Vehicle control method and device and vehicle

Abstract

The invention provides a vehicle control method and device and a vehicle. The vehicle control method is applied to a vehicle, and the vehicle control method comprises the steps that based on real-time coordinates of a vehicle key, a first target area where the vehicle key is located is determined in a preset area around the vehicle; the preset area comprises an unlocking area, a hysteresis area and a locking area; the unlocking area, the hysteresis area and the locking area are sequentially far away from the vehicle; under the condition that the first target area and the second target area are different, the shake elimination accumulated number of times is obtained, and the shake elimination accumulated number of times represents the number of times that the vehicle key is continuously detected to be located in the first target area; the second target area is a functional area for adjusting the state of the vehicle last time; and the real-time unlocking and locking state of the vehicle is determined based on the accumulated number of times.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of vehicle control technology, and in particular to a vehicle control method, device, and vehicle. Background Technology

[0002] Traditional Bluetooth digital keys use a near-field positioning method based on the strength of the received signal to determine the relative position between the digital key and the vehicle. Bluetooth is a narrowband signal, which is susceptible to physical interference such as multipath effect and absorption by obstacles. If the positioning signal of the Bluetooth key keeps switching between the unlocking and locking areas, it will lead to poor positioning accuracy and a ping-pong problem when unlocking and locking. Summary of the Invention

[0003] In view of this, embodiments of this application provide at least one vehicle control method, device, and vehicle.

[0004] The technical solution of this application embodiment is implemented as follows: In a first aspect, embodiments of this application provide a vehicle control method applied to a vehicle, comprising: determining a first target area where the vehicle key is located within a preset area around the vehicle based on the real-time coordinates of the vehicle key; the preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially moved away from the vehicle; when the first target area is different from the second target area where the vehicle key was located at the previous moment, acquiring a cumulative number of debouncing events, the cumulative number of debouncing events representing the number of times the vehicle key has been continuously detected to be in the first target area; the second target area being the functional area where the vehicle state was adjusted in the previous instance; and determining the real-time unlocking / locking state of the vehicle based on the cumulative number of events.

[0005] Secondly, embodiments of this application provide a vehicle control device applied to a vehicle, the device including modules or units for performing some or all of the steps in the above method.

[0006] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement some or all of the steps in the above-described method.

[0007] The embodiments of this application have the following beneficial effects: Based on the real-time coordinates of the vehicle key, a first target area where the vehicle key is located is determined within a preset area around the vehicle; the preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially moved away from the vehicle; thus, determining the real-time area where the vehicle key is located by its real-time coordinates improves the accuracy of vehicle key positioning. When the first target area and the second target area are different, a cumulative number of debouncing events is obtained, representing the number of times the vehicle key has been continuously detected in the first target area; the second target area is the functional area where the vehicle state was last adjusted; the real-time unlocking / locking state of the vehicle is determined based on the cumulative number of events. Thus, based on the cumulative number of debouncing events performed on the first target area, the accuracy of the first target area is determined, thereby avoiding the ping-pong problem of vehicle unlocking / locking. This improves the accuracy of vehicle key positioning and the accuracy of controlling vehicle unlocking / locking. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of the first implementation process of a vehicle control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a second implementation process of a vehicle control method provided in an embodiment of this application; Figure 3 A schematic diagram of a third implementation process of a vehicle control method provided in an embodiment of this application; Figure 4 A schematic diagram of the fourth implementation process of a vehicle control method provided in this application embodiment; Figure 5 A schematic diagram illustrating the implementation process of a digital key positioning method provided in this application embodiment; Figure 6 This application provides a schematic diagram of an anchor point arrangement scheme in an embodiment; Figure 7 A schematic diagram illustrating the implementation process of regional output debouncing provided in an embodiment of this application; Figure 8 A schematic diagram illustrating the division of a vehicle perimeter area as provided in an embodiment of this application; Figure 9 This is a schematic diagram of the first component structure of a vehicle control device provided in an embodiment of this application; Figure 10 This is a schematic diagram of the second component structure of a vehicle control device provided in an embodiment of this application; Figure 11 This is a schematic diagram of the hardware entity of a vehicle provided in an embodiment of this application.

[0009] It should be noted that the terms "first" and "second" mentioned above are only used to distinguish between different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0010] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0011] In the following description, references to "some embodiments" describe a subset of all possible embodiments. However, it is understood that "some embodiments" may be the same or different subsets of all possible embodiments and may be combined with each other without conflict. The terms "first / second / third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first / second / third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0012] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application.

[0013] Bluetooth Low Energy (BLE) technology is widely used in automotive digital keys, supporting functions such as keyless entry and start, vehicle sharing, and remote authorization. Traditional BLE digital keys use a near-field positioning method based on Received Signal Strength Indicator (RSSI) to determine the relative position of the digital key and the vehicle. BLE is a narrowband signal, which is susceptible to physical interference such as multipath effects and absorption by obstacles. Furthermore, if the Bluetooth key's positioning signal constantly jumps between the unlocking and locking areas, it can lead to poor positioning accuracy and a ping-pong problem during unlocking and locking.

