shift coefficient and the basic up / down shift speed limit value and the basic up / down shift target speed is taken as the modified up / down shift speed limit value and the modified up / down shift target speed, if the driving style dynamic index is the moderate type, the product of the forward shift coefficient and the basic upshift speed limit value and the basic upshift target speed is taken as the modified upshift speed limit value and the modified upshift target speed, the product of the backward shift coefficient and the basic downshift speed limit value and the basic downshift target speed is taken as the modified downshift speed limit value and the modified downshift target speed, and if the driving style dynamic index is the constant type, the product of the forward shift coefficient and the basic up / down shift speed limit value and the basic up / down shift target speed is taken as the modified up / down shift speed limit value and the modified up / down shift target speed.

[0104] Further, the execution module 403 is further configured to compare the modified upshift speed limit value and the modified downshift speed limit value with the respective upshift speed limit value and downshift speed limit value, and confirm the final output upshift speed limit value and downshift speed limit value, wherein if the modified upshift speed limit value is less than the maximum upshift speed limit value, the modified upshift speed limit value is confirmed as the output upshift speed limit value, otherwise the maximum upshift speed limit value is confirmed as the output upshift speed limit value; if the modified downshift speed limit value is greater than the minimum downshift speed limit value, the modified downshift speed limit value is confirmed as the output downshift speed limit value, otherwise the minimum downshift speed limit value is confirmed as the output downshift speed limit value; if the modified upshift target speed is less than the minimum upshift target speed, the modified upshift target speed is confirmed as the output upshift target speed, otherwise the minimum upshift target speed is confirmed as the output upshift target speed; if the modified downshift target speed is less than the maximum downshift target speed, the modified downshift target speed is confirmed as the output downshift target speed, otherwise the maximum downshift target speed is confirmed as the output downshift target speed.

[0105] Further, the acquisition module 401 is further configured to detect whether the simultaneous enable condition is met according to the current vehicle driving information before acquiring the driving style information from the historical operation data of the vehicle and modifying the upshift speed limit value and the downshift speed limit value, and if the simultaneous enable condition is met, the driving style information is acquired from the historical operation data of the vehicle, and the upshift speed limit value and the downshift speed limit value are modified; if the simultaneous enable condition is not met, only the driving style information is acquired from the historical operation data of the vehicle, and the upshift speed limit value and the downshift speed limit value are not modified, wherein the simultaneous enable condition includes that the current vehicle speed is greater than an enable threshold, the accelerator pedal opening degree is between a low enable threshold and a high enable threshold, the brake pedal is not depressed, and the engine brake and the hydraulic retarder brake are not turned on.

[0106] The driving style based transmission gear control device provided in the embodiment can execute the driving style based transmission gear control method of the above-described embodiments, and has similar implementation principles and technical effects, which will not be described here again.

[0107] In the specific implementation of the above-described driving style based transmission gear control device, each module can be implemented as a processor, and the processor can execute computer execution instructions stored in a memory, so that the processor executes the above-described driving style based transmission gear control method.

[0108] Figure 5 The structure schematic diagram of an electronic device provided in the embodiment of the application is shown in FIG. 1. As shown in FIG. 1, the electronic device includes a processor 1001, a memory 1002, a power supply 1003, and a bus 1004.Figure 5 As shown, the electronic device 50 includes at least one processor 501 and a memory 502. The electronic device 50 further includes a communication component 503. The processor 501, the memory 502, and the communication component 503 are connected through a bus 504.

[0109] In the implementation process, the at least one processor 501 executes the computer execution instructions stored in the memory 502, so that the at least one processor 501 performs the driving style-based transmission gear control method as executed by the electronic device side.

[0110] The specific implementation process of the processor 501 can refer to the method embodiments described above, which has similar implementation principles and technical effects, and will not be described here.

[0111] In the above embodiments, it should be understood that the processor can be a central processing unit (English: Central Processing Unit, CPU for short), and can also be other general-purpose processors, digital signal processors (English: Digital Signal Processor, DSP for short), application specific integrated circuits (English: Application Specific Integrated Circuit, ASIC for short), etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as the execution of the hardware processor, or executed by the combination of hardware and software modules in the processor.

[0112] The memory can contain a high-speed RAM memory, and can also include a non-volatile storage NVM, such as at least one disk memory.

[0113] The bus can be an industry standard architecture (Industry Standard Architecture, ISA) bus, a peripheral component interconnect (Peripheral Component, PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the bus in the drawings of the present application does not limit only one bus or one type of bus.

