A method and apparatus for unlocking

Abstract

This application provides a method and apparatus for unlocking and locking. The method includes: when the vehicle is in a first scenario, acquiring a first mapping relationship, the first mapping relationship including a mapping relationship between the position and signal strength of a terminal device in the first scenario; receiving a first signal sent by a user's first terminal device; and determining whether to perform an unlocking or locking operation based on the signal strength of the first signal and the first mapping relationship. This parking scenario-related mapping relationship minimizes repeated unlocking and locking, improving the accuracy of seamless unlocking and locking, thereby enhancing the user experience.

Description

Technical Field

[0001] This application relates to the field of communication technology, and more specifically, to a method and apparatus for unlocking. Background Technology

[0002] Bluetooth Low Energy Passive Entry and Passive Start System (BLE PEPS) replaces the dedicated smart key in traditional high- and low-frequency keyless entry and start systems with a smart terminal device (such as a user's smartphone or wearable device). It uses Bluetooth Low Energy (BLE) technology to locate the device's status outside or inside the vehicle, ultimately achieving efficient and convenient vehicle entry and start operations.

[0003] Current BLE PEPS relies on high-precision positioning technology, but the positioning results for smart terminal devices are currently inaccurate. This cannot guarantee the accuracy of Bluetooth key unlocking and locking, thus affecting the user experience.

[0004] Therefore, improving the accuracy of contactless unlocking and locking is an urgent problem to be solved. Summary of the Invention

[0005] This application provides a method and apparatus for unlocking, which can improve the accuracy of contactless unlocking and thus enhance the user experience.

[0006] Firstly, a method for unlocking or locking is provided, comprising: when the vehicle is in a first scenario, acquiring a first mapping relationship, the first mapping relationship including a mapping relationship between the location and signal strength of a terminal device in the first scenario; receiving a first signal sent by a user's first terminal device; and determining whether to perform an unlocking or locking operation based on the signal strength of the first signal and the first mapping relationship.

[0007] In the above technical solution, by obtaining the mapping relationship related to the parking scenario of the vehicle, accurate signal strength and matching positioning of the first terminal device can be achieved, avoiding repeated unlocking and locking caused by inaccurate positioning as much as possible, thereby improving the accuracy of contactless unlocking and locking, and thus improving the user experience.

[0008] For example, a mapping relationship that doesn't consider the parking scenario as a related factor might result in the same signal strength but different positioning results, leading to repeated unlocking and locking of the vehicle. The above solution refines the mapping relationship by incorporating the parking scenario, enabling more precise matching of signal strength with the first terminal's positioning, thereby improving the accuracy of unlocking and locking.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, when the vehicle is in the first scenario, obtaining the first mapping relationship includes: collecting first environmental data around the vehicle in the first scenario. Based on the first environmental data, determining the first mapping relationship from multiple mapping relationships, the multiple mapping relationships including mapping relationships between the location and signal strength of terminal devices in multiple scenarios, the multiple scenarios including the first scenario.

[0010] In the above technical solution, the vehicle storage has multiple mapping relationships, which can reduce the latency during data transmission.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, when the vehicle is in the first scenario, obtaining the first mapping relationship includes: collecting first environmental data around the vehicle in the first scenario; sending the first environmental data to the cloud server; and receiving the first mapping relationship from the cloud server.

[0012] In the above technical solution, multiple mapping relationships are stored in a cloud server, which can save vehicle storage space.

[0013] In conjunction with the first aspect, in certain implementations of the first aspect, determining whether to perform an unlocking or locking operation based on the signal strength of the first signal and the first mapping relationship includes: determining the positioning result of the first terminal device from the first mapping relationship based on the signal strength of the first signal; and determining whether to perform an unlocking or locking operation based on the area corresponding to the positioning result.

[0014] In the above technical solution, the first mapping relationship in the first scenario is region-related, rather than having corresponding signal strength data for each sampling location. This not only reduces the amount of data in the first mapping relationship, and thus the amount of data in multiple mapping relationships, but also blurs the correspondence between signal strength data and the location of the terminal device, thereby reducing the possibility of repeated unlocking or locking of the vehicle and improving the user experience.

[0015] In conjunction with the first aspect, in certain implementations of the first aspect, determining whether to perform an unlocking or locking operation based on the area corresponding to the positioning result includes: determining to perform an unlocking operation when the positioning result indicates that the first terminal device is located in the unlocked area; or determining to perform a locking operation when the positioning result indicates that the first terminal device is located in the locked area; or determining not to perform an unlocking or locking operation when the positioning result indicates that the first terminal device is located in the buffer zone between the unlocked area and the locked area.

[0016] In the above technical solution, there is a buffer zone between the unlocking zone and the locking zone. When the first terminal device is in the buffer zone, it is determined that no unlocking or locking operation will be performed, which can effectively avoid the occurrence of repeated unlocking and locking, thereby improving the user experience.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, determining whether to perform an unlocking or locking operation based on the area corresponding to the positioning result includes: identifying the target unlocking / locking scenario; expanding the operation scope of the locking or unlocking operation based on the target unlocking / locking scenario; and determining whether to perform the locking or unlocking operation based on the area corresponding to the positioning result and the expanded operation scope.

[0018] In some possible implementations, the target unlocking scenario may include any one of the first unlocking scenario, the first locking scenario, or the second locking scenario.

[0019] The first determining condition for the first unlocking scenario can be: the vehicle lock is closed and the vehicle's power is off (i.e., powered down). The second determining condition for the first locking scenario can be: the vehicle lock is open, no one is inside the vehicle, and the vehicle's power is off. The third determining condition for the second locking scenario can be: the vehicle lock changes from closed to open, no one is inside the vehicle, and the vehicle's power is off.

[0020] In the above technical solution, the range of locking and unlocking operations can be dynamically adjusted for different target locking and unlocking scenarios. This not only improves the flexibility of seamless locking and unlocking, but also makes the range of locking and unlocking operations more targeted in different scenarios.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, a buffer zone is included between the unlocking zone and the locking zone. Determining whether to perform a locking or unlocking operation based on the region corresponding to the positioning result and the expanded operating range includes: performing a locking operation when the positioning result is within a first range, where the first range includes the area between the buffer zone and the locking zone; or performing a locking operation when the positioning result is within a second range, where the second range includes the area between the locking zone and the linking zone, and the locking zone is located between the buffer zone and the linking zone; or performing an unlocking operation when the positioning result is within a third range, where the third range includes the area between the unlocking zone and the buffer zone.

[0022] In some possible implementations, when the second determining condition is met, the target unlocking scenario is determined as the first locking scenario, and the operation range of the non-sensory locking is expanded from the locking area to the first range.

[0023] In some possible implementations, when the third determining condition is met, the target unlocking scenario is determined as the second locking scenario, and the operation range of the non-sensory locking is expanded from the locking area to the second range.

[0024] In some possible implementations, when the first determining condition is met, the target unlocking scenario is determined as the first unlocking scenario, and the operation range of the contactless unlocking is expanded from the unlocking area to the third range.

[0025] In the above technical solution, using the buffer zone and the link zone as dynamic adjustment areas to adjust the range of unlocking and locking operations can improve the flexibility of seamless unlocking and locking.

[0026] For example, in a typical unlocking scenario, also known as the first unlocking scenario, expanding the unlocking range from the unlocking area to include both the unlocking area and the buffer zone can improve the flexibility of contactless unlocking. Similarly, in a typical locking scenario, also known as the first locking scenario, expanding the locking range from the locking area to include both the locking area and the buffer zone can improve the flexibility of contactless locking.

[0027] For example, in the second locking scenario, if the user does not enter the vehicle after the seamless unlocking, further seamless locking is required. In this case, the locking range is expanded from the locking area to the locking area and the connection area, which not only better meets the needs of the second locking scenario, but also improves the flexibility of seamless locking.

[0028] In conjunction with the first aspect, in certain implementations of the first aspect, determining whether to perform a locking or unlocking operation based on the area corresponding to the positioning result and the expanded operating range includes: acquiring the user's motion data within a preset time period. Determining whether to perform a locking or unlocking operation based on the area corresponding to the positioning result, the expanded operating range, and the motion data.

[0029] One possible approach is to acquire the user's motion data within a preset time period when the initial location result is determined, in order to identify the user's target behavior pattern. Based on the area corresponding to the location result, the expanded operating range, and the motion data, it is determined whether to perform a locking or unlocking operation.

[0030] The target behavior pattern can include the user's away behavior, the user's approach behavior, and the user's stationary behavior.

[0031] For example, motion data may include at least one of the user's direction of movement, number of steps taken, or the user's target behavior pattern.

[0032] As one possible implementation, when the location result is initially determined, a first request is sent to the first terminal device. The first request is used to request the user's motion data within a preset time period.

[0033] In the above technical solution, taking the user's motion data as a factor in the unlocking and locking operation can further improve the fault tolerance of the positioning results, avoid the problem of repeated unlocking and locking as much as possible, thereby improving the accuracy of seamless unlocking and locking, and thus improving the user experience.

[0034] In conjunction with the first aspect, in some implementations of the first aspect, determining to perform a locking operation when the positioning result indicates that the first terminal device is located in a locked area includes: determining to perform a locking operation when the positioning result indicates that the first terminal device is located in a locked area and a first duration is greater than or equal to a first threshold, wherein the first duration is the duration from when the user gets off the vehicle to when the positioning result is obtained.

[0035] In conjunction with the first aspect, in some implementations of the first aspect, after performing the locking operation, when the positioning result indicates that the first terminal device is located in the unlocking area, determining to perform the unlocking operation includes: when the positioning result indicates that the first terminal device is located in the unlocking area and the second duration is greater than or equal to the second threshold, determining to perform the unlocking operation, whereby the second duration is the duration from when the vehicle performs the locking operation to when the positioning result is obtained.

[0036] In the above technical solution, the application of scene-related mapping relationships to the unlocking and locking operations, combined with the constraint of time factors, can further achieve fault tolerance and avoidance of positioning results, minimize the occurrence of repeated unlocking and locking issues, thereby improving the accuracy of seamless unlocking and locking, and thus improving the user experience.

[0037] In conjunction with the first aspect, in certain implementations of the first aspect, after performing the unlocking operation, when the positioning result indicates that the first terminal device is located in the unlocked area, determining to perform the unlocking operation includes: determining to perform the backstop locking operation when no user door opening operation is detected. When the positioning result indicates that the first terminal device is located in the unlocked area and a third time period is greater than or equal to a third threshold, determining to perform the unlocking operation, where the third time period is the time from when the vehicle performs the backstop locking operation to when the positioning result is obtained.

[0038] In the above technical solution, the scenario for the back-locking operation can be a situation where the vehicle does not detect the user's door opening operation after the seamless unlocking is performed. In this case, combined with the time factor, seamless unlocking can be achieved, which broadens the application scenarios of seamless unlocking and thus improves the user experience.