[0014] Figure 1 This is a schematic diagram of the first implementation flow of a vehicle control method provided in an embodiment of this application. Figure 1 As shown, this method is applied to a vehicle and includes the following steps S101 to S103, combining... Figure 1 The steps are explained below.

[0015] Step S101: Based on the real-time coordinates of the vehicle key, determine the first target area where the vehicle key is located within a preset area around the vehicle.

[0016] The preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially located away from the vehicle.

[0017] The preset area includes an unlocking area, a hysteresis area, and a locking area; a hysteresis time is set between the unlocking area, the hysteresis area, and the locking area.

[0018] In some embodiments, the unlocking zone, hysteresis zone, and locking zone are arranged sequentially from the inside out with the vehicle as the center.

[0019] In some embodiments, the real-time coordinates of the vehicle key are obtained through a star-flash ranging technology between the vehicle key and multiple positioning anchor points deployed on the vehicle. Star-flash ranging is a high-precision distance measurement method based on Bluetooth channel sounding technology, supporting centimeter-level ranging accuracy.

[0020] In some embodiments, each positioning anchor point can independently measure the distance to the vehicle key and output the distance value and corresponding confidence level, which are used to calculate the weight of the real-time distance. For example, five anchor points are arranged on the vehicle, one of which is the master anchor point and the other four are slave anchor points. The master anchor point is responsible for establishing a connection with the vehicle key, while the slave anchor points sequentially perform frequency hopping phase measurement, ultimately obtaining five sets of distance values ​​and confidence levels. After filtering, these values ​​are input into a weighted least squares model to calculate the real-time coordinates of the vehicle key.

[0021] In some embodiments, the real-time coordinates of the vehicle key can be obtained based on the real-time distance between the vehicle key and anchor points set at several locations on the vehicle.

[0022] In some embodiments, the distance between each anchor point and the vehicle key can be calculated using ultra-wideband technology. For example, after the vehicle key establishes a communication connection with the anchor point, the vehicle key sends a signal carrying a timestamp to the anchor point. Upon receiving the signal, the anchor point determines the real-time distance between the anchor point and the vehicle key based on the signal transmission time and transmission speed. Alternatively, star-flash technology can be used to calculate the real-time distance between the anchor point and the vehicle key; or a signal strength ranging model can be used to calculate the real-time distance. For example, the ranging model can be trained using multiple sample distances and sample signal strengths to obtain a trained ranging model. The signal strength sent by the anchor point or the vehicle key can then be input into the trained ranging model to obtain the real-time distance between the anchor point and the vehicle key.

[0023] In some embodiments, it is first necessary to set the area range, boundaries and functions of each area in the expected area; wherein, the area ranges of the unlock area, hysteresis area and locking area increase in sequence.

[0024] In some embodiments, the preset area is a functional area divided according to the spatial distribution around the vehicle. The purpose of the preset area is to realize the functions of contactless unlocking and locking.

[0025] In some embodiments, the unlocking zone functions to trigger automatic vehicle unlocking or activate the welcome function when the vehicle key is detected approaching the vehicle and entering the unlocking zone area.

[0026] In some embodiments, the locking zone functions to trigger automatic vehicle locking when the vehicle key is detected to be moving away from the area where the vehicle enters the locking zone.

[0027] In some embodiments, the hysteresis zone is a transition buffer zone that does not trigger any action and only maintains the current state; in order to avoid the vehicle key changing at the boundary between the unlocking and locking zones, or to prevent repeated unlocking and locking of the vehicle due to signal jitter or obstruction.

[0028] For example, with the vehicle as the center, an annular area with a radius of 0.5 to 2 meters is set as the unlocking area, an annular area with a radius of 2 to 5 meters is set as the hysteresis area, and an area with a radius greater than 5 meters is set as the locking area; wherein the unlocking area, locking area, and hysteresis area do not overlap, thereby avoiding the problem of the vehicle key's coordinates falling on the ambiguous boundary zone, which would cause the unlocking and locking to be ping-pong.

[0029] In some embodiments, if the vehicle key is in the unlocking zone, the vehicle may enter the ready-to-unlock state; if the vehicle key is in the locking zone, the vehicle may enter the ready-to-lock state; if the vehicle key is in the hysteresis zone, it is necessary to further determine whether the debouncing conditions are met in order to decide whether to switch the vehicle's state.

[0030] In some embodiments, after calculating the real-time coordinates of the vehicle key based on the real-time distance between the vehicle key and the vehicle anchor point, the real-time coordinates are matched with the area range of each region to determine the real-time area where the vehicle key is located, which is the first target area.

[0031] For example, if the real-time coordinates of the vehicle key are X, and the real-time coordinates fall within an area with a radius of 0.5 to 2 meters, then the first target area is determined to be the unlocking area; if the real-time coordinates fall within an annular area with a radius of 2 to 5 meters, then the first target area is determined to be the hysteresis area; if the real-time coordinates fall within an area with a radius greater than 5 meters, then the first target area is determined to be the locking area.

