Synchronization management method and system for commercial vehicle fleet software configuration

Abstract

The application provides a kind of commercial vehicle fleet software configuration synchronization management method and system, belongs to the technical field of synchronization management, specifically includes: with the synchronization processing data of the software configuration of the vehicle in the fleet as the basis, and in combination with the correlation of the emission standard requirements of the switching control vehicle in the driving route and the driving destination, determine the synchronization management method of the switching control vehicle, based on the synchronization management method, the switching control processing of the switching control vehicle is carried out, based on the switching control data, determine whether the active switching control processing needs to be carried out on the vehicle except the switching control vehicle, improve the reliability of synchronization management.

Description

Technical Field

[0001] This invention belongs to the field of synchronization management technology, and in particular relates to a synchronization management method and system for software configuration of commercial vehicle fleets. Background Technology

[0002] Commercial vehicle fleets operate in different cities with varying emission standards. Current solutions often require drivers to manually switch vehicle software configurations, which frequently leads to synchronization failures and emissions non-compliance due to the software system not being switched in time.

[0003] To address the aforementioned technical issues, existing solutions often involve remotely updating the software of commercial vehicle fleets. This allows for timely and effective vehicle updates, enabling dynamic updates to emission standards. However, these solutions suffer from the following technical problems:

[0004] Existing technical solutions neglect proactive software synchronization of vehicles in a fleet. Specifically, for some emission standard switching methods, if an anomaly occurs on the cloud platform and is not detected in time, it will inevitably lead to the vehicle software being unable to switch effectively. Therefore, how to achieve proactive software synchronization to improve the efficiency of anomaly identification and handling in synchronization management has become an urgent technical problem to be solved.

[0005] To address the aforementioned technical issues, this application provides a method and system for the synchronous management of software configuration for commercial vehicle fleets. Summary of the Invention

[0006] To achieve the objectives of this invention, the following technical solution is adopted:

[0007] Specifically, this application provides a method for synchronous management of software configuration for commercial vehicle fleets, including:

[0008] S1 uses the vehicles in the commercial vehicle fleet as a basis to determine the emission standard switching processing requirement data of the vehicles in the driving route. When it is determined that active switching control of the vehicles is required based on the switching processing requirement data, the next step is initiated.

[0009] S2 determines the switching control vehicle in the vehicle fleet based on the correlation between the emission standard requirements of the vehicle's destination and the switching demand data of the vehicles in the fleet.

[0010] S3 determines the synchronization management method for the switching control vehicle based on the synchronized processing data of the software configuration of the vehicles in the fleet, and in combination with the correlation between the emission standard requirements of the switching control vehicle on the driving route and the driving destination.

[0011] S4 performs the switching control processing of the switching control vehicle based on the synchronization management method, and determines whether active switching control processing is needed for vehicles other than the switching control vehicle based on the switching control data.

[0012] The beneficial effects of this invention are as follows:

[0013] Based on the correlation between the emission standard requirements of the vehicle's destination and the switching demand data of vehicles in the fleet, the switching control vehicle in the fleet is determined. By comprehensively considering the emission standard requirements of the destination and the correlation with the switching demand data of vehicles in the fleet, the reliability of the switching control scheme for the emission standard requirements of the destination is evaluated. This allows for the determination of the switching control vehicle from the perspective of reliability verification, thereby further improving the reliability of software synchronization management.

[0014] Based on the switching control data, it is determined whether active switching control processing is needed for vehicles other than the switching control vehicle. This enables the determination of an active switching control scheme for vehicles whose destinations are close to the switching control vehicle, based on the reliability of the verification processing of the switching control vehicle. This avoids the technical problem of being unable to effectively complete the transportation task when the reliability of the verification processing is poor.

[0015] Furthermore, the vehicles in the commercial fleet include all vehicles in the commercial fleet that undergo software switching of emission standards via a cloud platform.

[0016] Furthermore, the driving route is determined based on the analysis results of the vehicle's driving plan, specifically based on the driving route specified in the driving plan between the vehicle and the destination.

[0017] Furthermore, the emission standard switching requirement data is determined based on the emission standard requirements of different locations along the driving route. Specifically, the switching requirement data includes the location requiring switching and the emission standard for switching.

[0018] Furthermore, it was determined that active vehicle switching control was required, specifically including:

[0019] Based on the emission standard switching processing requirement data of the vehicle in the driving route, determine the number of emission standard switching processing times for the vehicle in the driving route;

[0020] Based on the interval mileage between adjacent handover processes, the maximum value of the interval mileage between adjacent handover processes of the vehicle is determined and used as the longest interval mileage of the vehicle.

[0021] Based on the longest interval mileage of different vehicles, determine whether active vehicle handover control is required.

[0022] Furthermore, determine whether active handover control is required for vehicles other than those subject to handover control, specifically including:

[0023] The vehicles in the convoy excluding the vehicle that switches control are considered as other vehicles, and the destination distance is determined by the distance between the destination of the other vehicles and the destination of the vehicle that switches control.

