Vehicle speed threshold adjusting method and device, vehicle, medium and program product

Abstract

The invention relates to the technical field of intelligent cabins, in particular to a vehicle speed threshold value adjusting method and device, a vehicle, a medium and a program product. Obtaining a geo-fence boundary and a first speed threshold value in an area enclosed by the geo-fence boundary; and when the position of the vehicle is located in the area defined by the geo-fence boundary, adjusting a second speed threshold value of the vehicle to be the first speed threshold value. In this way, the speed threshold value of the vehicle is adjusted according to the position of the vehicle. On one hand, casualties or other losses caused by the fact that the vehicle is out of control due to too high speed in a public place can be avoided, and on the other hand, under the scene that speed limiting is not needed, it is ensured that the vehicle can be kept at a high speed, and the situation that the driving experience of a user is affected due to speed limiting is avoided.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and in particular, to a method, device, vehicle, medium, and program product for adjusting a vehicle speed threshold. Background Art

[0002] With the continuous development of vehicle technology, the performance of vehicles has been significantly improved. Among them, the driving speed of vehicles can reach more than three hundred kilometers per hour. In some public places, such as around schools and stations, due to the large number of pedestrians, if the maximum driving speed of the vehicle is not restricted, it may lead to an increase in the risk of vehicle out of control, and may further lead to casualties or other losses. In a racing scenario, if the driving speed of the vehicle is restricted, it will affect the user's racing experience. Therefore, it is necessary to adjust the speed threshold of the vehicle according to the position of the vehicle. On the one hand, it is possible to avoid the vehicle getting out of control due to excessive speed in public places, resulting in casualties or other losses. On the other hand, in a scenario where speed limit is not required, it is ensured that the vehicle can maintain a high speed to avoid affecting the user's driving experience due to speed limit. Summary of the Invention

[0003] To overcome the problems existing in the related art, the present disclosure provides a method, device, vehicle, medium, and program product for adjusting a vehicle speed threshold.

[0004] According to a first aspect of an embodiment of the present disclosure, there is provided a method for adjusting a vehicle speed threshold, including: Obtaining the vehicle position; Obtaining the geographical fence boundary and a first speed threshold within the area enclosed by the geographical fence boundary; When the vehicle position is within the area enclosed by the geographical fence boundary, adjusting a second speed threshold of the vehicle to the first speed threshold.

[0005] By adopting the above technical solution, the vehicle position is obtained, the geographical fence boundary and the first speed threshold within the area enclosed by the geographical fence boundary are obtained, and when the vehicle position is within the area enclosed by the geographical fence boundary, the second speed threshold of the vehicle is adjusted to the first speed threshold. In this way, the speed threshold of the vehicle is adjusted according to the position of the vehicle. On the one hand, it is possible to avoid the vehicle getting out of control due to excessive speed in public places, resulting in casualties or other losses. On the other hand, in a scenario where speed limit is not required, it is ensured that the vehicle can maintain a high speed to avoid affecting the user's driving experience due to speed limit.

[0006] In some possible implementation manners, the first speed threshold is less than the second speed threshold.

[0007] Thus, when the vehicle position is within the area enclosed by the geofence boundary, the vehicle speed threshold can be limited to the first speed threshold, which can effectively avoid the risk of vehicle out of control, reduce the probability of traffic accidents, and thus improve driving safety.

[0008] In some possible implementation manners, when the vehicle position is outside the area enclosed by the geofence boundary, there is a first correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; when the vehicle position is within the area enclosed by the geofence boundary, there is a second correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; at least part of the first correlation and the second correlation are different.

[0009] Thus, when the vehicle position is within the area enclosed by the geofence boundary, the vehicle driving can be controlled according to the second correlation and the opening angle of the accelerator pedal to limit the driving speed of the vehicle.

[0010] In some possible implementation manners, the first relationship in the first correlation is the same as the first relationship in the second correlation, and the first relationship is the relationship between the driving speed less than or equal to the first speed threshold and the opening angle of the accelerator pedal; for each opening angle in the second relationship, the driving speed corresponding to the opening angle in the first correlation is greater than the driving speed corresponding to the opening angle in the second correlation, and the second relationship is the relationship between the driving speed greater than the first speed threshold and the opening angle of the accelerator pedal.

[0011] By adopting the above technical solution, when the driving speed is less than the first speed threshold, the driving speed is not limited. When the driving speed exceeds the first speed threshold, it is limited that the driving speed corresponding to the same opening angle in the second correlation is less than the driving speed corresponding to the opening angle in the first correlation. In this way, the driving needs of users can be satisfied while avoiding vehicle out of control.

[0012] In some possible implementation manners, the range of the opening angle of the accelerator pedal corresponding to the driving speed less than the second speed threshold in the first correlation is the same as the range of the opening angle of the accelerator pedal corresponding to the driving speed less than the first speed threshold in the second correlation.

[0013] By adopting the above technical solution, for the same opening angle range, when the vehicle position is within the area enclosed by the geofence boundary, the driving speed corresponding to the opening angle range is limited to achieve the limitation of the driving speed and avoid the vehicle from getting out of control.

[0014] In some possible embodiments, the driving speeds corresponding to at least one opening and closing angle of the accelerator pedal are different in the first association relationship and the second association relationship.

[0015] In this way, for at least one opening and closing angle, when the vehicle position is within the area enclosed by the geographical fence boundary, the driving speed corresponding to the opening and closing angle can be restricted to achieve the restriction of the driving speed and avoid the vehicle from getting out of control.

[0016] In some possible embodiments, the method further includes: When the vehicle position is within the area enclosed by the geographical fence boundary, when the driving speed of the vehicle exceeds the first speed threshold, restrict the opening and closing angle of the accelerator pedal not to exceed the target opening and closing angle corresponding to the first speed threshold.

[0017] In this way, by restricting the maximum opening and closing angle value of the accelerator pedal to the target opening and closing angle corresponding to the first speed threshold when the vehicle position is within the area enclosed by the geographical fence boundary, the maximum driving speed of the vehicle can be effectively controlled, and further the vehicle getting out of control can be effectively avoided, improving driving safety.

[0018] In some possible embodiments, the method further includes: When the vehicle position is within the area enclosed by the geographical fence boundary, when the driving speed of the vehicle exceeds the first speed threshold, increase the damping of the accelerator pedal.

[0019] In this way, when the vehicle driving speed exceeds the first speed threshold, the difficulty of accelerating is increased. If the user wants to continue accelerating, a greater resistance will be felt, thus prompting the user to actively reduce the vehicle speed or keep it within the safe speed range, greatly reducing the possibility of the vehicle speeding within the area enclosed by the geographical fence boundary, reducing the accident risk, and ensuring the safety of pedestrians and vehicles.

[0020] In some possible embodiments, the method further includes: When the vehicle position is within the area enclosed by the geographical fence boundary, if the driving speed of the vehicle does not exceed the first speed threshold, determine the current opening and closing angle of the accelerator pedal of the vehicle; According to the current opening and closing angle of the accelerator pedal, control the acceleration of the vehicle so that the acceleration is less than the acceleration threshold.

[0021] In this way, the acceleration of the vehicle can be restricted in combination with the user's driving intention, ensuring that while restricting the acceleration, the user's acceleration demand can be satisfied to a certain extent, improving the user's driving experience.

[0022] In some possible embodiments, controlling the acceleration of the vehicle according to the current opening angle of the accelerator pedal so that the acceleration is less than an acceleration threshold includes: Determining a theoretical output power corresponding to the current opening angle; In response to the theoretical output power being greater than or equal to a preset output power threshold, controlling the vehicle according to the output power threshold, where the output power threshold is less than the maximum output power of the vehicle and the output power threshold is determined according to the acceleration threshold.

[0023] By adopting the above technical solution, by controlling the output power of the vehicle not to exceed the output power threshold, the acceleration of the vehicle is made less than or equal to the acceleration threshold, ensuring that the vehicle accelerates smoothly, thereby improving driving safety.

[0024] In some possible embodiments, controlling the acceleration of the vehicle according to the current opening angle of the accelerator pedal so that the acceleration is less than an acceleration threshold includes: Controlling the vehicle to travel according to a first acceleration according to the current opening angle of the accelerator pedal, where the first acceleration is less than a second acceleration corresponding to the current opening angle and the acceleration threshold.

[0025] In this way, the acceleration of the vehicle can be limited according to the driving intention of the vehicle, so that the vehicle accelerates smoothly, thereby improving the driving experience of the user.