[0039] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: when the vehicle is in the second scenario, acquiring a second mapping relationship, the second mapping relationship including a mapping relationship between the location and signal strength of the terminal device in the second scenario; receiving a second signal sent by the user's first terminal device; and determining whether to perform an unlocking or locking operation based on the signal strength of the second signal and the second mapping relationship.

[0040] In the above technical solution, the mapping relationship on which the locking and unlocking are determined will also change accordingly after the parking scenario of the vehicle changes. This can improve the accuracy of seamless locking and unlocking in different scenarios, thereby improving the user experience.

[0041] For example, positioning methods that don't consider the differences in different parking scenarios are more likely to result in repeated locking and unlocking due to the same signal strength corresponding to different positioning results. The above solution has a more targeted mapping relationship in different parking scenarios, thereby minimizing repeated locking and unlocking, improving the accuracy of seamless locking and unlocking, and thus enhancing the user experience.

[0042] Secondly, a method for unlocking is provided, the method comprising: receiving first environmental data, the first environmental data including environmental data surrounding a vehicle in a first scenario; determining a first mapping relationship from multiple mapping relationships based on the first environmental data, the multiple mapping relationships including mapping relationships between the location and signal strength of a terminal device in multiple scenarios, the first mapping relationship including mapping relationships between the location and signal strength of a terminal device in the first scenario, the multiple scenarios including the first scenario; and transmitting the first mapping relationship.

[0043] In the above technical solution, multiple mapping relationships are stored in a cloud server, which can save vehicle storage space.

[0044] Thirdly, a method for unlocking or de-locking is provided, the method comprising: receiving a first request, and, based on the first request, sending motion data of a user within a preset time period to the vehicle, the motion data being used to determine whether to perform a locking or unlocking operation.

[0045] For example, motion data may include at least one of the user's direction of movement, number of steps taken, or the user's target behavior pattern, which may include the user's moving away behavior, the user's moving closer behavior, and the user's stationary behavior.

[0046] In the above technical solution, taking the user's motion data as a factor in the unlocking and locking operation can further improve the fault tolerance of the positioning results, avoid the problem of repeated unlocking and locking as much as possible, thereby improving the accuracy of seamless unlocking and locking, and thus improving the user experience.

[0047] Fourthly, an unlocking / locking device is provided, comprising an acquisition unit, a transceiver unit, and a determination unit. The acquisition unit is used to acquire a first mapping relationship when the vehicle is in a first scenario. The first mapping relationship includes a mapping relationship between the location and signal strength of a terminal device in the first scenario. The transceiver unit is used to receive a first signal sent by a user's first terminal device. The determination unit is used to determine whether to perform an unlocking or locking operation based on the signal strength of the first signal and the first mapping relationship.

[0048] It should be understood that the technical effects of the fourth aspect are similar to those of the first aspect. For details not described in detail, please refer to the first aspect. They will not be elaborated upon here.

[0049] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the device further includes a data acquisition unit, which is used to acquire first environmental data around the vehicle in the first scenario. Specifically, the acquisition unit is used to determine a first mapping relationship matching the first scenario from multiple mapping relationships based on the first environmental data. These multiple mapping relationships include mapping relationships between the location and signal strength of the terminal device in multiple scenarios, including the first scenario.

[0050] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the device further includes a data acquisition unit for acquiring first environmental data surrounding the vehicle in the first scenario. The transceiver unit is used to: send the first environmental data to a cloud server and receive a first mapping relationship from the cloud server.

[0051] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the determining unit is specifically used to: determine the positioning result of the first terminal device from the first mapping relationship based on the signal strength of the first signal; and determine whether to perform an unlocking or locking operation based on the area corresponding to the positioning result.

[0052] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the determining unit is specifically used to: determine to perform an unlocking operation when the positioning result indicates that the first terminal device is located in the unlocked area; or determine to perform a locking operation when the positioning result indicates that the first terminal device is located in the locked area; or determine not to perform an unlocking or locking operation when the positioning result indicates that the first terminal device is located in the buffer zone between the unlocked area and the locked area.

[0053] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the determining unit is specifically used for: determining the target unlocking / unlocking scenario; expanding the operational scope of the unlocking or locking operation based on the target unlocking / unlocking scenario; and determining whether to execute the locking or unlocking operation based on the area corresponding to the positioning result and the expanded operational scope.

[0054] In conjunction with the fourth aspect, in some implementations of the fourth aspect, a buffer zone is included between the unlocking zone and the locking zone. Specifically, the determining unit is used to: determine to perform a locking operation when the positioning result is within a first range, where the first range includes the range between the buffer zone and the locking zone; or, determine to perform a locking operation when the positioning result is within a second range, where the second range includes the range between the locking zone and the linking zone, and the locking zone is located between the buffer zone and the linking zone; or, determine to perform an unlocking operation when the positioning result is within a third range, where the third range includes the range between the unlocking zone and the buffer zone.

[0055] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the determining unit is specifically used to: acquire the user's motion data within a preset time period; and determine whether to perform a locking or unlocking operation based on the area corresponding to the positioning result, the expanded operating range, and the motion data.

[0056] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the determining unit is specifically used to: determine to perform a locking operation when the positioning result indicates that the first terminal device is located in the locked area and the first duration is greater than or equal to the first threshold, wherein the first duration is the duration from when the user gets off the vehicle to when the positioning result is obtained.

[0057] In conjunction with the fourth aspect, in some implementations of the fourth aspect, after the locking operation is performed, the determining unit is specifically used to: determine to perform the unlocking operation when the positioning result indicates that the first terminal device is located in the unlocking area and the second duration is greater than or equal to the second threshold, wherein the second duration is the duration from when the vehicle performs the locking operation to when the positioning result is obtained.

[0058] In conjunction with the fourth aspect, in some implementations of the fourth aspect, after performing the unlocking operation, the determining unit is specifically used to: determine to perform the backstop locking operation when no user door opening operation is detected; and determine to perform the unlocking operation when the positioning result indicates that the first terminal device is located in the unlocked area and the third duration is greater than or equal to the third threshold, wherein the third duration is the time from when the vehicle performs the backstop locking operation to when the positioning result is obtained.

[0059] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the acquisition unit is further configured to acquire a second mapping relationship when the vehicle is in the second scenario. The second mapping relationship includes a mapping relationship between the location and signal strength of the terminal device in the second scenario. The transceiver unit is further configured to receive a second signal sent by the user's first terminal device. The determination unit is further configured to determine whether to perform an unlocking or locking operation based on the signal strength of the second signal and the second mapping relationship.

[0060] Fifthly, a cloud server is provided, comprising a transceiver unit and a processing unit: the transceiver unit is configured to receive first environmental data, the first environmental data including environmental data surrounding a vehicle in a first scenario. The processing unit is configured to determine a first mapping relationship from multiple mapping relationships based on the first environmental data, the multiple mapping relationships including mapping relationships between the location and signal strength of terminal devices in multiple scenarios, the first mapping relationship including mapping relationships between the location and signal strength of terminal devices in the first scenario, the multiple scenarios including the first scenario. The transceiver unit is configured to transmit the first mapping relationship.

[0061] It should be understood that the technical effects of the fifth aspect are similar to those of the second aspect. For details not described in detail, please refer to the second aspect. They will not be elaborated upon here.

[0062] In a sixth aspect, a first terminal device is provided, comprising a transceiver unit and a processing unit: the transceiver unit is configured to receive a first request; the processing unit is configured to, according to the first request, send motion data of a user within a preset time period to the vehicle, the motion data being used to determine whether to perform a locking or unlocking operation.

[0063] For example, motion data may include at least one of the user's direction of movement, number of steps taken, or the user's target behavior pattern, which may include the user's moving away behavior, the user's moving closer behavior, and the user's stationary behavior.

[0064] It should be understood that the technical effects of the solution in the sixth aspect are similar to those in the third aspect. For details not described in detail, please refer to the third aspect. They will not be elaborated upon here.

[0065] In a seventh aspect, an unlocking device is provided, the device including a processor and a memory, wherein the memory is used to store a computer program, and the processor executes the computer program stored in the memory to cause the device to perform any of the possible methods in the first aspect.

[0066] Eighthly, a system for unlocking is provided, the system comprising any of the possible devices in the fourth aspect, any of the possible cloud servers in the fifth aspect, and any of the possible first terminal devices in the sixth aspect, or the system comprising any of the possible devices in the fourth aspect and any of the possible first terminal devices in the sixth aspect.

[0067] Ninth aspect, a vehicle is provided that includes any of the possible devices in the fourth aspect.

[0068] It should be understood that the term "vehicle" in this application can include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or recreational equipment, etc. For example, "vehicle" can be a vehicle in a broad sense, including transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application does not specifically limit the type of vehicle. Furthermore, a vehicle can be an airplane or a ship, etc.

[0069] In a tenth aspect, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform any one of the possible methods described in the first, second, or third aspect above.

[0070] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or packaged separately from the processor. This application embodiment does not specifically limit this.

[0071] Eleventhly, a computer-readable medium is provided, which stores program code that, when executed on a computer, causes the computer to perform any one of the possible methods described in the first, second, or third aspects above.

[0072] In a twelfth aspect, embodiments of this application provide a chip system including a processor for calling a computer program or computer instructions stored in a memory to cause the processor to perform any one of the possible methods described in the first, second, or third aspects above.

[0073] In conjunction with the twelfth aspect, in one possible implementation, the processor is coupled to the memory via an interface.

[0074] In conjunction with the twelfth aspect, in one possible implementation, the chip system further includes a memory in which computer programs or computer instructions are stored. Attached Figure Description

[0075] Figure 1 This is a functional block diagram of the vehicle 100 provided in an embodiment of this application;

[0076] Figure 2 This is a schematic diagram of sensor distribution applied to a vehicle 100 provided in an embodiment of this application;

[0077] Figure 3 This is a system block diagram of a locking / unlocking system provided in an embodiment of this application;

[0078] Figure 4 This is a schematic diagram of the division of an unlocking / locking area provided in an embodiment of this application;

[0079] Figure 5 This is a flowchart illustrating a method for unlocking provided in an embodiment of this application;

[0080] Figure 6 This is a flowchart illustrating another method for unlocking provided in an embodiment of this application;

[0081] Figure 7 This is a flowchart illustrating another method for unlocking provided in an embodiment of this application;

[0082] Figure 8 This is a flowchart illustrating another unlocking method provided in an embodiment of this application;

[0083] Figure 9 This is an offline process for establishing a mapping relationship provided in an embodiment of this application;

[0084] Figure 10 This is a schematic block diagram of an unlocking device 1000 provided in an embodiment of this application;

[0085] Figure 11 This is a schematic block diagram of an unlocking device 1100 provided in an embodiment of this application;

[0086] Figure 12 This is a structural block diagram of an unlocking device 1200 provided in an embodiment of this application. Detailed Implementation

[0087] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0088] To facilitate understanding of the embodiments of this application, the following points are made:

[0089] First, in this application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between different embodiments are consistent and can be referenced by each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0090] Second, in this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. In the textual description of this application, the character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can mean: a, or, b, or, c, or, a and b, or, a and c, or, b and c, or, a, b, and c. Here, a, b, and c can be single or multiple.