[0032] In some embodiments, after the vehicle key enters a certain area, it is also necessary to perform position verification based on the hysteresis time between the previous area and the current area.

[0033] For example, the hysteresis time between the unlock zone and the hysteresis zone is 500ms, and the hysteresis time between the hysteresis zone and the locking zone is 800ms. If the vehicle key moves from the unlock zone to the hysteresis zone, it needs to stay in the hysteresis zone for more than 500ms before it is determined that the vehicle key is currently in the hysteresis zone.

[0034] Step S102: If the first target area and the second target area where the vehicle key is located at the previous moment are different, obtain the cumulative number of de-shaking times.

[0035] The cumulative number of de-shake events represents the number of times the vehicle key has been continuously detected to be in the first target area.

[0036] The second target area is the functional area where the vehicle status was last adjusted.

[0037] The cumulative number of shake reductions is obtained during the process of the vehicle key moving from the second target area to the first target area.

[0038] In some embodiments, when the vehicle key moves from one functional area to another, to avoid false triggering caused by short-term signal fluctuations or obstructions, the state change is considered stable only when the vehicle key is detected to be in the new target area multiple times consecutively, thus triggering a vehicle state switch. For example, if the vehicle key moves from the locking zone to the hysteresis zone, where the functional area where the vehicle state was last adjusted was the locking zone and the first target area where the vehicle key is located is the hysteresis zone, the number of times the vehicle key is in the hysteresis zone will be recorded until a set threshold is reached, at which point the corresponding vehicle state adjustment will be triggered.

[0039] In some embodiments, the real-time coordinates represent a first target area where the vehicle key is located and a second target area where the vehicle key was located at the previous moment. It is understood that if the second target area where the vehicle key was located at the previous moment is an unlocking area or a locking area, the first target area may be a hysteresis area. If the second target area where the vehicle key was located at the previous moment is a hysteresis area, the first target area may be an unlocking area or a locking area.

[0040] In some embodiments, when the vehicle key moves from the second target area where it was located at the previous moment to the first target area where it is located at the current moment, the change in area is not immediately confirmed. Instead, false triggers (such as instantaneous area jumps caused by signal fluctuations) are filtered out by repeatedly detecting whether the current area is still the first target area. Each time the current area is detected as the first target area, the cumulative number of de-shaking operations is incremented by 1, thereby obtaining the cumulative number of de-shaking operations performed on the first target area at the current moment.

[0041] In some embodiments, if the current region is detected as not being the first target region, the cumulative number of de-jitter counts is reset to zero.

[0042] In some embodiments, a first hysteresis time is provided between the hysteresis zone and the unlocking zone, and a second hysteresis time is provided between the hysteresis zone and the locking zone. The target hysteresis time is then determined based on the type of the first target region and the second target region.

[0043] For example, if the first target area is a hysteresis zone and the second target area is an unlocking zone, then the target hysteresis time is the first hysteresis time; if the second target area is a locking zone, then the target hysteresis time is the second hysteresis time.

[0044] In some embodiments, each time a change in the vehicle key's position is detected, the target area currently occupied by the vehicle key is compared with the target area at the previous moment. If they are inconsistent, the system begins counting the number of times the vehicle key is consecutively in the new area. This process not only improves stability but also significantly reduces the false trigger rate.

[0045] Step S103: Determine the real-time unlocking / locking status of the vehicle based on the cumulative number of anti-shake events.

[0046] In some embodiments, a threshold for the number of de-shaking events is first determined based on the target hysteresis time, and the real-time unlocking / locking status of the vehicle is determined based on the cumulative number of de-shaking events and the threshold for the number of de-shaking events.

[0047] In some embodiments, if the cumulative number of de-shaking events reaches the de-shaking event threshold, the real-time unlocking / locking state of the vehicle is controlled based on the unlocking / locking strategy corresponding to the first target area; if the cumulative number of de-shaking events does not meet the de-shaking event threshold, the unlocking / locking state of the second target area where the vehicle key was located at the previous moment is maintained.

[0048] For example, the first target area is the hysteresis zone and the second target area is the unlocking zone. If the number of de-shaking events is 6 during the process of the vehicle key moving from the hysteresis zone to the unlocking zone, and the threshold number of elimination events determined based on the target hysteresis time is 5, then the real-time unlocking and locking status of the vehicle will be determined as the unlocking status based on the unlocking and locking strategy corresponding to the unlocking zone.

[0049] In some embodiments, determining the debouncing count threshold based on the target hysteresis time includes: acquiring the acquisition period for the real-time coordinates of the vehicle key, and determining the debouncing count threshold based on the acquisition period and the target hysteresis time.

[0050] For example, if the real-time coordinate acquisition period of the vehicle key is 100ms and the target hysteresis time is 500ms, then the debouncing threshold is 5 times.