[0026] In some possible embodiments, the first acceleration is a product of the second acceleration and a preset coefficient, and the preset coefficient is greater than 0 and less than 1.

[0027] In this way, while ensuring driving safety, it can meet the driving intention of the user to a certain extent, improving the driving experience of the user.

[0028] In some possible embodiments, the preset coefficient is a preset coefficient corresponding to an opening angle interval where the current opening angle is located, and preset coefficients corresponding to different opening angle intervals are different.

[0029] In this way, preset coefficients corresponding to different opening angle intervals are different, further avoiding sudden acceleration that may cause the vehicle to lose control. In some possible embodiments, controlling the vehicle to travel according to a first acceleration according to the current opening angle of the accelerator pedal includes: In response to the second acceleration corresponding to the current opening angle being greater than the acceleration threshold, controlling the vehicle to travel according to the first acceleration.

[0030] With the above technical solution, when the second acceleration corresponding to the current opening angle is greater than the acceleration threshold, the acceleration is limited, which can prevent the vehicle from accelerating excessively and avoid the risk of out-of-control caused by the driver's misoperation or excessive stepping on the accelerator pedal.

[0031] In some possible embodiments, the first speed threshold is the sum of the speed limit value of the area enclosed by the geofence boundary and a preset value, and the preset value is a value greater than or equal to 0.

[0032] In this way, it is possible to meet the driving needs of users while avoiding vehicle out-of-control.

[0033] In some possible embodiments, the method further includes: In response to the current driving speed of the vehicle being greater than the speed limit value and less than the first speed threshold, determining the current speed interval in which the current driving speed is located; Outputting a warning message matching the current speed interval.

[0034] With the above technical solution, when the driving speed of the vehicle exceeds the speed limit value but does not exceed the first speed threshold, a warning message matching the current speed interval can be output according to the current speed interval in which the current driving speed is located, which can achieve the purpose of accurate warning and help standardize the driving behavior of users.

[0035] In some possible embodiments, the method further includes: In response to the number of times of continuously outputting warning messages matching the current speed interval reaching a preset number of times, outputting a warning message matching the target speed interval, where the lower speed limit value of the target speed interval and the upper speed limit value of the current speed interval, and the warning level of the warning message matching the target speed interval is higher than the warning level of the warning message matching the current speed interval.

[0036] With the above technical solution, if the number of times of continuously outputting warning messages matching the current speed interval reaches a preset number of times, a warning message with a higher warning level will be output. In this way, the driver can more accurately understand the risk level of the current vehicle speed, further improving the accuracy and personalized experience of the warning.

[0037] In some possible embodiments, the method further includes: In response to determining that the vehicle is within the area enclosed by the geofence boundary, outputting a first prompt message for prompting to adjust the second speed threshold of the vehicle to the first speed threshold.

[0038] When the above solution is adopted and the speed-related parameters are restricted, a first prompt message is output to prompt the adjustment of the speed threshold. In this way, the user's awareness of the driving state is enhanced when the speed thresholds are different, and the user's driving experience is improved.

[0039] In some possible implementation manners, adjusting the second speed threshold of the vehicle to the first speed threshold includes: In response to determining that the speed threshold adjustment function of the vehicle is in an on state, adjusting the second speed threshold of the vehicle to the first speed threshold.

[0040] In this way, the speed threshold of the vehicle can be adjusted according to the user's needs, and the flexibility of adjusting the speed threshold and the user experience are improved.

[0041] In some possible implementation manners, adjusting the second speed threshold of the vehicle to the first speed threshold includes: In response to determining that the change rate of the opening and closing angle of the accelerator pedal of the vehicle is greater than a preset change rate, adjusting the second speed threshold of the vehicle to the first speed threshold.

[0042] When the change rate of the opening and closing angle of the accelerator pedal of the vehicle is greater than the preset opening and closing angle change rate, it is determined that the user is stepping on the accelerator pedal with a greater force. At this time, the risk of vehicle out of control increases significantly. To reduce the risk of out of control, the speed of the vehicle can be restricted.

[0043] In some possible implementation manners, the first speed threshold is greater than the second speed threshold.

[0044] When the above technical solution is adopted, when the vehicle is driving within the area enclosed by the geographical fence boundary where speed limit is not required, the speed threshold of the vehicle can be increased from the second speed threshold to the first speed threshold to meet the user's speed requirement on the basis of driving safety.

[0045] In some possible implementation manners, the method further includes: In response to the vehicle driving out of the area enclosed by the geographical fence boundary, outputting a second prompt message, where the second prompt message is used to prompt to adjust the first speed threshold of the vehicle to the second speed threshold.

[0046] When the above technical solution is adopted, when receiving the feedback information of the user for the second prompt message, adjusting the first speed threshold of the vehicle to the second speed threshold, avoiding the problem that the vehicle gets out of control due to the sudden increase of the vehicle's acceleration or speed, increasing the interactivity, and further improving the driving safety.

[0047] In some possible implementation manners, the method further includes: In response to receiving feedback information from the user for the second prompt information, adjust the first speed threshold of the vehicle to the second speed threshold.

[0048] According to a second aspect of the embodiments of the present disclosure, there is provided a vehicle speed threshold adjustment device, including: A first acquisition module configured to acquire the vehicle position; A second acquisition module configured to acquire the geographical fence boundary and the first speed threshold within the area enclosed by the geographical fence boundary; An adjustment module configured to adjust the second speed threshold of the vehicle to the first speed threshold when the vehicle position is within the area enclosed by the geographical fence boundary.

[0049] According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle, including: A processor; A memory for storing processor-executable instructions; Wherein, the processor is configured to execute the instructions to enable the vehicle to implement the steps of the vehicle speed threshold adjustment method described in the first aspect of the embodiments of the present disclosure.

[0050] According to a fourth aspect of the embodiments of the present disclosure, there is provided a computer-readable storage medium, on which computer program instructions are stored, and when the program instructions are executed by a processor, the steps of the vehicle speed threshold adjustment method described in the first aspect of the embodiments of the present disclosure are implemented.

[0051] According to a fifth aspect of the embodiments of the present disclosure, there is provided a computer program product, including a computer program, and when the computer program is executed by a processor, the steps of the vehicle speed threshold adjustment method described in the first aspect of the embodiments of the present disclosure are implemented.

[0052] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.

[0054] Figure 1 is a flowchart of a vehicle speed threshold adjustment method shown according to an exemplary embodiment.

[0055] Figure 2 is a block diagram of a vehicle speed threshold adjustment device shown according to an exemplary embodiment.

[0056] Figure 3 is a block diagram of a vehicle shown according to an exemplary embodiment. Detailed implementation manners

[0057] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present disclosure. On the contrary, they are merely examples of apparatuses and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0058] It should be noted that all actions of obtaining signals, information, or data in the present disclosure are carried out on the premise of complying with the corresponding data protection regulations and policies of the country where the location is located and obtaining the authorization given by the owner of the corresponding device.

[0059] The present disclosure provides a vehicle speed threshold adjustment method, apparatus, vehicle, medium, and program product. The vehicle position is obtained; the geographical fence boundary and the first speed threshold within the area enclosed by the geographical fence boundary are obtained; when the vehicle position is within the area enclosed by the geographical fence boundary, the second speed threshold of the vehicle is adjusted to the first speed threshold. In this way, the speed threshold of the vehicle is adjusted according to the position of the vehicle. On the one hand, it can prevent the vehicle from getting out of control due to excessive speed in public places, resulting in casualties or other losses. On the other hand, in scenarios where speed limit is not required, it ensures that the vehicle can maintain a high speed to avoid affecting the driving experience of users due to speed limit.

[0060] Figure 1 is a flowchart of a vehicle speed threshold adjustment method shown according to an exemplary embodiment. This method can be applied to a vehicle controller or a vehicle-mounted system. As Figure 1 shown, the vehicle speed threshold adjustment method may include the following steps.

[0061] In step S11, the vehicle position is obtained.

[0062] Exemplarily, first, the vehicle position can be determined by positioning technology. Among them, the positioning technology may include, but is not limited to: GPS (Global Positioning System), IMU (Inertial measurement unit), RTK (Real -time kinematic) carrier phase differential positioning technology, and visual positioning technology. Among them, the visual positioning technology refers to the technology of positioning through images captured by a camera.