[0091] Third, in this application, the terms "first," "second," and various numerical designations are used for ease of description and are not intended to limit the scope of the embodiments of this application. For example, they distinguish different mapping relationships, rather than describing a specific order or sequence. It should be understood that such described objects can be interchanged where appropriate to describe solutions other than those in the embodiments of this application.

[0092] Fourth, in this application, descriptions such as "when," "under the circumstances," and "if" all refer to the device making corresponding processing under certain objective circumstances, and are not time-limited, nor do they require the device to make a judgment action when implementing it, nor do they imply any other limitations.

[0093] Fifth, in this application, the terms “comprising” and “having” and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product or device.

[0094] Sixth, in this application, "storage" can refer to storage in one or more memories. These memories can be separate installations or integrated into an encoder or decoder, processor, or communication device. Alternatively, some memories can be separate installations, while others can be integrated into a decoder, processor, or communication device. The type of memory can be any form of storage medium, and this application is not limited to this.

[0095] Passive entry and passive start (PEPS) systems, based on high- and low-frequency bidirectional communication, aim to simplify the cumbersome entry and start operations for users during vehicle use. In recent years, although traditional high- and low-frequency PEPS systems have matured relatively quickly, users still need to carry a dedicated smart key for convenient entry and start. However, with the emergence of the Internet of Things (IoT) concept, vehicle-to-everything (V2X) technology, enabling information interaction between people, vehicles, and infrastructure, has gained increasing attention from domestic and international automakers, becoming a key area for R&D investment. Against this backdrop, Bluetooth Low Energy (BLE) PEPS is expected to become a new technological solution to replace traditional high- and low-frequency PEPS systems.

[0096] BLE PEPS is a keyless entry and start system that draws inspiration from high- and low-frequency PEPS implementations. It utilizes low-cost, short-range, and interactive BLE technology as its primary technical solution and ultimately relies on smart terminal devices (such as smartphones or wearable devices) to achieve keyless entry and start. BLE PEPS replaces the dedicated smart key in high- and low-frequency PEPS with a smart terminal device, and uses BLE technology to determine the device's location (whether it's inside or outside the vehicle), thus enabling efficient and convenient vehicle entry and start operations.

[0097] The implementation of BLE PEPS relies on high-precision positioning of smart terminal devices. Current high-precision positioning solutions primarily rely on BLE-based Received Signal Strength Indicator (RSSI) positioning. The BLE technology in this solution operates in the 2.4GHz to 2.4835GHz industrial scientific medical (ISM) band. On one hand, the BLE operating band has poor signal interference resistance, resulting in poor stability for Bluetooth Low Energy. On the other hand, the RSSI positioning algorithm has low accuracy; therefore, BLE-based RSSI positioning solutions are susceptible to repeated vehicle unlocking and locking, failing to guarantee the accuracy of Bluetooth key unlocking and locking.

[0098] Currently, one positioning scheme based on BLE (Browser-Loop Electron) and RSSI (Recognition Speed ​​Injection) is a range-based RSSI positioning algorithm. This scheme achieves positioning based on a logarithmic path loss model, an ideal empirical model that correlates RSSI information with propagation distance. The scheme typically consists of three stages: distance measurement, location estimation, and location information correction. Based on the logarithmic path loss model, RSSI is converted into propagation distance, and then the location coordinates of the smart terminal device are calculated based on this distance. This model is an ideal empirical model that ignores the effects of shadow fading and multipath effects on RSSI.

[0099] In high-interference scenarios, the relationship between RSSI and propagation distance differs significantly from that described by the logarithmic path loss model. Therefore, the propagation distance calculated using the logarithmic path loss model deviates considerably from the actual propagation distance. This leads to a large discrepancy between the positioning result and the actual location, thus reducing the accuracy of the Bluetooth key's locking and unlocking. Furthermore, even in low-interference scenarios, the inherently poor signal interference resistance of BLE technology causes slight fluctuations in the RSSI value received and resolved by the vehicle's BLE antenna. This results in abrupt changes in the positioning result when the smart terminal device is near the lock / unlock boundary, causing the vehicle to repeatedly lock or unlock. Therefore, this positioning scheme cannot guarantee the accuracy of the Bluetooth key's locking and unlocking, thus impacting the user experience.

[0100] Another BLE-based RSSI positioning scheme is based on the mapping relationship between RSSI information and the physical location of the target space. This scheme is divided into an offline phase of establishing a location signal strength database and an online positioning phase. In the offline signal strength database establishment phase, the locations of different sampling points in the vehicle's external space are associated with the RSSI data for each location and uploaded to a cloud server. The cloud server then establishes a location signal strength database based on this data, linking RSSI information with the physical location of the target space. In the online positioning phase, the vehicle-mounted device downloads the location signal strength database from the cloud server. The device then uses a BLE antenna to parse the BLE signal transmitted by the smart terminal device to obtain RSSI data, and finally matches this data with the location signal strength database to obtain the corresponding location information, thereby achieving the positioning of the smart terminal device.

[0101] Although the differences in RSSI data under high and low interference conditions were comprehensively considered during the offline establishment of the location signal strength database, the database may still contain identical RSSI vector data corresponding to two different location information. In this case, the positioning result of the smart terminal device will change abruptly. If these two location information correspond to the vehicle being locked and unlocked respectively, the vehicle will repeatedly unlock or lock. Alternatively, the location signal strength database may also contain two locations that are close to each other, but whose RSSI data differ significantly. When the smart terminal device is near these two close locations, the positioning result may also change abruptly, causing the vehicle to repeatedly unlock or lock.

[0102] Therefore, none of the above solutions can guarantee the accuracy of Bluetooth key unlocking and locking, thus affecting the user experience.

[0103] To address the aforementioned problems, embodiments of this application provide a method and apparatus for unlocking, which will be described below in conjunction with... Figures 1 to 10 Detailed explanation.

[0104] Figure 1 This is a functional block diagram of the vehicle 100 provided in the embodiments of this application.

[0105] Vehicle 100 may include a perception system 110 and a computing platform 150. The perception system 110 may include several sensors for sensing information about the environment surrounding vehicle 100. For example, the perception system 110 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system or other positioning systems, an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and one or more of camera devices.

[0106] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include processors 151 to 15n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. In addition, it can also be hardware circuits designed for artificial intelligence, which can be understood as a type of ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. Furthermore, the computing platform 150 may also include a memory for storing instructions. Some or all of the processors 151 to 15n can call the instructions in the memory to execute them and achieve the corresponding functions.

[0107] Vehicle 100 may include an advanced driving assistance system (ADAS). ADAS utilizes various sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, camera devices, ultrasonic sensors, global positioning system, inertial measurement unit) to acquire information from the vehicle's surroundings, and analyzes and processes the acquired information to achieve functions such as obstacle perception, target recognition, vehicle positioning, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0108] In this application embodiment, a vehicle may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, a vehicle can be a vehicle in a broad sense, including transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application embodiment does not specifically limit the type of vehicle. Furthermore, a vehicle may be an airplane or a ship, etc.

[0109] Figure 2 This is a schematic diagram of sensor distribution applied to a vehicle 100 provided in an embodiment of this application. It should be understood that... Figure 2 This is merely an illustrative diagram illustrating one possible sensor distribution method; other distribution methods are possible, and this application does not limit the scope of such methods. Figure 2 As shown, the sensors distributed on the vehicle 100 include a millimeter-wave radar 201, a camera device 202, and a lidar 203, and may also include... Figure 2 Other sensors not shown are not limited in this application embodiment. For example, the maximum sensing distance of the lidar is about 150 meters, the maximum sensing distance of the camera device is about 200 meters, the maximum sensing distance of the long-range millimeter-wave radar is about 250 meters, and the maximum sensing distance of the medium / short-range millimeter-wave radar is about 120 meters.

[0110] Figure 3 This is a system block diagram of unlocking provided in an embodiment of this application.

[0111] like Figure 3 As shown in (a), an unlocking and locking system includes a terminal device 310 and a vehicle 320. The terminal device 310 and the vehicle 320 are connected wirelessly, for example, via Bluetooth, Wi-Fi, or near field communication (NFC). This application embodiment does not limit this, and the following mainly uses Bluetooth Low Energy (BLE) as an example.

[0112] It should be understood that terminal device 310 can be a smartphone, tablet, wearable device, computer with wireless transceiver capabilities, virtual reality (VR) terminal device, or augmented reality (AR) terminal device, etc., and this application embodiment does not limit this. This application embodiment uses a smartphone as an example for illustration. Vehicle 320 can be... Figure 1 or Figure 2 The vehicle shown.

[0113] like Figure 3 As shown in (b), another unlocking / locking system may also include a cloud server 330, and the terminal device 310 and vehicle 320 can be connected wirelessly, with specific examples provided. Figure 3 The description in (a) is similar. The vehicle 320 and the cloud server 330 are also connected wirelessly, specifically via, for example, Long Time Evolution (LTE), 4th Generation (4G), 5th Generation (5G), or future evolution communication methods. This application does not limit this.

[0114] Figure 4 This is a schematic diagram of the division of the unlocking and locking area provided in an embodiment of this application.

[0115] Figure 4 The schematic diagram showing the division of the unlocking and locking areas can be applied to embodiments of this application. For example... Figure 4 As shown, along the direction away from the vehicle 320 from the terminal device 310, there can be an unlocking area, a buffer zone, a locking area, and a linking area. When the terminal device 310 is in the unlocking area, it can trigger the vehicle 320 to unlock. When the terminal device 310 is in the buffer zone, the vehicle 320 can unlock, lock, or neither unlock nor lock; the specific function of the buffer zone can change dynamically, and the specific changes will be described in detail in subsequent implementation methods. When the terminal device 310 is in the locking area, it can trigger the vehicle 320 to lock. When the terminal device 310 is in the linking area, the terminal device 310 and the vehicle 320 are in a connected state. When the terminal device 310 is in an area other than those mentioned above, the terminal device 310 and the vehicle 320 do not perform unlocking or locking operations.

[0116] For example, the unlocking zone can be set to a distance of (a, b) meters (m) from the vehicle, for example, 0m to 3m; the buffer zone can be set to a distance of (b, c) meters from the vehicle, for example, 3m to 6m; the locking zone can be set to a distance of (c, d) meters, for example, 6m to 10m; and the link zone can be set to a distance of (d, f) meters, for example, 10m to 30m. It should be understood that the range settings for different zones can also be other specific values; these are merely examples.

[0117] It should be understood that, although in Figure 4 The shown unlocking / locking area division only shows terminal device 310 and vehicle 320, but... Figure 4 The specific form of the interlocking system is not limited; the system can still be Figure 3 (a) or Figure 3 (b) in the middle.

[0118] Figure 5 This is a flowchart illustrating a method for unlocking provided in an embodiment of this application.

