Safety control method of transportation mode, electronic equipment and vehicle

Abstract

The invention provides a safety control method of a transportation mode, electronic equipment and a vehicle, which can perform vehicle speed limit control according to a real-time vehicle speed and a preset transportation limit vehicle speed, and perform torque limit control according to a real-time output torque and a preset transportation limit torque. And determining whether a transportation safety risk exists or not according to the real-time vehicle speed and the real-time output torque, controlling the vehicle to enter a functional safety state when the safety risk exists, and performing torque reduction control. The vehicle speed can be limited within a safe range through vehicle speed limiting control, the output torque can be limited within the safe range through torque limiting control, and safety risks related to overspeed or overlarge acceleration are avoided. The torque reduction control is carried out when the safety risk exists, enough time can be reserved for a driver to carry out remedy operation, the remedy difficulty after the transportation safety risk occurs is reduced, the transportation safety risk is controlled within a controllable range, and the safety of the vehicle and users in the vehicle is protected.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a safety control method for a transportation mode, an electronic device and a vehicle. Background Art

[0002] Currently, the functions of new energy vehicles are becoming increasingly complex, and they are updated and iterated very rapidly. When a new car is transported from the manufacturer to the 4S store via a logistics company, the relevant personnel of the logistics company and the 4S store may often lose control of the vehicle due to their unfamiliarity with the various functions and structure of the new car, resulting in safety accidents when driving the new car in transportation mode, such as vehicle damage or personal injury, causing significant economic losses and personal safety risks. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose a safety control method, electronic device and vehicle in a transportation mode, so as to avoid safety accidents when driving a vehicle in a transportation mode.

[0004] Based on the above objectives, the present application provides a method for safety control of a transportation mode, including:

[0005] In response to detecting a transport activation signal corresponding to a transport mode, controlling the vehicle to enter the transport mode, performing a display prompt of the transport mode, and determining a real-time vehicle speed and a real-time output torque of a driving device;

[0006] Performing vehicle speed limit control according to the real-time vehicle speed and the preset transportation limit vehicle speed, and performing torque limit control according to the real-time output torque and the preset transportation limit torque;

[0007] Whether there is a transportation safety risk is determined according to the real-time vehicle speed and the real-time output torque, and when there is a safety risk, the vehicle is controlled to enter a functional safety state and torque reduction control is performed.

[0008] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0009] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device described above.

[0010] As can be seen from the above, the safety control method, electronic device and vehicle of the transport mode provided by the present application, in response to detecting a transport activation signal corresponding to the transport mode, controls the vehicle to enter the transport mode, displays the transport mode, and determines the real-time vehicle speed and the real-time output torque of the driving device of the vehicle; performs speed limit control according to the real-time vehicle speed and the preset transport limit speed, and performs torque limit control according to the real-time output torque and the preset transport limit torque; determines whether there is a transport safety risk according to the real-time vehicle speed and the real-time output torque, and controls the vehicle to enter a functional safety state and performs torque reduction control when there is a safety risk. When the vehicle is driven in the transport mode, the speed limit control according to the real-time vehicle speed and the preset transport limit speed can limit the vehicle speed within a safe range, and the torque limit control according to the real-time output torque and the preset transport limit torque can limit the output torque within a safe range, thereby avoiding safety risks associated with overspeeding or excessive acceleration. Determine whether there is a transportation safety risk based on the real-time vehicle speed and real-time output torque, and perform torque reduction control when there is a safety risk. Give the driver enough time to perform remedial operations when there is a transportation safety risk, reduce the degree of danger when there is a transportation safety risk, and reduce the difficulty of remedial measures after the occurrence of transportation safety risks, so as to control the transportation safety risks within a controllable range to protect the safety of the vehicle and the users in the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0012] Figure 1 This is a flow chart of a safety control method for a transportation mode according to an embodiment of the present application;

[0013] Figure 2 A flow chart for determining whether there is a transportation safety risk in an embodiment of the present application;

[0014] Figure 3 A flowchart of torque reduction control for an embodiment of the present application;

[0015] Figure 4 This is a schematic diagram of the structure of the safety control device for the transportation mode of an embodiment of the present application;

[0016] Figure 5 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0020] Based on the description of the above background technology, the related technology also has the following situations:

[0021] In the related art, during the long-term transportation of vehicles, the safety control in the transportation mode is generally placed on the battery power, mainly to ensure that the vehicle battery will not be scrapped due to lack of power during transportation. The protection control strategy for the battery is to install a switch controller at the negative pole of the starting battery. After the transporter turns on the transportation mode before transportation, when the battery power drops to the preset power threshold, the switch controller will be triggered to disconnect the negative pole of the battery, disconnect the battery from the vehicle drive, and retain sufficient power. When arriving at the destination and the transporter turns off the transportation mode, the switch controller is controlled to connect the negative pole of the battery to ensure that the battery has sufficient power after arriving at the destination, and the corresponding switch controller is removed to ensure that it will not affect the normal use of the vehicle.

[0022] Furthermore, during the long-term transportation of the vehicle, the relevant technology will also focus on the mileage in the transportation mode for safety control, so as to avoid excessive mileage which will cause greater wear and tear on the vehicle's mechanical structure and reduce the vehicle's brand newness. Therefore, after the transportation mode is turned on, the vehicle is in the low-power state of the transportation mode, which will trigger the mileage limit. When the mileage is less than the preset maximum transportation mileage and the mileage difference between the maximum mileage and the maximum mileage is less than a certain calibration value, an audible and visual alarm will be issued to remind the transportation personnel to pay attention to the mileage limit to avoid affecting the sale of the vehicle.