[0024] Based on the switching control data of the switching control vehicle, determine the number of switching control operations of the switching control vehicle under the switching control mode of the emission standard of the switching control vehicle, and take it as the current number of control operations of the switching control vehicle.

[0025] Based on the current number of control operations of the switching control vehicle and the destination distance between the other vehicles and the switching control vehicle, it is determined whether the other vehicles need to undergo active switching control processing.

[0026] In a second aspect, the present invention provides a computer system comprising: a memory and a processor connected in communication, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the above-described method for synchronous management of software configuration for a commercial vehicle fleet when running the computer program.

[0027] Other features and advantages will be set forth in the following description, and the objects and other advantages of the invention are realized and obtained through the structures particularly pointed out in the description and the drawings.

[0028] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0029] The above and other features and advantages of the present invention will become more apparent from a detailed description of exemplary embodiments thereof with reference to the accompanying drawings.

[0030] Figure 1 This is a flowchart of a method for synchronous management of software configurations for commercial vehicle fleets;

[0031] Figure 2 This is a flowchart for determining the need for active vehicle switching control;

[0032] Figure 3 This is a flowchart of the method for determining the switching control vehicle in a vehicle;

[0033] Figure 4 A flowchart illustrating the method for determining the synchronization management method for switching control vehicles. Detailed Implementation

[0034] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0035] Example 1

[0036] like Figure 1 As shown, this application provides a method for synchronous management of software configuration for commercial vehicle fleets, specifically including:

[0037] S1 uses the vehicles in the commercial vehicle fleet as a basis to determine the emission standard switching processing requirement data of the vehicles in the driving route. When it is determined that active switching control of the vehicles is required based on the switching processing requirement data, the next step is initiated.

[0038] S2 determines the switching control vehicle in the vehicle fleet based on the correlation between the emission standard requirements of the vehicle's destination and the switching demand data of the vehicles in the fleet.

[0039] S3 determines the synchronization management method for the switching control vehicle based on the synchronized processing data of the software configuration of the vehicles in the fleet, and in combination with the correlation between the emission standard requirements of the switching control vehicle on the driving route and the driving destination.

[0040] S4 performs the switching control processing of the switching control vehicle based on the synchronization management method, and determines whether active switching control processing is needed for vehicles other than the switching control vehicle based on the switching control data.

[0041] Furthermore, the vehicles in the commercial fleet include all vehicles in the commercial fleet that undergo software switching of emission standards via a cloud platform.

[0042] Furthermore, the driving route is determined based on the analysis results of the vehicle's driving plan, specifically based on the driving route specified in the driving plan between the vehicle and the destination.

[0043] Furthermore, the emission standard switching requirement data is determined based on the emission standard requirements of different locations along the driving route. Specifically, the switching requirement data includes the location requiring switching and the emission standard for switching.

[0044] Specifically, such as Figure 2 As shown, it is determined that active vehicle switching control is required, specifically including:

[0045] Based on the emission standard switching processing requirement data of the vehicle in the driving route, determine the number of emission standard switching processing times for the vehicle in the driving route;

[0046] Based on the interval mileage between adjacent handover processes, the maximum value of the interval mileage between adjacent handover processes of the vehicle is determined and used as the longest interval mileage of the vehicle.

[0047] Based on the longest interval mileage of different vehicles, determine whether active vehicle handover control is required.

[0048] It is understood that the maximum interval mileage of the vehicle is the maximum interval mileage between adjacent locations that require switching of emission standards.

[0049] It should be noted that, based on the longest interval mileage of different vehicles, the determination of whether active vehicle handover control is needed includes:

[0050] Based on the longest interval mileage of different vehicles, identify vehicles whose longest interval mileage is greater than the preset interval mileage threshold and use them as interval driving vehicles.

[0051] Based on the data of the vehicles traveling at intervals, it is determined whether active vehicle switching control is required.

[0052] It is understandable that when the data of the interval driving vehicles does not meet the requirements, for example, when it is greater than the preset interval driving vehicle threshold, the interval time is too long. At this time, it is impossible to accurately determine whether the control software for emission standards can reliably switch control after the excessively long interval time. Therefore, it is determined that active vehicle switching control is required.

[0053] Specifically, the vehicles in the fleet are those whose number of switching operations on the driving route exceeds a preset threshold.

[0054] Specifically, in one possible embodiment, in a vehicle emission standard dynamic switching control system, the vehicle may encounter multiple locations along its route where emission standard switching is required (e.g., entering or leaving a low-emission zone). The system needs to assess the reliability of the current control strategy. If the driving interval between two switching requests is too long, the control system may be unable to respond promptly and accurately at future switching points. The goal of this embodiment is to automatically identify vehicles with such risks by analyzing historical or planning data and trigger an "active switching control" mechanism to improve system reliability.