[0063] In the present disclosure, any one of the positioning technologies can be adopted alone to determine the vehicle position, or two or more positioning technologies can be adopted simultaneously to determine the vehicle position. To ensure that the vehicle position can be accurately determined in any scenario, the vehicle position can be determined comprehensively through GPS positioning technology, IMU positioning technology, RTK positioning technology, and visual positioning technology. In this way, by fusing GPS, IMU, RTK, and visual positioning technologies, the advantages of each positioning technology can be fully utilized to make up for the deficiencies of single positioning technologies. For example, GPS provides a global position reference, IMU provides short-term high-precision dynamic information, RTK provides high-precision differential positioning, and visual positioning provides environmental perception and relative position information. In addition, the multi-sensor fusion system can improve the redundancy and reliability of the system, reduce the risk of single-point failure, and meet the requirements of functional safety.

[0064] In step S12, the geographical fence boundary and the first speed threshold within the area enclosed by the geographical fence boundary are obtained.

[0065] In the present disclosure, the geographical fence boundary can be pre-configured. Exemplarily, for each target facility, the geographical fence boundary of the target facility can be pre-configured. Among them, the target facilities can include public facilities such as schools, hospitals, stations, airports, and parking lots. For each city, the target facilities of the city can be determined in combination with the map information of the city. Then, for each target facility, according to the preset geographical fence configuration information, the geographical fence boundary of the target facility and the area enclosed by the geographical fence boundary are determined.

[0066] Among them, the geographical fence configuration information can include, but is not limited to, information such as the shape of the determined area and the size of the preset area. For example, the shape of the area enclosed by the geographical fence boundary can be any shape, and the size can be pre-configured by the user.

[0067] In addition, for different target facilities, the corresponding geographical fence configuration information can be the same or different, and the present disclosure does not limit this.

[0068] In this way, for each target facility, the geographical fence boundary including the target facility and the area enclosed by the geographical fence boundary are pre-determined according to the preset geographical fence configuration information. In this way, when the vehicle is driving within the area enclosed by the geographical fence boundary, the speed of the vehicle is adjusted.

[0069] In addition, the first speed thresholds corresponding to the areas enclosed by different geofence boundaries are different. That is, for different areas enclosed by geofence boundaries, the degree of speed adjustment is different. For example, the first speed thresholds for the areas enclosed by the geofence boundaries of a school and a station are different. For instance, the first speed threshold within the area enclosed by the geofence boundary of a school is less than the first speed threshold within the area enclosed by the geofence boundary of a station.

[0070] First, it should be understood that when generating the geofence boundary and the area enclosed by the geofence boundary, the first speed threshold within the area enclosed by the geofence boundary can be set. For example, the first speed threshold can be custom-set by a technician according to the specified speed limit value.

[0071] Second, it should be understood that in the present disclosure, step S11 can be executed first and then step S12, or step S12 can be executed first and then step S11, or steps S11 and S12 can be executed simultaneously. The present disclosure does not limit the execution order of steps S11 and S12.

[0072] In this way, the first speed thresholds for different areas enclosed by geofence boundaries are different, which improves the personalization and accuracy of vehicle speed threshold adjustment.

[0073] In step S13, when the vehicle position is within the area enclosed by the geofence boundary, the second speed threshold of the vehicle is adjusted to the first speed threshold.

[0074] For example, the identification ID of the area enclosed by the geofence boundary can be recorded as fence_001, the shape can be a circle, the center point coordinates of the circle can be (x1, y1), and the radius can be 1000.

[0075] It should be understood that the shape of the area enclosed by the geofence boundary can also be a polygon.

[0076] Considering that the area enclosed by the geofence boundary may be irregular, in order to accurately determine whether the vehicle is located within the area enclosed by the geofence boundary, in some embodiments, the relationship between the vehicle and the area enclosed by the geofence boundary can be judged by the ray method. For example, a ray is constructed with the vehicle position as the endpoint, and the number of intersection points between this ray and all sides of the polygon is calculated. If the number of intersection points is odd, the point is inside the polygon, that is, it is determined that the vehicle position is within the area enclosed by the geofence boundary; otherwise, it is determined that the vehicle position is not within the area enclosed by the geofence boundary.

[0077] When it is determined that the vehicle position is within the area enclosed by the geographical fence boundary, the second speed threshold of the vehicle is adjusted to the first speed threshold. Wherein, the second preset threshold is the speed when the vehicle is driving within the area not enclosed by the geographical fence boundary.

[0078] Adopting the above technical solution, the vehicle position is obtained, the geographical fence boundary and the first speed threshold within the area enclosed by the geographical fence boundary are obtained. When the vehicle position is within the area enclosed by the geographical fence boundary, the second speed threshold of the vehicle is adjusted to the first speed threshold. In this way, the speed threshold of the vehicle is adjusted according to the position of the vehicle. On the one hand, it can prevent the vehicle from getting out of control due to excessive speed in public places, resulting in casualties or other losses. On the other hand, in scenarios where speed limit is not required, it ensures that the vehicle can maintain a relatively high speed to avoid affecting the user's driving experience due to speed limit.

[0079] In some embodiments, adjusting the second speed threshold of the vehicle to the first speed threshold may include: In response to determining that the speed threshold adjustment function of the vehicle is in the on state, the second speed threshold of the vehicle is adjusted to the first speed threshold.

[0080] In this way, the user can choose whether to turn on the speed threshold adjustment function of the vehicle, and when it is determined that the user has turned on the speed threshold adjustment function, the second speed threshold of the vehicle is adjusted to the first speed threshold. In this way, the speed threshold of the vehicle can be adjusted according to the user's needs, improving the flexibility of speed threshold adjustment and the user experience.

[0081] In the present disclosure, when adjusting the speed threshold of the vehicle, a prompt message may also be output to enable the user to know that the speed threshold of the vehicle is adjusted.

[0082] In some embodiments, the method further includes: In response to determining that the vehicle is within the area enclosed by the geographical fence boundary, a first prompt message is output, and the first prompt message is used to prompt to adjust the second speed threshold of the vehicle to the first speed threshold.

[0083] Exemplarily, the first prompt message may be output through the display device and / or the voice playback device in the vehicle to prompt to adjust the second speed threshold of the vehicle to the first speed threshold.

[0084] Adopting the above solution, when restricting speed-related parameters, a first prompt message is output to prompt to adjust the speed threshold. In this way, the user's awareness of the driving state is enhanced when the speed thresholds are different, improving the user driving experience.

[0085] In other embodiments, the method may further include: In response to the vehicle driving out of the area enclosed by the geofence boundary, output a second prompt message for prompting to adjust the first speed threshold of the vehicle to a second speed threshold.

[0086] When the vehicle drives out of the area enclosed by the geofence boundary, the speed threshold of the vehicle is no longer the first speed threshold. To facilitate the user to understand the speed threshold of the vehicle in real time and thus enhance the awareness of the driving state, a second prompt message can be output when the vehicle drives out of the area enclosed by the geofence boundary to remind the user that the driving threshold of the vehicle has been adjusted from the first speed threshold to the second speed threshold, so as to avoid accidental risks caused by mistakenly believing that the driving threshold of the vehicle is the second speed threshold.

[0087] In addition, considering that when the user still applies a large force to the accelerator pedal of the vehicle without knowing the second prompt message, if the vehicle automatically adjusts the first speed threshold to the second speed threshold, it may cause the acceleration or speed of the vehicle to increase suddenly, resulting in the vehicle getting out of control. Therefore, in this embodiment, the method may further include: in response to receiving feedback information of the user for the second prompt message, adjusting the first speed threshold of the vehicle to the second speed threshold.

[0088] Among them, the feedback information of the user for the second prompt message may be the feedback information of the user confirming to know the second prompt message, or the feedback information of the user confirming to adjust the first speed threshold to the second speed threshold, etc.

[0089] That is to say, in this embodiment, the first speed threshold of the vehicle is not adjusted to the second speed threshold after the second prompt message is sent, but after receiving the feedback information of the user confirming to adjust the first speed threshold to the second speed threshold, the first speed threshold of the vehicle is adjusted to the second speed threshold.

[0090] Adopting the above technical solution, adjusting the first speed threshold of the vehicle to the second speed threshold when receiving the feedback information of the user for the second prompt message avoids the problem that the vehicle gets out of control due to the sudden increase of the acceleration or speed of the vehicle, increases the interactivity, and further improves the driving safety.

[0091] The vehicle speed threshold adjustment method provided by the present disclosure can be applied to the scenario of restricting the vehicle speed threshold, and can also be applied to the scenario of lifting the restriction on the vehicle speed threshold.

[0092] The vehicle speed threshold adjustment method provided by the present disclosure will be described below in the scenario of restricting the vehicle speed threshold.

[0093] In the scenario of restricting the vehicle speed threshold, the first speed threshold is less than the second speed threshold.