[0023] It can be seen that when the relevant technology restricts the driving of vehicles in the transport mode, there is no restriction on how to control the vehicle, that is, there is no restriction on the vehicle speed, output torque (equivalent to limiting acceleration) and other control parameters. Due to the increasing complexity of current vehicle functions and very rapid updates and iterations, when a new car is transported from the manufacturer to the destination by a logistics company, the transportation personnel may not be familiar with the various functions and vehicle structure of the vehicle to be transported. When controlling the vehicle, the vehicle may be out of control due to speeding or drastic acceleration and deceleration, resulting in safety accidents when driving a new car in the transport mode, such as vehicle damage or personal injury, causing significant economic losses and personal safety risks. Therefore, it is necessary to restrict the control end of the vehicle in the transport mode.

[0024] The safety control method, electronic device and vehicle of the transport mode provided by the embodiment of the present application, in response to detecting a transport activation signal corresponding to the transport mode, controls the vehicle to enter the transport mode, displays the transport mode, and determines the real-time vehicle speed and the real-time output torque of the driving device of the vehicle; performs speed limit control according to the real-time vehicle speed and the preset transport limit speed, and performs torque limit control according to the real-time output torque and the preset transport limit torque; determines whether there is a transport safety risk according to the real-time vehicle speed and the real-time output torque, and controls the vehicle to enter a functional safety state and performs torque reduction control when there is a safety risk. When the vehicle is driven in the transport mode, the speed limit control according to the real-time vehicle speed and the preset transport limit speed can limit the vehicle speed within a safe range, and the torque limit control according to the real-time output torque and the preset transport limit torque can limit the output torque within a safe range, thereby avoiding safety risks associated with overspeeding or excessive acceleration. Determine whether there is a transportation safety risk based on the real-time vehicle speed and real-time output torque, and perform torque reduction control when there is a safety risk. Give the driver enough time to perform remedial operations when there is a transportation safety risk, reduce the degree of danger when there is a transportation safety risk, and reduce the difficulty of remedial measures after the occurrence of transportation safety risks, so as to control the transportation safety risks within a controllable range to protect the safety of the vehicle and the users in the vehicle.

[0025] The following describes in detail the safety control method of the transportation mode provided by the embodiments of the present application in conjunction with the accompanying drawings.

[0026] In some embodiments, Figure 1 As shown, a safety control method for a transportation mode includes:

[0027] Step 101: In response to detecting a transport activation signal corresponding to a transport mode, determining whether a start condition of the transport mode is met according to the current mileage, and controlling the vehicle to enter the transport mode when the start condition is met, displaying a prompt for the transport mode, and determining the real-time vehicle speed and the real-time output torque of the drive device.

[0028] In specific implementation, after the vehicle rolls off the factory line for inspection, factory employees activate the vehicle's transport mode through specific control operations, such as operating the physical buttons on the steering wheel in a preset sequence to activate the transport mode. The specific control operation method can be defined by the manufacturer, as long as the operation method can avoid accidental triggering by the driver, and is not limited here.

[0029] After receiving the relevant control signal of the physical button, the host system of the vehicle determines that the corresponding control signal is a control instruction to activate the transport mode, and then continues to judge whether the conditions for opening the transport mode are met according to the current mileage. Because when the vehicle has a large mileage, it will produce greater mechanical wear, which will affect the newness of the vehicle, and then affect the value of the vehicle, increase the difficulty of selling the vehicle, and cause corresponding economic losses, so it is necessary to determine whether the conditions for opening the transport mode are met according to the mileage when the transport mode is turned on.

[0030] When the mileage is greater than or equal to the preset mileage threshold, it is determined that the conditions for opening the transport mode are not met. If the mileage is greater than or equal to the preset mileage threshold, it means that the vehicle has traveled a long mileage and has caused wear and tear on the vehicle's mechanical structure, which will affect the subsequent sale of the vehicle. Therefore, it is determined that the conditions for opening the transport mode are not met at this time, and the vehicle is prohibited from continuing to drive. The vehicle needs to be shipped. In general, the mileage threshold is generally between 100 kilometers and 200 kilometers. If the control is more strict, a smaller mileage threshold can also be set, such as 30 kilometers.

[0031] When the mileage is less than the preset mileage threshold, it is determined that the conditions for opening the transport mode are met. If the mileage is less than the preset mileage threshold, it means that the vehicle has traveled a short distance, which will not cause wear and tear on the vehicle's mechanical structure. It is a reasonable driving distance during the vehicle transportation process and will not affect the subsequent sale of the vehicle. Therefore, it is determined that the conditions for opening the transport mode are met at this time, and the vehicle can continue to be driven in the transport mode.

[0032] After determining that the conditions for starting the transport mode are met, the vehicle is controlled to enter the transport mode, and the vehicle's transport mode is displayed on the central control display screen. For example, the display text of "transport mode" is displayed on the central control display screen to prompt the user that the vehicle is currently in transport mode.

[0033] After entering the transport mode, in order to avoid safety risks caused by erroneous control, it is necessary to limit the vehicle speed and torque. Safety risks generally occur in the case of high vehicle speed and high torque output. In the case of low vehicle speed and low torque output, the vehicle's driving speed and acceleration are relatively small, the vehicle is highly controllable, and generally there will be no safety risks such as vehicle loss of control. Therefore, it is not necessary to limit the vehicle speed and torque under all circumstances, only the high vehicle speed and high torque output need to be limited. Therefore, it is necessary to monitor the vehicle speed and output torque in real time, obtain the real-time vehicle speed and the real-time output torque of the drive device, and judge whether speed or torque limit control is needed.