[0051] In some embodiments, the cumulative number of debouncing events is compared with a preset threshold to determine whether to switch the vehicle state. For example, if the vehicle key has been detected in the unlock zone N times consecutively, it is determined that the user has approached the vehicle, meeting the unlocking condition, thereby triggering automatic unlocking; conversely, if the vehicle key has been detected in the lock zone M times consecutively, it is determined that the user has moved away from the vehicle, meeting the locking condition, thereby triggering automatic locking.

[0052] In some embodiments, different debouncing strategies can be set according to different functional requirements. For example, for contactless unlocking, a rapid response is required, so a shorter hysteresis time (e.g., 500ms) can be set; while for contactless locking, considering that the user may linger by the vehicle, a longer hysteresis time (e.g., 1000ms) can be set. The flexible configuration methods described above enable better adaptation to the usage needs in different scenarios.

[0053] In some embodiments, the system comprehensively determines whether the conditions for switching vehicle states are met based on the real-time coordinates, historical location information, and cumulative number of de-shake events of the vehicle key. If the conditions are met, the corresponding unlocking or locking operation will be performed, and the vehicle state will be updated. The entire process requires no manual intervention from the user, achieving a truly seamless experience.

[0054] In this embodiment, based on the real-time coordinates of the vehicle key, a first target area is determined within a preset area surrounding the vehicle. This preset area includes an unlocking zone, a hysteresis zone, and a locking zone. The unlocking zone, hysteresis zone, and locking zone are sequentially located further away from the vehicle. This method improves the accuracy of vehicle key positioning by determining the real-time area of ​​the vehicle key using its real-time coordinates. When the first target area and the second target area differ, a cumulative debouncing count is obtained. This cumulative debouncing count represents the number of times the vehicle key has been continuously detected in the first target area. The second target area is the functional area where the vehicle state was last adjusted. The real-time unlock / lock status of the vehicle is determined based on the cumulative debouncing count and the target hysteresis time. By debouncing the first target area and combining the hysteresis time between the second and first target areas, the accuracy of the first target area is determined, thus avoiding the ping-pong problem of vehicle unlocking / locking. This improves the accuracy of vehicle key positioning and the accuracy of controlling vehicle unlocking / locking.

[0055] Figure 2 This is a schematic diagram of a second implementation flow of a vehicle control method provided in an embodiment of this application. Based on Figure 1 The vehicle has a first hysteresis time when switching states between the unlocking zone and the hysteresis zone, and a second hysteresis time when switching states between the locking zone and the hysteresis zone. Figure 1 Step S103 can be updated to steps S201 to S203, combining Figure 2 The steps shown are explained.

[0056] Step S201: Based on the second target region and the first target region, determine the target hysteresis time from the first hysteresis time and the second hysteresis time.

[0057] In some embodiments, hysteresis time refers to a time threshold set when a state change is detected, used to prevent frequent false state changes due to ranging fluctuations. For example, when a digital key enters the hysteresis zone from the locked zone, if there is not a sufficiently long dwell time, the digital key is not considered to have truly entered the new area.

[0058] In some embodiments, the first hysteresis time used when the digital key moves from the unlocking zone to the hysteresis zone is relatively short (e.g., 500ms). This setting is to enable a rapid response to the digital key holder's approach, avoiding unlocking delays or situations where the digital key is close but has not yet triggered unlocking. Conversely, when the digital key moves from the locking zone to the hysteresis zone, the second hysteresis time used is longer (e.g., 1000ms). This setting is to prevent accidental locking caused by the user's brief approach followed by immediate departure, thereby enhancing vehicle control stability and improving the user experience.

[0059] In some embodiments, the second target area can be any one of the unlocking area, the hysteresis area, and the locking area, and the first target area can be any one of the unlocking area, the hysteresis area, and the locking area.

[0060] In some embodiments, the target hysteresis time is determined based on the types of the first target region and the second target region.

[0061] For example, if the second target area is a hysteresis zone and the first target area is an unlocking zone, then the target hysteresis time is determined as the first hysteresis time; if the second target area is a hysteresis zone and the first target area is a locking zone, then the target hysteresis time is determined as the second hysteresis time.

[0062] Step S202: Determine the preset number of times based on the target hysteresis time and the acquisition cycle of the real-time coordinates.

[0063] In some embodiments, the real-time coordinate acquisition period can be determined based on the response speed for vehicle unlocking and locking. It is understood that if a higher vehicle unlocking and locking response speed is required, a smaller real-time coordinate acquisition period can be set to increase the refresh frequency of the vehicle key's real-time coordinates, thereby improving the unlocking and locking response rate.

[0064] In some embodiments, the acquisition period for real-time coordinates also needs to be determined in conjunction with the algorithm used to acquire the real-time coordinates. For example, if ultra-wideband (UWB) technology is used to locate the real-time coordinates of a vehicle key, and the UWB technology call period ranges from 200ms to 500ms, then the acquisition period for real-time coordinates can be set between 200ms and 500ms. If star-flash technology is used to locate the real-time coordinates of a vehicle key, and the star-flash technology positioning algorithm call period is from 100ms to 300ms, then the acquisition period for real-time coordinates can be set between 100ms and 300ms.