[0055] 2. Methods and Steps

[0056] The overall implementation process of this method is as follows:

[0057] Step 1: Calculate the longest interval mileage for a single vehicle. First, for a single vehicle, analyze its emission standard switching requirements on a driving route and obtain switching processing requirement data: obtain the location data of all locations where emission standard switching processing is required for the target vehicle on a complete driving route.

[0058] Determine the number and location of switching operations: Based on the above data, determine the number of times N the vehicle needs to perform switching operations along the entire route, and record the mileage coordinates L1, L2, ..., Ln of each switching requirement location.

[0059] Calculate the mileage between adjacent handover locations: Calculate the mileage between two adjacent handover locations. For example, the mileage between the first and second handover is D1 = L2 - L1, the mileage between the second and third handover is D2 = L3 - L2, and so on.

[0060] Determine the maximum interval mileage for a single vehicle: Find the maximum value among all adjacent interval mileages [D1, D2, ..., Dn-1], which is the maximum interval mileage (Maximum Interval Mileage, MIM) for that vehicle. MIM_vehicle = max(D1, D2, ..., Dn-1)

[0061] Core concept definition: The longest interval mileage refers to the maximum geographical distance between two adjacent locations on the vehicle's travel route that require emission standard switching.

[0062] Step 2: Identify high-risk vehicles (vehicles traveling at intervals)

[0063] After calculating the longest interval mileage for each vehicle in the fleet, a horizontal comparison and screening are performed to set a preset interval mileage threshold: the system presets a key mileage threshold M_threshold. This threshold represents the maximum interval distance that the system believes can guarantee the reliability of handover control.

[0064] Filtering vehicles traveling in intervals: Compare the MIM (Mean Intake) of each vehicle in the fleet with M_threshold, for example, 100km. All vehicles that meet the condition MIM > M_threshold are classified as vehicles traveling in intervals.

[0065] Step 3: Decide whether to activate active handover control

[0066] Based on the selected high-risk vehicle data, a final control decision is made, and a preset interval threshold for vehicles is set: the system presets a quantity or proportion threshold V_threshold (for example, 10% of the total fleet size, or an absolute number of 5 vehicles).

[0067] Assessment and Decision: IF Interval driving vehicle data does not meet the requirements (e.g., number of interval driving vehicles > V_threshold): THEN determines that active vehicle handover control is required.

[0068] Decision Logic: When too many vehicles experience excessively long intervals, it means that the vehicle's control system has not been "calibrated" or "triggered" by switching commands for a considerable distance. During this period, unknown changes may occur in the vehicle's state, environment, or the software itself (such as sensor drift or software anomalies), causing the system to be unable to reliably execute the switching operation when the next distant switching point arrives. Therefore, an "active switching control" mechanism must be activated. This mechanism may include: inserting simulated switching tests during the interval, forcing system self-checks, or uploading new control commands to ensure software state synchronization.

[0069] Furthermore, such as Figure 3 As shown, the method for determining the switching control vehicle in the vehicle is as follows:

[0070] Based on the emission standard requirements of the vehicle's destination, determine the emission standard of the vehicle's destination and the emission standard switching control method;

[0071] Vehicles that require emission standard switching control at their destination are identified as potential control vehicles. Based on the emission standard switching control method of the potential control vehicles, the number of switching control times that the potential control vehicles use in the vehicle's travel route that are consistent with the switching control method is determined, and these are used as the matching control times.

[0072] Based on the correlation with the switching demand data of vehicles in the fleet, determine the number of switching control operations that are consistent with the switching control method in the driving routes of vehicles in different fleets, and combine the number of matching control operations to determine the switching control vehicle in the fleet.

[0073] It should be noted that the switching control method is determined based on the emission standards before and after the switching.

[0074] Understandably, based on the correlation with the switching demand data of vehicles in the fleet, the number of switching control operations that match the switching control method in the driving routes of vehicles in different fleets is determined, and combined with the number of matching control operations, the switching control vehicle among the vehicles is determined, specifically including:

[0075] If the emission standard of the vehicle's destination does not require switching, then the vehicle is determined not to be a vehicle subject to switching control.

[0076] When the emission standard of the vehicle's destination needs to be switched, the number of times the vehicle has been matched for control is obtained, and it is determined whether the number of times the vehicle has been matched for control meets the requirements. If yes, the vehicle frequently needs to be switched for control in the switching control mode during the driving route, so it is determined that the vehicle does not belong to the switching control vehicle. If no, proceed to the next step.

[0077] Determine if the vehicle has a matching control count. If yes, proceed to the next step; otherwise, determine if the vehicle is a vehicle that requires switching control.

[0078] Based on the number of switching control operations that are consistent with the switching control method in the driving routes of vehicles in different fleets, determine the number of matching switching operations for vehicles in different fleets, and determine whether the sum of the number of matching switching operations for vehicles in different fleets is greater than a preset switching number threshold. If so, determine that the vehicle does not belong to the switching control vehicle; otherwise, proceed to the next step.

[0079] It should be noted that the number of matching switching times refers to the number of switching controls that are consistent with the switching control method in the driving routes of the vehicles in the fleet.