[0094] In this way, when the vehicle position is within the area enclosed by the geographical fence boundary, the vehicle speed threshold can be restricted to the first speed threshold, which can effectively avoid the risk of vehicle out of control, reduce the occurrence probability of traffic accidents, and thus improve driving safety.

[0095] In one embodiment, when the vehicle position is outside the area enclosed by the geographical fence boundary, there is a first correlation between the driving speed of the vehicle and the opening and closing angle of the vehicle's accelerator pedal; when the vehicle position is within the area enclosed by the geographical fence boundary, there is a second correlation between the driving speed of the vehicle and the opening and closing angle of the vehicle's accelerator pedal; The first correlation and the second correlation are at least partially different.

[0096] Among them, the accelerator pedal may include hardware structures related to acceleration such as the vehicle's throttle and throttle valve. The first correlation refers to the correspondence between the driving speed within the range of 0 to the second speed threshold and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is outside the area enclosed by the geographical fence boundary, and the second correlation refers to the correspondence between the driving speed within the range of 0 to the first speed threshold or within the range of 0 to the second speed threshold and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is within the area enclosed by the geographical fence boundary.

[0097] Exemplarily, assume that the second speed threshold is 220 km / h and the first speed threshold is 80 km / h. The first correlation is the correspondence between the driving speed within the range of 0 to 220 km / h and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is outside the area enclosed by the geographical fence boundary. The second correlation refers to the correspondence between the driving speed within the range of 0 to 80 km / h and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is within the area enclosed by the geographical fence boundary. Or, the second correlation refers to the correspondence between the driving speed within the range of 0 to 220 km / h and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is within the area enclosed by the geographical fence boundary.

[0098] In this embodiment, the first correlation and the second correlation are at least partially different. Exemplarily, assume that the first correlation refers to the correspondence between the driving speed within the range of 0 to 220 km / h and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is outside the area enclosed by the geographical fence boundary, and the second correlation refers to the correspondence between the driving speed within the range of 0 to 220 km / h and the opening and closing angle of the vehicle's accelerator pedal when the vehicle position is within the area enclosed by the geographical fence boundary. For the driving speed after exceeding 80 km / h, the corresponding opening and closing angle in the second correlation is different from the corresponding opening and closing angle in the first correlation.

[0099] Correspondingly, the method may further include: when the vehicle position is within the area enclosed by the geographical fence boundary, controlling the vehicle to travel according to the second association relationship and the opening and closing angle of the vehicle's accelerator pedal.

[0100] In this way, when the vehicle position is within the area enclosed by the geographical fence boundary, the vehicle can be controlled to travel according to the second association relationship and the opening and closing angle of the accelerator pedal to limit the vehicle's traveling speed.

[0101] In one implementation, the first relationship in the first association relationship is the same as the first relationship in the second association relationship. The first relationship is the relationship between the traveling speed less than or equal to the first speed threshold and the opening and closing angle of the accelerator pedal. By way of example, assuming the first speed threshold is 80 km / h, the first relationship refers to the relationship between the traveling speed less than 80 km / h and the opening and closing angle of the accelerator pedal.

[0102] In this implementation, considering that when the vehicle position is within the area enclosed by the geographical fence boundary, when the vehicle's traveling speed is less than or equal to the first speed threshold, in order to meet the user's driving needs, at this time, the vehicle's traveling speed may not be restricted, that is, the first relationship in the second association relationship is the same as the first relationship in the first association relationship.

[0103] In addition, when the vehicle position is within the area enclosed by the geographical fence boundary, when the traveling speed exceeds the first speed threshold, in order to avoid the vehicle from getting out of control, at this time, the vehicle's speed can be controlled. By way of example, for each opening and closing angle in the second relationship, the traveling speed corresponding to this opening and closing angle in the first association relationship is greater than the traveling speed corresponding to this opening and closing angle in the second association relationship. The second relationship is the relationship between the traveling speed greater than the first speed threshold and the opening and closing angle of the accelerator pedal.

[0104] By way of example, the second relationship may be the corresponding relationship between the traveling speed within the interval of the first speed threshold and the second speed threshold and the opening and closing angle of the accelerator pedal. For example, assuming that in the second relationship in the first association relationship, the traveling speed v1 corresponding to the opening and closing angle a1 of the accelerator pedal, and in the second relationship in the second association relationship, the traveling speed v2 corresponding to the opening and closing angle a1 of the accelerator pedal, then v2 is less than v1.

[0105] Adopting the above technical solution, when the traveling speed is less than the first speed threshold, the traveling speed is not restricted. When the traveling speed exceeds the first speed threshold, it is limited that the traveling speed corresponding to the same opening and closing angle in the second association relationship is less than the traveling speed corresponding to this opening and closing angle in the first association relationship. In this way, the user's driving needs can be met while avoiding the vehicle from getting out of control.

[0106] In another embodiment, the range of the opening and closing angle of the accelerator pedal corresponding to the driving speed less than the second speed threshold in the first association relationship is the same as the range of the opening and closing angle of the accelerator pedal corresponding to the driving speed less than the first speed threshold in the second association relationship.

[0107] Exemplarily, assume that the second speed threshold is 220 km / h and the first speed threshold is 80 km / h. In the first association relationship, the range of the opening and closing angle of the accelerator pedal corresponding to the driving speed [0, 220 km / h] is [A, B]. Then, in the second association relationship, the range of the opening and closing angle of the accelerator pedal corresponding to the driving speed [0, 80 km / h] is still [A, B]. That is to say, the driving speed range corresponding to the same opening and closing angle range in the second association relationship is smaller than that in the first association relationship.

[0108] By adopting the above technical solution, for the same opening and closing angle range, when the vehicle position is within the area enclosed by the geographical fence boundary, the driving speed corresponding to the opening and closing angle range is restricted to achieve the restriction of the driving speed and avoid the vehicle from getting out of control.

[0109] In addition, at least one opening and closing angle of the accelerator pedal corresponds to different driving speeds in the first association relationship and the second association relationship.

[0110] Exemplarily, for the opening and closing angle a2, the driving speeds corresponding to it in the first association relationship and the second association relationship are different.

[0111] In this way, for at least one opening and closing angle, when the vehicle position is within the area enclosed by the geographical fence boundary, the driving speed corresponding to the opening and closing angle can be restricted to achieve the restriction of the driving speed and avoid the vehicle from getting out of control.

[0112] In one embodiment, the method may further include: When the vehicle position is within the area enclosed by the geographical fence boundary and the driving speed of the vehicle exceeds the first speed threshold, restrict the opening and closing angle of the accelerator pedal not to exceed the target opening and closing angle corresponding to the first speed threshold.

[0113] When the vehicle position is within the area enclosed by the geographical fence boundary and the driving speed of the vehicle exceeds the first speed threshold, restrict the opening and closing angle of the accelerator pedal not to exceed the target opening and closing angle corresponding to the first speed threshold. In this embodiment, when the vehicle position is within the area enclosed by the geographical fence boundary, that is, when the vehicle is within the speed limit area, in order to avoid the driving speed exceeding the first speed threshold, the opening and closing angle of the accelerator pedal can be restricted so that the opening and closing angle can only reach the target opening and closing angle corresponding to the first speed threshold at most.

[0114] Exemplarily, after the vehicle driving speed reaches the first speed threshold, no matter how much pressure the user applies to the accelerator pedal, the opening and closing angle of the accelerator pedal will no longer increase and can only be maintained at most at the target opening and closing angle corresponding to the first speed threshold. It should be understood that in this embodiment, the range of the opening and closing angle of the accelerator pedal is from 0 to the target opening and closing angle corresponding to the speed threshold.

[0115] In this way, by restricting the maximum opening and closing angle value of the accelerator pedal to the target opening and closing angle corresponding to the first speed threshold when the vehicle position is within the area enclosed by the geographical fence boundary, the maximum driving speed of the vehicle can be effectively controlled, and thus the vehicle out-of-control can be effectively avoided, improving driving safety.

[0116] In another embodiment, when the vehicle position is within the area enclosed by the geographical fence boundary, when the driving speed of the vehicle exceeds the first speed threshold, the damping of the accelerator pedal is increased.

[0117] When the vehicle is within the area enclosed by the geographical fence boundary, when the vehicle driving speed exceeds the first speed threshold, the damping of the accelerator pedal is increased. In this way, when the vehicle driving speed exceeds the first speed threshold, the difficulty of acceleration is increased. If the user wants to continue accelerating, they will feel greater resistance, thus prompting the user to actively reduce the vehicle speed or maintain it within a safe speed range, greatly reducing the possibility of the vehicle speeding within the area enclosed by the geographical fence boundary, reducing the accident risk, and ensuring the safety of pedestrians and vehicles.