[0065] For example, if the target hysteresis time is 500ms and the real-time coordinate acquisition period is 100ms, the preset number of times can be set to 5.

[0066] Step S203: Determine the real-time unlocking / locking status of the vehicle based on the preset number of times and the cumulative number of times of de-vibration.

[0067] In some embodiments, the real-time preset number of times and the cumulative number of times of de-shaking are compared, and the real-time unlocking / locking status of the vehicle is determined based on the comparison result.

[0068] In some embodiments, if the cumulative number of anti-shake events is greater than the preset number, the real-time unlocking / locking status of the vehicle is determined based on the unlocking / locking strategy corresponding to the first target area.

[0069] In some embodiments, if the cumulative number of debouncing events is less than or equal to a preset number, the unlocked state corresponding to the second target region is maintained.

[0070] In this embodiment, the target hysteresis time is determined from the first hysteresis time and the second hysteresis time based on the second target region and the first target region. This allows for the determination of the corresponding target hysteresis time based on the vehicle key's unlocking / locking requirements. A preset number of iterations is determined based on the target hysteresis time and the real-time coordinate acquisition cycle. The real-time unlocking / locking status of the vehicle is determined based on the preset number of iterations and the cumulative number of debouncing iterations. By repeatedly verifying the first target region, the problem of false unlocking / locking caused by fluctuations in the real-time coordinates of the vehicle key is avoided, improving the accuracy of vehicle positioning and the accuracy of controlling the vehicle's unlocking / locking status.

[0071] Figure 3 This is a schematic diagram of a third implementation flow of a vehicle control method provided in an embodiment of this application. Based on Figure 2 , Figure 2 Step S203 can be updated to step S301 or step S302, which will be combined with Figure 3 The steps shown are explained.

[0072] Step S301: If the cumulative number of debouncing events is less than or equal to the preset number of events, maintain the unlocking / locking strategy for the second target region.

[0073] In some embodiments, the cumulative number of de-shakes is also the number of times the positioning of the first target area is de-shaked, representing the continuous detection that the vehicle key is in the first target area. The first target area is also the area to be switched, for example, from the unlock area to the hysteresis area, the first target area is the hysteresis area.

[0074] In some embodiments, the prediction count represents the minimum number of times the current region to be switched is in a stable state.

[0075] In some embodiments, if the cumulative number of de-shaking events is less than or equal to the preset number of events, it indicates that the dwell time of the vehicle key in the first target area does not meet the standard for area switching, and therefore the real-time unlocking and locking status of the vehicle cannot be controlled by the unlocking and locking strategy corresponding to the first target area. It is necessary to maintain the unlocking and locking status of the second target area where the vehicle key was located at the previous moment.

[0076] For example, if the second target area where the vehicle key was located at the previous moment was the locking zone, and the first target area where the vehicle key is located at the current moment is the hysteresis zone, then the vehicle's locking state is maintained.

[0077] In some embodiments, the real-time coordinates of the vehicle key may briefly change due to external environmental interference (such as metal obstruction in an underground garage or electromagnetic interference from a high-voltage electrical box), but the actual position remains unchanged. In this case, the cumulative number of de-shaking events cannot reach the preset number.

[0078] In some embodiments, if the vehicle key repeatedly switches between two adjacent areas and cannot stay in a certain area continuously, the cumulative number of de-shaking events cannot reach the preset number.

[0079] Step S302: If the cumulative number of anti-shake events is greater than the preset number of events, determine the real-time unlocking / locking status of the vehicle based on the unlocking / locking strategy corresponding to the first target area.

[0080] In some embodiments, the cumulative number of de-jitter counts is greater than the preset number, indicating that the time the vehicle key stays in the first target area exceeds the hysteresis time from the second target area to the first target area. That is to say, the event that the vehicle key is in the first target area has excluded the factors of instantaneous signal fluctuations or unintentional operation, but is the user's active behavior to go to the first target area. At this time, the unlocking and locking strategy corresponding to the first target area is used to control the real-time unlocking and locking status of the vehicle.

[0081] In some embodiments, the unlocking / locking strategy in the unlocking zone is to control the vehicle to an unlocked state, the unlocking / locking strategy in the locking zone is to control the vehicle to a locked state, and the unlocking / locking strategy in the hysteresis zone is to maintain the unlocking / locking state corresponding to the previous zone; for example, if the vehicle was in an unlocked state in the previous zone and the vehicle is currently in a hysteresis zone, then the vehicle is maintained in an unlocked state.

[0082] In this embodiment, the real-time locking / unlocking state of the vehicle is determined by comparing the cumulative number of de-shaking events with a preset number of events. Specifically, if the cumulative number of de-shaking events is less than or equal to the preset number of events, the locking / unlocking strategy for the second target area is maintained; if the cumulative number of de-shaking events is greater than the preset number of events, the real-time locking / unlocking state of the vehicle is determined based on the locking / unlocking strategy corresponding to the first target area. This avoids the ping-pong problem of vehicle locking / unlocking and improves the accuracy of controlling vehicle locking / unlocking.

