Method and device for adjusting gears in vehicle and vehicle

Abstract

The invention discloses a method and device for adjusting gears in a vehicle and the vehicle. The method comprises the steps that in the process of controlling a vehicle to run in a travelable area, first state data of the vehicle and second state data of a road surface object corresponding to the vehicle are obtained, and the road surface object is located in the running direction of the vehicle in the travelable area; based on the first state data and the second state data, congestion state data in the driving direction are determined, and the congestion state data are used for representing the congestion degree of the road surface object in the congestion state in the driving direction; based on the congestion state data, a rotating speed adjusting strategy of a gearbox in the vehicle is determined, and the rotating speed adjusting strategy is a rule for adjusting the initial gear shifting rotating speed of the gearbox; and according to a gear adjusting strategy corresponding to the rotating speed adjusting strategy, the gear in the vehicle is adjusted. The technical problem that the flexibility of gear adjustment in the vehicle is low is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a method and device for adjusting a gear position in a vehicle, and a vehicle. Background Art

[0002] At present, the smooth driving of the vehicle can be achieved through the gear adjustment strategy of the vehicle. The gear adjustment strategy can include two parts: gear shift logic and gear shift timing. The gear shift logic defines how the gearbox selects gears under different driving conditions and vehicle states, and the gear shift timing determines when to switch from the current gear to the next gear.

[0003] In the related art, the shifting logic and shifting timing of the gear adjustment strategy are fixed, and are usually preset based on parameters such as vehicle speed, engine speed, and driver's throttle input. However, fixed shifting logic and fixed shifting timing are difficult to adapt to the changing driving environment. For example, the requirements for shifting timing are completely different on congested urban roads and open highways, so it is impossible to perform targeted gear adjustment according to different traffic conditions. That is, since the gear adjustment strategy of the vehicle is generally designed as a qualitative gear adjustment strategy such as "constant deceleration", "constant acceleration", and "constant speed", the vehicle maintains a certain shifting speed or shifting speed under different traffic conditions. However, fixed shifting logic and fixed shifting timing cannot fully take into account the driver's driving habits and immediate driving needs, resulting in the shifting timing being inconsistent with the driver's expectations, reducing the driving experience. Therefore, there is still a technical problem of low flexibility of gear adjustment in the vehicle.

[0004] With respect to the technical problem of low flexibility in gear adjustment in the above-mentioned vehicle, no effective solution has been proposed so far. Summary of the invention

[0005] The embodiments of the present invention provide a method and device for adjusting a gear position in a vehicle and a vehicle, so as to at least solve the technical problem of low flexibility in adjusting the gear position in the vehicle.

[0006] According to one aspect of an embodiment of the present invention, a method for adjusting a gear in a vehicle is provided. The method may include: in the process of controlling the vehicle to travel in a drivable area, obtaining first state data of the vehicle and second state data of a road surface object corresponding to the vehicle, wherein the road surface object is in the driving direction of the vehicle in the drivable area; determining congestion state data of the driving direction based on the first state data and the second state data, wherein the congestion state data is used to indicate the degree of congestion of the road surface object in the driving direction; determining a speed adjustment strategy of a gearbox in the vehicle based on the congestion state data, wherein the speed adjustment strategy is used to indicate the rules for adjusting the initial shift speed of the gearbox; adjusting the gear in the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy, wherein the gear adjustment strategy is used to indicate the rules for performing upshift adjustment or downshift adjustment on the gear.

[0007] Optionally, determining a speed regulation strategy of a transmission in the vehicle based on the congestion status data includes: determining the speed regulation strategy based on a target relationship between the congestion status data and a congestion status threshold.

[0008] Optionally, the congestion state threshold includes a first congestion state threshold, which is used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold. Based on a target relationship between the congestion state data and the congestion state threshold, a speed adjustment strategy is determined, including: in response to the target relationship being that the congestion state data is less than or equal to the first congestion state threshold, determining the speed adjustment strategy to be a first speed adjustment strategy, wherein the first speed adjustment strategy is used to adjust the initial shift speed to a first shift speed, and the first shift speed is less than the initial shift speed.

[0009] Optionally, the gear adjustment strategy includes a first gear adjustment strategy and a second gear adjustment strategy. The gear of the vehicle is adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy, including: in response to the actual speed of the gearbox increasing to the first gear shifting speed, according to the first gear adjustment strategy, the gear is upshifted; in response to the actual speed decreasing to the first gear shifting speed, according to the second gear adjustment strategy, the gear is downshifted.

[0010] Optionally, the congestion state threshold includes a first congestion state threshold and a second congestion state threshold, the first congestion state threshold is less than the second congestion state threshold, the first congestion state threshold is used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold, and the second congestion state threshold is used to indicate a congestion state in which the congestion degree is greater than or equal to the congestion degree threshold. Based on a target relationship between the congestion state data and the congestion state threshold, a speed regulation strategy is determined, including: in response to the target relationship being that the congestion state data is greater than the first congestion state threshold and less than the second congestion state threshold, determining the speed regulation strategy to be the second speed regulation strategy, wherein the second speed regulation strategy is used to maintain the initial shift speed; in response to the target relationship being that the congestion state data is greater than or equal to the second congestion state threshold, determining the speed regulation strategy to be the third speed regulation strategy, wherein the third speed regulation strategy is used to adjust the initial shift speed to the second shift speed, and the second shift speed is greater than the initial shift speed.

[0011] Optionally, the gear adjustment strategy includes a first gear adjustment strategy and a second gear adjustment strategy. The gear of the vehicle is adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy, including: in response to the actual speed of the gearbox increasing to the second shifting speed, according to the first gear adjustment strategy, the gear is upshifted; in response to the actual speed decreasing to the second shifting speed, according to the second gear adjustment strategy, the gear is downshifted.

[0012] Optionally, the first status data includes at least the first position information of the vehicle, and the second status data includes at least the second position information of the road surface object. Based on the first status data and the second status data, the congestion status data of the driving direction is determined, including: determining the distance information between the vehicle and the road surface object based on the first position information and the second position information; determining the congestion status data based on the distance information and the number of road surface objects in the driving direction.

[0013] Optionally, based on the distance information and the number information of road objects in the driving direction, the congestion status data is determined, including: determining a first product between the distance information and the distance weight, and determining a second product between the number of road objects and the number weight, wherein the distance weight is used to indicate the degree of influence of the distance information on the congestion status data, and the number weight is used to indicate the degree of influence of the number of road objects on the congestion status data; the sum of the first product and the second product is determined as the congestion status data.