[0114] The functions implemented by the electronic device and the host device are described above, and the scheme provided by the embodiments of the present application is introduced. It can be understood that the electronic device or the host device includes a hardware structure and / or a software module corresponding to each function to implement the above functions. The units and algorithm steps of each example described in combination with the embodiments disclosed in the embodiments of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is implemented in hardware or computer software driven hardware 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 the technical solutions of the embodiments of the present application.

[0115] The present application also provides a computer readable storage medium, the computer readable storage medium stores computer execution instructions, when the processor executes the computer execution instructions, the method for controlling the transmission gear position based on the driving style is realized.

[0116] The computer readable storage medium described above can be implemented by any type of volatile or non-volatile storage device or their combination, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0117] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium, and can write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the electronic device or the host device.

[0118] The present application also provides a computer program product, the computer program product includes: a computer program, the computer program is stored in a readable storage medium, at least one processor of the electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program so that the electronic device executes the scheme provided by any one of the above embodiments.

[0119] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The foregoing program can be stored in a computer readable storage medium. The program executes to perform the steps of the above-mentioned method embodiments; and the foregoing storage medium includes various storage media that can store program codes, such as ROM, RAM, magnetic disk or optical disk.

[0120] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A driving style-based transmission gear control method, characterized by, The method comprises: obtaining driving style information from historical operation data of the vehicle, wherein the driving style information comprises a driving style dynamic index and a driving style dynamic index, and the driving style dynamic index is used to indicate the speed and the accelerator pedal opening size of the driver driving the vehicle; obtaining a shift coefficient according to the driving style dynamic index, and confirming a modified shift coefficient according to the driving style dynamic index and the shift coefficient, wherein the shift coefficient comprises a forward shift coefficient and a backward shift coefficient, the forward shift coefficient is obtained according to the maximum driving speed of the driver driving the vehicle and the driving style dynamic index; and the backward shift coefficient is obtained according to the minimum driving speed of the driver driving the vehicle and the driving style dynamic index; modifying the basic upshift / downshift speed limit and the basic upshift / downshift target speed according to the modified shift coefficient to obtain modified upshift / downshift speed limit and modified upshift / downshift target speed; the driving style dynamic index comprises transient type, constant type or moderate type; when the driving style dynamic index is transient type, the backward shift coefficient is confirmed as the modified shift coefficient; when the driving style dynamic index is moderate type, for the basic upshift speed limit and the basic upshift target speed, the forward shift coefficient is confirmed as the modified shift coefficient, and for the basic downshift speed limit and the basic downshift target speed, the backward shift coefficient is confirmed as the modified shift coefficient; when the driving style dynamic index is constant type, the forward shift coefficient is confirmed as the modified shift coefficient; modifying the basic upshift / downshift speed limit and the basic upshift / downshift target speed according to the modified shift coefficient.

2. The method of claim 1, wherein, obtaining a shift coefficient according to the driving style dynamic index, comprises: wherein the forward shift coefficient is greater than a preset coefficient, and when the forward shift coefficient is confirmed as the modified shift coefficient, the modified upshift / downshift speed limit and the modified upshift / downshift target speed are obtained in the direction of increasing the basic upshift / downshift speed limit and the basic upshift / downshift target speed; the backward shift coefficient is less than a preset coefficient, and when the backward shift coefficient is confirmed as the modified shift coefficient, the modified upshift / downshift speed limit and the modified upshift / downshift target speed are obtained in the direction of decreasing the basic upshift / downshift speed limit and the basic upshift / downshift target speed.

3. The method of claim 1, characterized in that wherein the transient type is used to indicate that the driver tends to frequently manipulate the accelerator pedal and brake pedal of the vehicle to make the vehicle accelerate or decelerate suddenly; the constant type is used to indicate that the driver tends to smoothly manipulate the accelerator pedal and brake pedal of the vehicle to make the vehicle maintain constant speed; the moderate type is used to indicate that the operation habit of the driver is between the transient type and the constant type; The driving style dynamicity index is proportional to the speed and the opening degree of the accelerator pedal of the vehicle driven by the driver, and the greater the speed and the opening degree of the accelerator pedal of the vehicle driven by the driver, the greater the driving style dynamicity index value, and the smaller the speed and the opening degree of the accelerator pedal of the vehicle driven by the driver, the smaller the driving style dynamicity index value. The shift coefficient is determined according to the driving style dynamicity index and the driving style power index.