[0083] In some embodiments, step S301 above further includes the following steps: If the cumulative number of de-shake attempts exceeds a preset number, the cumulative number of de-shake attempts will be reset.

[0084] In some embodiments, the purpose of the cumulative number of de-shake counts is to verify the stability of region switching, that is, the stability of switching to the first target region. If the cumulative number of de-shake counts is greater than the preset number, it indicates that the stability verification of the corresponding first target region has been completed. If it is meaningless to continue to accumulate the number of de-shake counts for the first target region, for example, if the cumulative number of de-shake counts of 10 and 100 are both greater than the preset number, the cumulative number of de-shake counts will be reset, that is, the cumulative number of de-shake counts will be cleared to zero, so as to release the temporary counting resources.

[0085] In some embodiments, if the cumulative count of debounce is not reset, the historical cumulative count of debounce will interfere with the new verification logic when the vehicle key moves from the current first target area to a new target area (e.g., from the unlock area → hysteresis area → locking area).

[0086] For example, if the key stays in the unlocking area of ​​the first target area for too long, the cumulative number of debounces will be 20 (greater than the preset number of 5). If it is not reset, when it enters the lag area of ​​the new target area, the cumulative number of debounces will start to accumulate from 21. At this time, even if the lag area is detected only once, the cumulative number of debounces of 21 is far greater than the predicted number, which is easy to misjudge as a stable entry into the lag area, resulting in incorrect adjustment of the unlocking and locking strategy.

[0087] If the cumulative number of de-jitter counts is less than or equal to the preset number of counts, the cumulative number of de-jitter counts at the current moment is incremented by 1 to obtain the cumulative number of de-jitter counts at the next moment.

[0088] In some embodiments, if the cumulative number of de-shaking tests is less than or equal to the preset number, it indicates that the stability judgment of the corresponding first target area has not reached the minimum standard for determining the stability of the area. That is, the vehicle key has not been verified enough times in the first target area (it may have just entered the area or experienced a brief fluctuation in the middle). Therefore, the first target area still needs to be cumulatively verified. By gradually accumulating the number of de-shaking verification tests of the first target area, only when the cumulative number of de-shaking tests gradually increases to be greater than the predicted number, it indicates that the unlocking / unlocking state can be triggered based on the first target area.

[0089] In this embodiment, if the cumulative number of de-jitter counts exceeds a preset number, the cumulative number of de-jitter counts is reset. This avoids logical redundancy and misjudgment risks caused by unlimited growth of the cumulative number of de-jitter counts, ensuring that subsequent area switching detections can be re-verified from zero. If the cumulative number of de-jitter counts is less than or equal to the preset number, 1 is added to the current cumulative number of de-jitter counts to obtain the cumulative number of de-jitter counts for the next time moment. This avoids misjudging area stability due to single detection results (such as instantaneous signal fluctuations), improving the accuracy of vehicle locking / unlocking control.

[0090] In some embodiments, when the cumulative number of debouncing iterations is less than or equal to the preset number, the following implementation process is further included: If the area where the vehicle key is located at the next moment is different from the first target area, the cumulative number of de-shaking events at the next moment will be reset.

[0091] In some embodiments, if the cumulative number of de-shakes is less than or equal to the preset number, it indicates that the stability judgment of the corresponding first target area has not reached the minimum standard for determining the stability of the area, and it is necessary to continue to verify the de-shakes of the first target area. The cumulative number of de-shakes is incremented by 1 to obtain the new cumulative number of de-shakes at the next moment. If the real-time coordinates at the next moment indicate that the vehicle key is still in the first target area, the first target area is further judged based on the new cumulative number of de-shakes to determine whether the first target area has reached the minimum standard for area switching. If the real-time coordinates at the next moment indicate that the vehicle is in another target area, that is, the first target area has not passed the stability verification for switching areas, and then it enters the next new target area. At this time, the first target area is no longer verified, and the cumulative number of de-shakes accumulated when de-shaking the first target area is cleared to zero.

[0092] For example, the second target area where the vehicle key was located at the previous moment is the unlocking area, and the first target area where the vehicle key is located at the current moment is the hysteresis area. When performing debouncing verification on the hysteresis area, the corresponding cumulative debouncing count is obtained as 4. If the cumulative debouncing count 4 is less than or equal to the preset count 5, the hysteresis area is verified again, and the cumulative debouncing count is incremented by 1 to obtain the new cumulative debouncing count 5 at the next moment. At the next moment, if the real-time coordinates indicate that the vehicle key is in the locking area of ​​the new target area, which is different from the hysteresis area, then it is not necessary to continue to perform debouncing verification on the hysteresis area, and the cumulative debouncing count is reset to 0. Based on the second target area and the new target area, it is determined whether it is necessary to switch to the unlocking / locking state of the new target area.