[0119] It should be understood that Figure 5 The entity executing the method shown can be a vehicle, a chip, chip system, or processor that supports the vehicle in implementing the corresponding method, or a logic module or software that implements all or part of the vehicle's functions. Alternatively, Figure 5 The execution entity of the method shown can be a cloud server, a chip, chip system or processor that supports the cloud server to implement the corresponding method, or a logic module or software that implements all or part of the cloud server functions.

[0120] S510: When the vehicle is in the first scenario, obtain the first mapping relationship, which includes the mapping relationship between the location and signal strength of the terminal device in the first scenario.

[0121] The location of the terminal device can be either the point where the terminal device is located or the area where the terminal device is located.

[0122] For example, the first scenario could be an indoor parking scenario (e.g., an underground parking lot) or an outdoor parking scenario (e.g., an open-air parking lot or a roadside parking space).

[0123] Optionally, the first mapping relationship is one of multiple mapping relationships, which include mapping relationships between the location and signal strength of terminal devices in multiple scenarios, including the first scenario.

[0124] As one possible implementation, the vehicle collects first environmental data of the first scenario, and determines the first mapping relationship that matches the first scenario from multiple mapping relationships based on the first environmental data.

[0125] For example, through Figure 1 The sensors in the perception system 110 of the vehicle 100 collect first environmental data. For example, the perception system 110 can be a camera, radar, or other sensors.

[0126] Specifically, first environmental data is identified to determine that the vehicle is in a first scenario; based on the first scenario, a first mapping relationship matching the first scenario is determined from multiple mapping relationships.

[0127] For example, first environmental data is identified to determine the first feature index corresponding to the first scene, and based on the first feature index, the first mapping relationship matching the first scene is determined from multiple mapping relationships.

[0128] It should be understood that the first feature index can be marker data representing the first scene. Alternatively, the first feature index can be obtained by inputting the first environmental data into a feature extraction model.

[0129] As one possible implementation, the first environmental data collected is sent to a cloud server, and the vehicle receives the first mapping relationship determined by the cloud server.

[0130] In this way, multiple mapping relationships are stored in the cloud server, which can save vehicle storage space.

[0131] In some implementations, when the vehicle is in the first scenario, the cloud server receives the first environmental data from the vehicle, and determines the first mapping relationship that matches the first scenario from multiple mapping relationships based on the first environmental data, so as to obtain the first mapping relationship. The first mapping relationship includes the mapping relationship between the location and signal strength of the terminal device in the first scenario.

[0132] It should be understood that the process by which the cloud server determines the first mapping relationship is similar to the process by which the vehicle determines the first mapping relationship, and will not be elaborated here.

[0133] It should be understood that the first mapping relationship and multiple mapping relationships are established offline. The first mapping relationship can also be called the first data sub-database, and multiple mapping relationships can be called the total data database. The total data database includes the first data sub-database.

[0134] In S510, the location of the terminal device can be the location of the terminal device during the offline mapping relationship establishment phase. Here, the location of the terminal device can be broadly understood as the area corresponding to the location of the terminal device, or narrowly understood as the coordinate position of the terminal device. This coordinate position can be based on the vehicle coordinate system or the geodetic coordinate system, and this embodiment does not limit it.

[0135] In S510, the signal strength can be the Received Signal Strength Indicator (RSSI), which corresponds one-to-one with the location of the terminal device during the offline mapping relationship establishment phase. This RSSI can also be called the Received Signal Strength Indicator during the training phase, hereinafter referred to as the training RSSI. Alternatively, the signal strength can be in other forms, which are not limited in this embodiment.

[0136] Figure 9 This is an offline process for establishing a mapping relationship provided in an embodiment of this application.

[0137] It should be understood that Figure 9 The location of the terminal device shown is based on the broad understanding described above, that is, the area corresponding to the location of the terminal device. Figure 9 The type of region where the terminal device is located is shown, such as Figure 4As shown, a detailed description can be found here. Figure 4 This will not be elaborated upon here.

[0138] In the first scenario, the offline establishment process of the first mapping relationship is as follows.

[0139] The first step, in the first scenario, is to divide the external space of the vehicle into several sampling areas. Each sampling area can be understood as... Figure 4 The area shown, or each sampling area, can also be Figure 4 The sample area set is formed by the sub-regions under the shown area. This application embodiment does not limit this. Figure 9 Let's take the former as an example.

[0140] The second step is to select several RSSI data sampling points in each sampling area, and place the terminal device at each sampling point for a period of time so that the vehicle's BLE antenna can collect multiple sets of RSSI values ​​corresponding to the data sampling points.

[0141] The third step involves standardizing, averaging, and Gaussian filtering the collected RSSI values ​​to obtain the stable RSSI vector corresponding to each data sampling point. This data sampling point, along with the vehicle's regional state information and the corresponding stable RSSI vector, forms a first correspondence between RSSI vector data and the terminal device's regional data. For example, the RSSI vector data corresponding to the unlocked area is (RSSI11, RSSI12, … RSSI1n).

[0142] The fourth step is to construct the first mapping relationship in the first scenario using multiple corresponding data.

[0143] As one possible implementation, multiple first correspondence data are combined to form a first mapping relationship and stored in the vehicle.

[0144] At this time, the unlocking and locking system is as follows: Figure 3 As shown in (a).

[0145] As one possible implementation, each first correspondence data is uploaded to a cloud server. After uploading multiple first correspondence data to the cloud server, the offline establishment process of the first mapping relationship in the first scenario is completed on the cloud server.

[0146] At this time, the unlocking and locking system is as follows: Figure 3 As shown in (b).

[0147] For example, such as Figure 9As shown, the first mapping relationship includes four first correspondence data, namely the first correspondence data #1 between the unlock area and RSSI vector data, the first correspondence data #2 between the buffer and RSSI vector data, the first correspondence data #3 between the locking area and RSSI vector data, and the first correspondence data #4 between the link area and RSSI vector data.

[0148] In this way, the first mapping relationship in the first scenario is region-related, rather than having corresponding signal strength data for each sampling location. This not only reduces the amount of data in the first mapping relationship, and thus the amount of data in multiple mapping relationships, but also blurs the correspondence between signal strength data and the location of the terminal device, thereby reducing the possibility of repeated unlocking or locking of the vehicle and improving the user experience.

[0149] The offline establishment process for multiple mapping relationships in different parking scenarios is as follows.

[0150] The first step, after establishing the first mapping relationship in the first scenario, is to obtain the first environmental data of the vehicle in the first scenario.

[0151] Specifically, through Figure 1 The sensors in the perception system 110 of the vehicle 100 acquire first environmental data. For example, the perception system 110 can be a camera, radar, or other sensors.

[0152] The second step is to determine the second correspondence data related to the first mapping relationship and the first scenario based on the first environmental data and the first mapping relationship.

[0153] Specifically, based on the first environmental data, a first feature index of the first parking environment can be obtained. The first mapping relationship and the first feature index constitute a second correspondence data related to the first mapping relationship and the first scene.

[0154] For example, the first feature index could be data of markers in the first environment data that can represent the first scene.

[0155] For example, the first feature index can also be obtained by inputting the first environmental data into the feature extraction model.

[0156] As one possible implementation, the first environmental data is sent to the cloud server, the first feature index of the first mapping relationship is determined by the cloud server, and the second correspondence data related to the first mapping relationship and the first scenario is also determined by the cloud server.

[0157] As one possible implementation, the vehicle obtains a first feature index based on the first environmental data, and constructs a second correspondence data that links the first scene and the first mapping relationship.

[0158] The third step is to construct multiple mapping relationships based on multiple second-correspondence data.

[0159] It should be understood that multiple second-correspondence data represent multiple second-correspondence data under different parking scenarios. For example... Figure 9 As shown, the second correspondence data can be the correspondence between the first feature index and the first mapping relationship in the first scenario, or the correspondence between the second feature index and the second mapping relationship in the second scenario, etc.

[0160] As one possible implementation, multiple mapping relationships can be constructed and saved by the vehicle.

[0161] As one possible implementation, multiple mapping relationships can also be built and stored on a cloud server.

[0162] S520 receives the first signal sent by the user's first terminal device.

[0163] It should be understood that the first terminal device is the user's device during the first mapping relationship usage phase.

[0164] As one possible implementation, the vehicle's multiple BLE antennas resolve the first signal (e.g., a BLE signal) transmitted by the first terminal device into RSSI values ​​and combine them into an RSSI vector. This RSSI vector can be understood as a representation of the signal strength of the first signal. This application does not limit the specific representation of the signal strength of the first signal in its embodiments.

[0165] In some implementations, the vehicle receives a first signal sent by a first terminal and then sends the first signal to a cloud server.

[0166] S530 determines whether to perform an unlocking or locking operation based on the signal strength of the first signal and the first mapping relationship.

[0167] It should be understood that the first RSSI is used below as an example to illustrate the signal strength of the first signal.

[0168] One possible implementation involves transmitting the first RSSI to the vehicle's computing platform. The computing platform uses a matching algorithm to match the received first RSSI with a first mapping relationship, finds the nearest or nearest neighbor sampling point, and uses the area state information corresponding to that sampling point as the vehicle's positioning result. Based on this positioning result, it determines whether to perform an unlocking or locking operation.

[0169] In some implementations, the cloud server determines whether to perform an unlocking or locking operation based on the signal strength of the first signal and the first mapping relationship, and sends the determination result to the vehicle.

[0170] In the above technical solution, by acquiring the mapping relationship related to the parking scenario of the vehicle, accurate matching and positioning of signal strength and the first terminal device can be achieved, thereby improving the accuracy of contactless unlocking and locking.

[0171] The following will combine Figure 6 Detailed explanation Figure 5 The diagram shows the detailed process of seamless locking and unlocking based on the mapping relationship related to the parking scenario.

[0172] Figure 6 This is a flowchart illustrating another method for unlocking provided in an embodiment of this application.

[0173] like Figure 6 As shown, the unlocking and de-locking methods are divided into a locking process 610 and an unlocking process 620 for the vehicle in site A, and a locking process 630 for the vehicle moving from site A to site B.

[0174] The locking process of the vehicle in site A is as follows (610).

[0175] S611, the vehicle completes parking in area A.

[0176] It should be understood that site A is a specific example of the first scenario. For example, site A could be an underground parking garage.

[0177] S612, the vehicle detects the operation of opening and closing the door, and there is no one inside the vehicle, so the vehicle's unlocking / locking requirement is determined to be a locking requirement.

[0178] It should be understood that S612 can be seen as one possible way to determine the unlocking / locking requirements of a vehicle.

[0179] S613, the vehicle scans the external environment to obtain first environmental data, and then uploads the first environmental data to the cloud server.

[0180] For example, the vehicle quickly calls upon its own 360° surround-view camera, millimeter-wave radar, and lidar to perform a panoramic scan of the external environment and uploads the resulting environmental data to a cloud server.

[0181] S614, the vehicle receives the first mapping relationship corresponding to the first environmental data from the cloud server.