[0118] In one embodiment, in order to avoid the vehicle out-of-control problem caused by sudden acceleration, the acceleration can also be restricted. Exemplarily, the method further includes: when the vehicle position is within the area enclosed by the geographical fence boundary, if the driving speed of the vehicle does not exceed the first speed threshold, determine the current opening and closing angle of the vehicle's accelerator pedal; according to the current opening and closing angle of the accelerator pedal, control the acceleration of the vehicle so that the acceleration is less than the acceleration threshold.

[0119] Among them, the acceleration threshold is user-defined.

[0120] The current opening and closing angle of the accelerator pedal can represent the user's driving intention. In this embodiment, the acceleration of the vehicle is controlled according to the current opening and closing angle of the accelerator pedal. In this way, the acceleration of the vehicle can be restricted in combination with the user's driving intention, ensuring that while restricting the acceleration, the user's acceleration demand can be met to a certain extent, improving the user's driving experience.

[0121] In some embodiments of this embodiment, controlling the acceleration of the vehicle according to the current opening and closing angle of the accelerator pedal so that the acceleration is less than the acceleration threshold includes: determining the theoretical output power corresponding to the current opening and closing angle; in response to the theoretical output power being greater than or equal to a preset output power threshold, controlling the vehicle according to the output power threshold, where the output power threshold is less than the maximum output power of the vehicle and is determined according to the acceleration threshold.

[0122] The theoretical output power value corresponding to the current opening and closing angle refers to the output power value of the vehicle corresponding to the current opening and closing angle of the accelerator pedal without limitation. Among them, the corresponding relationship between the opening and closing angle of the accelerator pedal of the vehicle and the output power of the vehicle can be determined in advance. After determining the current opening and closing angle of the accelerator pedal, the theoretical output power corresponding to the current opening and closing angle is found in this corresponding relationship. Determine the magnitude relationship between the theoretical output power and the preset output power threshold. When the theoretical output power is less than or equal to the preset output power threshold, control the vehicle according to the theoretical output power, and when the theoretical output power is greater than the preset output power threshold, control the vehicle according to the output power threshold, that is, limit the output power of the vehicle to ensure that the output power of the vehicle does not exceed the output power threshold.

[0123] Exemplarily, the theoretical output power can be the theoretical output power of the engine, and the output power threshold is the output power threshold. Assuming that the area enclosed by the geofence boundary is the area of a school, the output power threshold determined according to the corresponding acceleration threshold is 200 horsepower. If the theoretical output power of the engine corresponding to the current opening and closing angle of the accelerator pedal is less than 200 horsepower, the vehicle is controlled according to the theoretical output power, otherwise the vehicle is controlled according to 200 horsepower.

[0124] It should be understood that there is a corresponding relationship between the output power and the acceleration of the vehicle, and the output power threshold corresponding to the acceleration threshold can be determined according to this corresponding relationship.

[0125] By adopting the above technical solution, by controlling the output power of the vehicle not to exceed the output power threshold, the acceleration of the vehicle is less than or equal to the acceleration threshold, ensuring the vehicle accelerates smoothly, and thus improving the driving safety.

[0126] In other embodiments of this embodiment, controlling the acceleration of the vehicle according to the current opening and closing angle of the accelerator pedal so that the acceleration is less than the acceleration threshold includes: driving the vehicle according to a first acceleration according to the current opening and closing angle of the accelerator pedal, where the first acceleration is less than a second acceleration corresponding to the current opening and closing angle and the acceleration threshold.

[0127] Among them, the acceleration matching the current driving intention of the vehicle refers to the second acceleration corresponding to the current opening and closing angle of the accelerator pedal.

[0128] In this embodiment, the vehicle can be controlled to accelerate at a first acceleration, where the first acceleration is less than the second acceleration corresponding to the current opening and closing angle and the acceleration threshold. In this way, the acceleration of the vehicle can be limited according to the driving intention of the vehicle, so that the vehicle accelerates smoothly, thereby improving the user's driving experience.

[0129] Exemplarily, for different opening and closing angles of the accelerator pedal, the vehicle can be controlled at the same first acceleration. In this example, the set first acceleration is less than the second acceleration corresponding to any opening and closing angle.

[0130] Also exemplarily, for different opening and closing angles of the accelerator pedal, the vehicle can be controlled to travel at different first accelerations. That is, in this embodiment, the first acceleration can be the product of the second acceleration and a preset coefficient, and the preset coefficient is greater than 0 and less than 1.

[0131] For different opening and closing angles of the accelerator pedal, the vehicle is accelerated and controlled according to the product of the second acceleration corresponding to the opening and closing angle and the preset coefficient. That is, for different opening and closing angles of the accelerator pedal, different accelerations can be used to control the vehicle. In this way, while ensuring driving safety, the driving intention of the user can be satisfied to a certain extent, and the user's driving experience is improved.

[0132] In addition, for different opening and closing angles of the accelerator pedal, the corresponding preset coefficients can be the same or different. However, considering that the greater the second acceleration, the higher the risk of vehicle out of control, and the smaller the second acceleration, the lower the risk of vehicle out of control, and the greater the opening and closing angle, the greater the acceleration, and the smaller the opening and closing angle, the smaller the acceleration. Therefore, in some embodiments, the preset coefficients corresponding to different opening and closing angle intervals are different. In this embodiment, the preset coefficient corresponding to the opening and closing angle interval where the current opening and closing angle is located can be determined, and then, the product of the preset coefficient corresponding to the opening and closing angle interval where the current opening and closing angle is located and the second acceleration corresponding to the current opening and closing angle is used as the first acceleration, and the vehicle is controlled to travel according to the first acceleration. To further avoid vehicle out - of - control caused by sudden acceleration, the greater the acceleration, the smaller the corresponding preset coefficient. That is, the preset coefficient corresponding to the opening - angle interval with a larger included opening angle is smaller, and the preset coefficient corresponding to the opening - angle interval with a smaller included opening angle is larger. For example, the preset coefficient corresponding to the opening - angle interval (0% - 30%) is relatively large, that is, the degree of acceleration limitation is relatively low, and the vehicle accelerates in a stable manner. The preset coefficient corresponding to the opening - angle interval (70% - 100%) is relatively small, that is, the degree of acceleration limitation is relatively high. In this way, the risk of vehicle out - of - control is effectively avoided.

[0133] In some embodiments, controlling the vehicle to travel according to the first acceleration based on the current opening angle of the accelerator pedal may include: in response to the second acceleration corresponding to the current opening angle being greater than the acceleration threshold, controlling the vehicle to travel according to the first acceleration.

[0134] Among them, the greater the second acceleration corresponding to the opening angle, the higher the risk of vehicle out - of - control. Therefore, in this embodiment, when the second acceleration corresponding to the current opening angle is greater than the acceleration threshold, the acceleration is limited, that is, the vehicle is controlled to travel according to the first acceleration, and the first acceleration is less than the second acceleration corresponding to the current opening angle.

[0135] Adopting the above - mentioned technical solution, when the second acceleration corresponding to the current opening angle is greater than the acceleration threshold, the acceleration is limited, which can prevent the vehicle from accelerating excessively and avoid the out - of - control risk caused by the driver's misoperation or excessive stepping on the accelerator pedal.

[0136] In some other embodiments, when the second acceleration corresponding to the current opening angle is not greater than the acceleration threshold, the vehicle can be controlled to travel according to the second acceleration. In this way, when the second acceleration is less than the acceleration threshold, the risk of vehicle out - of - control is relatively low. At this time, the acceleration of the vehicle can be not limited, so that the vehicle can normally respond to the driver's acceleration intention and meet the reasonable acceleration requirements.

[0137] In some embodiments, the deceleration of the vehicle can also be limited. Exemplarily, in response to the vehicle being in the area enclosed by the geographical fence boundary and the vehicle being in the autonomous driving mode, the vehicle is controlled to travel according to the first deceleration. The first deceleration is determined according to the current driving speed and the target driving speed of the vehicle, and the first deceleration is less than or equal to the deceleration threshold. Among them, the target driving speed refers to the speed that the user expects after deceleration.

[0138] Exemplarily, the corresponding relationship between the current driving speed, the target driving speed and the deceleration can be pre - calibrated. Among them, the deceleration in this corresponding relationship refers to the deceleration that can smoothly decelerate from the current driving speed to the target driving speed.