[0093] In this embodiment, if the area where the vehicle key is located at the next moment is different from the first target area, the cumulative number of debouncing events at the next moment is reset. This ensures that subsequent area switching detection can be re-verified from zero, improving the accuracy of controlling the vehicle's locking and unlocking status.

[0094] In some embodiments, step S102 above further includes the following implementation process: If the real-time coordinates representing the first target area where the vehicle key is located are the same as the second target area where the vehicle key was located at the previous moment, the unlocking / locking state of the previous moment shall be maintained.

[0095] In some embodiments, the real-time coordinates indicate that the first target area where the vehicle key is located is the same as the second target area where the vehicle key was located at the previous moment, indicating that the vehicle has always been in the second target area.

[0096] For example, if the second target area where the vehicle key was located at the previous moment is an unlocking area, and the first target area is also an unlocking area, then the vehicle remains unlocked.

[0097] In this embodiment, if the real-time coordinates representing the first target area where the vehicle key is located are the same as the second target area where the vehicle key was located at the previous moment, the unlocking / locking state at the previous moment is maintained. This avoids meaningless state changes when the vehicle key does not move across areas (e.g., the key is stationary within the unlocking area, or there are small coordinate fluctuations within the area), ensuring the stability of the unlocking / locking control.

[0098] Figure 4 This is a schematic diagram of the fourth implementation flow of a vehicle control method provided in an embodiment of this application. Applied to a vehicle, which has multiple positioning anchor points, the method may include steps S401 to S404, combining... Figure 4 The steps shown are explained.

[0099] Step S401: Obtain the initial confidence level corresponding to the real-time distance calculated for each of the positioning anchor points; the real-time distance is the distance between the positioning anchor point and the vehicle key.

[0100] In some embodiments, a positioning anchor point refers to a fixed device deployed on the vehicle for satellite ranging with the vehicle key. Positioning anchor points deployed on the vehicle typically include a primary positioning anchor point and multiple secondary positioning anchor points, which together constitute a multi-point ranging system, thereby improving positioning accuracy and reliability. Real-time distance represents the physical distance between the positioning anchor point and the vehicle key at the current moment, which is calculated in real-time by satellite ranging technology.

[0101] In some embodiments, the initial confidence level is used to reflect the reliability of the current ranging result. The initial confidence level typically ranges from 0 to 100; a higher value indicates that the ranging is closer to the true distance, while a value of 0 indicates that the ranging is invalid or has failed. The initial confidence level can be obtained based on signal processing algorithms, such as comprehensively judging the ranging quality through phase difference, signal strength, and channel state information.

[0102] In some embodiments, the distance between each positioning anchor point and the vehicle key can be calculated using ultra-wideband technology, or the real-time distance between the positioning anchor point and the vehicle key can be calculated using star-flash technology; or the real-time distance can be calculated using a signal strength ranging model.

[0103] In some embodiments, the real-time distance between each location and the vehicle key is calculated using star-flash technology. Multiple positioning anchor points include a master anchor point and other slave anchor points. After the vehicle key enters the detection area, the master anchor point first communicates with the vehicle key, then sends a wake-up network command to all slave anchor points. This command includes frequency hopping parameters (frequency band set, rate) and phase measurement timing (e.g., the phase measurement sequence of slave anchor 1 → slave anchor 2 → slave anchor 3). Upon receiving the wake-up network command, each slave anchor point sequentially sends a timestamped sine wave signal (with fixed amplitude and period for easy key identification) to the vehicle key in each frequency band according to the agreed frequency band set and rate. The vehicle key receives the signals from the slave anchor points in real time. The frequency hopping signal records the phase value of the received signal in each frequency band, and also records the receiving timestamp of each frequency band (a clock synchronized with the main anchor point). After the vehicle key receives all frequency band signals from a slave anchor point, it sends the phase value of each frequency band plus the receiving timestamp back to the main anchor point through the initial connection link (which then forwards it to the vehicle chip). Then it waits for the phase measurement signal from the next slave anchor point. After all slave anchor points have completed phase measurement, the main anchor point sends the frequency hopping phase data of each slave anchor point and the initial distance data between the main anchor point and the vehicle key to the vehicle chip. After data preprocessing, the chip calculates the straight-line distance between each slave anchor point and the digital key based on the phase difference and wavelength, combined with the frequency hopping data.

[0104] In some embodiments, the confidence level of the real-time distance between each positioning anchor point and the vehicle key can be determined based on the effective channel during signal transmission between each positioning anchor point and the vehicle key. It is understood that the confidence level is determined based on the ratio of the total signal transmission channel to the effective signal transmission channel during the transmission process between each anchor point and the vehicle key.

[0105] In some embodiments, the weight of the real-time distance is determined based on the real-time distance between each of the positioning anchor points and the vehicle key, and the confidence level of the real-time distance.

[0106] Step S402: Adjust the initial confidence level based on the influence factor to obtain the target confidence level of the real-time distance; the influence factor characterizes the degree of occlusion between each of the positioning anchor points and the vehicle key.