[0034] Step 102: Perform vehicle speed limit control according to the real-time vehicle speed and the preset transportation limit vehicle speed, and perform torque limit control according to the real-time output torque and the preset transportation limit torque.

[0035] In specific implementation, the safety control method is implemented by the vehicle controller through the internal function layer and the monitoring layer. The function layer can be understood as when the vehicle controller receives the transport mode activation status sent by the host system, it performs relevant logic control to control the vehicle to enter the transport mode, and performs corresponding display prompts and corresponding speed limit control and torque limit control.

[0036] The monitoring layer can be understood as monitoring the control results of the functional layer; when the monitoring data of the monitoring layer does not meet the functional safety activation conditions, the torque requested by the vehicle controller is the torque calculated by the functional layer. At this time, it can be considered that the torque output result in the transportation mode has been confirmed by functional safety; when the monitoring data of the monitoring layer meets the functional safety activation conditions, the monitoring layer of the vehicle controller believes that there is a safety problem in the torque output result in the transportation mode calculated by the functional layer, and the torque of the monitoring layer is required to take over the torque output of the vehicle to control the vehicle to enter the functional safety state, and the requested torque of the monitoring layer is the torque after torque reduction, ensuring that the vehicle is in a safe state in the transportation mode.

[0037] Among them, the preset transport limit speed is used as the boundary of the speed limit control, that is, the transport limit speed is the upper limit speed in the transport mode. When performing speed limit control, the real-time speed should be controlled not to exceed the transport limit speed. Therefore, the control process of the speed limit control is the process of controlling the real-time speed to be less than or equal to the transport limit speed.

[0038] The preset transport limit torque is used as the boundary of the torque limit control, that is, the transport limit torque is the upper limit output torque in the transport mode. When performing output torque limit control, the real-time output torque should be controlled not to exceed the transport limit torque. Therefore, the control process of the torque limit control is the process of controlling the real-time output torque to be less than or equal to the transport limit torque.

[0039] In some embodiments, the vehicle speed limit control is performed according to the real-time vehicle speed and the preset transportation limit vehicle speed, including:

[0040] Step 1021: Determine the speed difference between the transport limit speed and the real-time speed.

[0041] During the specific implementation, it is first necessary to determine the current driving condition of the vehicle. The current driving condition includes safe and controllable low-speed driving conditions and risky fast driving conditions. The current driving condition needs to be determined based on the speed difference between the transport limit speed and the real-time speed. When the speed difference is large, it means that there is a large gap between the real-time speed and the transport limit speed, which means that the current speed is low and there is no safety risk such as loss of control. There is no need to limit the vehicle's speed control, and the current driving condition is determined to be a safe and controllable low-speed driving condition.

[0042] When the speed difference is small, it means that the real-time speed is close to the transport limit speed. When the real-time speed is large, it means that the current speed is high. If the driver does not understand the vehicle, there is a safety risk such as loss of control. It is necessary to limit the vehicle's speed control and determine that the current driving condition is a risky fast driving condition.

[0043] Therefore, when performing speed limit control, it is first necessary to determine the speed difference between the transport limit speed and the real-time speed to judge the current driving condition of the vehicle and determine the specific method of speed control.

[0044] Step 1022: In response to the vehicle speed difference being less than or equal to a preset differential threshold, a vehicle speed PI closed-loop control is performed according to the vehicle speed difference and the transport limit vehicle speed.

[0045] In specific implementation, if the speed difference is less than or equal to the preset speed difference threshold, it means that the real-time speed is close to the transportation limit speed. The real-time speed is larger, which means that the current speed is higher. If the driver does not understand the vehicle, there is a safety risk of losing control. It is necessary to limit the speed control of the vehicle and determine that the current driving situation is a risky fast driving situation. The process of speed limit control is to perform speed PI closed-loop control according to the speed difference and the transportation limit speed.

[0046] PI closed-loop control consists of two parts: proportional control and integral control, which can effectively solve the problems of control response speed and steady-state error.

[0047] Among them, proportional control is the main part of PI closed-loop control, which proportionally amplifies the error between the feedback signal and the target signal, and then uses the amplified signal as the output signal of proportional control. Specifically, proportional control multiplies the error signal by a proportional gain coefficient Kp, and then uses the result as the output signal. The size of the proportional gain coefficient Kp determines the response speed of the control. When Kp is too large, the system will oscillate, otherwise it will cause the system to respond too slowly.

[0048] As another part of PI closed-loop control, integral control integrates the error signal and then uses the integral result as the output signal of integral control. The main function of integral control is to solve the steady-state error problem of the system. When there is a steady-state error in the system, integral control can continuously integrate the error signal and feed the result back to the system to gradually eliminate the error. The integral gain coefficient Ki of integral control needs to be adjusted according to the actual situation of the system. When Ki is too large, the system will amplify the steady-state error, otherwise it will cause the system to respond too slowly.

[0049] The process of PI closed-loop control of vehicle speed based on the vehicle speed difference and the transportation limit speed can be expressed as:

[0050] V(t)=Kp×Δv(t)+Ki×∫Δv(t)dt

[0051] Wherein, V(t) represents the requested vehicle speed output by the PI closed-loop control at time t, Δv(t) represents the speed difference between the transport limit speed and the real-time speed at time t, Kp represents the proportional gain coefficient of the speed control, Ki represents the integral gain coefficient of the speed control, and t represents time.

