Mobile equipment positioning method and device, electronic equipment and vehicle

Abstract

The invention discloses a mobile equipment positioning method and device, electronic equipment and a vehicle, and belongs to the technical field of mobile equipment positioning, and the method comprises the steps: obtaining the speed and steering angle of a current vehicle, and the road type and traffic flow of a road where the current vehicle is located; determining a vehicle speed coefficient through the vehicle speed, determining a steering angle coefficient through the steering angle, and determining a road complexity coefficient through the road type of the road and the traffic flow; determining the safety risk level of the driving state of the current vehicle through the vehicle speed coefficient, the steering angle coefficient and the road complexity coefficient; determining a target positioning mode of the current vehicle to the mobile equipment through the safety risk level and the steering angle; and the current vehicle is controlled to position the mobile device according to the target positioning mode, so that the safety of vehicle driving is improved.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of mobile device positioning, and particularly relates to a mobile device positioning method and device, an electronic device and a vehicle. BACKGROUND

[0002] Currently, in the technical solution for positioning a mobile device inside a vehicle, a fusion positioning method combining Bluetooth and visual sensing has been applied to a certain extent. Such a system usually uses a Bluetooth module deployed in the vehicle cabin to perform coarse-grained location sensing on the mobile device, and then performs visual recognition and auxiliary positioning through an in-vehicle camera to calculate the spatial coordinates of the mobile device accurately, so as to help the driver quickly and accurately find the mobile device.

[0003] However, in the process of implementing the present application, the inventors have found that at least the following problem exists in the prior art: The scenario in which the driver needs to maintain a high degree of concentration is ignored, and if the mobile device is still positioned and searched in this scenario, the driver's attention will be distracted, which constitutes a serious safety hazard. SUMMARY

[0004] The purpose of the embodiments of the present application is to provide a mobile device positioning method and device, an electronic device and a vehicle, which can solve the problem that the current positioning method ignores the scenario in which the driver needs to maintain a high degree of concentration, resulting in the driver's attention being distracted and constituting a serious safety hazard.

[0005] To solve the above technical problems, the present application is implemented as follows: In a first aspect, the embodiments of the present application provide a method, which comprises: obtaining the vehicle speed, the steering angle, the road type and the traffic flow of the current vehicle; determining a vehicle speed coefficient through the vehicle speed, a steering angle coefficient through the steering angle, and a road complexity coefficient through the road type and the traffic flow of the current vehicle; determining the safety risk level of the driving state of the current vehicle through the vehicle speed coefficient, the steering angle coefficient and the road complexity coefficient; determining the target positioning method of the current vehicle for the mobile device through the safety risk level and the steering angle; controlling the current vehicle to position the mobile device in the target positioning method.

[0006] Optionally, the determination of the vehicle speed coefficient through the vehicle speed comprises: if the vehicle speed is less than or equal to a first vehicle speed threshold, determining the vehicle speed coefficient as a first numerical value; if the vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, determining the vehicle speed coefficient as a second value; if the vehicle speed is greater than the second vehicle speed threshold and less than or equal to the third vehicle speed threshold, determining the vehicle speed coefficient as a third value; if the vehicle speed is greater than the third vehicle speed threshold, determining the vehicle speed coefficient as a fourth value.

[0007] Optionally, before determining the road complexity coefficient through the road type and the traffic flow of the road where the vehicle is located, the method further comprises: collecting the road type and the historical traffic flow of a plurality of target roads, the historical traffic flow comprising at least one of the total number of vehicles passing through the road per unit time, the average speed of vehicles and the density of vehicles; determining a road complexity coefficient to be tested for each target road based on the respective road type and the historical traffic flow of each target road; training a road complexity coefficient generation model through the respective road type, the historical traffic flow and the road complexity coefficient to be tested of each target road.

[0008] Optionally, determining the safety risk level of the driving state of the current vehicle through the vehicle speed coefficient, the steering angle coefficient and the road complexity coefficient comprises: performing weighted summation on the vehicle speed coefficient, the steering angle coefficient and the road complexity coefficient to obtain a driving state quantization value of the current vehicle; if the driving state quantization value is less than or equal to a first preset value, determining the safety risk level of the driving state of the current vehicle as level one; if the driving state quantization value is greater than the first preset value or less than or equal to a second preset value, determining the safety risk level of the driving state of the current vehicle as level two; if the driving state quantization value is greater than the second preset value, determining the safety risk level of the driving state of the current vehicle as level three.

[0009] Optionally, determining the target positioning mode of the mobile device by the current vehicle through the safety risk level and the steering angle further comprises: determining a primary positioning mode of the mobile device by the current vehicle through the safety risk level; determining whether the steering angle is greater than a target threshold value; if greater than the target threshold value, triggering a safety conflict arbitration; adjusting the primary positioning mode based on the safety conflict arbitration to obtain the target positioning mode of the mobile device by the current vehicle.