[0182] As one possible implementation, the cloud server determines a first feature index based on the first environmental data. This first feature index can be data representing landmarks of site A, or feature data obtained through a feature extraction model. Subsequently, it retrieves a first mapping relationship highly compatible with site A from multiple mapping relationships based on the first feature index. Finally, all first correspondence data in the first mapping relationship are sent to the vehicle's data storage area for storage.

[0183] S615, the vehicle receives the first RSSI from the first terminal device and determines the first positioning result of the first terminal device through a matching algorithm.

[0184] As one possible implementation, the vehicle uses multiple BLE antennas to parse data packets sent by the first terminal device into RSSI values ​​and combine them into an RSSI vector. The RSSI vector is then transmitted to the vehicle's computing platform. Finally, the computing platform matches the received RSSI vector with a first mapping relationship using a matching algorithm to find the nearest or nearest neighbor sampling point, and uses the area state information of that sampling point as the first positioning result for the first terminal device.

[0185] S616, the vehicle determines whether the first positioning result indicates that the first terminal device is in the locked zone.

[0186] If the first positioning result indicates that the first terminal device is in the locked zone, then execute S617 to confirm the locking.

[0187] If the first positioning result indicates that the first terminal device is in a non-locked area, then S615 is executed again to obtain a new first positioning result based on the new RSSI data sent by the first terminal device.

[0188] As one possible implementation, when the vehicle detects that the user has closed the door, it obtains the first positioning result through steps S613 to S615. If the first positioning result indicates an unlocked area, it is determined that no locking operation will be performed, and step S615 is executed. As the user's first terminal device gradually moves away from the vehicle, if the new first positioning result becomes a buffer zone, it is determined that no locking operation will be performed, and step S615 is executed. When the user moves further away from the vehicle and a new first positioning result first appears in the locked area, step S617 is executed, successfully completing the seamless locking service.

[0189] It should be understood that the first terminal device is carried by the user.

[0190] The unlocking process for the vehicle at site A is as follows (620).

[0191] S621, the user's first terminal device determines that the user has arrived at location A.

[0192] S622, the first terminal device connects to the vehicle in the link area.

[0193] As one possible implementation, as the user's primary terminal device gets closer to the user's vehicle, a BLE Bluetooth connection is successfully established with the vehicle when the primary terminal device reaches the linking area.

[0194] It should be understood that the vehicle is in an OFF state at this time, and there is no need to trigger an external environment scan.

[0195] S623, the vehicle invokes the first mapping relationship obtained in S614 during the locking process 610.

[0196] S624, the vehicle receives the second RSSI from the first terminal device and determines the second positioning result of the first terminal device through a matching algorithm.

[0197] The specific method for determining the second positioning result is similar to the method for determining the first positioning result in S615. Please refer to S615 for details. The detailed process will not be elaborated here.

[0198] S625, the vehicle determines whether the second positioning result indicates that the first terminal device is in the unlocked area.

[0199] If the second positioning result indicates that the first terminal device is in the unlocked area, then execute S626 to confirm unlocking.

[0200] If the second positioning result indicates that the first terminal device is in the unlocked area, then S625 is executed again to obtain a new second positioning result based on the new second RSSI data sent by the first terminal device.

[0201] As one possible implementation, after the first terminal device establishes a BLE Bluetooth connection with the vehicle, the vehicle obtains the second location result for the first time. If the second location result indicates a linked area at this time, an unlocking operation is initiated, and step S624 is executed. As the user's first terminal device gradually approaches the vehicle, if the new second location result becomes a buffer zone, an unlocking operation is not initiated, and step S624 is executed. Finally, when the user moves further closer to the vehicle and a new second location result first appears in the unlocking area, step S626 is executed, successfully completing the seamless unlocking service.

[0202] When a vehicle's parking location changes from site A to site B, the first mapping relationship in the vehicle's data storage area needs to be replaced with the second mapping relationship corresponding to site B. The specific locking process of the vehicle in site B is as follows (630).

[0203] S631, the vehicle completes parking in area B.

[0204] It should be understood that Site B is a specific example of the second scenario. For example, Site B could be an open-air parking lot.

[0205] S632, the vehicle detects the operation of opening and closing the door, and there is no one inside the vehicle, so the vehicle's unlocking / locking requirement is determined to be a locking requirement.

[0206] S633: The vehicle scans the external environment to obtain second environmental data and uploads the second environmental data to the cloud server.

[0207] S634, the vehicle receives the second mapping relationship corresponding to the second environmental data from the cloud server, and overwrites the first mapping relationship with the second mapping relationship.

[0208] It should be understood that the process of S634 receiving the second mapping relationship is similar to the process of S614 receiving the first mapping relationship. For details not described in detail, please refer to S614.

[0209] The subsequent positioning and locking process is similar to that of S615 to S617, and will not be described in detail here.

[0210] To further avoid repeated unlocking and locking, and to achieve fault tolerance in the location and unlocking process based on scene-related mapping relationships, constraints based on time and / or context factors can be added, thereby further improving the user experience. The following will combine... Figure 7 and Figure 8 Detailed explanation.

[0211] Figure 7 This is a flowchart illustrating another unlocking method provided in the embodiments of this application.

[0212] First, let's briefly explain the meaning of the specific parameters used in the time factor constraints. The first threshold T1 is the time interval constraint that must be met between the user getting out of the car and closing the door, and the locking operation. The second threshold T2 is the time interval constraint that must be met between the contactless locking operation and the contactless unlocking operation. The third threshold T3 is the time interval constraint that must be met between the backstop locking operation and the contactless unlocking operation.

[0213] As one possible implementation, the first threshold T1 can be determined by the range of the locked area and the user's walking speed, or by the range of the buffer and the user's walking speed.

[0214] For example, the locked zone can be 6-10m away from the intelligent driving vehicle, the user's walking speed is 1.2m / s, and the minimum value of the first threshold T1 can be 6m / 1.2(m / s) = 5s. The buffer zone can be 3-6m away from the intelligent driving vehicle, the user's walking speed is 1.2m / s, and the minimum value of the first threshold T1 can also be 3m / 1.2(m / s) = 2.5s.

[0215] In this way, expanding the scope of the locking operation from the locking zone to the buffer zone can improve the speed of seamless locking.

[0216] As one possible implementation, the second threshold T2 can be determined by the distance between the locked and unlocked areas and the user's walking speed.

[0217] For example, the range of the locked zone can be 6m to 10m, the range of the unlocked zone can be 0m to 3m, the maximum distance between the locked zone and the unlocked zone can be 10-3=7m, the minimum distance can be 6-3=3m, the user's walking speed is 1.2m / s, and the value range of the second threshold T2 can be 2.5s to 5.83s.

[0218] This prevents the vehicle from repeatedly locking and unlocking, improving the user experience.

[0219] As one possible implementation, the value of the third threshold T3 can be set by the user.

[0220] It should be understood that the third threshold T3 takes effect when the vehicle has completed a seamless unlocking process, but the user has not opened the door. When no user's door opening operation is detected, the anti-locking mechanism is determined to be executed. The third threshold T3 indicates the unlocking time point after the anti-locking mechanism is executed.

[0221] This can further improve the security of contactless locking and unlocking, and enhance the user experience.

[0222] Optionally, the first threshold T1, the second threshold T2, and the third threshold T3 can all be reduced by decreasing the set time based on the theoretical values ​​mentioned above. The set time is a reserved time for data processing, and the set time can be set by the user, for example, 2 seconds.

[0223] The following will combine Figure 7 This section details a method for locking and unlocking that combines a mapping relationship based on parking scenarios with time factors.

[0224] The locking process of the vehicle in site A is as follows (710).

[0225] S711, the vehicle completes parking in area A.

[0226] S712, the vehicle detects the operation of opening and closing the door, and there is no one inside the vehicle, so the vehicle's unlocking / locking requirement is determined to be a locking requirement.

[0227] S713: The vehicle scans the external environment to obtain initial environmental data and uploads it to the cloud server.

[0228] At the same time, S714, following S712, starts the timer in the body control unit.

[0229] It should be understood that this timer is used to record the time period after the user gets off the vehicle.

[0230] S715, the vehicle receives the first mapping relationship corresponding to the first environmental data from the cloud server.

[0231] S716, the vehicle receives the first RSSI from the first terminal device and determines the first positioning result of the first terminal device through a matching algorithm.

[0232] It should be understood that the steps in S711, S712, S713, S715, and S716 are... Figure 6 The related steps are similar; for parts not described in detail, please refer to S611 to S615.

[0233] S717, the vehicle determines whether the first positioning result indicates that the first terminal device is in the locked zone.

[0234] If the first positioning result indicates that the first terminal device is in a non-locked area, then S716 is executed again to obtain a new first positioning result based on the RSSI data sent by the first terminal device.

[0235] If the first positioning result indicates that the first terminal device is in the locked area, then at the same time, S718, the vehicle determines whether the first duration is greater than or equal to the first threshold T1.

[0236] It should be understood that the first duration is determined by a timer, and the first duration is the time from when the user gets off the vehicle to when the location result is obtained.

[0237] If the first duration is greater than or equal to the first threshold T1, then execute S719 to determine the latch and store the latch time node x.

[0238] If the first duration is less than the first threshold T1, then the smart device will not perform a locking operation.

[0239] It should be understood that the method for determining the first threshold T1 is as described above, and will not be repeated here.

[0240] For example, if the locking zone ranges from 6m to 10m and the user's walking speed is 1.2m / s, then the minimum value of the first threshold T1 is 6 ÷ 1.2 = 5s. When the first positioning result indicates that the user's first terminal device is in the unlock zone and the first duration is less than 5s, the vehicle controller does not have automatic locking authority, and the vehicle does not perform a locking operation. As the user gradually moves away from the vehicle with the first terminal device to the buffer zone, the new first positioning result indicates that the first terminal device is in the buffer zone. At this time, the first duration is still less than 5s, and the vehicle controller still does not have automatic locking authority, and the vehicle does not perform a locking operation. Finally, when the user moves away from the vehicle to the locking zone, the new first positioning result indicates that the first terminal device is in the locking zone, and at this time the first duration is greater than or equal to 5s. The vehicle controller is granted automatic locking authority, the vehicle performs a locking operation, successfully completing the keyless departure locking service, and the automatic locking time node x is stored in the vehicle controller.

[0241] The unlocking process for the vehicle at site A is as follows (720).

[0242] S721, the user's first terminal device determines that the user has arrived at location A.

[0243] S722, the first terminal device connects to the vehicle in the link area.

[0244] S723, the vehicle invokes the first mapping relationship obtained in S715 during the locking process 710.

[0245] S724, the vehicle receives the second RSSI from the first terminal device and determines the second positioning result of the first terminal device through a matching algorithm.

[0246] It should be understood that S721 to S724 are similar to S621 to S624 in the above unlocking process 620. For a detailed explanation, please refer to S621 to S624. They will not be repeated here.