[0052] Step 1023: In response to the vehicle speed difference being greater than a preset differential threshold, the vehicle speed is controlled according to the requested acceleration.

[0053] In specific implementation, if the vehicle speed difference is greater than the preset differential threshold, it means that there is a large gap between the real-time vehicle speed and the transport limit speed, which means that the current vehicle speed is low and there is no safety risk such as loss of control. There is no need to limit the vehicle speed control, and the current driving condition is determined to be a safe and controllable low-speed driving condition. The corresponding requested acceleration is directly determined according to the accelerator pedal depression depth, and the speed is controlled according to the requested acceleration, that is, V(t)=at+v(t), where v(t) represents the real-time vehicle speed and a represents the requested acceleration.

[0054] In some embodiments, torque limit control is performed according to the real-time output torque and the preset transport limit torque, including:

[0055] Step 1021 ′: Determine the torque difference between the transport limit torque and the real-time output torque.

[0056] During the specific implementation, it is first necessary to determine the current driving condition of the vehicle. The current driving condition includes a safe and controllable small-torque driving condition and a risky large-torque driving condition. The current driving condition needs to be determined based on the torque difference between the transport limit torque and the real-time output torque. When the torque difference is large, it means that there is a large gap between the real-time output torque and the transport limit torque, indicating that the current output torque is small and there is no safety risk such as loss of control. There is no need to limit the vehicle's torque control, and the current driving condition is determined to be a safe and controllable small-torque driving condition.

[0057] When the torque difference is small, it means that the real-time output torque is close to the transportation limit torque. When the real-time output torque is large, it means that the current output torque is large. When the driver does not understand the vehicle, there is a safety risk such as loss of control. It is necessary to limit the vehicle's torque control and determine that the current driving condition is a risky high-torque driving condition.

[0058] Therefore, when performing torque limit control, it is necessary to first determine the torque difference between the transport limit torque and the real-time output torque to judge the current driving condition of the vehicle and determine the specific method of torque control.

[0059] Step 1022 ′: in response to the torque difference being less than or equal to a preset torque difference threshold, performing torque PI closed-loop control according to the torque difference and the transport limit torque.

[0060] During specific implementation, if the torque difference is less than or equal to the preset torque difference threshold, it means that the real-time output torque is close to the transport limit torque, and the real-time output torque is larger, which means that the current output torque is larger. When the driver does not understand the vehicle, there is a safety risk such as loss of control. It is necessary to limit the vehicle's torque control, determine that the current driving condition is a high-torque driving condition with risks, and perform torque PI closed-loop control based on the torque difference and the transport limit torque.

[0061] The process of torque PI closed-loop control based on the torque difference and the transport limit torque can be expressed as:

[0062] N(t)=Kp'×Δn(t)+Ki'×∫Δn(t)dt

[0063] Wherein, N(t) represents the requested output torque output by the PI closed-loop control at time t, Δn(t) represents the torque difference between the transport limit torque and the real-time output torque at time t, Kp' represents the proportional gain coefficient of the torque control, Ki' represents the integral gain coefficient of the torque control, and t represents time.

[0064] Step 1023 ′: In response to the torque difference being greater than a preset differential threshold, torque control is performed according to the requested torque.

[0065] During specific implementation, if the torque difference is greater than the preset torque difference threshold, it means that there is a large gap between the real-time output torque and the transport limit torque, which means that the current output torque is small and there is no safety risk such as loss of control. There is no need to limit the torque control of the vehicle, and the current driving condition is determined to be a safe and controllable small torque driving condition. The torque output is directly controlled with the requested torque as the target. In order to ensure the smoothness of the torque output, the torque adjustment rate corresponding to the real-time output torque is determined, and the real-time output torque is adjusted to the requested torque according to the torque adjustment rate.

[0066] Step 103: Determine whether there is a transportation safety risk based on the real-time vehicle speed and the real-time output torque, and control the vehicle to enter a functional safety state and perform torque reduction control when there is a safety risk.

[0067] During specific implementation, the monitoring layer monitors the transport mode status and the actual vehicle speed. When it detects that the transport mode status is in an activated state and monitors that the real-time vehicle speed is ≥ the transport limit speed threshold for a duration that exceeds the preset speeding limit duration T1, the monitoring layer considers that there is a problem with the speed limit control of the functional layer and determines that there is a transport safety risk. It is necessary to activate the functional safety status and perform torque reduction control to protect the safety of the vehicle and the users in the vehicle.

[0068] At the same time, the monitoring layer monitors the transport mode status and the real-time output torque of the functional layer. When it detects that the transport mode status is in an activated state, and monitors that the real-time output torque of the functional layer is ≥ the transport limit torque for a duration that exceeds the preset over-limit time T2, the monitoring layer considers that there is a problem with the torque limit control of the functional layer, and it is necessary to activate the functional safety status of the monitoring layer, determine that there is a transport safety risk, and perform torque reduction control to protect the safety of the vehicle and the users in the vehicle.