[0014] According to another aspect of an embodiment of the present invention, a device for adjusting the gear position in a vehicle is also provided. The device may include: an acquisition unit, used to acquire the first state data of the vehicle and the second state data of the road surface object corresponding to the vehicle in the process of controlling the vehicle to travel in the drivable area, wherein the road surface object is in the driving direction of the vehicle in the drivable area; a determination unit, used to determine the congestion state data of the driving direction based on the first state data and the second state data, wherein the congestion state data is used to indicate the degree of congestion of the road surface object in the driving direction; an adjustment unit, used to determine the speed adjustment strategy of the gearbox in the vehicle based on the congestion state data, wherein the speed adjustment strategy is used to adjust the initial shift speed of the gearbox; an adjustment unit, used to adjust the gear position in the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy, wherein the gear adjustment strategy is used to indicate the rule of performing upshift adjustment or downshift adjustment on the gear position.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the method for adjusting the gear position in a vehicle according to an embodiment of the present invention.

[0016] According to another aspect of an embodiment of the present invention, a processor is provided, which is used to run a program, wherein the method for adjusting the gear position in a vehicle according to an embodiment of the present invention is executed when the program is run.

[0017] According to another aspect of the embodiment of the present invention, a computer program product is provided, which includes a computer program, and when the computer program is executed by a processor, the method for adjusting the gear position in a vehicle according to the embodiment of the present application is implemented.

[0018] According to another aspect of the embodiment of the present invention, a vehicle is provided, which is used to execute the method for adjusting the gear position in the vehicle according to the embodiment of the present invention.

[0019] In an embodiment of the present invention, if the gear of the vehicle is to be adjusted, in the process of controlling the vehicle to travel in the drivable area, the first state data of the vehicle and the second state data of the road surface object corresponding to the vehicle can be obtained; the congestion state data of the driving direction can be determined based on the first state data and the second state data; the speed adjustment strategy of the gearbox in the vehicle can be determined based on the congestion state data; the gear in the vehicle can be adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy. In this embodiment, the congestion degree of the current driving section of the vehicle is determined by combining the vehicle's own state information (first state data) with the state information of the road surface object (second state data). According to different congestion degrees, the initial shift speed of the gearbox in the vehicle is adjusted in a targeted manner to adjust the timing of gear adjustment (shift timing), thereby overcoming the problem that the gear adjustment of the vehicle is not flexible enough due to qualitative gear adjustment strategies such as "constant acceleration", "constant deceleration" and "constant speed". For example, if the initial shift speed is adjusted to a small value, the subsequent upshift can be achieved in advance and the downshift can be delayed. Through the above method, the purpose of early shifting or delayed shifting is achieved, the technical effect of improving the flexibility of gear adjustment in the vehicle is achieved, and the technical problem of low flexibility of gear adjustment in the vehicle is solved. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0021] Figure 1 is a flow chart of a method for adjusting a gear position in a vehicle according to an embodiment of the present invention;

[0022] Figure 2 is a schematic diagram of a transmission shift strategy optimization method based on traffic conditions according to an embodiment of the present invention;

[0023] Figure 3 is a schematic diagram of another method for optimizing a transmission shift strategy based on traffic conditions according to an embodiment of the present invention;

[0024] Figure 4 is a schematic diagram of a gear adjustment device for a vehicle according to an embodiment of the present invention;

[0025] Figure 5 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] According to an embodiment of the present invention, an embodiment of a method for adjusting gear positions in a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0029] Figure 1 is a flow chart of a method for adjusting a gear position in a vehicle according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0030] Step S102, in the process of controlling the vehicle to travel in the drivable area, obtaining first state data of the vehicle and second state data of the road surface object corresponding to the vehicle.

[0031] In the technical solution provided in the above step S102 of the present invention, the first state data may be the state information of the vehicle itself, such as the speed of the vehicle itself, the current position, etc. The road surface object may be in the driving direction of the vehicle in the drivable area, and may be other vehicles, pedestrians, etc. in the driving direction of the vehicle. The second state data may be the state information of the road surface object, such as the position of the vehicle in front, etc.

[0032] In this embodiment, while controlling the vehicle to travel in the drivable area, the vehicle's own state information (first state data) and the state information of the road object (second state data) are obtained, which can provide accurate input data for the subsequent determination of the traffic congestion index and optimization of the speed regulation strategy.

[0033] Optionally, during the driving process of the vehicle, the distance to the vehicle ahead measured by the millimeter wave radar, ultrasonic radar and laser radar can be used as the main parameter, that is, the first state data. The distance to the vehicle ahead and the number of vehicles ahead calculated by the front camera can be used as auxiliary parameters, that is, the second state data.

[0034] Optionally, the first state data may include key parameters such as the vehicle's speed, acceleration, and engine speed, which may be obtained through a sensor network inside the vehicle. For example, the current speed of the vehicle may be obtained through a speed sensor. The longitude and latitude coordinates, speed, and direction of the vehicle may be obtained through a global positioning system. The acceleration and angular velocity of the vehicle may also be measured through an inertial navigation system to calculate the instantaneous position, speed, and direction of the vehicle. The real-time speed information of the engine may be obtained through an engine speed sensor.

[0035] It should be noted that the specific content and acquisition method of the first state data are only for illustration and are not specifically limited here. As long as it can be used to reflect the vehicle's own state information and the acquisition method, it is within the protection scope of the embodiment of the present invention.

[0036] Optionally, the second state data may be acquired through a front camera, and the front camera may identify front vehicles, pedestrians, traffic signs, etc. The above-mentioned method of acquiring the second state data is only an example and is not specifically limited here.

[0037] Step S104: determining congestion status data of the driving direction based on the first status data and the second status data.

[0038] In the technical solution provided in the above step S104 of the present invention, in the process of controlling the vehicle to travel in the drivable area, after obtaining the first state data of the vehicle and the second state data of the road object corresponding to the vehicle, the congestion state data of the driving direction can be determined based on the first state data and the second state data. The congestion state data can be a traffic congestion index, which reflects the traffic conditions in the driving direction and can be represented by D0.

[0039] In this embodiment, the congestion state data can be used to indicate the degree of congestion of the road object in the driving direction. The traffic congestion index is dynamic and can directly reflect the congestion degree of the current driving section and can be adjusted in real time as the actual road conditions change during the vehicle driving process.

[0040] For example, the current vehicle speed is compared with the average speed of the vehicles ahead. If the current vehicle speed is significantly higher than the average speed ahead, or the speed of the vehicles ahead is generally low, the traffic condition may be traffic congestion. For example, if the current vehicle speed is 60km / h, the distance to the nearest vehicle ahead in the driving direction is 15 meters, the average speed of the vehicles ahead is 30km / h, there are 30 vehicles ahead within 500 meters, and the average distance between pedestrians is close, then the traffic condition is traffic congestion.

[0041] Step S106, determining a speed adjustment strategy for a transmission in the vehicle based on the congestion status data.

[0042] In the technical solution of step S106 of the present invention, after determining the congestion state data of the driving direction based on the first state data and the second state data, the speed adjustment strategy of the gearbox in the vehicle can be determined based on the congestion state data. The speed adjustment strategy can be used as a rule for adjusting the initial shift speed of the gearbox. The initial shift speed is the standard shift speed based on which the gearbox performs upshift or downshift operations according to the preset shift logic without considering the traffic conditions, and is the speed point for gear adjustment.