[0139] It should be understood that in the non-autonomous driving mode, when the user brakes suddenly, it is usually due to an emergency. At this time, in order to ensure the safety of personnel, the deceleration is not restricted, but the vehicle brakes according to the user's braking intention.

[0140] With the above technical solution, in the braking scenario, when the vehicle is in the autonomous driving mode, the vehicle can be controlled to travel at the first deceleration so that the vehicle can decelerate smoothly, improving the user's driving experience.

[0141] In the present disclosure, the first speed threshold is the sum of the speed limit value of the area enclosed by the geofence boundary and a preset value, and the preset value is a value greater than or equal to 0.

[0142] Exemplarily, the first speed threshold can be equal to the speed limit value, that is, the preset value is equal to 0. In this example, the driving speed of the vehicle is restricted not to exceed the speed limit value.

[0143] Another example is that considering that when the user has a need to overtake, the driving speed of the vehicle can exceed the speed limit value within a short period of time, that is, the preset value is greater than 0. For example, the speed limit value of a preset area can be 60 km / h, and the preset value can be 10 km / h, that is, the first speed threshold can be 70 km / h.

[0144] Among them, the speed limit value can be the speed value specified based on traffic rules. For example, for a school area, the speed limit value specified for this area can be 60 km / h. Among them, the speed limit value can be obtained from a map or recognized from the environmental image captured by the in-vehicle camera. The present disclosure does not limit the acquisition method of the speed limit value.

[0145] With the above solution, when the vehicle is traveling within the area enclosed by the geofence boundary, the driving speed of the vehicle is restricted not to exceed the first speed threshold, and the speed threshold is the sum of the speed limit value of the preset area and a preset value, and the preset value is a value greater than or equal to 0. In this way, it is possible to avoid vehicle out of control while meeting the driving needs of the user.

[0146] In addition, in the present disclosure, corresponding warning information can also be output according to the current driving speed of the vehicle. In one embodiment, the method further includes: in response to the current driving speed of the vehicle being greater than the speed limit value and less than the first speed threshold, determining the current speed interval in which the current driving speed is located; outputting warning information matching the current speed interval.

[0147] Among them, the way of outputting warning information can include but is not limited to at least one of the following: displaying a warning animation effect in the display area of the vehicle, playing a warning sound effect in the cockpit, voice broadcasting the warning content, outputting a warning through the display effect of the atmosphere light, outputting a warning through the display effect of the sound pickup light, etc.

[0148] With the above technical solution, when the driving speed of the vehicle exceeds the speed limit value but does not exceed the first speed threshold, warning information matching the current speed range where the current driving speed is located can be output, which can achieve the purpose of accurate warning and help standardize the driving behavior of users.

[0149] Among them, the warning information matching different speed ranges is different.

[0150] Exemplarily, the speeds between the speed limit value and the first speed threshold can be divided into different speed ranges in advance. For example, assuming the speed limit value is 60 km / h and the first speed threshold is 70 km / h, the divided speed ranges can include the first speed range [60 km / h, 63 km / h), the second speed range [63 km / h, 66 km / h), and the third speed range [66 km / h, 70 km / h]. Among them, that the warning information matching different speed ranges is different can mean that the warning levels of the warning information matching different speed ranges are different. For example, the warning information matching the first speed range can be mild warning information, the warning information matching the second speed range can be moderate warning information, and the warning information matching the third speed range can be severe warning information.

[0151] In addition, different degrees of warning information can be characterized by different warning dynamic effects, different warning sound effects, different atmosphere light display effects, and different pick-up light display effects. For example, the higher the warning level, the greater the flashing frequency of the corresponding atmosphere light.

[0152] With the above technology, targeted warning information is output for different speed ranges, which can more accurately reflect the risk level of the current vehicle speed. The hierarchical warning mechanism avoids false alarms or missed alarms caused by a single threshold warning, enables the driver to accurately understand the risk degree of the current vehicle speed, and improves the accuracy and personalized experience of the warning.

[0153] In one embodiment, outputting the warning information matching the current speed range may include: determining that the number of times of continuously outputting the warning information matching the current speed range has not reached the preset number of times, and outputting the warning information matching the current speed range.

[0154] Correspondingly, the method further includes: In response to the number of times of continuously outputting the warning information matching the current speed range reaching the preset number of times, outputting the warning information matching the target speed range, where the lower speed limit value of the target speed range is the same as the upper speed limit value of the current speed range, and the warning level of the warning information matching the target speed range is higher than the warning level of the warning information matching the current speed range.

[0155] Exemplarily, assume that the current speed range is the first speed range, and the warning information matching the first speed range is a mild warning. If the number of consecutive outputs of the mild warning reaches the first preset number, then the warning information matching the second speed range is output, that is, a moderate warning is output. Assume that the current speed range is the second speed range, and the warning information matching the second speed range is a moderate warning. If the number of consecutive outputs of the moderate warning reaches the second preset number, then the warning information matching the third speed range is output, that is, a severe warning is output. Among them, the first preset number, the second preset number, and the third preset number can be the same or different, and the present disclosure does not limit this.

[0156] It should be understood that if there is no target speed range for the current speed range, after continuously outputting the severe warning for the third preset number of times, the severe warning can still be output, and / or some safety operations such as automatically controlling the vehicle to stop driving can be performed.

[0157] Adopting the above technical solution, when the number of consecutive outputs of the warning information matching the current speed range reaches the preset number, a warning information with a higher warning level will be output. In this way, the driver can more accurately understand the risk level of the current vehicle speed, further improving the accuracy and personalized experience of the warning.

[0158] In the scenario of speed threshold limitation, in order to avoid the situation where the vehicle speed increases sharply when the user suddenly steps on the accelerator pedal when the vehicle is within the area enclosed by the geographical fence boundary, in one embodiment, adjusting the second speed threshold of the vehicle to the first speed threshold may further include: in response to determining that the change rate of the opening and closing angle of the vehicle's accelerator pedal is greater than the preset change rate, adjusting the second speed threshold of the vehicle to the first speed threshold.

[0159] Among them, when the change rate of the opening and closing angle of the vehicle's accelerator pedal is greater than the preset opening and closing angle change rate, it is determined that the user is stepping on the accelerator pedal with a large force, and at this time the risk of vehicle out of control increases significantly. To reduce the risk of out of control, the vehicle speed can be limited.

[0160] That is to say, in the case of detecting a sudden step on the accelerator pedal, the output power of the vehicle can be directly limited. For example, when the vehicle is within the area enclosed by the geographical fence boundary and it is detected that the user suddenly steps on the accelerator pedal when the vehicle starts, the second speed threshold of the vehicle is adjusted to the first speed threshold.

[0161] In the present disclosure, in addition to being able to limit the speed of the vehicle, the vehicle can also be de-limited.

[0162] Exemplarily, assume that the area enclosed by the geofence boundary is an area where speed limit is not required. At this time, when the vehicle is within the area enclosed by the geofence boundary, the second speed threshold can be adjusted to the first speed threshold, and the first speed threshold is greater than the second speed threshold.

[0163] For example, the area enclosed by the geofence boundary can be a racing area or an area of a highway. When the vehicle travels from an urban road to the racing area or the area of the highway, in order to meet the user's speed requirements, the speed threshold of the vehicle can be adjusted from a smaller speed threshold to a larger speed threshold.

[0164] By adopting the above technical solution, when the vehicle is traveling within the area enclosed by the geofence boundary where speed limit is not required, the speed threshold of the vehicle can be increased from the second speed threshold to the first speed threshold to meet the user's speed requirements on the basis of driving safety.

[0165] Based on the same inventive concept, the present disclosure also provides a vehicle speed threshold adjustment device. Figure 2 It is a block diagram of a vehicle speed threshold adjustment device shown according to an exemplary embodiment. As Figure 2 shown, the vehicle speed threshold adjustment device 200 may include: A first acquisition module 201, configured to acquire the vehicle position; A second acquisition module 202, configured to acquire the geofence boundary and the first speed threshold within the area enclosed by the geofence boundary; A first adjustment module 203, configured to adjust the second speed threshold of the vehicle to the first speed threshold when the vehicle position is within the area enclosed by the geofence boundary.

[0166] Optionally, the first speed threshold is less than the second speed threshold.

[0167] Optionally, when the vehicle position is outside the area enclosed by the geofence boundary, there is a first correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; when the vehicle position is within the area enclosed by the geofence boundary, there is a second correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; at least part of the first correlation and the second correlation are different.