[0069] In summary, the safety control method of the transport mode provided in the embodiment of the present application, when the vehicle is driven in the transport mode, the speed limit control according to the real-time vehicle speed and the preset transport limit speed can limit the vehicle speed within a safe range, and the torque limit control according to the real-time output torque and the preset transport limit torque can limit the output torque within a safe range, avoiding the safety risks associated with overspeeding or excessive acceleration. Determine whether there is a transportation safety risk according to the real-time vehicle speed and the real-time output torque, and perform torque reduction control when there is a safety risk. When the vehicle has a transportation safety risk, reserve enough time for the driver to perform remedial operations, reduce the degree of danger when the vehicle has a transportation safety risk, reduce the difficulty of remediation after the transportation safety risk occurs, and achieve control of the transportation safety risk within a controllable range to protect the safety of the vehicle and the users in the vehicle.

[0070] In some embodiments, Figure 2As shown, whether there is a transportation safety risk is determined based on the real-time vehicle speed and real-time output torque, including:

[0071] Step 201: Determine whether there is a speeding safety risk based on the speed relationship between the real-time vehicle speed and the transportation limit vehicle speed.

[0072] In specific implementation, the speed relationship between the real-time vehicle speed and the transport limit speed is used to determine whether there is a problem with the speed limit control of the functional layer. Therefore, determining whether there is a speeding safety risk in the transport mode needs to be determined based on the speed relationship between the real-time vehicle speed and the transport limit speed.

[0073] In some embodiments, determining whether there is a speeding safety risk based on the speed relationship between the real-time vehicle speed and the transportation limit speed includes:

[0074] Step 211: In response to the vehicle speed relationship being that the real-time vehicle speed is less than the transportation limit vehicle speed, it is determined that there is no speeding safety risk.

[0075] During specific implementation, the relationship between the vehicle speeds indicates whether there is a speed limit fault in the functional layer. If the relationship between the vehicle speeds is that the real-time vehicle speed is less than the transport limit speed, it means that the functional layer has successfully achieved speed limit control, so that the real-time vehicle speed is always maintained at less than the transport limit speed, ensuring that the vehicle maintains a low speed in transport mode, ensuring the safety of the vehicle and the user while avoiding major wear and tear on the vehicle's mechanical structure, ensuring the brand newness of the vehicle, and ensuring that the vehicle can be sold smoothly.

[0076] Step 2012: In response to the vehicle speed relationship being that the real-time vehicle speed is greater than or equal to the transportation limit vehicle speed, determining a duration of the speeding.

[0077] During specific implementation, if the vehicle speed relationship is that the real-time vehicle speed is greater than or equal to the transport limit speed, it means that there is a problem with the speed limit control of the functional layer, and the real-time vehicle speed is not limited to less than the transport limit speed. The existing situation is determined, and then the duration of the speeding is further determined to determine whether the speeding is a misjudgment or a transient speeding.

[0078] Step 2013: In response to the overspeeding duration being less than the preset overspeeding limit duration, it is determined that there is no safety risk of overspeeding.

[0079] In specific implementation, if the speeding duration is less than the preset speeding limit duration, it means that the monitored speeding situation may be a misjudgment or a transient speeding. The functional layer's speed limit control can limit the vehicle speed, protect the safety of the vehicle and the user, and ensure that there is no speeding safety risk.

[0080] Step 2014: In response to the speeding duration being greater than or equal to the preset speeding limit duration, it is determined that there is a speeding safety risk.

[0081] During specific implementation, if the duration of speeding is greater than or equal to the preset speeding limit duration, it means that the monitored speeding situation is neither a misjudgment nor a transient speeding situation. The functional layer can no longer limit the vehicle speed. It is determined that there is a fault in the speed limit control of the functional layer. The vehicle is in a high-speed driving state for a long time in transport mode. If the driver is not very familiar with the control of the vehicle, incorrect control operations may cause a greater risk of vehicle loss of control at high speeds. It is determined that there is a speeding safety risk. The speed limit control of the functional layer alone cannot protect the safety of the vehicle and the user. The monitoring layer is required to take over the vehicle control and perform torque reduction control.

[0082] Step 202: Determine whether there is a torque safety risk according to the torque magnitude relationship between the real-time output torque and the transport limit torque.

[0083] In specific implementation, the torque size relationship between the real-time output torque and the transport limit torque is used to determine whether there is a problem with the torque limit control of the functional layer. Therefore, whether there is a torque safety risk in the transport mode is determined based on the torque size relationship between the real-time output torque and the transport limit torque.

[0084] In some embodiments, determining whether there is a torque safety risk according to the torque magnitude relationship between the real-time output torque and the transport limit torque includes:

[0085] Step 221: In response to the torque magnitude relationship being that the real-time output torque is less than the transportation limit torque, determining that there is no torque safety risk.

[0086] During specific implementation, the torque size relationship indicates whether there is a torque limitation fault in the functional layer. If the torque size relationship is that the real-time output torque is less than the transport limit torque, it means that the functional layer has successfully implemented the torque limitation control, so that the real-time output vehicle speed is always maintained at a level less than the transport limit torque, ensuring that the vehicle maintains low torque driving in transport mode, ensuring the safety of the vehicle and the user while avoiding major wear and tear on the vehicle's mechanical structure, ensuring the brand newness of the vehicle, and ensuring that the vehicle can be sold smoothly.

[0087] Step 2022: In response to the torque magnitude relationship being that the real-time output torque is greater than or equal to the transport limit torque, determining the torque excess time duration.

[0088] In specific implementation, if the torque size relationship is that the real-time output torque is greater than or equal to the transport limit torque, it means that there is a problem with the torque limit control of the functional layer, and the real-time output torque is not limited to less than the transport limit torque. It is determined that there is a large acceleration with a large torque output. At this time, the torque overlimit duration is continued to be determined to determine whether the torque exceeding the limit is a misjudgment or a transient torque overlimit.