[0010] Optionally, determining the primary positioning method of the current vehicle for the mobile device based on the security risk level includes: If the safety risk level is Level 1, then the primary positioning method of the current vehicle for the mobile device is determined to be enabling full-function positioning technology and target interaction method, and the mechanical movement restriction of the current vehicle's seat is removed. The full-function positioning technology includes Bluetooth positioning technology, visual recognition positioning technology and ultrasonic positioning technology, and the target interaction method includes visual display, voice prompts and tactile feedback. If the safety risk level is level two, then the primary positioning method of the current vehicle for the mobile device is determined to be visual recognition positioning technology that only disables full-function positioning technology, visual display of target interaction method only disables the target interaction method and activates mechanical movement restriction of the current vehicle's seat. If the safety risk level is level three, then the initial positioning method of the current vehicle for the mobile device is determined to be enabling only Bluetooth positioning technology, disabling the target interaction method, and activating the mechanical movement restriction of the current vehicle's seat.

[0011] Optionally, adjusting the primary positioning method based on the security conflict arbitration to obtain the current vehicle's target positioning method for the mobile device further includes: The system determines whether the mobile device is in the same direction of rotation by enabling full-function positioning technology. If the steering wheel is in the same direction as the steering wheel, the visual display in the target interaction mode is disabled, the voice prompt is delayed until the steering wheel is completed, and the steering wheel is controlled to vibrate in the opposite direction of the steering wheel.

[0012] According to a second aspect of this application, a mobile device positioning device is provided, the device comprising: The first acquisition module is used to acquire the current vehicle speed, steering angle, road type, and traffic flow of the road in which it is located; The first determining module is used to determine the vehicle speed coefficient based on the vehicle speed, the steering angle coefficient based on the steering angle, and the road complexity coefficient based on the road type and traffic flow of the road. The second determining module is used to determine the safety risk level of the current vehicle's driving state by using the vehicle speed coefficient, the steering angle coefficient, and the road complexity coefficient. The third determining module is used to determine the target positioning method of the current vehicle on the mobile device based on the safety risk level and the steering angle. The control module is used to control the current vehicle to locate the mobile device according to the target positioning method.

[0013] According to another aspect of this application, an electronic device is also provided, comprising: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the mobile device positioning method as described above.

[0014] According to another aspect of this application, a vehicle is also provided, including: the aforementioned mobile device positioning device.

[0015] The mobile device positioning method provided in this application acquires the current vehicle speed, steering angle, road type, and traffic flow. By simultaneously collecting vehicle speed, steering angle, and external environmental information (road type and traffic flow), it provides a multi-dimensional data foundation for subsequent analysis, ensuring the comprehensiveness of risk assessment. A speed coefficient is determined based on vehicle speed, a steering angle coefficient based on steering angle, and a road complexity coefficient based on road type and traffic flow. By converting data into coefficients, data of different dimensions and ranges can be processed and compared uniformly. The safety risk level of the current vehicle's driving state is determined using the speed coefficient, steering angle coefficient, and road complexity coefficient. This safety risk level is based on a fusion of three factors, avoiding the limitations of single-indicator judgment. The target positioning method of the current vehicle for the mobile device is determined by the safety risk level and steering angle. By controlling the current vehicle to position the mobile device according to the target positioning method, it is possible to select an appropriate positioning method based on the driving state, avoiding distraction of the driver in scenarios requiring high concentration, thus improving driving safety.

[0016] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a flowchart of the steps of a mobile device positioning method provided in this application; Figure 2 yes Figure 1 The flowchart shown is a step 103 of a mobile device positioning method provided in this application; Figure 3 yes Figure 1The flowchart shown is a step 104 of a mobile device positioning method provided in this application; Figure 4 This is a schematic diagram of the structure of a mobile device positioning device provided in this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been provided in the various embodiments of this application to facilitate a better understanding of the application. However, the technical solutions claimed in this application can be implemented even without these technical details and with various variations and modifications based on the following embodiments. The division of the various embodiments below is for ease of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0019] Current systems and methods for locating mobile devices within vehicles generally employ a fusion of Bluetooth and vision. For example, Bluetooth signal strength is used to roughly determine the approximate location of the mobile device, followed by visual recognition and precise positioning using an in-vehicle camera. This approach performs well when the vehicle is stationary or traveling at low, stable speeds. However, in certain dynamic driving scenarios, drivers need to maintain a high level of concentration. If a fusion of Bluetooth and vision is still used for mobile device location in these situations, it can distract the driver and pose a serious safety hazard. Based on these issues, this application proposes a mobile device location method. (Refer to...) Figure 1 The diagram illustrates a flowchart of a mobile device positioning method provided in this application, the method including: Step 101: Obtain the current vehicle speed, steering angle, road type, and traffic flow.

[0020] In this application, road type and traffic flow can be obtained through a navigation map API. Road type includes urban roads, highways, and rural roads, etc. Traffic flow refers to the number of vehicles passing through the road per unit time, the average speed of vehicles, and vehicle density, and can also refer to the congestion situation of the road. Vehicle speed can be detected by a vehicle speed sensor, and steering angle can be detected by a steering angle sensor. The vehicle can obtain vehicle speed and steering angle through a configured driving state perception module using the Controller Area Network (CAN) bus.

[0021] Step 102: Determine the vehicle speed coefficient by vehicle speed, the steering angle coefficient by steering angle, and the road complexity coefficient by road type and traffic flow.

[0022] After obtaining vehicle speed, steering angle, road type, and traffic flow, this application needs to integrate this data to determine the safety risk level of the vehicle's driving state. However, because these data have different dimensions, they need to be converted into coefficients so that data with different dimensions and ranges can be processed and compared uniformly. Specifically, vehicle speed is converted into a vehicle speed coefficient, steering angle into a steering angle coefficient, and road type and traffic flow into a road complexity coefficient.