[0043] In this embodiment, since the vehicle's upshift and downshift are usually performed with reference to a preset speed point, and the above speed point is often designed without fully considering the impact of actual traffic conditions, the congestion status data is used as the shift logic for adjusting the transmission in the vehicle, and the initial shift speed is dynamically adjusted under different traffic conditions to determine the most appropriate shift timing.

[0044] Optionally, the speed regulation strategy can be dynamically determined based on real-time congestion status data. When the D0 value is low (i.e., the traffic condition is relatively smooth), the speed regulation strategy will tend to increase the shift speed. When the D0 value is high (i.e., the traffic condition is congested), the speed regulation strategy will be adjusted to reduce the shift speed.

[0045] For example, in traffic congestion, the upshift speed threshold can be increased and upshifting can be delayed to reduce the frustration of frequent gear shifting at low speeds. When traffic is smooth, the upshift speed threshold can be lowered and upshifting can be performed in advance to improve fuel economy and driving comfort. In this way, the vehicle can better adapt to various driving conditions and achieve more intelligent and personalized gear shifting control.

[0046] In an embodiment of the present invention, the congestion status data is parsed to determine the current traffic conditions, such as smooth traffic, normal traffic, traffic congestion, and severe traffic congestion. According to the current traffic conditions, the original upshift or downshift speed point (i.e., the initial shift speed) is identified in the current gear according to the vehicle speed and the engine speed. Based on the congestion status data, the speed adjustment strategy determined can optimize the shift timing according to the real-time traffic conditions, avoid excessive engine speed due to premature upshifting in congestion, and avoid speed waste due to late upshifting when traffic is smooth. By dynamically adjusting the shifting logic, the vehicle can better adapt to different driving environments, whether it is a highway or a congested section of a city, it can achieve more reasonable power transmission and enhance the adaptability and flexibility of the vehicle.

[0047] Step S108, adjusting the gear position of the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy.

[0048] In the technical solution provided in step S108 of the present invention, after determining the speed adjustment strategy of the gearbox in the vehicle based on the congestion state data, the gear in the vehicle can be adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy. The gear adjustment strategy, which can also be called a shifting strategy, can be used to indicate the rules for performing upshift adjustment or downshift adjustment on the gear.

[0049] In this embodiment, the specific gear adjustment is performed according to the speed regulation strategy, that is, the upshift or downshift action of the transmission is controlled according to the optimized shift logic. This process is the key to the optimization implementation of the shift strategy and can determine the shift timing of the transmission and the driving performance of the vehicle.

[0050] Optionally, according to the speed regulation strategy, the gear position of the transmission can be automatically adjusted by adjusting the timing of upshifting and downshifting, so that the vehicle can better adapt to the traffic conditions ahead. When traffic is smooth, upshifting in advance and downshifting are delayed to reduce energy loss, improve fuel economy and more efficient power transmission. In traffic congestion, upshifting is delayed and downshifting is advanced to reduce the sense of frustration during frequent starting and stopping, reduce the impact of gear shifting, and improve driving smoothness and comfort.

[0051] For example, under normal conditions, the standard speed point for a vehicle to shift from 1st gear to 2nd gear may be 2500rpm. In extremely smooth traffic conditions, in order to improve fuel efficiency and reduce engine noise, the shift speed point can be advanced to 2300rpm. That is, when the engine speed reaches 2300rpm, the transmission will automatically shift from 1st gear to 2nd gear instead of waiting for the speed to reach 2500rpm. The above-mentioned early shifting strategy can reduce the engine's operating time at high speed, thereby reducing fuel consumption and noise.

[0052] For another example, when driving at a high speed with extremely smooth traffic, assume that the standard speed point for downshifting from 5th gear to 4th gear is 1800rpm. Considering that the vehicle is more fuel efficient when it is kept in a high gear, the downshift speed point can be delayed to 2000rpm. That is, even if the engine speed reaches 1800rpm, the transmission will not downshift immediately, but will wait until the speed rises to 2000rpm before downshifting. As a result, the vehicle can maintain high gear for a longer period of time, further optimizing power transmission efficiency and fuel economy.

[0053] In the above steps S102 to S108 of the present application, if the gear of the vehicle is to be adjusted, the first state data of the vehicle and the second state data of the road object corresponding to the vehicle can be obtained in the process of controlling the vehicle to travel in the drivable area; the congestion state data of the driving direction can be determined based on the first state data and the second state data; the speed adjustment strategy of the gearbox in the vehicle can be determined based on the congestion state data; the gear in the vehicle can be adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy. In this embodiment, the congestion degree of the current driving section of the vehicle is determined by combining the vehicle's own state information (first state data) with the state information of the road object (second state data). According to different congestion degrees, the initial shift speed of the gearbox in the vehicle is adjusted in a targeted manner to adjust the timing of gear adjustment (shift timing), thereby overcoming the problem that the gear adjustment of the vehicle is not flexible enough due to qualitative gear adjustment strategies such as "constant acceleration", "constant deceleration" and "constant speed". For example, if the initial shift speed is reduced, the subsequent upshift can be achieved in advance and the downshift can be delayed. Through the above method, the purpose of early shifting or delayed shifting is achieved, the technical effect of improving the flexibility of gear adjustment in the vehicle is achieved, and the technical problem of low flexibility of gear adjustment in the vehicle is solved.

[0054] The above method of this embodiment is further introduced below.

[0055] As an optional implementation manner, step S106, based on the congestion status data, determines the speed regulation strategy of the transmission in the vehicle, including: determining the speed regulation strategy based on the target relationship between the congestion status data and the congestion status threshold.

[0056] In this embodiment, in the process of determining the speed adjustment strategy of the gearbox in the vehicle based on the congestion state data, the speed adjustment strategy can be determined based on the target relationship between the congestion state data and the congestion state threshold. Multiple congestion state thresholds can be preset to divide the traffic conditions into multiple traffic congestion levels, such as "relatively smooth", "relatively congested", "normal traffic conditions", "severe congestion", "extremely smooth", etc. The above-mentioned classification of congestion levels is only for illustration and is not specifically limited here.

[0057] Optionally, the traffic congestion index D0 calculated in real time is compared with the above-mentioned multiple congestion state thresholds to determine which traffic congestion level the current traffic condition belongs to.

[0058] Optionally, after determining the current traffic congestion level, the speed adjustment strategy can be determined according to the gear shift speed adjustment rule corresponding to the traffic congestion level. For example, under the condition of "severe congestion", the upshift speed threshold can be set higher to avoid frequent gear shifting when driving at low speeds; similarly, under the condition of "extremely smooth", the upshift speed threshold can be set lower to support driving in a high gear with higher fuel economy.

[0059] As an optional embodiment, the congestion state threshold includes a first congestion state threshold, and the first congestion state threshold is used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold. Based on the target relationship between the congestion state data and the congestion state threshold, the speed adjustment strategy is determined, including: in response to the target relationship being that the congestion state data is less than or equal to the first congestion state threshold, determining the speed adjustment strategy to be the first speed adjustment strategy, wherein the first speed adjustment strategy is used to adjust the initial shift speed to a first shift speed, and the first shift speed is less than the initial shift speed.