[0080] Based on the number of vehicle matching and switching times in different fleets, the switching matching factor of vehicles in different fleets is determined. It is then determined whether the number of vehicles in the fleet whose switching matching factor is within the preset matching factor range meets the requirements. If so, then the number of vehicles in the fleet that are frequently switching controlled in the switching control type is large, and therefore the vehicle is determined not to be a switching control vehicle. If not, proceed to the next step.

[0081] Based on the switching matching factors of vehicles in different fleets and the number of matching control operations of the vehicles, the verification matching coefficient of the vehicles is determined. It is then determined whether the verification matching coefficient of the vehicles is greater than a preset matching coefficient threshold. If it is, the vehicles are determined not to be switching control vehicles; otherwise, the vehicles are determined to be switching control vehicles.

[0082] 1. Background and Objectives

[0083] In the dynamic control system for vehicle emission standards, not all vehicles that need to switch emission levels at their destination need to be marked as "switching control vehicles" for special monitoring. This method aims to accurately identify vehicles that are unfamiliar with a specific switching operation and therefore pose a higher control risk by analyzing their destination switching needs and historical route switching frequency, and then designate them as "switching control vehicles" requiring special attention.

[0084] 2. Definition of Core Concepts

[0085] Switching control mode: An operational type uniquely determined by both the emission standards before and after the switch. For example, "China V → China VI" and "China VI → China V" are two different switching control modes.

[0086] Potentially controlled vehicle: A vehicle that needs to switch emission standards based on the emission standards required by its destination. Matching control count: For a potentially controlled vehicle, the number of times the same control method as the current required switch occurred during its historical (or planned) travel route. Vehicles in the platoon: A set of reference vehicles that frequently perform various emission switches in the system records. (Can be used as system baseline data) Matching switch count: For a vehicle in the platoon, the number of times the same control method as the target vehicle occurred during its travel route.

[0087] Switching Matching Factor: An indicator used to quantify the proficiency of vehicles in a single fleet with a certain switching control method (generally, the higher the number of matching switches, the larger the factor).

[0088] Detailed steps:

[0089] Initial screening: Based on destination requirements; Action: Obtain data on the emission standard requirements of the vehicle's destination; Decision: Determine whether the vehicle needs to switch emission standards at the destination.

[0090] Result: No -> Directly determine that the vehicle "does not belong to the switching control vehicle", and the process ends; Yes -> Mark the vehicle as a "potential control vehicle" and proceed to the next step.

[0091] Initial capability assessment: Vehicle's own historical experience; Action: Calculate the "matching control count" of the potential control vehicle (i.e., how many times the same type of switch has been performed in the past); Decision: Determine whether the count "meets the requirements" (e.g., greater than or equal to the preset value K_self).

[0092] Result: Yes -> This indicates that the vehicle itself has extensive experience in this type of switching operation, and is determined to be "not a vehicle under switching control", and the process ends.

[0093] Secondary competency assessment: Are there any past experiences?

[0094] Action: Check if the vehicle's "matching control count" is greater than 0 (i.e., whether there is any similar operation experience). Decision: Determine "whether there is a matching control count". Result: No (count is 0) -> This indicates that the vehicle completely lacks this type of operation experience in the driving route, which is the highest risk. It is directly determined to be "a vehicle that switches control". The process ends. Yes (count > 0 but insufficient) -> Proceed to the next step and compare with the benchmark fleet.

[0095] Benchmark Comparison I: Overall Experience Richness

[0096] Action: Obtain the "matching switching count" of all vehicles in the fleet for this switching control method and calculate their sum. Decision: Determine whether the sum is greater than the preset threshold T_total. Result: Yes -> This indicates that this type of switching operation is very common throughout the entire system. Even if the vehicle itself has little experience, the environment is mature, so it is determined to be "not a vehicle under switching control".

[0097] No -> Proceed to the next step.

[0098] Benchmark Comparison II: Number of Expert Vehicles;

[0099] Calculate the "matching factor" for each vehicle in the fleet (e.g., factor = number of matching changes), set a "high matching factor" interval (e.g., factor > F_high), count the number of vehicles whose factor falls within this interval, and decide whether the number "meets the requirements" (e.g., greater than or equal to N_expert).

[0100] Yes -> This indicates the existence of a considerable number of "expert vehicles" that are extremely proficient in this type of switching operation, and the system as a whole has a strong response capability, so it is determined that "it does not belong to the switching control vehicle".

[0101] Action: Calculate a final "verification matching coefficient" V by combining the vehicle's own "matching control count" and the "switching matching factor" of all vehicles in the fleet.

[0102] V = f(number of times the vehicle matches and controls itself, distribution of vehicle matching factors in the fleet); Decision: Determine whether V is greater than the preset threshold V_threshold. Result: Yes -> After comprehensive evaluation, the risk of the vehicle is considered controllable and it is determined to be "not a vehicle that is switched over". No -> After all the above layers of screening, the vehicle is finally determined to be "a vehicle that is switched over".