[0023] The step of determining the vehicle speed coefficient by vehicle speed as described in this application specifically includes the following sub-steps: Sub-step 1021: If the vehicle speed is less than or equal to the first vehicle speed threshold, then determine the vehicle speed coefficient as the first value.

[0024] Sub-step 1022 If the vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, then the vehicle speed coefficient is determined to be the second value.

[0025] Sub-step 1023 If the vehicle speed is greater than the second vehicle speed threshold and less than or equal to the third vehicle speed threshold, then the vehicle speed coefficient is determined to be the third value.

[0026] If the vehicle speed is greater than the third vehicle speed threshold in sub-step 1024, then the vehicle speed coefficient is determined to be the fourth value.

[0027] Wherein, the first speed threshold < the second speed threshold < the third speed threshold. For example, let's set the first speed threshold to 5 km / h, the second speed threshold to 30 km / h, and the third speed threshold to 60 km / h. The first value is 0.1, the second value is 0.5, the third value is 0.8, and the fourth value is 1. Then, if the speed is 25 km / h, since 5 km / h < 25 km / h < 30 km / h, the corresponding speed coefficient is the second value, 0.5. The values ​​of the speed thresholds and speed coefficients can be adjusted according to requirements; this application does not impose specific limitations here.

[0028] The above steps, by setting multi-level vehicle speed thresholds and corresponding coefficient values, transform continuous vehicle speed variables into discrete risk level indicators. This avoids the resource overhead caused by complex calculations and ensures the efficiency and consistency of system response through clear threshold judgments.

[0029] In this application, the steering angle coefficient is determined by setting different threshold ranges to correspond to different coefficient values. The larger the steering angle, the larger the corresponding coefficient value. The value range of the steering angle coefficient is [0,1].

[0030] This application determines the road complexity coefficient based on road type and traffic flow, but since road type and traffic flow are not specific numerical values, the determination is not based on setting thresholds. Therefore, this application can use a deep learning model to generate the road complexity coefficient to determine the road complexity coefficient corresponding to the road type and traffic flow. This requires first collecting sample data, including the road types and historical traffic flows of several target roads. Based on the road type and historical traffic flow, the road complexity coefficient to be tested is calibrated for each target road. Then, the road complexity coefficient generation model can be trained using the sample data, enabling the subsequent model to determine the road complexity coefficient of the current road based on the detected road type and traffic flow. The specific training steps include: Collect road types and historical traffic flow data for several target roads. Historical traffic flow data includes at least one of the following: total number of vehicles passing through the road per unit time, average vehicle speed, and vehicle density. Based on the road type and historical traffic flow of each target road, the complexity coefficient of the road to be tested is determined for each target road. A road complexity coefficient generation model is trained by using the road type, historical traffic flow, and road complexity coefficient of each target road.

[0031] The steps described above, by collecting multi-dimensional historical traffic data and combining it with road type data, provide a rich and realistic context for model training. This enables the model to effectively capture the non-linear relationship between traffic flow characteristics and road complexity through supervised learning, thereby improving the model's accuracy and generalization ability in predicting road risk levels in real-world scenarios.

[0032] In addition, this application can collect data on different road types and traffic flow conditions separately, and then assign corresponding coefficients and weights to each, determining the final road complexity coefficient through weighted summation. For example, if the road types include urban roads, highways, and rural roads, the assigned road type coefficients would be 0.3, 0.6, and 0.8 respectively. Traffic flow would include Class A traffic flow (where the total number of vehicles passing through the road per unit time (5 minutes) is less than 2, the average vehicle speed is less than 20 km / h, and the vehicle density is low); Class B traffic flow (where the total number of vehicles passing through the road per unit time (5 minutes) ranges from [2, 8], the average vehicle speed ranges from [20 km / h, 40 km / h), and the vehicle density is medium); and Class C traffic flow (where the total number of vehicles passing through the road per unit time (5 minutes) is greater than 8, the average vehicle speed is ≥40 km / h, and the vehicle density is high). The assigned traffic flow coefficients would be 0.1, 0.5, and 0.8 respectively, with weights set to 0.4 and 0.6. Therefore, when the road type detected as the current vehicle's location is an urban road and the traffic flow is classified as Class B, the road complexity coefficient for the current vehicle is: 0.3 × 0.4 + 0.5 × 0.6 = 0.12 + 0.3 = 0.42. It should be understood that the above-mentioned coefficient values ​​and weight values ​​can be adjusted according to actual needs, and this application does not impose specific limitations on them.

[0033] Step 103: Determine the safety risk level of the current vehicle's driving status using the vehicle speed coefficient, steering angle coefficient, and road complexity coefficient.

[0034] In this application, the driving state quantification value is calculated as: vehicle speed coefficient × weight 1 + steering angle coefficient × weight 2 + road complexity coefficient × weight 3. Here, weight 1 is the weight related to the vehicle speed coefficient, weight 2 is the weight related to the steering angle coefficient, and weight 3 is the weight related to the road complexity coefficient. Weights 1, 2, and 3 can all be adjusted according to actual needs, and this application does not impose specific limitations on them. This application pre-sets different value ranges and assigns corresponding safety risk levels to different value ranges. Therefore, the safety risk level corresponding to the driving state quantification value can be determined based on the value range in which the driving state quantification value falls. Therefore, step 103 specifically includes the following sub-steps, such as... Figure 2 As shown: Sub-step 1031 involves weighted summation of the vehicle speed coefficient, steering angle coefficient, and road complexity coefficient to obtain the current vehicle driving state quantification value.