[0089] Step 2023: In response to the torque overlimit duration being less than the preset overlimit limit duration, determining that there is no torque safety risk.

[0090] In specific implementation, if the torque overlimit duration is shorter than the preset overlimit duration, it means that the monitored torque overlimit situation may be a misjudgment or a transient torque overlimit. The torque limit control at the functional layer can limit the output torque, protect the safety of the vehicle and the user, and ensure that there is no safety risk of speeding.

[0091] Step 2024: In response to the torque overlimit duration being greater than or equal to the preset overlimit limit duration, determining that there is a torque safety risk.

[0092] In specific implementation, if the torque overlimit duration is greater than or equal to the preset overlimit duration, it means that the monitored torque overlimit situation is neither a misjudgment nor a transient torque overlimit. The functional layer can no longer achieve limit control on the output torque. It is determined that there is a fault in the torque limit control of the functional layer. The vehicle is in a high-torque drive state for a long time in transport mode. If the driver is not very familiar with the control of the vehicle, incorrect control operations may cause a greater risk of vehicle loss of control under high-torque drive conditions. It is determined that there is a torque overlimit safety risk. The torque limit control of the functional layer alone cannot protect the safety of the vehicle and the user. The monitoring layer is required to take over the vehicle control and perform torque reduction control.

[0093] Step 203: In response to the absence of an overspeed safety risk and a torque safety risk, determining that there is no transportation safety risk.

[0094] During specific implementation, if there is no overspeeding safety risk and no torque safety risk, it means that the torque limit control function and the speed limit control function of the functional layer can operate normally, so that the vehicle can travel at a low speed and low torque in the transport mode, and it is determined that there is no transportation safety risk. The safety of the vehicle and users can be protected without torque reduction control.

[0095] Step 204: In response to the existence of an overspeed safety risk or the existence of a torque safety risk, determining that there is a transportation safety risk.

[0096] In specific implementation, if there is a safety risk of overspeeding, it means that the vehicle is driving at a high speed that exceeds the functional layer limit. If the user is not familiar with vehicle control, there is a risk of overspeeding and loss of control, and it is determined that there is a transportation safety risk. If there is a torque safety risk, it means that the vehicle is driving at a high torque that exceeds the functional layer limit. If the user is not familiar with vehicle control, the large output torque causes a drastic change in the vehicle state, and there is a risk of loss of control, and it is determined that there is a transportation safety risk. It is necessary to reduce the degree of danger of possible transportation safety risks by reducing torque to protect the safety of vehicles and users.

[0097] In some embodiments, Figure 3 As shown, the torque reduction control includes:

[0098] Step 301: Determine the target risk level of transportation safety risk.

[0099] In specific implementation, the corresponding target risk level can be determined according to the number of specific risk types included in the transportation safety risk. For example, if there is only overspeed safety risk in the transportation safety risk, the target risk level can be determined as level 1; if there is only torque safety risk in the transportation safety risk, the target danger level can be determined as level 1; if there are both overspeed safety risk and torque safety risk in the transportation safety risk, the target danger level can be determined as level 2. Different target danger levels require different degrees of torque reduction. The higher the target danger level, the greater the torque that needs to be reduced, so as to ensure that the torque reduction control can achieve the purpose of reducing the degree of danger, avoid invalid torque reduction control, and improve the effectiveness of torque reduction control.

[0100] Step 302: Determine the compensation torque corresponding to the target risk level according to the preset level-torque relationship, and determine the difference between the real-time output torque and the compensation torque as the safety request torque.

[0101] In specific implementation, the preset level torque relationship is a two-dimensional relationship between torque and risk level, which can be a two-dimensional function relationship or a corresponding relationship in a two-dimensional table. After determining the target risk level, the target risk level is used as input data, and the compensation torque is retrieved according to the level torque relationship. The retrieved torque value is the output compensation torque. The higher the target risk level, the greater the compensation torque.

[0102] Then, the difference between the real-time output torque and the compensation torque is determined as the safety request torque, and the torque reduction control is implemented according to the compensation torque. The safety request torque after the torque reduction slows down the operation of the vehicle, reducing the probability of actual danger caused by transportation safety risks, so as to protect the safety of the vehicle and users in the transportation mode.

[0103] Step 303: Determine a target torque reduction rate corresponding to the target risk level according to a preset level-rate relationship.

[0104] During specific implementation, when the real-time output torque is reduced to the safety request torque, in order to ensure the smoothness of the vehicle control, it is necessary to ensure the smoothness of the torque reduction process and avoid a large torque reduction in an instant, which may cause the vehicle to jerk. Therefore, it is necessary to determine the target torque reduction rate corresponding to the target risk level based on the preset level-rate relationship.

[0105] Among them, the preset level-rate relationship is a two-dimensional relationship between the danger level and the torque reduction rate, which can be a two-dimensional function relationship or a two-dimensional table relationship. According to the level-rate relationship, the target torque reduction rate corresponding to the target risk level can be determined. Among them, the larger the target risk level, the higher the probability of a safety accident, and a rapid torque reduction is required to reduce the probability of safety problems. Therefore, the corresponding target torque reduction rate is larger. On the contrary, the smaller the target risk level, the smaller the corresponding target torque reduction rate.

[0106] Step 304: Reduce the real-time output torque to the safety request torque according to the target torque reduction rate.