[0060] In this embodiment, the congestion state threshold may include a first congestion state threshold, which may be used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold, that is, the traffic is relatively smooth, which may be indicated by Ds. In the process of determining the speed adjustment strategy based on the target relationship between the congestion state data and the congestion state threshold, the speed adjustment strategy may be determined to be the first speed adjustment strategy when the target relationship is that the congestion state data is less than or equal to the first congestion state threshold. The first speed adjustment strategy may be used to adjust the initial shift speed to the first shift speed, which is less than the initial shift speed.

[0061] Optionally, when the target relationship is that the congestion state data is less than or equal to the first congestion state threshold, that is, D0≤Ds, the traffic is relatively smooth at this time, and the first speed adjustment strategy can be executed to reduce the gearbox upshift speed threshold, that is, adjust the initial shift speed to a first shift speed that is less than the initial shift speed.

[0062] For example, a vehicle equipped with an automatic transmission is driving on a smooth highway. The current speed of the vehicle is 80 km / h, and the engine speed is approximately 2000 rpm. When traffic conditions are not considered, the standard shift speed for shifting from the current gear (e.g., 4th gear) to the next gear (e.g., 5th gear) is 2500 rpm. When the traffic congestion index D0 ≤ Ds, indicating that the traffic condition is extremely smooth, in order to reduce energy consumption and improve fuel economy, through the first speed adjustment strategy, the upshift speed threshold of the transmission is reduced. For example, the initial shift speed of 2500 rpm for shifting from 4th gear to 5th gear is adjusted to the first shift speed of 2300 rpm, which is less than the initial shift speed.

[0063] In the embodiment of the present invention, when implementing the first speed adjustment strategy, the transmission can control the upshift and downshift timing according to the adjusted first shift speed. This means that in good traffic conditions, the vehicle will tend to upshift at a lower engine speed and downshift at a higher engine speed, so as to keep the vehicle running in a higher economy gear, reduce unnecessary energy consumption, and at the same time reduce the jerks during the shifting process and improve the driving comfort.

[0064] As an optional embodiment, the gear adjustment strategy includes a first gear adjustment strategy and a second gear adjustment strategy. In step S108, according to the gear adjustment strategy corresponding to the speed adjustment strategy, the gear in the vehicle is adjusted, including: in response to the actual speed of the transmission increasing to the first shift speed, performing an upshift adjustment on the gear according to the first gear adjustment strategy; in response to the actual speed decreasing to the first shift speed, performing a downshift adjustment on the gear according to the second gear adjustment strategy.

[0065] In this embodiment, the gear adjustment strategy may include a first gear adjustment strategy and a second gear adjustment strategy to more precisely control the shifting logic of the transmission under different driving conditions. During the process of adjusting the gear in the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy, when the actual speed of the transmission increases to the first shift speed, an upshift adjustment can be performed on the gear according to the first gear adjustment strategy. When the actual speed decreases to the first shift speed, a downshift adjustment can be performed on the gear according to the second gear adjustment strategy.

[0066] Optionally, based on the implementation of the first gear adjustment strategy and the second gear adjustment strategy, the vehicle can more intelligently adapt to the real-time driving environment, achieve a smoother and more economical shifting process, and significantly improve the driving experience and vehicle performance.

[0067] Optionally, the actual speed of the gearbox is monitored and compared with the first shift speed. When the actual speed increases to the first shift speed, the first gear adjustment strategy is executed to adjust the gearbox to upshift. This means that the vehicle will switch from the current gear to a higher gear, which can enable the vehicle to operate in a more economical manner when traffic is relatively smooth, while reducing the engine speed and reducing noise and vibration. Similarly, when the actual speed decreases to the first shift speed, the second gear adjustment strategy is executed to downshift the gearbox. Downshifting can provide the vehicle with greater torque, which helps to provide sufficient power support when a quick response is required (such as overtaking or driving on a steep slope). At the same time, in the case of traffic congestion or the need to slow down and stop, the vehicle speed can be better controlled to improve driving safety and comfort.

[0068] As an optional embodiment, the congestion state threshold includes a first congestion state threshold and a second congestion state threshold, the first congestion state threshold is less than the second congestion state threshold, the first congestion state threshold is used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold, and the second congestion state threshold is used to indicate a congestion state in which the congestion degree is greater than or equal to the congestion degree threshold. Based on a target relationship between the congestion state data and the congestion state threshold, a speed regulation strategy is determined, including: in response to the target relationship being that the congestion state data is greater than the first congestion state threshold and less than the second congestion state threshold, determining the speed regulation strategy to be the second speed regulation strategy, wherein the second speed regulation strategy is used to maintain the initial shift speed; in response to the target relationship being that the congestion state data is greater than or equal to the second congestion state threshold, determining the speed regulation strategy to be the third speed regulation strategy, wherein the third speed regulation strategy is used to adjust the initial shift speed to the second shift speed, and the second shift speed is greater than the initial shift speed.

[0069] In this embodiment, the congestion state threshold may include a first congestion state threshold Ds and a second congestion state threshold Dj, the first congestion state threshold is less than the second congestion state threshold, and the first congestion state threshold may be used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold, that is, the traffic is relatively smooth. The second congestion state threshold may be used to indicate a congestion state in which the congestion degree is greater than or equal to the congestion degree threshold, that is, the traffic congestion is serious. In the process of determining the speed adjustment strategy based on the target relationship between the congestion state data and the congestion state threshold, the speed adjustment strategy may be determined to be the second speed adjustment strategy when the target relationship is that the congestion state data is greater than the first congestion state threshold and less than the second congestion state threshold. The speed adjustment strategy may be determined to be the third speed adjustment strategy when the target relationship is that the congestion state data is greater than or equal to the second congestion state threshold. Among them, the second speed adjustment strategy may be used to maintain the initial shift speed. The third speed adjustment strategy may be used to adjust the initial shift speed to the second shift speed, and the second shift speed is greater than the initial shift speed.

[0070] Optionally, when the target relationship is that the congestion state data is greater than the first congestion state threshold and less than the second congestion state threshold, that is, Ds<D0<Dj, the traffic condition is normal at this time, and the initial shift speed can be maintained. When the target relationship is that the congestion state data is greater than or equal to the second congestion state threshold, that is, D0≥Dj, the traffic is relatively congested at this time, and the initial shift speed can be adjusted to a second shift speed that is greater than the initial shift speed.