[0035] Sub-step 1032: If the driving status quantification value is less than or equal to the first preset value, then the safety risk level of the current vehicle's driving status is determined to be Level 1.

[0036] Sub-step 1033: If the driving status quantification value is greater than the first preset value or less than or equal to the second preset value, then the safety risk level of the current vehicle's driving status is determined to be level two.

[0037] Sub-step 1034: If the driving status quantification value is greater than the second preset value, then the safety risk level of the current vehicle's driving status is determined to be level three.

[0038] For example, if the vehicle speed coefficient is 0.8, the steering angle coefficient is 0.3, the road complexity coefficient is 0.4, and the weights are 0.5, 0.2, and 0.3 respectively, the first preset value is set to 0.4, the second preset value is set to 0.7, and the driving state quantification value is 0.8*0.5+0.3*0.2+0.4*0.3=0.58. Since 0.4<0.58<0.7, the safety risk level of the current vehicle's driving state is determined to be Level 2.

[0039] The above steps integrate multi-dimensional risk coefficients (vehicle speed, steering angle, road complexity) into a comprehensive quantitative value and classify risk levels based on preset thresholds. This can transform complex driving environment perception into clear and operable decision-making basis, ensuring the systematicness and objectivity of risk assessment, and significantly improving the pertinence of subsequent functions (such as positioning strategy adjustment) through graded output.

[0040] Step 104: Determine the target positioning method of the current vehicle to the mobile device based on the safety risk level and steering angle.

[0041] After obtaining the safety risk level of the current vehicle's driving status, this application first determines the initial positioning method of the current vehicle for the mobile device based on the safety risk level. However, the safety risk level is a comprehensive and continuous assessment indicator. It is calculated based on the normal values ​​of multiple parameters such as vehicle speed, steering angle, road type, and traffic flow. Its purpose is to provide an overall risk level under most normal driving conditions and select a roughly appropriate positioning method (initial positioning method) accordingly. Moreover, through comprehensive assessment, it can avoid overreacting to minor fluctuations in each parameter, which would lead to frequent changes in the positioning method and affect the user experience.

[0042] However, because multiple parameters are integrated for judgment, the extreme values ​​of a single parameter may "smooth out" or "dilute" the emergency risks represented by such extreme values. A sudden change in steering angle (especially a large, rapid turn) often indicates that the driver is performing an evasive maneuver, making a sharp turn, or that the vehicle is about to lose control. In this situation, the driving state is at a high-risk level. However, due to the integration of multiple parameters, this risk may be smoothed out by other low-risk parameters (vehicle speed, road type, and traffic flow), resulting in a lower safety risk level assessment. Therefore, to ensure driving safety, this application also includes a steering angle assessment. When the steering angle exceeds a target threshold, a safety conflict arbitration is triggered, and the primary positioning method is adjusted based on the safety conflict arbitration. Thus, the current target positioning method for a vehicle to a mobile device needs to be determined jointly by the safety risk level and the steering angle. The safety conflict arbitration based on the steering angle serves as a crucial safety barrier, further ensuring driving safety, based on the risk assessment conducted according to the safety risk level.

[0043] In this application, step 104 specifically includes the following sub-steps, such as... Figure 3 As shown: Sub-step 1041: Determine the primary positioning method of the current vehicle for the mobile device based on the safety risk level.

[0044] Sub-step 1042: Determine whether the steering angle is greater than the target threshold.

[0045] Sub-step 1043: If the value exceeds the target threshold, then trigger security conflict arbitration.

[0046] Sub-step 1044: Adjust the primary positioning method based on security conflict arbitration to obtain the current target positioning method of the vehicle for the mobile device.

[0047] After selecting the primary positioning method based on the safety risk level in the above steps, the safety conflict arbitration mechanism is triggered by real-time monitoring of whether the steering angle exceeds the target threshold. This allows the target positioning method for the mobile device to be adjusted based on the primary solution, ensuring that the driver can maintain a high level of concentration when the vehicle is turning sharply, thus avoiding safety hazards.

[0048] Sub-step 1041 specifically includes the following steps: Sub-step 01: If the safety risk level is Level 1, then the primary positioning method of the current vehicle for the mobile device is to enable full-function positioning technology and target interaction method, and the mechanical movement restriction of the current vehicle's seat is removed. Full-function positioning technology includes Bluetooth positioning technology, visual recognition positioning technology and ultrasonic positioning technology, and target interaction method includes visual display, voice prompts and tactile feedback.

[0049] Sub-step 02: If the safety risk level is level 2, then determine that the current vehicle's primary positioning method for the mobile device is to disable only the visual recognition positioning technology of the full-function positioning technology, disable only the visual display of the target interaction method, and activate the mechanical movement restriction of the current vehicle's seat.

[0050] Sub-step 03: If the safety risk level is level three, then determine that the current vehicle's primary positioning method for mobile devices is to enable Bluetooth positioning technology only, disable the target interaction method, and activate the mechanical movement restriction of the current vehicle's seats.