[0168] Optionally, the first relationship in the first association relationship is the same as the first relationship in the second association relationship. The first relationship is the relationship between the driving speed less than or equal to the first speed threshold and the opening angle of the accelerator pedal. For each opening angle in the second relationship, the driving speed corresponding to the opening angle in the first association relationship is greater than the driving speed corresponding to the opening angle in the second association relationship. The second relationship is the relationship between the driving speed greater than the first speed threshold and the opening angle of the accelerator pedal.

[0169] Optionally, the range of the opening angle of the accelerator pedal corresponding to the driving speed less than the second speed threshold in the first association relationship is the same as the range of the opening angle of the accelerator pedal corresponding to the driving speed less than the first speed threshold in the second association relationship.

[0170] Optionally, at least one opening angle of the accelerator pedal corresponds to different driving speeds in the first association relationship and the second association relationship.

[0171] Optionally, the vehicle speed threshold adjustment device 200 further includes: A limiting module configured to, when the vehicle position is within the area enclosed by the geographical fence boundary, limit the opening angle of the accelerator pedal of the vehicle not to exceed the target opening angle corresponding to the first speed threshold when the driving speed of the vehicle exceeds the first speed threshold; or An increasing module configured to, when the vehicle position is within the area enclosed by the geographical fence boundary, increase the damping of the accelerator pedal of the vehicle when the driving speed of the vehicle exceeds the first speed threshold.

[0172] Optionally, the vehicle speed threshold adjustment device 200 further includes: A first determination module configured to, when the vehicle position is within the area enclosed by the geographical fence boundary, determine the current opening angle of the accelerator pedal of the vehicle if the driving speed of the vehicle does not exceed the first speed threshold.

[0173] Optionally, the vehicle speed threshold adjustment device 200 further includes: A control module configured to control the acceleration of the vehicle according to the current opening angle of the accelerator pedal so that the acceleration is less than the acceleration threshold.

[0174] Optionally, the control module is configured to: Determine the theoretical output power corresponding to the current opening angle; In response to the theoretical output power being greater than or equal to a preset output power threshold, the vehicle is controlled according to the output power threshold, where the output power threshold is less than the maximum output power of the vehicle, and the output power threshold is determined according to the acceleration threshold.

[0175] Optionally, the control module is configured to: According to the current opening angle of the accelerator pedal, the vehicle is controlled to travel at a first acceleration, where the first acceleration is less than the second acceleration corresponding to the current opening angle and the acceleration threshold.

[0176] Optionally, the first acceleration is the product of the second acceleration and a preset coefficient, where the preset coefficient is greater than 0 and less than 1.

[0177] Optionally, the preset coefficient is the preset coefficient corresponding to the opening angle interval where the current opening angle is located, and different opening angle intervals correspond to different preset coefficients.

[0178] Optionally, the control module is configured to: In response to the second acceleration corresponding to the current opening angle being greater than the acceleration threshold, the vehicle is controlled to travel at a first acceleration.

[0179] Optionally, the first speed threshold is the sum of the speed limit value of the area enclosed by the geo-fence boundary and a preset value, where the preset value is a value greater than or equal to 0.

[0180] Optionally, the vehicle speed threshold adjustment device 200 further includes: A second determination module, configured to determine the current speed interval in which the current driving speed of the vehicle is located in response to the current driving speed of the vehicle being greater than the speed limit value and less than the first speed threshold; A first output module, configured to output a warning message matching the current speed interval.

[0181] Optionally, the vehicle speed threshold adjustment device 200 further includes: A second output module, configured to output a warning message matching a target speed interval in response to the number of times of continuously outputting warning messages matching the current speed interval reaching a preset number of times, where the lower speed limit value of the target speed interval and the upper speed limit value of the current speed interval, and the warning level of the warning message matching the target speed interval is higher than the warning level of the warning message matching the current speed interval.

[0182] Optionally, the vehicle speed threshold adjustment device 200 further includes: A third output module, configured to output a first prompt message in response to determining that the vehicle is within the area enclosed by the geographical fence boundary, where the first prompt message is used to prompt to adjust the second speed threshold of the vehicle to the first speed threshold.

[0183] Optionally, the first adjustment module 203 is configured to: in response to determining that the speed threshold adjustment function of the vehicle is in an on state, adjust the second speed threshold of the vehicle to the first speed threshold.

[0184] Optionally, the first adjustment module 203 is configured to: In response to determining that the change rate of the opening and closing angle of the accelerator pedal of the vehicle is greater than a preset change rate, adjust the second speed threshold of the vehicle to the first speed threshold.

[0185] Optionally, the first speed threshold is greater than the second speed threshold.

[0186] Optionally, the vehicle speed threshold adjustment device 200 further includes: A fourth output module, configured to output a second prompt message in response to the vehicle driving out of the area enclosed by the geographical fence boundary, where the second prompt message is used to prompt to adjust the first speed threshold of the vehicle to the second speed threshold.

[0187] Optionally, the vehicle speed threshold adjustment device 200 further includes: A second adjustment module, configured to adjust the first speed threshold of the vehicle to the second speed threshold in response to receiving feedback information from the user for the second prompt message.

[0188] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0189] The present disclosure also provides a computer-readable storage medium, on which computer program instructions are stored, and when the program instructions are executed by a processor, the steps of the vehicle speed threshold adjustment method provided by the present disclosure are implemented.

[0190] Figure 3 It is a block diagram of a vehicle shown according to an exemplary embodiment. For example, the vehicle 600 may be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0191] Refer to Figure 3, Vehicle 600 may include various subsystems. For example, an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Among them, Vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of Vehicle 600 may be interconnected by wired or wireless means.

[0192] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

[0193] The perception system 620 may include several sensors for sensing information about the environment around Vehicle 600. For example, the perception system 620 may include a global positioning system (the global positioning system may be a GPS system, a Beidou system, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0194] The decision control system 630 may include a computing system, a vehicle controller, a steering system, an accelerator, and a braking system.

[0195] The drive system 640 may include components that provide motive power for Vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a powertrain, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine can convert the energy provided by the energy source into mechanical energy.

[0196] Some or all of the functions of Vehicle 600 are controlled by the computing platform 650. The computing platform 650 may include at least one processor 651 and a memory 652. The processor 651 may execute instructions 653 stored in the memory 652.

[0197] The processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphic Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0198] The memory 652 can be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0199] In addition to the instructions 653, the memory 652 can also store data, such as road maps, route information, data on the position, direction, speed, etc. of the vehicle. The data stored in the memory 652 can be used by the computing platform 650.

[0200] In an embodiment of the present disclosure, the processor 651 can execute the instructions 653 to complete all or part of the steps of the above vehicle speed threshold adjustment method.

[0201] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a programmable device, and the computer program has a code portion for executing the above vehicle speed threshold adjustment method when executed by the programmable device.

[0202] Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, illustration. Any aspect or design described herein as "exemplary" is not necessarily to be understood as being advantageous compared to other aspects or designs. Instead, the use of the word exemplary is intended to present concepts in a specific manner. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to mean any arrangement in a natural inclusive arrangement. That is, if X applies A; X applies B; or X applies both A and B, then "X applies A or B" is satisfied in any of the foregoing instances. Additionally, unless otherwise specified or clear from the context indicating a singular form, the articles "a" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0203] Similarly, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. Specifically with respect to the various functions performed by the components (e.g., elements, resources, etc.) described above, unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if not structurally equivalent to the disclosed structure. Additionally, although a particular feature of the present disclosure may have been disclosed with respect to only one of several implementations, such a feature may, as may be desired and advantageous for any given or particular application, be combined with one or more other features of other implementations. Further, with respect to the use of the terms "comprises," "comprising," "has," "having," "includes," or variants thereof in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term "including."

[0204] Other embodiments of the present disclosure will readily occur to those of ordinary skill in the art in view of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include known or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are to be considered exemplary only, and the true scope and spirit of the present disclosure are pointed out by the appended claims.

[0205] It should be understood that the present disclosure is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is limited only by the appended claims.

[0206] It should be understood that, unless otherwise specifically stated, the features of some embodiments of the various aspects of the present disclosure described herein may be combined with each other. As used herein, the term "and / or" includes any one of the related listed items and any combination of any two or more of them; similarly, "at least one of..." includes any one of the related listed items and any combination of any two or more of them.

[0207] The terms "first," "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, features defined with "first," "second" may explicitly or implicitly include at least one such feature. In the description herein, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

Claims

1. A method for adjusting a vehicle speed threshold, characterized in that Including: Obtain the vehicle position; Obtain the geofence boundary and a first speed threshold within the area enclosed by the geofence boundary; When the vehicle position is within the area enclosed by the geofence boundary, adjust the second speed threshold of the vehicle to the first speed threshold.