[0071] Optionally, in addition to the above situation, a variety of shifting strategies can be used for different degrees of traffic conditions. When D0≤Ds1, the traffic is extremely smooth. At this time, the shifting strategy can be adjusted to adapt to the highest speed condition, and the upshift can be advanced as much as possible, and the downshift can be delayed to keep the vehicle in high gear as much as possible. Through the above operation, the frequency of shifting can be reduced, the sense of frustration during shifting can be avoided, and the driving experience can be smoother. When Ds1<D0≤Ds2, the traffic is relatively smooth. At this time, the shifting strategy can be adjusted to adapt to the secondary high-speed condition, and the upshift can be advanced and the downshift can be delayed; and so on, when Dsn-1<D0≤Dsn, the traffic condition is only slightly better than the normal state. At this time, only the shifting strategy can be fine-tuned, and the upshift can be advanced and the downshift can be delayed slightly. When D0≥Djn, the traffic congestion is extremely serious. At this time, the gear shifting strategy can be adjusted to adapt to the lowest speed condition, delay upshifting to the greatest extent, and downshift in advance to keep the vehicle running in low gear as much as possible. The vehicle can cope with frequent starts and stops more smoothly, reduce the impact of gear shifting, and improve driving comfort; when Djn-1≤D0<Djn, the traffic congestion is relatively serious. At this time, the gear shifting strategy can be adjusted to adapt to the second lowest speed condition, delay upshifting, and downshift in advance; and so on, when Dj1≤D0<Dj2, the traffic congestion is slightly severe. At this time, only the gear shifting strategy can be fine-tuned, slightly delaying upshifting and downshifting in advance.

[0072] In the embodiment of the present invention, by adopting corresponding speed adjustment strategies for different traffic conditions, the vehicle can achieve flexible gear shifting timing under various traffic conditions, effectively improving driving smoothness, reducing fuel consumption, while reducing engine wear, and improving vehicle responsiveness and overall user satisfaction.

[0073] As an optional implementation method, the gear adjustment strategy includes a first gear adjustment strategy and a second gear adjustment strategy. In step S108, the gear in the vehicle is adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy, including: in response to the actual speed of the gearbox increasing to the second shifting speed, according to the first gear adjustment strategy, the gear is upshifted; in response to the actual speed decreasing to the second shifting speed, according to the second gear adjustment strategy, the gear is downshifted.

[0074] In this embodiment, the gear adjustment strategy may include a first gear adjustment strategy and a second gear adjustment strategy, which may be used to more finely control the upshift and downshift actions of the gearbox. In the process of adjusting the gear in the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy, when the actual speed of the gearbox increases to the second shift speed, the gear may be adjusted to an upshift according to the first gear adjustment strategy; when the actual speed decreases to the second shift speed, the gear may be adjusted to a downshift according to the second gear adjustment strategy.

[0075] Optionally, the second shift speed is dynamically adjusted based on current traffic conditions and driving conditions to guide the timing of upshifting or downshifting of the transmission. When the actual speed increases to the second shift speed, the upshift operation can be performed according to the first gear adjustment strategy. The first gear adjustment strategy may include adjusting the timing of upshifting so that the transmission can upshift at a more economical speed, thereby improving fuel efficiency and driving comfort. When the actual speed decreases to the second shift speed, the downshift operation can be performed according to the second gear adjustment strategy. The second gear adjustment strategy can optimize the timing of downshifting to ensure that the transmission can downshift in time when additional torque is required (such as uphill, accelerating to overtake) or decelerating to stop, providing the required power support while reducing unnecessary energy waste.

[0076] Optionally, when traffic conditions are normal, that is, traffic is neither particularly smooth nor congested (Ds<D0<Dj), a conventional shifting strategy can be adopted. The conventional shifting strategy can ensure that the gearbox shifting behavior is neither too aggressive (resulting in frequent gear shifting and fuel waste) nor too conservative (resulting in insufficient power or gear shifting delay), thereby maintaining stable vehicle performance and a smooth driving experience.

[0077] For example, a vehicle equipped with an automatic transmission uses a conventional shifting strategy to shift from 1st gear to 2nd gear when the vehicle speed reaches 40km / h and the engine speed stabilizes at 2000rpm. When the vehicle speed drops to 75km / h and the driver begins to increase the throttle depth (the throttle opening increases), the engine speed can be reduced from 4th gear to 3rd gear when it is below 2500rpm. The conventional shifting strategy automatically switches gears according to the combination of speed and speed when the vehicle accelerates and decelerates, so as to keep the engine running within the established efficient speed range while providing sufficient power output.

[0078] As an optional implementation method, the first status data includes at least the first position information of the vehicle, and the second status data includes at least the second position information of the road object. Step S104 determines the congestion status data of the driving direction based on the first status data and the second status data, including: determining the distance information between the vehicle and the road object based on the first position information and the second position information; determining the congestion status data based on the distance information and the number of road objects in the driving direction.

[0079] In this embodiment, the first state data may include at least the first position information of the vehicle, and the second state data may include at least the second position information of the road surface object. In the process of determining the congestion state data of the driving direction based on the first state data and the second state data, the distance information between the vehicle and the road surface object may be determined based on the first position information and the second position information; the congestion state data may be determined based on the distance information and the number of road surface objects in the driving direction.

[0080] Optionally, the first location information may be obtained through a global positioning system (GPS) or a global navigation satellite system (GNSS), and the second location information may be obtained through a sensor such as a front camera, a millimeter wave radar, an ultrasonic radar, or a laser radar. This is for illustrative purposes only and is not specifically limited here.

[0081] Optionally, the distance to the vehicle in front can be measured by millimeter-wave radar, ultrasonic radar and lidar as the main parameter, and the distance to the vehicle in front can be calculated by the front camera as an auxiliary parameter, and the current traffic congestion index D0 is obtained by weighted summation together with the number of road objects in the driving direction.

[0082] As an optional implementation method, congestion status data is determined based on distance information and information on the number of road objects in the driving direction, including: determining a first product between the distance information and a distance weight, and determining a second product between the number of road objects and the number weight, wherein the distance weight is used to indicate the degree of influence of the distance information on the congestion status data, and the number weight is used to indicate the degree of influence of the number of road objects on the congestion status data; the sum of the first product and the second product is determined as the congestion status data.

[0083] In this embodiment, in the process of determining the congestion status data based on the distance information and the number information of the road objects in the driving direction, a first product between the distance information and the distance weight can be determined, and a second product between the number of road objects and the number weight can be determined; the sum of the first product and the second product can be determined as the congestion status data. The distance weight can be used to indicate the degree of influence of the distance information on the congestion status data, and the number weight can be used to indicate the degree of influence of the number of road objects on the congestion status data.

[0084] Optionally, by multiplying the distance information and the number information of the road objects with their respective weights and summing them, a comprehensive congestion status data, i.e., the traffic congestion index D0, can be obtained. The distance weight can reflect the importance of distance information for judging the degree of traffic congestion. Generally, the closer the distance to the front vehicle is, the more likely it is to be in a congested state. Therefore, the distance weight is higher when the traffic is dense. The number weight can reflect the relative importance of the number of road objects in evaluating the traffic state. The more vehicles there are, the more likely the road is to be congested. Therefore, in the case of high traffic density, the number weight will also increase accordingly.