[0051] When displaying visual information, a virtual perspective layer can be generated on the vehicle's central control screen to mark the location of the mobile device. For voice prompts, the message could be "The mobile device is under the driver's seat." Since mobile devices come in various types, such as phones, smartwatches, and iPads, the voice prompt can clearly identify the type of device, for example, "The phone is under the driver's seat." For haptic feedback, the massage airbag in the seat closest to the mobile device can be vibrated to provide haptic feedback. For example, if the location is "The mobile device is under the driver's seat," the massage airbag in the driver's seat can be vibrated. After removing the mechanical movement restrictions on the vehicle's seats, minor adjustments can be made if needed. For example, if the location is "The mobile device is under the driver's seat," the seat can be slightly raised to facilitate finding the phone. It should be understood that after removing the mechanical movement restrictions on the current vehicle seat, it is not necessary to control the seat to perform mechanical movements. For example, when it is located that "the mobile device is on the passenger seat", there is no need to control the seat to lift slightly. The user can easily find the phone through visual display, voice prompts and haptic feedback. Controlling the seat to lift slightly is an unnecessary operation. Whether the seat needs to take mechanical action can be determined by intelligent analysis based on the location of the mobile device.

[0052] When the safety risk level is Level 2 in the above steps, to avoid visual recognition distracting the driver, visual recognition positioning technology and visual display are disabled, while Bluetooth positioning technology and ultrasonic positioning technology are enabled. The interaction methods are voice prompts and tactile feedback. The tactile feedback at this time can be slightly adjusted compared to the tactile feedback at Level 1. Directional cues are provided through vibration units on the left or right side of the driver's seat. For example, if a mobile device is detected on the driver's left, the left side of the driver's seat vibrates; if a mobile device is detected on the driver's right, the right side of the driver's seat vibrates. This prevents the driver from misinterpreting tactile feedback from other parts of the vehicle as a vehicle malfunction or collision warning, thus avoiding dangerous driving maneuvers. Adjusting the tactile feedback normalizes directional information to the driver's proprioception, providing effective guidance while ensuring the safety of the cognitive process. Furthermore, at Level 2, the mechanical movement restrictions of the vehicle's seats need to be activated to prevent mechanical seat movements, thus avoiding driver distraction or vehicle control interference that may be caused by minor seat adjustments, prioritizing absolute driving safety.

[0053] When the safety risk level is level three, the safety risk is relatively high. Only basic Bluetooth positioning technology is used to record the approximate location of the mobile device, without real-time interactive prompts. Mechanical movement restrictions on the vehicle's seats are also activated, prohibiting any mechanical movement. At this point, after the vehicle has come to a complete stop, full-function positioning technology can be used again to locate the mobile device, with interactive prompts provided through visual displays, voice prompts, and haptic feedback. The mechanical movement restrictions on the vehicle's seats can also be lifted at this time, allowing users to easily locate the mobile device by controlling the seat's mechanical movements.

[0054] The above steps achieve an adaptive balance between safety and user experience by finely linking safety risk levels with hierarchical positioning technology, interaction methods, and seat mechanical movements: providing seamless full-function interaction to enhance convenience in low-risk (Level 1) situations; reducing distraction by disabling some visual functions (such as the display) and activating seat mechanical movement restrictions in medium-risk (Level 2) situations; and forcibly simplifying to Bluetooth positioning only, disabling interaction, and activating seat mechanical movement restrictions in high-risk (Level 3) situations to minimize driving interference. This tiered degradation strategy can preserve the interactive experience that matches user needs as much as possible while ensuring driving safety under different risk conditions.

[0055] This application also includes a safety conflict arbitration mechanism. When the steering angle exceeds a target threshold, to prevent the driver's line of sight from shifting, the visual display interaction method needs to be suppressed, and the voice prompt needs to be delayed until after the steering operation is completed to prevent voice interference with the steering operation. Simultaneously, the system vibrates the steering wheel towards the opposite side of the steering wheel to convey a warning signal to the driver, rather than a directional signal, making them aware that the system has intervened in a potentially dangerous interaction, thus prompting the driver to prioritize maintaining driving attention. Therefore, sub-step 1044 specifically includes the following steps: Sub-step 11: Determine whether the mobile device is in the same direction of rotation by enabling full-function positioning technology.

[0056] Sub-step 12: If the steering wheel is in the same direction as the steering wheel, the visual display in the target interaction mode is disabled, the voice prompt is delayed until the steering wheel is completed, and the steering wheel is controlled to vibrate in the opposite direction of the steering wheel.

[0057] The above steps prevent the driver's gaze from shifting to the steering side by disabling the visual display, prevent voice interference with steering operations by delaying voice prompts, and effectively guide the driver's attention back to the driving task by applying contralateral vibration to the steering wheel. In this way, the safety hazards caused by distraction in high-risk steering scenarios can be proactively prevented.