[0103] To determine if a truck (Vehicle_X) heading to the "Beijing Low Emission Zone" needs to switch from "China V" to "China VI" emission standards.

[0104] Step 1: The destination needs to be switched, and Vehicle_X becomes the potential controlling vehicle.

[0105] Step 2: Query the history of Vehicle_X and find that it has only performed the "China V → China VI" switch twice. 2 < 5, which does not meet the requirement. Proceed to the next step.

[0106] Step 3: 2>0, there is historical experience, proceed to the next step.

[0107] Step 4: The system queries all vehicles in the fleet and calculates the total number of times they have undergone the "National V → National VI" emission standard change, which is 30. 30 < 50, therefore the total threshold is not met, proceed to the next step.

[0108] Step 5: Count the number of vehicles in the fleet with a matching factor (i.e., the number of times "National V → National VI" emission standards are applied) > 3. The result is 8 vehicles. 8 < 10, which does not meet the expert requirement. Proceed to the next step.

[0109] Step 6: Calculate the verification matching coefficient V for Vehicle_X. Assume V is calculated as: V = 0.7 * (number of times it changes / 5) + 0.3 * (average number of times vehicles in the fleet switch between China V and China VI emission standards / 10). Substituting the data: V = 0.7 * (2 / 5) + 0.3 * (2 / 10) = 0.28 + 0.06 = 0.34. Judgment: 0.34 > 0.3, satisfying the final threshold.

[0110] Conclusion: Despite its poor performance in the first few steps, after comprehensive evaluation, Vehicle_X was ultimately determined to be "not a vehicle subject to switching control".

[0111] Specifically, such as Figure 4 As shown, the method for determining the synchronization management method of the switching control vehicle is as follows:

[0112] Based on the synchronized processing data of the software configuration of the vehicles in the fleet, determine the number of matching switches of the vehicles in the fleet within the most recent preset time period;

[0113] The number of matching controls for the switching control vehicle is determined based on the correlation between the emission standard requirements of the switching control vehicle in the driving route and the driving destination;

[0114] The synchronization management method for the switching control vehicle is determined based on the number of times the vehicles in the fleet have matched and switched within the most recent preset time period and the number of times the switching control vehicle has matched and switched.

[0115] It is understood that when the switching control vehicle has a number of matching control attempts, the synchronization management method of the switching control vehicle is indeed the second preset management method, that is, the synchronization management of the switching control vehicle is only performed when the location of the switching control vehicle meets the emission standards of the destination. In other words, the switching control method is used to perform switching control processing, thereby determining that the switching control processing can be effective.

[0116] Additionally, it should be noted that when the switching control vehicle has no matching control count, the matching factor between the vehicles in the fleet and the switching control vehicle is determined based on the product of the matching switching count of vehicles in different fleets and the preset proportional factor. It is then determined whether there are vehicles in the fleet whose matching factor is greater than the preset matching factor threshold. If so, proceed to the next step; otherwise, determine that the synchronization management method of the switching control vehicle is the preset management method.

[0117] Vehicles in the fleet whose matching factor is greater than the preset matching factor threshold are used as switching matching vehicles. It is determined whether the number of switching matching vehicles is greater than the preset matching vehicle number threshold. If yes, proceed to the next step; otherwise, determine that the synchronization management method of the switching control vehicle is the preset management method.

[0118] Based on the number of matching switches of the switching vehicle within the most recent preset time period, it is determined whether the number of matching switches of the switching vehicle within the most recent preset time period is greater than a preset matching switch number threshold. If yes, the synchronization management method of the switching control vehicle is determined to be the second preset management method; otherwise, the synchronization management method of the switching control vehicle is determined to be the preset management method.

[0119] Specifically, for identified "switching control vehicles," a safe and reliable synchronization management method needs to be developed. The core idea of ​​this method is to use the switching control data of the entire fleet to assess what level of caution the synchronization management strategy should be adopted for switching control vehicles, and to dynamically determine how to handle the emission standard switching process during operation based on the switching control data in the fleet.

[0120] 2. Core Concepts and Inputs

[0121] Input data:

[0122] Fleet Matching Switching Count: The total number of times all vehicles in the fleet have executed the same type of switching control as the target vehicle within the most recent preset time period (e.g., the past 24 hours). This reflects the reliability of the synchronization management platform for this operation.

[0123] Matching control count of switching control vehicles: The total number of times the target vehicle performs the same type of switching throughout the entire driving route.

[0124] Management Method: Preset Management Method (Relaxed Strategy): Synchronous switching control is only performed when "the location of the vehicle under switching control meets the emission standards of the destination". Interpretation: This is the most efficient verification method, which means that the switching must be triggered as soon as the vehicle reaches an area that meets the emission requirements and the environmental conditions are fully met, thereby improving the reliability of the verification process.