[0085] Optionally, the specific values ​​of the distance weight and the number weight can be set and adjusted based on factors such as vehicle type, driving environment, and traffic regulations. For example, on a highway, distance information may be more important than vehicle number information, so the distance weight is greater; while in urban traffic, the number of vehicles has a greater impact on the degree of congestion, so the number weight is greater.

[0086] In an embodiment of the present invention, if the gear of the vehicle is to be adjusted, in the process of controlling the vehicle to travel in the drivable area, the first state data of the vehicle and the second state data of the road surface object corresponding to the vehicle can be obtained; the congestion state data of the driving direction can be determined based on the first state data and the second state data; the speed adjustment strategy of the gearbox in the vehicle can be determined based on the congestion state data; the gear in the vehicle can be adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy. In this embodiment, the congestion degree of the current driving section of the vehicle is determined by combining the vehicle's own state information (first state data) with the state information of the road surface object (second state data). According to different congestion degrees, the initial shift speed of the gearbox in the vehicle is adjusted in a targeted manner to adjust the timing of gear adjustment (shift timing), thereby overcoming the problem that the gear adjustment of the vehicle is not flexible enough due to qualitative gear adjustment strategies such as "constant acceleration", "constant deceleration" and "constant speed". For example, if the initial shift speed is adjusted to a small value, the subsequent upshift can be achieved in advance and the downshift can be delayed. Through the above method, the purpose of early shifting or delayed shifting is achieved, the technical effect of improving the flexibility of gear adjustment in the vehicle is achieved, and the technical problem of low flexibility of gear adjustment in the vehicle is solved.

[0087] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0088] In a related technology, a low-speed road condition test and evaluation method for an Automated Mechanical Transmission (AMT) transmission is proposed. By establishing an inspection index matrix and a low-speed road condition evaluation database for commercial vehicle AMT transmissions, the test personnel's oral evaluation of the evaluation matrix test content is converted into quantitative data results and recorded in the evaluation matrix use case, thereby obtaining preliminary evaluation results. Based on the preliminary evaluation results, the low-speed road condition evaluation database is updated, a regression test evaluation matrix is ​​created, a secondary subjective evaluation of commercial vehicles equipped with AMT transmissions is conducted, and the evaluation results are output. This method is applied to the transmission calibration stage and cannot directly improve the shifting experience for users.

[0089] In another related technology, a method is proposed that can determine whether the operator of a vehicle intends to change the gear of the vehicle or whether the change is inappropriate. If the user is looking toward the rear of the vehicle, the rear camera display, the rearview mirror, or the side mirror, and if the second gear is the gear in which the wheels of the vehicle move forward, the second gear can be determined to be inappropriate and corresponding measures can be taken. This method can identify the user's misoperation of shifting, but it cannot solve the frustration and jolt caused by the frequent shifting of the automatic transmission when the vehicle is driving, and cannot improve driving comfort and economy.

[0090] However, the above method has a sense of frustration and trembling due to the inappropriate shifting action, which affects the car experience and is not conducive to energy saving. Therefore, a low-cost automatic transmission shift strategy optimization solution that can increase driving smoothness is needed to meet user needs.

[0091] The present invention provides a method, device, equipment and storage medium for optimizing a gearbox shifting strategy based on traffic conditions. The information collected by the front camera, millimeter wave radar, ultrasonic radar and laser radar is calculated to obtain a traffic congestion index. If the distance to the vehicle in front is close and there are many vehicles on the road, the traffic congestion index D0 is high, and the upshift is delayed and the downshift is advanced. If the distance to the vehicle in front is far and there are few vehicles on the road, the traffic congestion index D0 is low, and the upshift is advanced and the downshift is delayed. Through the above-mentioned optimization method, the sense of frustration and shock caused by frequent gear shifting can be reduced, the driving smoothness and user experience can be improved, and a more reasonable gear shifting strategy can also improve economy. Thereby achieving the technical effect of improving the flexibility of gear adjustment in the vehicle, and solving the technical problem of low flexibility of gear adjustment in the vehicle.

[0092] The embodiments of the present invention are further described below.

[0093] In an embodiment of the present invention, Figure 2 is a schematic diagram of a transmission shift strategy optimization method based on traffic conditions according to an embodiment of the present invention, such as Figure 2 As shown, the method may include the following steps:

[0094] Step S201, the current traffic congestion index D0 is obtained by weighted summing up the parameters measured by the radar and the front camera.

[0095] In this embodiment, when the vehicle is driving, the distance to the vehicle in front measured by millimeter-wave radar, ultrasonic radar and lidar can be used as the main parameter, and the distance to the vehicle in front and the number of vehicles in front calculated by the front camera can be used as auxiliary parameters. The current traffic congestion index D0 is obtained after weighted summation.

[0096] Step S202, comparing D0 with each threshold value.

[0097] In this embodiment, D0 may be compared with a preset traffic congestion index threshold.

[0098] Step S203, adjusting the shift strategy to a state adapted to high-speed conditions, upshifting in advance and downshifting in delay, so that the vehicle can be kept in high-speed gear as much as possible.

[0099] In this embodiment, when D0≤Ds, that is, the traffic congestion index D0 is less than or equal to the traffic congestion index threshold Ds when the traffic is smooth, the traffic is relatively smooth. At this time, the gear shifting strategy can be adjusted to adapt to high-speed conditions, upshifting in advance and downshifting delayed, so that the vehicle can be kept in high gear as much as possible.

[0100] Step S204: the traffic condition is normal, and there is no need to adjust the gear shift strategy, and a conventional gear shift strategy can be used.

[0101] In this embodiment, when Ds<D0<Dj, that is, the traffic congestion index D0 is greater than the traffic congestion index threshold Ds when the traffic is smooth, and is less than the traffic congestion index threshold Dj when the traffic is congested, the traffic condition is normal. At this time, there is no need to adjust the gear shifting strategy, and the conventional gear shifting strategy can be adopted.

[0102] Step S205, adjusting the shift strategy to a state adapted to the low-speed operating condition, delaying upshifts and early downshifts, so that the vehicle is kept in a low-speed gear as much as possible.

[0103] In this embodiment, when D0≥Dj, that is, the traffic congestion index D0 is greater than or equal to the traffic congestion index threshold Dj during traffic congestion, the traffic is relatively congested. At this time, the shifting strategy can be adjusted to adapt to the low-speed working condition, delaying upshifting and downshifting in advance, so that the vehicle can be kept in low gear as much as possible.

[0104] In the embodiment of the present invention, in addition to conventional shift strategies, two sets of shift strategies can be developed to adapt to high-speed conditions and low-speed conditions during the vehicle development and calibration stage. Through the above optimization method, the frustration and jolt caused by frequent shifting can be reduced, the driving smoothness and user experience can be improved, and a more reasonable shift strategy can also improve economy.

[0105] In an embodiment of the present invention, Figure 3 is a schematic diagram of another transmission shift strategy optimization method based on traffic conditions according to an embodiment of the present invention, such as Figure 3 As shown, the method may include the following steps:

[0106] Step S301, the current traffic congestion index D0 is obtained by weighted summing up the parameters measured by the radar and the front camera.