[0058] It should be noted that when the mobile device is in the area opposite to the turn, the visual display in the target interaction method is still disabled, and the voice prompt is delayed until the turn is complete. However, at this time, it is not necessary to control the steering wheel vibration; the prompt can be provided by controlling the haptic feedback of the driver's seat. Furthermore, in this application, the operational steps determined based on safety conflict arbitration have higher priority than the operational steps of the primary positioning method determined based on the safety risk level. Therefore, after determining the primary positioning method based on the safety risk level, if it is determined that safety conflict arbitration is required, the content of the corresponding primary positioning method needs to be adjusted accordingly based on the operational steps determined by the safety conflict arbitration, regardless of the safety risk level. However, the primary positioning methods differ for different safety risk levels, so the adjustments made based on the operational steps determined by the safety conflict arbitration will differ for different safety risk levels. For example, when the safety risk level is Level 1, visual display and voice prompts are enabled in the primary positioning method. Therefore, when it is determined that the mobile device is in the same direction as the turn, the adjustment required is to disable the visual display in the target interaction method, delay the voice prompt until the turn is completed, and control the steering wheel to vibrate in the opposite direction of the turn. When the safety risk level is Level 2, visual display is disabled and voice prompts are enabled in the primary positioning method. Therefore, when it is determined that the mobile device is in the same direction as the turn, the adjustment required is to delay the voice prompt until the turn is completed, and control the steering wheel to vibrate in the opposite direction of the turn. When the safety risk level is Level 3, visual display and voice prompts are disabled in the primary positioning method. Therefore, when it is determined that the mobile device is in the same direction as the turn, the adjustment required is to control the steering wheel to vibrate in the opposite direction of the turn.

[0059] Step 105: Control the current vehicle to locate the mobile device according to the target positioning method.

[0060] Once the target positioning method is determined, this application can control the vehicle to locate the mobile device according to the target positioning method.

[0061] For example, suppose the vehicle is currently driving on an urban road. The driving state perception module detects a speed of 28 km / h, a speed coefficient of 0.5, a steering angle of 0° (straight driving), a steering angle coefficient of 0, and a road complexity coefficient of 0.6. The weight allocation is 0.4, 0.3, and 0.3. The driving state quantification value is 0.4*0.5 + 0.3*0 + 0.3*0.6 = 0.38. The first preset value is 0.2, and the second preset value is 0.4. Since 0.2 < 0.38 < 0.4, the safety risk level of the current vehicle's driving state is level two. At this time, the vehicle disables visual recognition positioning technology and uses Bluetooth positioning technology and ultrasonic positioning technology to locate the mobile device (phone). It is determined that the phone is located under the passenger seat. The right channel plays the voice message "The phone is under the passenger seat," and the right side of the driver's seat vibrates at a frequency of 2 times per second, while preventing the passenger seat from moving.

[0062] If the vehicle is currently traveling on a highway, and the driving status perception module detects a speed of 105 km / h, a speed coefficient of 1, a steering angle of 0° (straight driving), a steering angle coefficient of 0, and a road complexity coefficient of 0.3, with weightings of 0.4, 0.3, and 0.3, the driving status quantification value is 0.4*1 + 0.3*0 + 0.3*0.3 = 0.49. Since 0.49 > 0.4, the safety risk level of the current vehicle's driving status is Level 3. At this time, the vehicle only uses Bluetooth positioning technology to locate the mobile device (phone), and then displays "Safety restrictions in progress, prompt after parking" on the dashboard. When the vehicle enters a service area and stops, full-function positioning technology and target interaction mode are activated to determine the phone's location and provide a prompt.

[0063] The mobile device positioning method provided in this application acquires the current vehicle speed, steering angle, road type, and traffic flow. By simultaneously collecting vehicle speed, steering angle, and external environmental information (road type and traffic flow), it provides a multi-dimensional data foundation for subsequent analysis, ensuring the comprehensiveness of risk assessment. A speed coefficient is determined based on vehicle speed, a steering angle coefficient based on steering angle, and a road complexity coefficient based on road type and traffic flow. By converting data into coefficients, data of different dimensions and ranges can be processed and compared uniformly. The safety risk level of the current vehicle's driving state is determined using the speed coefficient, steering angle coefficient, and road complexity coefficient. This safety risk level is based on a fusion of three factors, avoiding the limitations of single-indicator judgment. The target positioning method of the current vehicle for the mobile device is determined by the safety risk level and steering angle. By controlling the current vehicle to position the mobile device according to the target positioning method, it is possible to select an appropriate positioning method based on the driving state, avoiding distraction of the driver in scenarios requiring high concentration, thus improving driving safety.

[0064] Reference Figure 4 The diagram shows a structural schematic of a mobile device positioning device provided in this application, the device comprising: The first acquisition module 201 is used to acquire the current vehicle speed, steering angle, road type, and traffic flow of the road.

[0065] The first determining module 202 is used to determine the vehicle speed coefficient by vehicle speed, the steering angle coefficient by steering angle, and the road complexity coefficient by the road type and traffic flow of the road.

[0066] The second determining module 203 is used to determine the safety risk level of the current driving state of the vehicle by using the vehicle speed coefficient, steering angle coefficient and road complexity coefficient.

[0067] The third determining module 204 is used to determine the target positioning method of the current vehicle on the mobile device based on the safety risk level and the steering angle.

[0068] The control module 205 is used to control the current vehicle to locate the mobile device according to the target positioning method.

[0069] Optionally, the first determining module 202 specifically includes: The first determining submodule is used to determine the vehicle speed coefficient as the first value if the vehicle speed is less than or equal to the first vehicle speed threshold.

[0070] The second determining submodule is used to determine the vehicle speed coefficient as the second value if the vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold.

[0071] The third determination submodule is used to determine the vehicle speed coefficient as the third value if the vehicle speed is greater than the second vehicle speed threshold and less than or equal to the third vehicle speed threshold.