[0125] The second preset management method (strict strategy) is to perform synchronization management only when "there is no switching control data for the vehicle in the most recent unit of time" and "the vehicle's location meets the emission standards of the destination".

[0126] Interpretation: This adds a "cooling-off period" check to the conservative strategy. It requires that the vehicle has not undergone the same type of switch recently (e.g., in the past 24 hours), and then performs the switch in the emission requirement marked area during driving, which is stricter than the "preset management method".

[0127] 3. Methods and Steps

[0128] Detailed Steps: Assess the vehicle's historical experience. Decision: Determine if the number of times the vehicle has been matched for switching control is greater than 0 (i.e., whether historical experience exists). Result A (Yes): Although the vehicle is marked as high-risk, it is not without experience. The system adopts a strict strategy. Decision: Directly determine its synchronization management method as the second preset management method.

[0129] Assess fleet collective experience (when individual vehicles lack experience): Calculate the matching factor for each vehicle in the fleet with this switching operation. (The matching factor equals the product of the number of matching switches for that vehicle in the most recent 24 hours and 0.1). Decision: Determine if there are any vehicles with a matching factor greater than the preset matching factor threshold. Result B (No): Decision: Determine the synchronization management method as the preset management method (conservative strategy).

[0130] Assess the scale of expert vehicles. Action: Mark the high-matching factor vehicles selected in the previous step as switching matching vehicles. Decision: Determine if the number of switching matching vehicles is greater than the preset threshold for the number of matching vehicles. Result C (Yes): Although there are a few experts, the scale is not large enough to form a reliable collective experience pool. Decision: Determine the synchronization management method as the preset management method.

[0131] Assess the recent activity level of expert vehicles

[0132] Decision: Determine whether the total number of matching switches for all vehicles within the most recent preset time period is greater than the preset matching switch number threshold? Result D (No): Although the vehicle has high potential capabilities, its recent actual operation has been inactive, and its experience may be "rusty". Decision: Out of caution, determine the preset management method (conservative strategy) as the synchronization management method.

[0133] 4. Provide examples

[0134] Assume the system presets: matching factor threshold: 5 (meaning a vehicle is considered an expert only if it has recently performed more than 5 similar switches), matching vehicle quantity threshold: 3 vehicles, and matching switch count threshold: 20 times (the total number of recent operations by all experts).

[0135] Scenario: A brand new electric vehicle, Vehicle_New, needs to switch from China V to China VI emission standards. Its own historical experience is 0.

[0136] Step 1: Vehicle_New self-match control count = 0, proceed to Step 2.

[0137] Step 2: The system scans the fleet of 100 vehicles.

[0138] The matching factors (number of recent similar switching times) of vehicles A, B, and C were found to be 8, 12, and 2, respectively. Only vehicles A (8) and B (12) had matching factors > 5. Result: There are vehicles with matching factors greater than the threshold. Proceed to step 3.

[0139] Step 3: Switch the number of matched vehicles = 2 (vehicles A and B), 2 < 3 (number threshold), the condition is not met, decision: determine the synchronization management method as the preset management method.

[0140] Management Measures: The system will check whether Vehicle_New has undergone any other switching in the last 24 hours. If not, and it has reached the boundary of the low emission zone of the destination's emission standard, then a "China V → China VI" switch will be performed.

[0141] Another scenario: If only vehicle A in the fleet has a matching factor of 6 (quantity 1 < 3), then the process will end in step 3, using the preset management method. If there are many expert vehicles in the fleet (4 > 3), but their recent total number of operations is only 15 (15 < 20), then the second preset management method will be used in step 4.

[0142] This approach enables the system to achieve data-driven, dynamic risk assessment and resource allocation, ensuring refined and secure management of high-risk vehicles.

[0143] Furthermore, determine whether active handover control is required for vehicles other than those subject to handover control, specifically including:

[0144] The vehicles in the convoy excluding the vehicle that switches control are considered as other vehicles, and the destination distance is determined by the distance between the destination of the other vehicles and the destination of the vehicle that switches control.

[0145] Based on the switching control data of the switching control vehicle, determine the number of switching control operations of the switching control vehicle under the switching control mode of the emission standard of the switching control vehicle, and take it as the current number of control operations of the switching control vehicle.

[0146] Based on the current number of control operations of the switching control vehicle and the destination distance between the other vehicles and the switching control vehicle, it is determined whether the other vehicles need to undergo active switching control processing.

[0147] Furthermore, based on the current number of control cycles of the switching control vehicle and the destination distance between the other vehicles and the switching control vehicle, it is determined whether the other vehicles need to undergo active switching control processing, specifically including:

[0148] Based on the destination distance between the other vehicles and the switching control vehicle, the switching control vehicle with a destination distance less than a preset distance threshold is identified and regarded as a nearby control vehicle. It is determined whether the number of nearby control vehicles of the other vehicles is greater than a preset nearby number threshold. If so, it is determined that the other vehicles need to be actively switched control processed, so that when the nearby control vehicle cannot be effectively synchronized, other vehicles can be used to replace it. If not, proceed to the next step.