[0247] While determining the second positioning result of the first terminal device, optionally, in S725, the vehicle obtains the time node y corresponding to the first second positioning result and the locking time node x in S719 of the locking process 710, and determines the second duration.

[0248] Specifically, the second duration is the time period between time node b and time node a, that is, the second duration is the time from when the vehicle performs the locking operation to when the positioning result is obtained.

[0249] S726, the vehicle determines whether the second duration is greater than or equal to the second threshold T2.

[0250] It should be understood that the second threshold T2 has been described in detail above and will not be repeated here.

[0251] If the second duration is greater than or equal to the second threshold T2, then the vehicle has the permission to unlock without physical contact. If the second duration is less than the second threshold T2, then the vehicle does not have the permission to unlock without physical contact.

[0252] For example, the second threshold T2 can be 5 seconds, and when the second duration is greater than or equal to 5 seconds, the vehicle has the permission to unlock without human contact.

[0253] S727, the vehicle determines whether the second positioning result indicates that the first terminal device is in the unlocked area.

[0254] If the second positioning result indicates that the first terminal device is in the unlock zone and the vehicle has the permission to unlock without human intervention, then execute S728 to confirm unlocking and overwrite the locking time node x with the unlocking time node z.

[0255] If the second positioning result indicates that the first terminal device is in the unlocked area, then S625 is executed again to obtain a new second positioning result based on the RSSI data sent by the first terminal device.

[0256] For example, when the second threshold T2 is 5 seconds, if the second duration is greater than or equal to the second threshold T2, then the vehicle has the permission to unlock without human intervention. When the second positioning result indicates that the user's first terminal device is in the locking zone, the vehicle does not perform an automatic unlocking operation. As the user gradually approaches the vehicle, when a new second positioning result indicates that the user's first terminal device is in the unlocking zone, the vehicle performs an automatic unlocking operation, successfully completing the keyless entry service. At the same time, the vehicle stores the unlocking time node z in the body controller, overwriting the original locking time node x.

[0257] Optionally, if the user does not open the vehicle door within a certain period after the unlocking time node z, then the automatic anti-lock is executed, and the automatic anti-lock time node o overwrites the original unlocking time node z.

[0258] Optionally, when the third duration is greater than or equal to the third threshold T3, and the positioning result of the user's first terminal device indicates that the first terminal device is in the unlock zone, an unlocking operation is determined to be performed. The third duration is the time from when the vehicle performs the backstop locking operation to when the positioning result is obtained.

[0259] In the above technical solution, the application of scene-related mapping relationships to the unlocking and locking operations, combined with the constraint of time factors, can further avoid the problem of repeated unlocking and locking, and improve the user experience.

[0260] Similarly, to further avoid the problem of repeated unlocking and delocking, in addition to adding time constraints, situational constraints can also be added.

[0261] First, let me clarify that the contextual factors mainly consider the scenarios for unlocking and closing, as well as the user's behavioral patterns.

[0262] The scenarios for unlocking and de-locking mainly include: the first unlocking scenario, the first locking scenario, and the second locking scenario. Unlocking scenarios are used to expand the enabling range of unlocking and de-locking. For example, the range of contactless locking is expanded from the original locking area to the buffer zone. The range of contactless unlocking is expanded from the original unlocking area to the buffer zone.

[0263] When the vehicle meets the trigger conditions of all doors being closed and the device being powered off, the vehicle identification unlocking / locking scenario is triggered. If the vehicle fails to identify the trigger conditions, a second identification of the trigger conditions is initiated after a fourth threshold time interval.

[0264] The conditions for determining the first unlocking scenario can be: the vehicle lock is closed and the vehicle's power is off, i.e., the power is off. When the aforementioned conditions are met, the vehicle is determined to be in the first unlocking scenario, and the range of contactless unlocking (also known as the third range) is expanded from the unlocking area to the unlocking area and the buffer zone.

[0265] The conditions for determining the first locking scenario can be: the vehicle lock is in the unlocked state, no one is inside the vehicle, and the vehicle's power is off. When the aforementioned conditions are met, the vehicle is determined to be in the first locking scenario, and the range of the sensorless locking (also known as the first range) is expanded from the locking zone to the locking zone and the buffer zone.

[0266] The conditions for determining the second locking scenario can be: the vehicle lock status changes from closed to open, no one is inside the vehicle, and the vehicle's power is off. When the aforementioned conditions are met, the vehicle is determined to be in the second locking scenario, and the range of the sensorless locking (also known as the second range) is expanded from the locking area to the locking area and the connection area.

[0267] The target behavioral patterns of users can include user approach behavior, user distance behavior, and user stationary behavior.

[0268] As one possible approach, the user's target behavior pattern can be determined after the initial location result is established by acquiring the user's movement direction and number of steps within a preset time period.

[0269] The condition for determining a user's approach behavior can be: the number of steps a user takes to walk from the locked area to the buffer zone is at least N1-1, where N1 is the average number of steps taken from the locked area to the buffer zone. When the aforementioned condition is met, the vehicle can be unlocked without human intervention.

[0270] The condition for determining a user's departure behavior can be: the user's second step from the vehicle to the buffer zone is at least N2-1 steps, where N2 is the average number of steps from the vehicle to the buffer zone. When the aforementioned condition is met, the vehicle can perform a sensorless locking action.

[0271] The condition for determining stationary behavior can be: the user has not taken any steps. In this case, the vehicle does not have the authority to lock or unlock without contact.

[0272] As one possible implementation, the user's step count can be obtained through a first terminal device, which then transmits the user's step count to the vehicle.

[0273] For example, the user's direction of movement and number of steps can be obtained through the GPS, accelerometer, three-axis gyroscope of the first terminal device, and GPS information of the vehicle.

[0274] The trigger condition for identifying user behavior patterns is that the location result of the user's first terminal device has been determined.

[0275] The trigger condition for resetting the user's behavior pattern recognition is: the direction of the user's first terminal device changes.

[0276] Combine situational factors Figure 5 and Figure 6 The method shown is a locking / unlocking mechanism based on a mapping relationship within a parking scenario. The general process can be summarized as follows: The vehicle arrives at location A and completes parking. The vehicle detects that the user has exited and closed the door, and the vehicle is in a locked state (power off). This triggers the vehicle to identify the scenario for unlocking, obtaining the target unlocking scenario, which is one of the three unlocking scenarios mentioned above. Simultaneously, the vehicle is triggered to... Figure 5 or Figure 6 The positioning process shown yields either a first or second positioning result. After obtaining the first or second positioning result, the vehicle is triggered to acquire the user's target behavior pattern. Finally, by combining the user's target behavior pattern with the target unlocking / locking scenario, it can be determined whether the vehicle will unlock or lock. Specifically, this will be combined with... Figure 8 Detailed explanation.

[0277] Figure 8 This is a flowchart illustrating another unlocking method provided in an embodiment of this application.

[0278] Assume the vehicle's unlock zone ranges from (a, b), for example, 0m to 3m. The buffer zone ranges from (b, c), for example, 3m to 6m. The locking zone ranges from (c, d), for example, 6m to 10m. The link zone ranges from (d, e), for example, 10m to 30m. The user's walking speed is v, for example, 0.5m / step. The average number of steps from the locking zone to the buffer zone is N1. For example, 11 steps. The average number of steps to walk from the vehicle to the buffer zone is N². For example, 9 steps.

[0279] like Figure 8 As shown, the locking process 810 of the vehicle in site A is as follows.

[0280] S811, the vehicle completes parking in area A.

[0281] S812, the vehicle detects the operation of opening and closing the door, and there is no one inside the vehicle, so the vehicle's unlocking / locking requirement is determined to be a locking requirement.

[0282] S813a, the vehicle scans the external environment to obtain first environmental data and uploads the first environmental data to the cloud server.

[0283] S814a, the vehicle receives the first mapping relationship corresponding to the first environmental data from the cloud server.

[0284] It should be understood that the steps in S811, S812, S813a and S814a are... Figure 6 The related steps are similar; for parts not described in detail, please refer to S611 to S614.

[0285] At the same time, S813b, following S812, triggers the identification of unlocking scenarios to determine the target unlocking scenario.

[0286] It should be understood that the target unlocking scenario is any one of the unlocking scenarios mentioned above. The conditions that different types of unlocking scenarios need to meet have been described in detail above.

[0287] S814b expands the enabling range of locking based on the target unlocking scenario.

[0288] As one possible implementation, when the target unlocking scenario is the first locking scenario, the locking enable range is expanded from the locking region to the locking region and the buffer zone.

[0289] As one possible implementation, when the target unlocking scenario is the second locking scenario, the locking enable range is expanded from the locking region to the locking region and the link region.

[0290] The detailed conditions for determining the first and second unlocking have been described in detail above and will not be repeated here.

[0291] S815, the vehicle receives the first RSSI from the first terminal device and determines the first positioning result of the first terminal device through a matching algorithm.

[0292] It should be understood that the steps of S815 and Figure 6 The related steps are similar; for parts not described in detail, please refer to S615.

[0293] S816a, the vehicle determines whether the first positioning result indicates that the first terminal device is in a first range or a second range.

[0294] Specifically, when the target unlocking scenario is the first locking scenario, the locking enable range is expanded to the locking area and the buffer area, and the first range is the range between the buffer area and the locking area.

[0295] When the target unlocking scenario is the second locking scenario, the locking enable range is expanded to the locking area and the link area, and the second range is the range between the link area and the locking area.

[0296] As one possible implementation, when the first positioning result indicates that the first terminal device is in a first range or a second range, the authority to automatically lock the vehicle is activated.

[0297] It should be understood that the condition for initiating the automatic locking of the vehicle can be that the first terminal device, as indicated by the first positioning result in S816a, is within the first or second range. Here, the requirement that the automatic locking must be met is not limited to this condition; other conditions are also acceptable.

[0298] Optionally, S816b acquires the user's motion data.

[0299] The user's motion data may include at least one of the following: the user's direction of movement, number of steps taken, or the user's target behavior pattern.

[0300] In one possible implementation, the vehicle sends a first request, and correspondingly, the first terminal device receives the first request and sends the user's motion data within a preset time period to the vehicle according to the first request. The motion data is used to determine whether to perform a locking or unlocking operation.

[0301] For example, after the initial location result is determined, the user's first terminal device is triggered to record the user's direction of movement and number of steps. Based on the user's direction of movement and number of steps, the first terminal device determines the user's target behavior pattern. The first terminal device sends the user's target behavior pattern, and correspondingly, the vehicle receives the user's target behavior pattern.

[0302] In other words, the user's target behavior pattern is determined by the first terminal device; that is, the information indicated by the user's motion data is determined by the first terminal device.

[0303] For example, after the initial location result is determined, the user's first terminal device is triggered to record the user's behavioral direction and first step count. The first terminal device sends the user's behavioral direction and first step count, and correspondingly, the vehicle receives the user's behavioral direction and first step count. Based on the user's behavioral direction and first step count, the vehicle determines the user's target behavioral pattern.