[0072] The fourth determination submodule is used to determine the vehicle speed coefficient as the fourth value if the vehicle speed is greater than the third vehicle speed threshold.

[0073] Optionally, the mobile device positioning device also includes: The data acquisition module is used to collect road types and historical traffic flow data for several target roads. Historical traffic flow data includes at least one of the following: total number of vehicles passing through the road per unit time, average vehicle speed, and vehicle density.

[0074] The annotation module is used to determine the road complexity coefficient of each target road based on its corresponding road type and historical traffic flow.

[0075] The model training module is used to train a road complexity coefficient generation model using the road type, historical traffic flow, and road complexity coefficient of each target road.

[0076] Optionally, the second determining module 203 specifically includes: The weighted submodule is used to perform a weighted summation of the vehicle speed coefficient, steering angle coefficient, and road complexity coefficient to obtain a quantitative value of the current vehicle's driving state.

[0077] The fifth determination submodule is used to determine the safety risk level of the current vehicle's driving status as Level 1 if the quantitative value of the driving status is less than or equal to the first preset value.

[0078] The sixth determination submodule is used to determine the safety risk level of the current vehicle's driving status as level two if the quantitative value of the driving status is greater than the first preset value or less than or equal to the second preset value.

[0079] The seventh determination submodule is used to determine the safety risk level of the current vehicle's driving status as level three if the quantitative value of the driving status is greater than the second preset value.

[0080] Optionally, the third determining module 204 specifically includes: The eighth determination submodule is used to determine the primary positioning method of the current vehicle for the mobile device based on the safety risk level.

[0081] The judgment submodule is used to determine whether the steering angle is greater than the target threshold.

[0082] The Trigger Arbitration submodule is used to trigger security conflict arbitration if the value exceeds the target threshold.

[0083] The adjustment submodule is used to adjust the primary positioning method based on security conflict arbitration to obtain the current target positioning method of the vehicle for the mobile device.

[0084] Optionally, the eighth determination submodule specifically includes: The first determining unit is used to determine, if the safety risk level is Level 1, the primary positioning method of the current vehicle for the mobile device is to enable full-function positioning technology and target interaction method, and to remove the mechanical movement restrictions of the current vehicle's seat. The full-function positioning technology includes Bluetooth positioning technology, visual recognition positioning technology and ultrasonic positioning technology, and the target interaction method includes visual display, voice prompts and tactile feedback.

[0085] The second determining unit is used to determine, if the safety risk level is level two, the primary positioning method of the current vehicle for the mobile device is to disable only the visual recognition positioning technology of the full-function positioning technology, disable only the visual display of the target interaction method, and activate the mechanical movement restriction of the current vehicle's seat.

[0086] The third determining unit is used to determine, if the safety risk level is level three, the primary positioning method of the current vehicle for the mobile device is to enable only Bluetooth positioning technology, disable the target interaction method, and activate the mechanical movement restriction of the current vehicle's seat.

[0087] Optionally, the adjustment of the sub-modules specifically includes: The determination unit is used to determine whether the mobile device is in the same direction of rotation by enabling full-function positioning technology.

[0088] The control unit is used to disable the visual display in the target interaction mode if the steering is in the same direction as the steering, delay the voice prompt until the steering is completed, and control the steering wheel to vibrate in the opposite direction of the steering.

[0089] The mobile device positioning device provided in this application acquires the vehicle's current speed, steering angle, road type, and traffic flow. By simultaneously collecting vehicle speed, steering angle, and external environmental information (road type and traffic flow), it provides a multi-dimensional data foundation for subsequent analysis, ensuring the comprehensiveness of risk assessment. It determines a speed coefficient based on vehicle speed, a steering angle coefficient based on steering angle, and a road complexity coefficient based on road type and traffic flow. By converting data into coefficients, data of different dimensions and ranges can be processed and compared uniformly. The safety risk level of the current vehicle's driving state is determined using the speed coefficient, steering angle coefficient, and road complexity coefficient. This safety risk level is based on a fusion of three factors, avoiding the limitations of single-indicator judgments. The target positioning method for the mobile device is determined by the safety risk level and steering angle, controlling the vehicle to position the mobile device according to the target positioning method. This allows for the selection of an appropriate positioning method based on the driving state, avoiding distraction of the driver in scenarios requiring high concentration, thus improving driving safety.

[0090] Reference Figure 5 This application also provides an electronic device, such as Figure 5 As shown, it includes a processor 301, a communication interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304. Processor 301, memory 303 for storing processor-executable instructions; The processor 301 is configured to execute the instructions to implement the mobile device positioning method described above: Obtain the current vehicle speed, steering angle, road type, and traffic flow. The vehicle speed coefficient is determined by the vehicle speed, the steering angle coefficient is determined by the steering angle, and the road complexity coefficient is determined by the road type and traffic flow of the road. The safety risk level of the current vehicle's driving state is determined by the vehicle speed coefficient, the steering angle coefficient, and the road complexity coefficient. The target positioning method of the current vehicle to the mobile device is determined by the safety risk level and the steering angle. Control the current vehicle to locate the mobile device according to the target positioning method.

[0091] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0092] The communication interface is used for communication between the aforementioned terminal and other devices.