[0107] In this embodiment, when the vehicle is driving, the distance to the vehicle in front measured by millimeter-wave radar, ultrasonic radar and lidar can be used as the main parameter, and the distance to the vehicle in front and the number of vehicles in front calculated by the front camera can be used as auxiliary parameters. The current traffic congestion index D0 is obtained after weighted summation.

[0108] Step S302, comparing D0 with each threshold value.

[0109] In this embodiment, D0 can be compared with a preset traffic congestion index threshold. Ds1, Ds2, ..., Dsn, Dsn-1 represent different levels of traffic flow. Dj1, Dj2, ..., Djn, Djn-1 correspond to different degrees of traffic congestion.

[0110] Step S303, adjusting the shift strategy to adapt to the highest speed condition, upshifting as early as possible and downshifting as late as possible, so that the vehicle can be kept in high gear as much as possible.

[0111] In this embodiment, when D0≤Ds1, the traffic is extremely smooth. At this time, the shift strategy is adjusted to adapt to the highest speed condition, upshifting is performed in advance and downshifting is delayed to the greatest extent, so that the vehicle can be kept in high gear as much as possible.

[0112] Step S304, adjusting the shift strategy to a secondary high-speed operating condition, shifting up in advance and shifting down in delay.

[0113] In this embodiment, when Ds1<D0≤Ds2, the traffic is relatively smooth. At this time, the shift strategy is adjusted to a state suitable for the secondary high-speed working condition, with upshifting in advance and downshifting delayed.

[0114] Step S305, fine-tuning the shift strategy, slightly advancing upshifts and delaying downshifts.

[0115] In this embodiment, when Dsn-1<D0≤Dsn, the traffic condition is only slightly better than the normal state. At this time, it is only necessary to fine-tune the shift strategy, slightly advance upshifts and delay downshifts.

[0116] Step S306: There is no need to adjust the gear shifting strategy, and a conventional gear shifting strategy can be used.

[0117] In this embodiment, when Dsn<D0<Dj1, the traffic condition is normal, and there is no need to adjust the shift strategy, and a conventional shift strategy can be used.

[0118] Step S307, fine-tuning the shift strategy, slightly delaying upshifts and advancing downshifts.

[0119] In this embodiment, when Dj1≤D0<Dj2, the traffic is slightly congested, and at this time, only the shifting strategy needs to be fine-tuned, such as slightly delaying upshifting and early downshifting.

[0120] Step S308, at this time, the shift strategy is adjusted to a state suitable for the second-lowest speed condition, upshifting is delayed, and downshifting is advanced.

[0121] In this embodiment, when Djn-1≤D0<Djn, the traffic congestion is relatively serious. At this time, the shift strategy is adjusted to a state adapted to the secondary low speed condition, and upshifting is delayed and downshifting is advanced.

[0122] Step S309, at this time, the gear shift strategy is adjusted to a state that adapts to the lowest speed condition, upshifting is delayed to the greatest extent, downshifting is advanced, and the vehicle is kept running in a low gear as much as possible.

[0123] In this embodiment, when D0≥Djn, the traffic congestion is extremely serious. At this time, the shift strategy is adjusted to adapt to the lowest speed condition, upshifting is delayed to the greatest extent, downshifting is advanced, and the vehicle is kept in a low speed gear as much as possible.

[0124] In the embodiment of the present invention, the distance to the leading vehicle measured by the millimeter-wave radar, ultrasonic radar and laser radar is used as the main parameter, and the distance to the leading vehicle and the number of leading vehicles calculated by the front camera are used as auxiliary parameters. The current traffic congestion index D0 is obtained after weighted summation. According to the comparison between D0 and a preset traffic congestion index threshold, different gear shifting strategies corresponding to different traffic conditions are determined, thereby achieving the technical effect of improving the flexibility of gear adjustment in the vehicle and solving the technical problem of low flexibility of gear adjustment in the vehicle.

[0125] According to an embodiment of the present invention, a device for adjusting a gear position in a vehicle is also provided. It should be noted that the device for adjusting a gear position in a vehicle can be used to execute the method for adjusting a gear position in a vehicle in the above embodiment.

[0126] Figure 4 Schematic diagram of a vehicle mid-gear adjustment device according to an embodiment of the present invention. Figure 4 As shown, the gear adjustment device 400 in the vehicle may include: a first recognition unit 402 , a second recognition unit 404 , a detection unit 406 and a determination unit 408 .

[0127] The acquisition unit 402 is used to acquire first state data of the vehicle and second state data of a road surface object corresponding to the vehicle during the process of controlling the vehicle to travel in the drivable area, wherein the road surface object is in the driving direction of the vehicle in the drivable area.

[0128] The determination unit 404 is used to determine congestion status data of the driving direction based on the first status data and the second status data, wherein the congestion status data is used to indicate the degree of congestion of the road surface object in the driving direction.

[0129] The adjustment unit 406 is used to determine a speed adjustment strategy of a transmission in the vehicle based on the congestion status data, wherein the speed adjustment strategy is a rule for adjusting an initial shift speed of the transmission.

[0130] The adjustment unit 408 is used to adjust the gear of the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy, wherein the gear adjustment strategy is used to represent the rules for performing upshift adjustment or downshift adjustment on the gear.

[0131] In the embodiment of the present invention, the acquisition unit 402 acquires first state data of the vehicle and second state data of a road surface object corresponding to the vehicle in the process of controlling the vehicle to travel in the drivable area, wherein the road surface object is in the driving direction of the vehicle in the drivable area; the determination unit 404 determines congestion state data of the driving direction based on the first state data and the second state data, wherein the congestion state data is used to indicate the degree of congestion of the road surface object in the driving direction; the adjustment unit 406 determines a speed regulation strategy of a gearbox in the vehicle based on the congestion state data, wherein the speed regulation strategy is used to indicate a rule for adjusting an initial shift speed of the gearbox; the adjustment unit 408 adjusts the gear in the vehicle according to the gear adjustment strategy corresponding to the speed regulation strategy, wherein the gear adjustment strategy is used to indicate a rule for performing upshift adjustment or downshift adjustment on the gear, thereby achieving the technical effect of improving the flexibility of gear adjustment in the vehicle and solving the technical problem of low flexibility of gear adjustment in the vehicle.

[0132] According to an embodiment of the present invention, a computer-readable storage medium is further provided, the storage medium comprising a stored program, wherein the program executes the method for adjusting the gear position in a vehicle in the above embodiment.

[0133] According to an embodiment of the present invention, a processor is further provided, and the processor is used to run a program, wherein when the program is run, the method for adjusting the gear position in the vehicle in the above embodiment is executed.

[0134] The embodiment of the present application further provides a computer program product. Optionally, in the present embodiment, the computer program product may include a computer program, and when the computer program is executed by a processor, the method for adjusting the gear position in a vehicle of the embodiment of the present application is implemented.