4. The method of claim 1, wherein, The method further comprises: The product of the shift coefficient and the basic upshift / downshift speed limit value and the basic upshift / downshift target speed is obtained. If the driving style dynamicity index is transient, the product of the backward shift coefficient and the basic upshift / downshift speed limit value and the basic upshift / downshift target speed is the modified upshift / downshift speed limit value and the modified upshift / downshift target speed, respectively. If the driving style dynamicity index is moderate, the product of the forward shift coefficient and the basic upshift speed limit value and the basic upshift target speed is the modified upshift speed limit value and the modified upshift target speed, respectively, and the product of the backward shift coefficient and the basic downshift speed limit value and the basic downshift target speed is the modified downshift speed limit value and the modified downshift target speed, respectively. If the driving style dynamicity index is constant, the product of the forward shift coefficient and the basic upshift / downshift speed limit value and the basic upshift / downshift target speed is the modified upshift / downshift speed limit value and the modified upshift / downshift target speed, respectively.

5. The method of claim 1, wherein, After the modified upshift / downshift speed limit value and the modified upshift / downshift target speed are obtained, the method further comprises: The modified upshift / downshift speed limit value and the modified upshift / downshift target speed are compared with the respective upshift / downshift speed limit value and upshift / downshift target speed limit value to determine the final output upshift / downshift speed limit value and upshift / downshift target speed. If the modified upshift speed limit value is less than the maximum upshift speed limit value, the modified upshift speed limit value is determined as the output upshift speed limit value, otherwise the maximum upshift speed limit value is determined as the output upshift speed limit value. If the modified downshift speed limit value is greater than the minimum downshift speed limit value, the modified downshift speed limit value is determined as the output downshift speed limit value, otherwise the minimum downshift speed limit value is determined as the output downshift speed limit value. If the modified upshift target speed is greater than the minimum upshift target speed, the modified upshift target speed is determined as the output upshift target speed, otherwise the minimum upshift target speed is determined as the output upshift target speed. If the modified downshift target speed is less than the maximum downshift target speed, the modified downshift target speed is determined as the output downshift target speed, otherwise the maximum downshift target speed is determined as the output downshift target speed.

6. The method of claim 1, wherein, Before the driving style information is obtained from the historical operation data of the vehicle, the method further comprises: According to the driving information of the current vehicle, it is detected whether the enabling condition is met simultaneously, if yes, the driving style information is acquired through the historical operation data of the vehicle, and the upshift / downshift speed limit value and the upshift / downshift target speed are calculated; if not, the driving style information is acquired through the historical operation data of the vehicle only, and the upshift / downshift speed limit value and the upshift / downshift target speed are not calculated; The simultaneous enabling condition comprises: The current vehicle speed is greater than an enabling threshold; The accelerator pedal opening degree is between a low enabling threshold and a high enabling threshold; The brake pedal is not stepped on, and the engine brake and the hydraulic retarder brake are not opened.

7. A driving style based transmission gear control device, characterized by, The method comprises: An acquisition module is configured to acquire driving style information through historical operation data of a vehicle, wherein the driving style information comprises a driving style dynamic index and a driving style dynamic index, and the driving style dynamic index is used to indicate the speed and the accelerator pedal opening degree of the driver driving the vehicle; A processing module is configured to acquire a shift coefficient according to the driving style dynamic index, and confirm a modified shift coefficient according to the driving style dynamic index and the shift coefficient, wherein the shift coefficient comprises a forward shift coefficient and a backward shift coefficient, the forward shift coefficient is acquired according to the maximum driving speed of the driver driving the vehicle and the driving style dynamic index, and the backward shift coefficient is acquired according to the minimum driving speed of the driver driving the vehicle and the driving style dynamic index; An execution module is configured to modify basic upshift / downshift speed limit values and basic upshift / downshift target speeds according to the modified shift coefficient, and acquire modified upshift / downshift speed limit values and modified upshift / downshift target speeds; The driving style dynamic index comprises transient type, constant type or moderate type; The processing module is specifically configured to, when the driving style dynamic index is of the transient type, confirm the backward shift coefficient as the modified shift coefficient; when the driving style dynamic index is of the moderate type, for the basic upshift speed limit value and the basic upshift target speed, confirm the forward shift coefficient as the modified shift coefficient, and for the basic downshift speed limit value and the basic downshift target speed, confirm the backward shift coefficient as the modified shift coefficient; when the driving style dynamic index is of the constant type, confirm the forward shift coefficient as the modified shift coefficient; and modify the basic upshift / downshift speed limit values and the basic upshift / downshift target speeds according to the modified shift coefficient.

8. An electronic device, comprising: The method comprises: A processor and a memory connected with the processor in communication; The memory stores computer execution instructions; The processor executes the computer execution instructions stored in the memory to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by the processor to implement the method according to any one of claims 1 to 6.

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