[0107] During specific implementation, the real-time output torque is reduced to the safe requested torque through the target torque reduction rate, thereby achieving smooth control of the torque reduction process, avoiding the vehicle from jerking during torque reduction, ensuring the smoothness of the vehicle's torque reduction process, further reducing the probability of safety problems, and protecting the safety of vehicles and users in transportation mode.

[0108] In some embodiments, the safety control method of the transportation mode further includes:

[0109] In response to detecting a mode off signal corresponding to the transport mode, the vehicle is controlled to exit the transport mode, a display prompt of the transport mode is turned off, and the vehicle speed limit control and the torque limit control are released.

[0110] During specific implementation, if a mode closing signal corresponding to the transport mode is detected, it means that the transportation process of the vehicle has ended, and the vehicle is controlled to exit the transport mode. At the same time, the display prompt of the transport mode is turned off, and the speed limit control and torque limit control are released to ensure that consumers can test drive the vehicle smoothly when buying a car and ensure the subsequent normal use of the vehicle.

[0111] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0112] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0113] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a safety control device for a transportation mode.

[0114] refer to Figure 4 , the safety control device of a transportation mode comprises:

[0115] The human-machine interaction module 10 is configured to: in response to detecting a transport activation signal corresponding to the transport mode, determine whether the start condition of the transport mode is met according to the current mileage, and control the vehicle to enter the transport mode when the start condition is met, display a prompt of the transport mode, and determine the real-time vehicle speed and the real-time output torque of the driving device;

[0116] The control function layer module 20 is configured to: perform vehicle speed limit control according to the real-time vehicle speed and the preset transportation limit vehicle speed, and perform torque limit control according to the real-time output torque and the preset transportation limit torque;

[0117] The control monitoring layer module 30 is configured to determine whether there is a transportation safety risk based on the real-time vehicle speed and the real-time output torque, and control the vehicle to enter a functional safety state and perform torque reduction control when there is a safety risk.

[0118] Optionally, the control function layer module 20 includes:

[0119] A vehicle speed difference determination unit is configured to: determine a vehicle speed difference between a transport limit vehicle speed and a real vehicle speed;

[0120] A vehicle speed closed-loop control unit is configured to: in response to the vehicle speed difference being less than or equal to a preset differential threshold, perform a vehicle speed PI closed-loop control according to the vehicle speed difference and the transport limit vehicle speed;

[0121] The vehicle speed control unit is configured to: in response to the vehicle speed difference being greater than a preset differential threshold, perform vehicle speed control according to the requested acceleration.

[0122] Optionally, the control function layer module 20 further includes:

[0123] a torque difference determination unit configured to: determine a torque difference between the transport limit torque and the real-time output torque;

[0124] The torque closed-loop control unit is configured to: in response to the torque difference being less than or equal to a preset torque difference threshold, perform torque PI closed-loop control according to the torque difference and the transport limit torque;

[0125] The torque control unit is configured to: in response to the torque difference being greater than a preset differential threshold, perform torque control according to the requested torque.

[0126] Optionally, the control monitoring layer module 30 includes:

[0127] The speeding risk judgment unit is configured to: determine whether there is a speeding safety risk according to the speed relationship between the real-time vehicle speed and the transportation limit vehicle speed;

[0128] The torque risk judgment unit is configured to: determine whether there is a torque safety risk according to the torque magnitude relationship between the real-time output torque and the transportation limit torque;

[0129] The transportation safety judgment unit is configured to: determine that there is no transportation safety risk in response to the absence of overspeed safety risk and torque safety risk; determine that there is a transportation safety risk in response to the presence of overspeed safety risk or torque safety risk.

[0130] Optionally, the speeding risk judgment unit includes:

[0131] The vehicle speed comparison subunit is configured to: in response to the vehicle speed magnitude relationship being that the real-time vehicle speed is less than the transportation speed limit, determine that there is no speeding safety risk; in response to the vehicle speed magnitude relationship being that the real-time vehicle speed is greater than or equal to the transportation speed limit, determine the duration of the speeding;

[0132] The first duration comparison subunit is configured to: in response to the duration of speeding being less than the preset speeding limit duration, determine that there is no speeding safety risk; in response to the duration of speeding being greater than or equal to the preset speeding limit duration, determine that there is a speeding safety risk.

[0133] Optionally, the torque risk judgment unit includes:

[0134] The torque comparison subunit is configured to: determine that there is no torque safety risk in response to the torque magnitude relationship being that the real-time output torque is less than the transportation limit torque; determine the torque overlimit duration in response to the torque magnitude relationship being that the real-time output torque is greater than or equal to the transportation limit torque;

[0135] The second duration comparison subunit is configured to: in response to the torque overlimit duration being less than the preset overlimit limit duration, determine that there is no torque safety risk; in response to the torque overlimit duration being greater than or equal to the preset overlimit limit duration, determine that there is a torque safety risk.

[0136] Optionally, the control monitoring layer module 30 further includes:

[0137] The risk level determination unit is configured to: determine a target risk level of the transportation safety risk;

[0138] A safety request determination unit is configured to: determine a compensation torque corresponding to a target risk level according to a preset level-torque relationship, and determine a difference between the real-time output torque and the compensation torque as a safety request torque;

[0139] The torque reduction rate determination unit is configured to: determine a target torque reduction rate corresponding to a target risk level according to a preset level-rate relationship;

[0140] The torque reduction adjustment unit is configured to reduce the real-time output torque to the safety request torque according to the target torque reduction rate.