[0135] According to an embodiment of the present invention, an electronic device is also provided, and the electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown in this application, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of the present invention described and / or required in this application. Figure 5 is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Figure 5 As shown, the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the ROM 12 or the computer program loaded from the storage unit 18 to the RAM 13. Various programs and data required for the operation of the electronic device 10 can also be stored in the RAM 13. The processor 11, the ROM 12 and the RAM 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0136] A number of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0137] The processor 11 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit, a graphics processing unit, various special artificial intelligence computing chips, various processors running machine learning model algorithms, digital signal processors, and any appropriate processors, controllers, microcontrollers, etc. The processor 11 executes the various methods and processes described above, such as a transmission shift strategy optimization method.

[0138] In some embodiments, the transmission shift strategy optimization method of the present invention may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of a transmission shift strategy optimization method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to execute the transmission shift strategy optimization control method in any other appropriate manner (e.g., by means of firmware).

[0139] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays, application specific integrated circuits, application specific standard products, systems on a chip, load programmable logic devices, computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0140] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0141] In the present invention, a computer readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer readable storage medium may be a machine readable signal medium. A more specific example of a machine readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM for short, or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM for short), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0142] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a cathode ray tube or a liquid crystal display monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0143] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area networks, wide area networks, blockchain networks, and the Internet.

[0144] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The relationship between the client and the server is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak scalability in traditional physical hosts and virtual private servers (VPS) services.

[0145] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and the present application is not limited here.

[0146] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0147] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0148] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0149] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0150] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, ROM, RAM, mobile hard disk, disk or optical disk and other media that can store program codes.

[0151] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for adjusting a gear position in a vehicle, characterized in that: include: In the process of controlling the vehicle to travel in the drivable area, obtaining first state data of the vehicle and second state data of a road surface object corresponding to the vehicle, wherein the road surface object is in the driving direction of the vehicle in the drivable area; Determine congestion state data of the driving direction based on the first state data and the second state data, wherein the congestion state data is used to indicate the degree of congestion of the road surface object in the driving direction; Determining a speed adjustment strategy for a gearbox in the vehicle based on the congestion state data, wherein the speed adjustment strategy is a rule for adjusting an initial shift speed of the gearbox; The gear in the vehicle is adjusted according to the gear adjustment strategy corresponding to the speed adjustment strategy, wherein the gear adjustment strategy is used to represent a rule for performing upshift adjustment or downshift adjustment on the gear.

2. The method according to claim 1, characterized in that Determining a speed adjustment strategy of a gearbox in the vehicle based on the congestion status data includes: The speed regulation strategy is determined based on a target relationship between the congestion state data and a congestion state threshold.

3. The method according to claim 2, characterized in that The congestion state threshold includes a first congestion state threshold, and the first congestion state threshold is used to indicate a congestion state in which the congestion degree is less than a congestion degree threshold. Based on a target relationship between the congestion state data and the congestion state threshold, determining the speed adjustment strategy includes: In response to the target relationship being that the congestion status data is less than or equal to the first congestion status threshold, the speed regulation strategy is determined to be a first speed regulation strategy, wherein the first speed regulation strategy is used to adjust the initial shift speed to a first shift speed, and the first shift speed is less than the initial shift speed.

4. The method according to claim 3, characterized in that The gear adjustment strategy includes a first gear adjustment strategy and a second gear adjustment strategy. According to the gear adjustment strategy corresponding to the speed adjustment strategy, the gear of the vehicle is adjusted, including: In response to the actual speed of the transmission increasing to the first shift speed, performing the upshift adjustment on the gear according to the first gear adjustment strategy; In response to the actual speed decreasing to the first shift speed, the downshift adjustment is performed on the gear according to the second gear adjustment strategy.

5. The method according to claim 2, characterized in that: The congestion state threshold comprises a first congestion state threshold and a second congestion state threshold, the first congestion state threshold is less than the second congestion state threshold, the first congestion state threshold is used to indicate a congestion state in which the congestion degree is less than the congestion degree threshold, and the second congestion state threshold is used to indicate a congestion state in which the congestion degree is greater than or equal to the congestion degree threshold, and based on the target relationship between the congestion state data and the congestion state threshold, determining the speed adjustment strategy comprises: In response to the target relationship being that the congestion state data is greater than the first congestion state threshold and less than the second congestion state threshold, determining that the speed adjustment strategy is a second speed adjustment strategy, wherein the second speed adjustment strategy is used to maintain the initial shift speed; In response to the target relationship being that the congestion status data is greater than or equal to the second congestion status threshold, the speed regulation strategy is determined to be a third speed regulation strategy, wherein the third speed regulation strategy is used to adjust the initial shift speed to a second shift speed, and the second shift speed is greater than the initial shift speed.

6. The method according to claim 5, characterized in that The gear adjustment strategy includes a first gear adjustment strategy and a second gear adjustment strategy. According to the gear adjustment strategy corresponding to the speed adjustment strategy, the gear of the vehicle is adjusted, including: In response to the actual speed of the transmission increasing to the second shift speed, performing the upshift adjustment on the gear according to the first gear adjustment strategy; In response to the actual speed decreasing to the second shift speed, the downshift adjustment is performed on the gear according to the second gear adjustment strategy.

7. The method according to claim 1, characterized in that The first state data includes at least first position information of the vehicle, and the second state data includes at least second position information of the road object. Based on the first state data and the second state data, determining the congestion state data of the driving direction includes: Determine distance information between the vehicle and the road object based on the first position information and the second position information; The congestion status data is determined based on the distance information and the number of the road objects in the driving direction.

8. The method according to claim 7, characterized in that Determining the congestion status data based on the distance information and the quantity information of the road objects in the driving direction includes: Determine a first product between the distance information and a distance weight, and determine a second product between the number of the road objects and the number weight, wherein the distance weight is used to indicate the degree of influence of the distance information on the congestion status data, and the number weight is used to indicate the degree of influence of the number of the road objects on the congestion status data; The sum of the first product and the second product is determined as the congestion status data.

9. A gear adjustment device for a vehicle, characterized in that: include: an acquisition unit, configured to acquire first state data of the vehicle and second state data of a road surface object corresponding to the vehicle during the process of controlling the vehicle to travel in the drivable area, wherein the road surface object is in the driving direction of the vehicle in the drivable area; a determining unit, configured to determine congestion state data of the driving direction based on the first state data and the second state data, wherein the congestion state data is used to indicate a congestion degree of the road surface object in the driving direction; an adjusting unit, configured to determine a speed adjustment strategy for a gearbox in the vehicle based on the congestion state data, wherein the speed adjustment strategy is a rule for adjusting an initial shift speed of the gearbox; The adjustment unit is used to adjust the gear of the vehicle according to the gear adjustment strategy corresponding to the speed adjustment strategy, wherein the gear adjustment strategy is used to represent the rules for performing upshift adjustment or downshift adjustment on the gear.

10. A vehicle, characterized in that: Used to perform the method according to any one of claims 1 to 8.

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