2. The method according to claim 1, wherein The first speed threshold is less than the second speed threshold.

3. The method according to claim 2, wherein When the vehicle position is outside the area enclosed by the geofence boundary, there is a first correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; When the vehicle position is within the area enclosed by the geofence boundary, there is a second correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; The first correlation and the second correlation are at least partially different.

4. The method according to claim 3, wherein The first relationship in the first correlation is the same as the first relationship in the second correlation, and the first relationship is the relationship between the driving speed less than or equal to the first speed threshold and the opening angle of the accelerator pedal; For each opening angle in the second relationship, the driving speed corresponding to the opening angle in the first correlation is greater than the driving speed corresponding to the opening angle in the second correlation, and the second relationship is the relationship between the driving speed greater than the first speed threshold and the opening angle of the accelerator pedal.

5. The method according to claim 3, characterized in that The range of the opening angle of the accelerator pedal corresponding to the driving speed less than the second speed threshold in the first correlation is the same as the range of the opening angle of the accelerator pedal corresponding to the driving speed less than the first speed threshold in the second correlation.

6. The method according to claim 5, wherein The driving speed corresponding to at least one opening angle of the accelerator pedal is different in the first correlation and the second correlation.

7. The method according to claim 2, wherein The method further includes: When the vehicle position is within the area enclosed by the geofence boundary, when the driving speed of the vehicle exceeds the first speed threshold, limit the opening angle of the accelerator pedal of the vehicle not to exceed the target opening angle corresponding to the first speed threshold.

8. The method according to claim 2, characterized in that, The method further includes: When the vehicle position is within the area enclosed by the geofence boundary, when the driving speed of the vehicle exceeds the first speed threshold, increase the damping of the accelerator pedal of the vehicle.

9. The method according to claim 2, characterized in that, The method further includes: When the vehicle position is within the area enclosed by the geofence boundary, if the driving speed of the vehicle does not exceed the first speed threshold, determine the current opening angle of the accelerator pedal of the vehicle; According to the current opening angle of the accelerator pedal, control the acceleration of the vehicle so that the acceleration is less than the acceleration threshold.

10. The method according to claim 9, wherein, The controlling the acceleration of the vehicle according to the current opening angle of the accelerator pedal so that the acceleration is less than the acceleration threshold includes: Determine the theoretical output power corresponding to the current opening angle; In response to the theoretical output power being greater than or equal to a preset output power threshold, control the vehicle according to the output power threshold, the output power threshold is less than the maximum output power of the vehicle, and the output power threshold is determined according to the acceleration threshold.

11. The method according to claim 9, wherein Controlling the acceleration of the vehicle according to the current opening angle of the accelerator pedal so that the acceleration is less than an acceleration threshold includes: Controlling the vehicle to travel at a first acceleration according to the current opening angle of the accelerator pedal, where the first acceleration is less than a second acceleration corresponding to the current opening angle and the acceleration threshold.

12. The method according to claim 11, wherein The first acceleration is the product of the second acceleration and a preset coefficient, and the preset coefficient is greater than 0 and less than 1.

13. The method according to claim 12, wherein The preset coefficient is the preset coefficient corresponding to the opening angle interval where the current opening angle is located, and different opening angle intervals correspond to different preset coefficients.

14. The method according to claim 11, characterized in that, Controlling the vehicle to travel at a first acceleration according to the current opening angle of the accelerator pedal includes: In response to the second acceleration corresponding to the current opening angle being greater than the acceleration threshold, controlling the vehicle to travel at the first acceleration.

15. The method according to claim 1, characterized in that, The first speed threshold is the sum of the speed limit value of the area enclosed by the geographical fence boundary and a preset value, and the preset value is a value greater than or equal to 0.

16. The method according to claim 15, wherein The method further includes: In response to the current driving speed of the vehicle being greater than the speed limit value and less than the first speed threshold, determining the current speed interval in which the current driving speed is located; Outputting a warning message matching the current speed interval.

17. The method according to claim 16, wherein The method further includes: In response to the number of times of continuously outputting warning messages matching the current speed interval reaching a preset number of times, outputting a warning message matching a target speed interval, where the lower speed limit value of the target speed interval and the upper speed limit value of the current speed interval, and the warning level of the warning message matching the target speed interval is higher than the warning level of the warning message matching the current speed interval.

18. The method according to claim 1, wherein The method further includes: In response to determining that the vehicle is within the area enclosed by the geographical fence boundary, outputting a first prompt message for prompting to adjust the second speed threshold of the vehicle to the first speed threshold.

19. The method according to claim 1, characterized in that Adjusting the second speed threshold of the vehicle to the first speed threshold includes: In response to determining that the speed threshold adjustment function of the vehicle is in an enabled state, adjusting the second speed threshold of the vehicle to the first speed threshold.

20. The method according to claim 2, characterized in that Adjusting the second speed threshold of the vehicle to the first speed threshold includes: In response to determining that the change rate of the opening angle of the accelerator pedal of the vehicle is greater than a preset change rate, adjusting the second speed threshold of the vehicle to the first speed threshold.

21. The method according to claim 1, characterized in that, The first speed threshold is greater than the second speed threshold.

22. The method according to claim 1, wherein The method further includes: In response to the vehicle driving out of the area enclosed by the geographical fence boundary, outputting a second prompt message for prompting to adjust the first speed threshold of the vehicle to the second speed threshold.

23. The method according to claim 22, wherein The method further includes: In response to receiving feedback information from the user for the second prompt message, adjusting the first speed threshold of the vehicle to the second speed threshold.

24. A vehicle speed threshold adjustment device, characterized in that, Includes: A first acquisition module configured to acquire the vehicle position; A second acquisition module configured to acquire the geographical fence boundary and the first speed threshold within the area enclosed by the geographical fence boundary; The first adjustment module is configured to adjust the second speed threshold of the vehicle to the first speed threshold when the vehicle position is within the area enclosed by the geographical fence boundary.

25. The device according to claim 24, characterized in that, The first speed threshold is less than the second speed threshold.

26. The device according to claim 25, wherein When the vehicle position is outside the area enclosed by the geographical fence boundary, there is a first correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; When the vehicle position is within the area enclosed by the geographical fence boundary, there is a second correlation between the driving speed of the vehicle and the opening angle of the accelerator pedal of the vehicle; The first correlation and the second correlation are at least partially different.

27. The device according to claim 26, wherein The first relationship in the first correlation is the same as the first relationship in the second correlation, and the first relationship is the relationship between the driving speed less than or equal to the first speed threshold and the opening angle of the accelerator pedal; For each opening angle in the second relationship, the driving speed corresponding to the opening angle in the first correlation is greater than the driving speed corresponding to the opening angle in the second correlation, and the second relationship is the relationship between the driving speed greater than the first speed threshold and the opening angle of the accelerator pedal.

28. The device according to claim 25, wherein The device further includes: The limiting module is configured to limit the opening angle of the accelerator pedal of the vehicle not to exceed the target opening angle corresponding to the first speed threshold when the vehicle position is within the area enclosed by the geographical fence boundary and the driving speed of the vehicle exceeds the first speed threshold.

29. The device according to claim 25, characterized in that, The device further includes: The increasing module is configured to increase the damping of the accelerator pedal of the vehicle when the vehicle position is within the area enclosed by the geographical fence boundary and the driving speed of the vehicle exceeds the first speed threshold.

30. The device according to claim 25, characterized in that, The device further includes: The first determination module is configured to determine the current opening angle of the accelerator pedal of the vehicle when the vehicle position is within the area enclosed by the geographical fence boundary and the driving speed of the vehicle does not exceed the first speed threshold; The first control module is configured to control the acceleration of the vehicle according to the current opening angle of the accelerator pedal so that the acceleration is less than the acceleration threshold.

31. The device according to claim 24, wherein, The first speed threshold is greater than the second speed threshold.

32. A vehicle, characterized in that, Includes: A processor; A memory for storing instructions executable by the processor; Wherein, the processor is configured to execute the instructions to enable the vehicle to implement the steps of the vehicle speed threshold adjustment method described in any one of claims 1-23.

33. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle speed threshold adjustment method described in any one of claims 1-23.

34. A computer program product, characterized in that, Includes a computer program, and when the computer program is executed by the processor, it implements the steps of the vehicle speed threshold adjustment method described in any one of claims 1-23.

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