[0304] In other words, the user's target behavior pattern is determined by the vehicle; that is, the information indicated by the user's motion data is determined by the vehicle.

[0305] It should be understood that the user's target behavioral pattern can be one of the user's approach behavior, user's distance behavior, and user's stationary behavior mentioned above. Detailed determination criteria can be found above and will not be repeated here.

[0306] Optionally, S817 determines whether the motion data indicates that the user is engaging in a distance-related behavior.

[0307] For example, after determining the first positioning result, if the user's behavior direction is away from the vehicle and the number of first steps is greater than N1, then the motion data indicates that the user is moving away.

[0308] Optionally, the vehicle's automatic locking permission can be activated when motion data indicates that the user is engaging in a moving-away behavior.

[0309] It should be understood that the triggering condition for activating the automatic locking of the vehicle can be either the condition in S816a or the motion data in S817 indicating that the user is moving away, and there is no order of priority.

[0310] If both S817 and S816a result in "yes", then S818 is executed, and the vehicle is confirmed to be locked.

[0311] For example, in S816a, the first positioning result indicates that the first terminal device is in the first range or the second range, and the automatic vehicle locking permission is activated. In S817, after determining that the motion data indicates that the user is moving away, S818 is executed, and the vehicle is locked.

[0312] For example, in S817, after determining that the motion data indicates that the user is moving away, the automatic vehicle locking permission is activated. In S816a, the first positioning result indicates that the first terminal device is in a first range or a second range. Then, in S818, the vehicle is locked.

[0313] For example, in S816a, the first positioning result indicates that the first terminal device is in a first range or a second range, and in S817, when it is determined that the motion data indicates that the user is moving away, S818 is executed to determine locking.

[0314] The unlocking process for the vehicle at site A is as follows (820).

[0315] S821, the user's first terminal device determines that the user has arrived at location A.

[0316] S822, the first terminal device connects to the vehicle in the link area.

[0317] S823a, the vehicle invokes the first mapping relationship obtained in S814a during the locking process 810.

[0318] S824a, the vehicle receives the second RSSI from the first terminal device and determines the second positioning result of the first terminal device through a matching algorithm.

[0319] It should be understood that S821 to S824a are similar to S621 to S624 in the above-mentioned unlocking process 620. For a detailed explanation, please refer to S621 to S624, which will not be repeated here.

[0320] At the same time, S823b, following S822, triggers the identification of unlocking scenarios to determine the target unlocking scenario.

[0321] The target unlocking scenario can be the first unlocking scenario. The conditions for determining the first unlocking scenario have been described in detail above.

[0322] S824b: The vehicle expands the unlocking enable range based on the target unlocking scenario.

[0323] As one possible implementation, when the target unlocking scenario is the first unlocking scenario, the unlocking range is expanded from the unlocking area to the unlocking area and the buffer zone.

[0324] After determining the second positioning result in S824a, in S825a, the vehicle determines whether the second positioning result indicates that the first terminal device is in the third range.

[0325] As one possible implementation, when the second positioning result indicates that the first terminal device is within a third range, the permission for automatic vehicle unlocking is initiated.

[0326] It should be understood that the condition for initiating the automatic vehicle unlocking permission can be that the first terminal device, as indicated by the second positioning result in S816a, is within the third range. Here, it is not limited to requiring this condition to initiate the automatic unlocking permission; other conditions are also permissible.

[0327] Optionally, in the S825b configuration, the vehicle acquires the user's motion data.

[0328] Similarly, in the unlocking process 820, the user's motion data indication information can be determined by the vehicle or sent to the vehicle after being determined by the user's first terminal device. The detailed description is similar to S816b in the locking process 810, and will not be repeated here.

[0329] It should be understood that the user's target behavioral pattern can be one of the user's approaching behavior, moving away behavior, or stationary behavior mentioned above. In other words, the user's motion data can indicate that the user is exhibiting one of these behaviors: approaching, moving away, or remaining stationary. Detailed determination criteria can be found above and will not be repeated here.

[0330] Optionally, S826 determines whether the motion data indicates that the user is moving closer.

[0331] For example, after determining the second positioning result, if the user's behavior direction is toward the vehicle and the second step count is greater than N2, then the motion data indicates that the user's behavior is toward the vehicle.

[0332] Optionally, the vehicle can be automatically unlocked if motion data indicates that the user has engaged in a proximity behavior.

[0333] It should be understood that the triggering condition for activating the automatic unlocking permission of the vehicle can be either the condition in S825a or whether the motion data in S826 indicates that the user is approaching, and there is no order of priority.

[0334] If both S825a and S826 result in "yes", then execute S827 to confirm unlocking.

[0335] For example, in S825a, the second positioning result indicates that the first terminal device is in the third range, and the automatic unlocking permission of the vehicle is activated. In S826, after determining whether the motion data indicates that the user is moving closer, S827 is executed to intelligently determine unlocking.

[0336] For example, in S826, after determining whether the motion data indicates that the user is approaching, the vehicle automatic unlocking permission is initiated; in S825a, the second positioning result indicates that the first terminal device is in the third range; and in S827, the unlocking is confirmed.

[0337] For example, in S825a, the second positioning result indicates that the first terminal device is in the third range; in S826, if it is determined whether the motion data indicates that the user is moving closer, then in S827, the vehicle is determined to unlock.

[0338] The above Figure 7 and Figure 8These methods are based on two approaches: one using the mapping relationship of parking scenarios and time factors, and the other considering both the mapping relationship and contextual factors. This approach further avoids repeated locking and unlocking. Similarly, a method combining the mapping relationship of parking scenarios, time factors, and contextual factors can also be used for locking and unlocking. Figure 7 Based on the method shown, add situational factors, or, in Figure 8 Based on the method shown, a time factor is added.

[0339] For example, in the locking process, the vehicle is locked only when the first positioning result meets the judgment condition, the user's motion data indicates that the user is moving away, and the first duration is greater than or equal to the first threshold T1.

[0340] For example, in the unlocking process, the vehicle is only unlocked when the second positioning result meets the judgment conditions, the user's motion data indicates that the user is moving closer, and the second duration is greater than or equal to the second threshold T2.

[0341] It should be understood that there may be other specific implementation methods that combine the mapping relationship based on the parking scenario, time factors, and contextual factors, which will not be described in detail here.

[0342] The above describes the unlocking method according to an embodiment of this application. The following will be combined with... Figures 10 to 12 The unlocking and locking device is described in detail. It should be understood that the descriptions of the device embodiments and the method embodiments correspond to each other. Therefore, any details not described in detail can be found in the method embodiments above, and for the sake of brevity, will not be repeated here.

[0343] This application also provides an apparatus for implementing any of the above methods. For example, an apparatus is provided that includes a unit (or means) for implementing the steps performed by a vehicle or computing platform in any of the above methods.

[0344] Figure 10 This is a schematic block diagram of an unlocking and locking device 1000 provided in an embodiment of this application. Figure 10 The device 1000 shown can be located in Figure 3 The vehicle shown is 320. Alternatively, Figure 10 The device 1000 shown can also be located in Figure 3 The cloud server 330 shown in (b) is shown.

[0345] like Figure 10As shown, the device 1000 includes: an acquisition unit 1020, configured to acquire a first mapping relationship when the vehicle is in a first scenario, the first mapping relationship including a mapping relationship between the location and signal strength of the terminal device in the first scenario; a transceiver unit 1010, configured to receive a first signal sent by the user's first terminal device; and a determination unit 1030, configured to determine whether to perform an unlocking operation or a locking operation based on the signal strength of the first signal and the first mapping relationship.

[0346] For example, both the acquisition unit 1010 and the determination unit 1030 can be... Figure 1 The computing platform or the processing circuit, processor, or controller in the computing platform. Taking the acquisition unit 1410 as an example of the processor 151 in the computing platform, the processor 151 can acquire the first mapping relationship.

[0347] The functions implemented by the acquisition unit 1010 and the functions implemented by the determination unit 1030 can be implemented by different processors, or some functions can be implemented by the same processor, or all functions can be implemented by the same processor. This application embodiment does not limit this.

[0348] Optionally, the device 1000 may further include a data acquisition unit 1040 for acquiring first environmental data around the vehicle.

[0349] It should be understood that for any parts not described in detail, please refer to the above method embodiments.

[0350] Figure 11 This is a schematic block diagram of a device 1100 provided in an embodiment of this application. Figure 11 The device 1100 shown can be located in Figure 3 The vehicle shown is 320, or may be located in Figure 3 The cloud server 330 shown in (b) is shown.

[0351] like Figure 11 As shown, the device 1100 includes a transceiver unit 1110 and a processing unit 1120. The transceiver unit 1110 is used to receive first environmental data, which includes environmental data around the vehicle in a first scenario. The processing unit 1120 is used to determine a first mapping relationship from multiple mapping relationships based on the first environmental data. The multiple mapping relationships include mapping relationships between the location and signal strength of the terminal device in multiple scenarios, and the first mapping relationship includes mapping relationships between the location and signal strength of the terminal device in the first scenario, where the first scenario is included in the multiple scenarios. The transceiver unit 1110 is used to transmit the first mapping relationship.

[0352] Figure 11 The device 1100 shown can also be located in Figure 3 (a) or Figure 3 Terminal device 310 shown in (b).

[0353] like Figure 11 As shown, the device 1100 includes a transceiver unit 1110 and a processing unit 1120. The transceiver unit 1110 is used to receive a first request. The processing unit 1120 is used to send motion data of the user within a preset time period to the vehicle according to the first request. The motion data is used to determine whether to perform a locking or unlocking operation.

[0354] For example, motion data may include at least one of the user's direction of movement, number of steps taken, or the user's target behavior pattern, which may include the user's moving away behavior, the user's moving closer behavior, and the user's stationary behavior.

[0355] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD), such as a field-programmable gate array (FPGA), which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0356] In this application embodiment, the processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc.

[0357] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0358] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0359] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0360] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0361] Figure 12 This is a structural block diagram of an unlocking device 1200 provided in an embodiment of this application.

[0362] Figure 12 The unlocking device 1200 shown may include a processor 1210, a transceiver 1220, and a memory 1230. The processor 1210, transceiver 1220, and memory 1230 are connected via internal interconnection. The memory 1230 stores instructions, and the processor 1210 executes the instructions stored in the memory 1230 to receive / send parameters via the transceiver 1220. Optionally, the memory 1230 may be coupled to the processor 1210 via an interface or integrated with the processor 1210.

[0363] It should be noted that the transceiver 1220 described above may include, but is not limited to, transceiver devices such as input / output interfaces, to enable communication between device 1200 and other devices or communication networks.

[0364] In implementation, each step of the above method can be completed by the integrated logic circuitry of the hardware in the processor 1210 or by instructions in software form. The method disclosed in the embodiments of this application can be directly implemented by the hardware processor, or by a combination of hardware and software modules in the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory 1230, and the processor 1210 reads the information in memory 1230 and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are not provided here.