[0141] Optionally, the safety control device for the transport mode further includes:

[0142] The mode release module is configured to: in response to detecting a mode closing signal corresponding to the transport mode, control the vehicle to exit the transport mode, turn off the display prompt of the transport mode, and release the vehicle speed limit control and the torque limit control.

[0143] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0144] The device of the above embodiment is used to implement the corresponding transportation mode safety control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0145] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the safety control method for the transportation mode described in any of the above embodiments is implemented.

[0146] Figure 5A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0147] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0148] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0149] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0150] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0151] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0152] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0153] The electronic device of the above embodiment is used to implement the corresponding transportation mode safety control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0154] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the safety control method of the transportation mode as described in any of the above embodiments.

[0155] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0156] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the safety control method of the transportation mode as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0157] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or the safety control device of the transportation mode of the above-mentioned embodiment, and the safety control method of the transportation mode described in any of the above embodiments is executed through the electronic device or the safety control device of the transportation mode of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0158] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0159] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0160] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0161] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0162] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0163] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0164] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0165] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A safety control method for a transportation mode, characterized in that: include: In response to detecting a transport activation signal corresponding to a transport mode, determining whether a start condition of the transport mode is met according to a current mileage, and when the start condition is met, controlling the vehicle to enter the transport mode, displaying a prompt of the transport mode, and determining a real-time vehicle speed and a real-time output torque of a driving device; Performing vehicle speed limit control according to the real-time vehicle speed and the preset transportation limit vehicle speed, and performing torque limit control according to the real-time output torque and the preset transportation limit torque; Whether there is a transportation safety risk is determined according to the real-time vehicle speed and the real-time output torque, and when there is a safety risk, the vehicle is controlled to enter a functional safety state and torque reduction control is performed.

2. The method for safety control of the transportation mode according to claim 1, characterized in that: The vehicle speed limit control is performed according to the real-time vehicle speed and the preset transportation limit vehicle speed, including: Determining a vehicle speed difference between the transport limit vehicle speed and the real-time vehicle speed; In response to the vehicle speed difference being less than or equal to a preset differential threshold, performing vehicle speed PI closed-loop control according to the vehicle speed difference and the transport limit vehicle speed; In response to the vehicle speed difference being greater than a preset differential threshold, the vehicle speed is controlled according to the requested acceleration.

3. The method for safety control of transportation mode according to claim 1, characterized in that: The torque limiting control is performed according to the real-time output torque and the preset transport limiting torque, including: determining a torque difference between the transport limit torque and the real-time output torque; In response to the torque difference being less than or equal to a preset torque difference threshold, performing torque PI closed-loop control according to the torque difference and the transport limit torque; In response to the torque difference being greater than a preset differential threshold, torque control is performed according to the requested torque.

4. The method for safety control of transportation mode according to claim 1, characterized in that: The determining whether there is a transportation safety risk according to the real-time vehicle speed and the real-time output torque includes: Determining whether there is a safety risk of speeding according to the speed relationship between the real-time vehicle speed and the transport limit vehicle speed; Determining whether there is a torque safety risk according to a torque magnitude relationship between the real-time output torque and the transport limit torque; In response to the overspeed safety risk not existing and the torque safety risk not existing, determining that the transportation safety risk does not exist; In response to the overspeed safety risk existing or the torque safety risk existing, it is determined that the transportation safety risk exists.

5. The method for safety control of transportation mode according to claim 4, characterized in that: The determining whether there is a speeding safety risk according to the speed relationship between the real-time vehicle speed and the transport limit vehicle speed includes: In response to the vehicle speed magnitude relationship being that the real-time vehicle speed is less than the transport limit vehicle speed, determining that there is no speeding safety risk; In response to the vehicle speed magnitude relationship being that the real-time vehicle speed is greater than or equal to the transport limit vehicle speed, determining a duration of the speeding; In response to the overspeeding duration being less than a preset overspeeding limit duration, determining that there is no overspeeding safety risk; In response to the speeding duration being greater than or equal to a preset speeding limit duration, it is determined that the speeding safety risk exists.

6. The method for safety control of transportation mode according to claim 4, characterized in that: The determining whether there is a torque safety risk according to the torque magnitude relationship between the real-time output torque and the transport limit torque includes: In response to the torque magnitude relationship being that the real-time output torque is less than the transportation limit torque, determining that there is no torque safety risk; In response to the torque magnitude relationship being that the real-time output torque is greater than or equal to the transport limit torque, determining a torque excess time duration; In response to the torque over-limit duration being shorter than a preset over-limit duration, determining that the torque safety risk does not exist; In response to the torque over-limit duration being greater than or equal to a preset over-limit time duration, it is determined that the torque safety risk exists.

7. The method for safety control of transportation mode according to claim 1, characterized in that: The torque reduction control comprises: Determine the target risk level for the transport safety risk; determining a compensation torque corresponding to the target risk level according to a preset level-torque relationship, and determining a difference between the real-time output torque and the compensation torque as a safety request torque; Determining a target torque reduction rate corresponding to the target risk level according to a preset level-rate relationship; The immediate output torque is reduced to the safety request torque according to the target torque reduction rate.

8. The method for safety control of transportation mode according to claim 1, characterized in that: Also includes: In response to detecting a mode closing signal corresponding to the transport mode, the vehicle is controlled to exit the transport mode, a display prompt of the transport mode is closed, and the vehicle speed limit control and the torque limit control are released.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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