[0093] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0094] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0095] In another embodiment provided in this application, a vehicle is also provided, which may specifically include the aforementioned mobile device positioning device.

[0096] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0097] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0098] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0099] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A method for locating a mobile device, characterized in that, The method includes: Obtain the current vehicle speed, steering angle, road type, and traffic flow. The vehicle speed coefficient is determined by the vehicle speed, the steering angle coefficient is determined by the steering angle, and the road complexity coefficient is determined by the road type and traffic flow of the road. The safety risk level of the current vehicle's driving state is determined by the vehicle speed coefficient, the steering angle coefficient, and the road complexity coefficient. The target positioning method of the current vehicle to the mobile device is determined by the safety risk level and the steering angle. Control the current vehicle to locate the mobile device according to the target positioning method.

2. The method according to claim 1, characterized in that, The process of determining the vehicle speed coefficient based on the vehicle speed includes: If the vehicle speed is less than or equal to the first vehicle speed threshold, then the vehicle speed coefficient is determined to be the first value; If the vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, then the vehicle speed coefficient is determined to be the second value; If the vehicle speed is greater than the second vehicle speed threshold and less than or equal to the third vehicle speed threshold, then the vehicle speed coefficient is determined to be the third value; If the vehicle speed is greater than the third vehicle speed threshold, then the vehicle speed coefficient is determined to be the fourth value.

3. The method according to claim 1, characterized in that, Before determining the road complexity coefficient based on the road type and traffic flow of the road in question, the following steps are also included: Collect road types and historical traffic flow data for several target roads. The historical traffic flow data includes at least one of the following: total number of vehicles passing through the road per unit time, average vehicle speed, and vehicle density. Based on the road type and historical traffic flow of each target road, the complexity coefficient of the road to be tested is determined for each target road. A road complexity coefficient generation model is trained by using the road type, historical traffic flow, and road complexity coefficient of each target road.

4. The method according to claim 1, characterized in that, The process of determining the safety risk level of the current vehicle's driving state using the vehicle speed coefficient, the steering angle coefficient, and the road complexity coefficient includes: The vehicle speed coefficient, the steering angle coefficient, and the road complexity coefficient are weighted and summed to obtain the quantitative value of the current vehicle's driving state. If the driving status quantification value is less than or equal to the first preset value, then the safety risk level of the current vehicle's driving status is determined to be Level 1. If the driving status quantification value is greater than the first preset value or less than or equal to the second preset value, then the safety risk level of the current vehicle's driving status is determined to be level two. If the quantitative value of the driving status is greater than the second preset value, then the safety risk level of the current vehicle's driving status is determined to be level three.

5. The method according to claim 1, characterized in that, The method of determining the target positioning of the current vehicle to the mobile device based on the safety risk level and the steering angle further includes: The initial positioning method of the current vehicle for the mobile device is determined based on the security risk level. Determine whether the steering angle is greater than the target threshold; If the value exceeds the target threshold, a security conflict arbitration will be triggered. The primary positioning method is adjusted based on the security conflict arbitration to obtain the target positioning method of the current vehicle for the mobile device.

6. The method according to claim 5, characterized in that, The step of determining the primary positioning method of the current vehicle for the mobile device based on the security risk level includes: If the safety risk level is Level 1, then the primary positioning method of the current vehicle for the mobile device is determined to be enabling full-function positioning technology and target interaction method, and the mechanical movement restriction of the current vehicle's seat is removed. The full-function positioning technology includes Bluetooth positioning technology, visual recognition positioning technology and ultrasonic positioning technology, and the target interaction method includes visual display, voice prompts and tactile feedback. If the safety risk level is level two, then the primary positioning method of the current vehicle for the mobile device is determined to be visual recognition positioning technology that only disables full-function positioning technology, visual display of target interaction method only disables the target interaction method and activates mechanical movement restriction of the current vehicle's seat. If the safety risk level is level three, then the initial positioning method of the current vehicle for the mobile device is determined to be enabling only Bluetooth positioning technology, disabling the target interaction method, and activating the mechanical movement restriction of the current vehicle's seat.

7. The method according to claim 6, characterized in that, The step of adjusting the primary positioning method based on the security conflict arbitration to obtain the current target positioning method of the vehicle for the mobile device further includes: The system determines whether the mobile device is in the same direction of rotation by enabling full-function positioning technology. If the steering wheel is in the same direction as the steering wheel, the visual display in the target interaction mode is disabled, the voice prompt is delayed until the steering wheel is completed, and the steering wheel is controlled to vibrate in the opposite direction of the steering wheel.

8. A mobile device positioning device, characterized in that, The device includes: The first acquisition module is used to acquire the current vehicle speed, steering angle, road type, and traffic flow of the road in which it is located; The first determining module is used to determine the vehicle speed coefficient based on the vehicle speed, the steering angle coefficient based on the steering angle, and the road complexity coefficient based on the road type and traffic flow of the road. The second determining module is used to determine the safety risk level of the current vehicle's driving state by using the vehicle speed coefficient, the steering angle coefficient, and the road complexity coefficient. The third determining module is used to determine the target positioning method of the current vehicle on the mobile device based on the safety risk level and the steering angle. The control module is used to control the current vehicle to locate the mobile device according to the target positioning method.

9. An electronic device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to execute the instructions to implement the mobile device positioning method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, include: The mobile device positioning device according to claim 8.

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