[0365] The processor 1210 can be a general-purpose CPU, microprocessor, ASIC, GPU, or one or more integrated circuits to execute relevant programs to implement the unlocking method of the embodiments of this application. The processor 1210 can also be an integrated circuit chip with signal processing capabilities. In specific implementation, each step of the unlocking method of this application can be completed by the integrated logic circuits in the hardware of the processor 1210 or by instructions in software form. The processor 1210 can also be a general-purpose processor, DSP, ASIC, FPGA, or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory 1230. The processor 1210 reads the information in the memory 1230 and executes the unlocking method of the method embodiment of this application in conjunction with its hardware.

[0366] The memory 1230 can be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM).

[0367] Transceiver 1220 uses transceiver devices, such as, but not limited to, transceivers, to enable communication between device 1200 and other devices.

[0368] This application also provides a system for unlocking and locking, which may include a vehicle, a first terminal device and a cloud server, or the system may include a vehicle and a first terminal device.

[0369] For example, the system can be like Figure 3 As shown in (a), or the system can be as shown in (b).

[0370] The vehicle may include the aforementioned unlocking and locking device 1000, and the cloud server may include the aforementioned device 1100.

[0371] This application also provides a vehicle that may include the aforementioned unlocking and locking device 1000.

[0372] This application also provides a cloud server, which may include the above-described device 1100.

[0373] This application embodiment also provides a first terminal device, which may include the above-described device 1100.

[0374] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the above-described method.

[0375] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the above-described method.

[0376] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0377] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0378] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0379] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0380] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0381] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0382] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0383] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0384] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0385] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for unlocking, characterized in that, include: When the vehicle is in the first scenario, a first mapping relationship is obtained, which includes the mapping relationship between the location and signal strength of the terminal device in the first scenario; Receive the first signal sent by the user's first terminal device; Based on the signal strength of the first signal, the positioning result of the first terminal device is determined from the first mapping relationship; Based on the area corresponding to the positioning result, determine whether to perform an unlocking or locking operation; The step of determining whether to perform an unlocking or locking operation based on the area corresponding to the positioning result includes: Identify the target unlocking scenario; Based on the target unlocking / locking scenario, expand the scope of the unlocking or locking operation; Based on the area corresponding to the positioning result and the expanded operating range, it is determined whether to perform the locking operation or the unlocking operation; a buffer zone is included between the unlocking area and the locking area; The step of determining whether to perform the locking or unlocking operation based on the area corresponding to the positioning result and the expanded operating range includes: When the positioning result is within a first range, it is determined to perform the locking operation, wherein the first range includes the range between the buffer zone and the locking zone; When the positioning result is within the second range, it is determined to perform the locking operation, the second range including the range between the locking area and the linking area, the locking area being located between the buffer zone and the linking area; When the positioning result is within a third range, the unlocking operation is determined to be performed, the third range including the range between the unlocking area and the buffer.

2. The method according to claim 1, characterized in that, When the vehicle is in the first scenario, obtaining the first mapping relationship includes: Collect first environmental data around the vehicle; Based on the first environmental data, a first mapping relationship matching the first scenario is determined from multiple mapping relationships, wherein the multiple mapping relationships include mapping relationships between the location and signal strength of the terminal device in multiple scenarios, and the multiple scenarios include the first scenario.

3. The method according to claim 1, characterized in that, When the vehicle is in the first scenario, obtaining the first mapping relationship includes: Collect first environmental data around the vehicle in the first scenario; Send the first environmental data to the cloud server; Receive the first mapping relationship from the cloud server.

4. The method according to any one of claims 1 to 3, characterized in that, The step of determining whether to perform the unlocking operation or the locking operation based on the area corresponding to the positioning result includes: When the positioning result indicates that the first terminal device is located in the unlock zone, the unlocking operation is performed. When the positioning result indicates that the first terminal device is located in the locked zone, it is determined to perform the locking operation; When the positioning result indicates that the first terminal device is located in the buffer zone between the unlocking zone and the locking zone, it is determined that the unlocking operation or the locking operation will not be performed.

5. The method according to any one of claims 1 to 3, characterized in that, Based on the area corresponding to the positioning result and the expanded operating range, determining whether to perform the locking or unlocking operation includes: Obtain the user's exercise data within a preset time period; Based on the area corresponding to the positioning result, the expanded operating range, and the motion data, determine whether to perform the locking operation or the unlocking operation.

6. The method according to claim 4, characterized in that, The step of determining to perform the locking operation when the positioning result indicates that the first terminal device is located in the locked zone includes: When the positioning result indicates that the first terminal device is located in a locked area and the first duration is greater than or equal to a first threshold, it is determined to perform a locking operation, wherein the first duration is the time from when the user gets off the vehicle to when the positioning result is obtained.

7. The method according to claim 6, characterized in that, After performing the locking operation, determining to perform the unlocking operation when the positioning result indicates that the first terminal device is in the unlocked area includes: When the positioning result indicates that the first terminal device is located in the unlocked area, and the second duration is greater than or equal to the second threshold, it is determined to perform an unlocking operation, whereby the second duration is the time from when the vehicle performs a locking operation to when the positioning result is obtained.

8. The method according to claim 7, characterized in that, After performing the unlocking operation, the step of determining to perform the unlocking operation when the positioning result indicates that the first terminal device is located in the unlock zone further includes: If no door opening operation by the user is detected, the back-lock operation is determined to be executed; When the positioning result indicates that the first terminal device is located in the unlocked area, and the third duration is greater than or equal to the third threshold, it is determined to perform an unlocking operation, wherein the third duration is the duration from when the vehicle performs the backstop locking operation to when the positioning result is obtained.

9. The method according to any one of claims 1 to 3, characterized in that, The method further includes: When the vehicle is in the second scenario, a second mapping relationship is obtained, which includes the mapping relationship between the location and signal strength of the terminal device in the second scenario; Receive the second signal sent by the user's first terminal device; Based on the signal strength of the second signal and the second mapping relationship, determine whether to perform an unlocking operation or a locking operation.

10. A device for unlocking and locking, characterized in that, The device includes an acquisition unit, a transceiver unit, and a determination unit. The acquisition unit is used to acquire a first mapping relationship when the vehicle is in a first scenario. The first mapping relationship includes the mapping relationship between the location and signal strength of the terminal device in the first scenario. The transceiver unit is used to receive a first signal sent by the user's first terminal device; The determining unit is used to determine the positioning result of the first terminal device from the first mapping relationship based on the signal strength of the first signal; and to determine whether to perform an unlocking operation or a locking operation based on the area corresponding to the positioning result. The determining unit is used to determine whether to perform an unlocking or locking operation based on the area corresponding to the positioning result, including: The determining unit is used to: determine the target unlocking / locking scenario; expand the unlocking operation or the operation range of the unlocking operation based on the target unlocking / locking scenario; and determine to execute the locking operation or the unlocking operation based on the area corresponding to the positioning result and the expanded operation range; a buffer zone is included between the unlocking area and the locking area; The determining unit is used to determine, based on the area corresponding to the positioning result and the expanded operating range, whether to perform the locking operation or the unlocking operation, including: The determining unit is configured to: determine to execute the locking operation when the positioning result is within a first range, the first range including the range between the buffer and the locking area; determine to execute the locking operation when the positioning result is within a second range, the second range including the range between the locking area and the linking area, the locking area being located between the buffer and the linking area; and determine to execute the unlocking operation when the positioning result is within a third range, the third range including the range between the unlocking area and the buffer.

11. The apparatus according to claim 10, characterized in that, The device also includes a data acquisition unit. The acquisition unit is used to acquire first environmental data around the vehicle in the first scenario; The acquisition unit is specifically used to determine, based on the first environmental data, the first mapping relationship that matches the first scenario from multiple mapping relationships, wherein the multiple mapping relationships include mapping relationships between the location and signal strength of the terminal device in multiple scenarios, and the multiple scenarios include the first scenario.

12. The apparatus according to claim 10, characterized in that, The device also includes a data acquisition unit. The acquisition unit is used to acquire first environmental data around the vehicle in the first scenario; The transceiver unit is used for: Send the first environmental data to the cloud server; Receive the first mapping relationship from the cloud server.

13. The apparatus according to any one of claims 10 to 12, characterized in that, The determining unit is specifically used for: When the positioning result indicates that the first terminal device is located in the unlock zone, the unlocking operation is performed. When the positioning result indicates that the first terminal device is located in the locked zone, it is determined to perform the locking operation; When the positioning result indicates that the first terminal device is located in the buffer zone between the unlocking zone and the locking zone, it is determined that the unlocking operation or the locking operation will not be performed.

14. The apparatus according to any one of claims 10 to 12, characterized in that, The determining unit is specifically used for: Obtain the user's exercise data within a preset time period; Based on the area corresponding to the positioning result, the expanded operating range, and the motion data, determine whether to perform the locking operation or the unlocking operation.

15. The apparatus according to claim 13, characterized in that, The determining unit is specifically used for: When the positioning result indicates that the first terminal device is located in a locked area and the first duration is greater than or equal to a first threshold, it is determined to perform a locking operation, wherein the first duration is the time from when the user gets off the vehicle to when the positioning result is obtained.

16. The apparatus according to claim 15, characterized in that, After performing the locking operation, the determining unit is specifically used for: When the positioning result indicates that the first terminal device is located in the unlocked area, and the second duration is greater than or equal to the second threshold, it is determined to perform an unlocking operation, whereby the second duration is the time from when the vehicle performs a locking operation to when the positioning result is obtained.

17. The apparatus according to claim 16, characterized in that, After performing the unlocking operation, the determining unit is specifically used for: If no door opening operation by the user is detected, the back-lock operation is determined to be executed; When the positioning result indicates that the first terminal device is located in the unlocked area, and the third duration is greater than or equal to the third threshold, it is determined to perform an unlocking operation, wherein the third duration is the duration from when the vehicle performs the backstop locking operation to when the positioning result is obtained.

18. The apparatus according to any one of claims 10 to 12, characterized in that, The acquisition unit is further configured to acquire a second mapping relationship when the vehicle is in the second scenario, the second mapping relationship including the mapping relationship between the location and signal strength of the terminal device in the second scenario; The transceiver unit is also used to receive a second signal sent by the user's first terminal device; The determining unit is further configured to determine whether to perform the unlocking operation or the locking operation based on the signal strength of the second signal and the second mapping relationship.

19. A device for unlocking and locking, characterized in that, include: Memory, used to store computer programs; A processor for executing a computer program stored in the memory to cause the apparatus to perform the method as described in any one of claims 1 to 9.

20. A vehicle, characterized in that, Includes the apparatus as claimed in any one of claims 10 to 18.

21. A computer-readable storage medium, characterized in that, It stores a computer program, which, when executed by a computer, enables the implementation of the method as described in any one of claims 1 to 9.

22. A chip, characterized in that, Includes a circuit for performing the method as described in any one of claims 1 to 9.

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