[0149] Determine if there are any adjacent controlled vehicles among the other vehicles. If yes, proceed to the next step; otherwise, determine that the other vehicles do not require active switching control processing.

[0150] Based on the current number of control operations of the nearby controlled vehicle, it is determined whether there is a nearby controlled vehicle whose current number of control operations is less than a preset control operation threshold. If not, it is determined that the other vehicles do not need to perform active switching control processing. If so, it is determined that the other vehicles need to perform active switching control processing, so as to ensure that when the nearby controlled vehicle cannot effectively synchronize, other vehicles can be used for replacement.

[0151] Furthermore, it is determined that the other vehicles require active switching control processing, specifically including:

[0152] The switching control method for the emission standards of the adjacent controlled vehicles is used as the target, and the switching control method is verified according to a preset time period.

[0153] Specifically, in the fleet emissions standards management system, to ensure the robustness of the entire task, it is necessary not only to manage the identified high-risk vehicles (“switchover control vehicles”) but also to prepare reliable backups for these high-risk tasks. This method aims to intelligently select suitable backup vehicles from the remaining ordinary vehicles (“other vehicles”) and proactively verify their switchover, thereby enabling seamless replacement when the main vehicle may fail, ensuring the completion of regional emissions compliance tasks.

[0154] 2. Core Concepts and Definitions

[0155] Other vehicles: All remaining vehicles in the fleet, excluding those already identified as "control switching vehicles". They are the targets of this assessment. Destination distance: The geographical distance between the destination of an "other vehicle" and the destination of a "control switching vehicle".

[0156] Proximity control vehicle: For a specific "other vehicle", all "switching control vehicles" whose distance to its destination is less than a preset distance threshold.

[0157] Current Control Count: The total number of times a "Switch Control Vehicle" has successfully performed a switch control in history under the specific emission standard switch method required for this current operation.

[0158] 3. Methods and Steps

[0159] Detailed steps:

[0160] Identify nearby high-risk vehicles (nearby control vehicles) and filter them: mark all "switching control vehicles" whose destination distance is less than a preset distance threshold (D_th) as nearby control vehicles of the "other vehicles". This step establishes the association between ordinary vehicles and high-risk tasks.

[0161] Determine whether the number of nearby controlled vehicles of the "other vehicle" is greater than the preset nearby number threshold (N_th). Result A (Yes): Decision: Immediately determine that the "other vehicle" needs to undergo active handover control processing. Too many high-risk vehicles are gathered around the destination of the vehicle. If any handover fails in the entire area, the other vehicle will need to be used. Therefore, a verified and reliable backup vehicle must be prepared for this area.

[0162] Check for associated risks. Decision: Determine if there are any "nearby controlled vehicles" for the "other vehicle". Result B (No): Determine that the "other vehicle" does not require active switching control processing.

[0163] Decision: Among all "nearby controlled vehicles", determine whether there is a vehicle whose current control count is less than the preset control count threshold (C_th). Result C (No): Decision: Determine that no active processing is required.

[0164] Logic: Although there are high-risk vehicles nearby, these vehicles have relatively rich experience in this handover operation (more times) and are considered to be highly reliable. Therefore, the need for a backup vehicle is not urgent in the current time period.

[0165] Result D (Yes): Decision: It is determined that the "other vehicle" needs to undergo active switching control processing. There is at least one vehicle with a high verification risk nearby. In order to prevent its mission failure, the backup plan must be activated and verified.

[0166] 4. Implementation details of proactive switching control processing

[0167] Once it is determined that an "other vehicle" requires active control switching, the system will perform the following operations:

[0168] Objective: To verify the switching control method for the emission standards required by all "adjacent controlled vehicles". Action: To verify the switching control method for the "other vehicles" according to a preset time period (e.g., every 24 hours or every 12 hours).

[0169] 5. Provide examples

[0170] Suppose a logistics fleet has 50 vehicles, of which 3 vehicles are identified as high-risk vehicles (V_risk1, V_risk2, V_risk3).

[0171] Their current number of control cycles (for the “China V → China VI” switch) are: V_risk1 (2 times), V_risk2 (5 times), and V_risk3 (1 time).

[0172] System presets: Destination distance threshold (D_th): 50 kilometers, Nearby vehicle number threshold (N_th): 2 vehicles, Control number threshold (C_th): 3 times;

[0173] Scenario: Evaluate a normal truck V_normal. Step 1: Calculate the distance between V_normal's destination and the destinations of each high-risk vehicle.

[0174] Distance to V_risk1: 30 km (<50) -> is a nearby controlled vehicle; Distance to V_risk2: 100 km (>50) -> no; Distance to V_risk3: 40 km (<50) -> is a nearby controlled vehicle.

[0175] The nearest controlled vehicles for V_normal are [V_risk1, V_risk3]. Step 2: The number of nearest controlled vehicles is 2. Since 2 equals the threshold of 2, it is determined that V_normal needs to undergo active switching control processing. Implementation: Every preset period (e.g., 24 hours), the system performs a verification process (e.g., simulation exercise) on V_normal to verify the "National V → National VI" switching control mode, ensuring that it can serve as a reliable backup for V_risk1 and V_risk3 at any time.

[0176] Another scenario: Evaluating another ordinary truck, V_safe. Step 1: After calculation, it is found that the only nearby controlled vehicle of V_safe is V_risk2. Step 2: The number of nearby controlled vehicles = 1 (<2), proceed to step 3. Step 3: There is a nearby controlled vehicle, proceed to step 4. Step 4: V_risk2's current control count 5 > 3, there are no inexperienced nearby vehicles. Decision: Based on result C, it is determined that V_safe does not need to perform active control switching.

[0177] Through this method, the system achieves control from "point" (single vehicle risk) to "area" (regional task risk), intelligently allocates verification resources, and builds an efficient redundant backup system to cope with possible single vehicle failures or task failures.

[0178] Example 2

[0179] In a second aspect, the present invention provides a computer system comprising: a memory and a processor connected in communication, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the above-described method for synchronous management of software configuration for a commercial vehicle fleet when running the computer program.

[0180] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments of apparatus, devices, and non-volatile computer storage media are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0181] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0182] The above description is merely one or more embodiments of this specification and is not intended to limit this specification. Various modifications and variations can be made to the one or more embodiments of this specification by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of one or more embodiments of this specification should be included within the scope of the claims of this specification.

Claims

1. A method for synchronous management of software configuration for a commercial vehicle fleet, characterized in that, Specifically, it includes: Based on the vehicles in the commercial vehicle fleet, determine the emission standard switching processing requirements data of the vehicles in the driving route. When it is determined that active switching control of the vehicles is required based on the switching processing requirements data, proceed to the next step. Based on the correlation between the emission standard requirements of the vehicle's destination and the switching requirements of the vehicles in the fleet, the switching control vehicle in the vehicle is determined. Based on the synchronized processing data of the software configuration of the vehicles in the fleet, and combined with the correlation between the emission standard requirements of the switching control vehicle on the driving route and the driving destination, the synchronization management method of the switching control vehicle is determined. The switching control process for the switching control vehicle is performed based on the synchronization management method, and based on the switching control data, it is determined whether active switching control processing is needed for vehicles other than the switching control vehicle. Determining that active vehicle switching control is required includes: Based on the emission standard switching processing requirement data of the vehicle in the driving route, determine the number of emission standard switching processing times for the vehicle in the driving route; Based on the interval mileage between adjacent handover processes, the maximum value of the interval mileage between adjacent handover processes of the vehicle is determined and used as the longest interval mileage of the vehicle. Based on the longest interval mileage of different vehicles, determine whether active vehicle handover control is required.

2. The method for synchronous management of commercial vehicle fleet software configuration as described in claim 1, characterized in that, The commercial vehicle fleet includes all vehicles in the commercial vehicle fleet that undergo software switching of emission standards via a cloud platform.

3. The method for synchronous management of commercial fleet software configuration as described in claim 1, characterized in that, The driving route is determined based on the analysis results of the vehicle's driving plan.

4. The method for synchronous management of commercial fleet software configuration as described in claim 1, characterized in that, The data for switching emission standards is determined based on the emission standard requirements of different locations along the driving route.

5. The method for synchronous management of commercial vehicle fleet software configuration as described in claim 1, characterized in that, The maximum interval mileage between vehicles is the maximum interval mileage between adjacent locations that require emission standard switching.

6. The method for synchronous management of commercial vehicle fleet software configuration as described in claim 1, characterized in that, Based on the longest interval mileage of different vehicles, determine whether active vehicle handover control is needed, specifically including: Based on the longest interval mileage of different vehicles, identify vehicles whose longest interval mileage is greater than the preset interval mileage threshold and use them as interval driving vehicles. Based on the data of the vehicles traveling at intervals, it is determined whether active vehicle switching control is required.

7. The method for synchronous management of commercial vehicle fleet software configuration as described in claim 1, characterized in that, Determine whether active handover control is required for vehicles other than those subject to handover control, specifically including: The vehicles in the convoy excluding the vehicle that switches control are considered as other vehicles, and the destination distance is determined by the distance between the destination of the other vehicles and the destination of the vehicle that switches control. Based on the switching control data of the switching control vehicle, determine the number of switching control operations of the switching control vehicle under the switching control mode of the emission standard of the switching control vehicle, and take it as the current number of control operations of the switching control vehicle. Based on the current number of control operations of the switching control vehicle and the destination distance between the other vehicles and the switching control vehicle, it is determined whether the other vehicles need to undergo active switching control processing.

8. A computer system, comprising: A memory and processor connected by communication, and a computer program stored in the memory and capable of running on the processor, characterized in that, when the processor runs the computer program, it executes a synchronous management method for software configuration of a commercial fleet as described in any one of claims 1-7.

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