[0107] In some embodiments, the influence factor is a dynamic parameter introduced based on the occlusion situation in the actual environment, used to reflect whether there are obstacles (such as vehicle body structure, human body, etc.) between the positioning anchor point and the vehicle key that cause non-line-of-sight transmission (NLOS) phenomenon.

[0108] In some embodiments, the influencing factor can be obtained through pre-established occlusion models, training with measured data, or assisted judgment by vehicle sensors, such as identifying whether a user is near the car door through a camera or detecting whether someone is approaching the vehicle through millimeter-wave radar.

[0109] In some embodiments, the target confidence level is a confidence value adjusted based on an influence factor, building upon the initial confidence level. Specifically, when occlusion exists, the influence factor reduces the confidence level of the positioning anchor point, while when there is no occlusion, the influence factor does not change the confidence level of the positioning anchor point. The target confidence level more closely reflects the reliability of distance measurement between the positioning anchor point and the vehicle key in a real-world environment, providing a more accurate input for subsequent weight allocation.

[0110] In some embodiments, adjusting the initial confidence level by using an influence factor can effectively distinguish the differences in ranging quality between LOS (line-of-sight) and NLOS (non-line-of-sight) scenarios. This allows for a more accurate evaluation of the ranging effectiveness of each positioning anchor point in complex in-vehicle and surrounding environments. It also prevents ranging errors caused by occlusion from being mistakenly treated as high-confidence data and affecting the final calculation results.

[0111] Step S403: Based on the real-time distance and the target confidence level of the real-time distance, determine the weight of the real-time distance between each positioning anchor point and the vehicle key.

[0112] In some embodiments, the closer the real-time distance and the higher the target confidence, the greater the weight of the positioning anchor point; conversely, the farther the real-time distance and the lower the target confidence, the smaller the weight of the positioning anchor point. Furthermore, in some extreme cases (such as when the positioning anchor point's ranging fails), the weight of the positioning anchor point can be set to 0, indicating that the positioning anchor point does not participate in the final positioning calculation.

[0113] In some embodiments, by reasonably allocating weight parameters, positioning anchors with high confidence and short-distance characteristics can play a greater role in the final positioning result, while positioning anchors with low confidence or long-distance characteristics contribute less to the final positioning result, or may even be excluded.

[0114] Step S404: Determine the real-time coordinates of the vehicle key based on the weight of the real-time distance and the coordinates of each of the positioning anchor points.

[0115] In some embodiments, the real-time coordinates are the position of the vehicle key relative to the vehicle coordinate system, calculated using the Weighted Least Squares (WLS) method. The vehicle coordinate system is typically a two-dimensional Cartesian coordinate system with the main positioning anchor point as the origin. The optimal estimated position of the vehicle key is obtained by calculating the coordinates of multiple positioning anchor points, their distance measurements, and their corresponding weights.

[0116] In some embodiments, the calculated real-time coordinates are used to support the triggering logic for functions such as contactless unlocking and locking. By dividing the area (e.g., unlocking area, hysteresis area, locking area), the decision to execute the corresponding function operation can be made based on the real-time coordinates of the vehicle key. Simultaneously, to reduce misjudgments caused by distance measurement fluctuations, a time-dimensional debouncing strategy is employed for area transition control.

[0117] In some embodiments, the plurality of positioning anchor points includes n points, and the coordinates of the n positioning anchor points are as follows: , … The required digital key coordinates are Then the expression for the distance between the digital key and each positioning anchor point is: .

[0118] In some embodiments, based on the least squares method, the error of the real-time distance between each positioning anchor point is minimized, thereby obtaining the optimal real-time coordinates of the vehicle key. Furthermore, by combining the weights of the real-time distances of each anchor point, the most accurate real-time coordinates of the vehicle key are obtained.

[0119] In this embodiment, the real-time distance and initial confidence level of each positioning anchor point are obtained, and the confidence level is adjusted by combining influencing factors and the weights are calculated to finally determine the real-time coordinates of the vehicle key. This allows for adaptive matching of the ranging quality of different positioning anchor points, thereby improving positioning accuracy. It effectively addresses positioning challenges in complex environments such as obstruction and interference, thus enhancing the seamless user experience. It enables smarter and more reliable keyless entry and start functions. Therefore, compared to existing technologies that directly use the least squares method to calculate real-time coordinates, this method determines the weights of the real-time distances of each positioning anchor point based on the confidence level and the real-time distance, and then determines the real-time coordinates of the vehicle key based on these weights and the least squares method, thereby improving the accuracy of vehicle key positioning.

[0120] In some embodiments, the following steps are included after step S404: S4011. Based on the real-time coordinates of the vehicle key, determine the first target area where the vehicle key is located within a preset area around the vehicle; the preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially moved away from the vehicle.

[0121] In some embodiments, the unlocking zone, hysteresis zone, and locking zone are arranged sequentially away from the vehicle, indicating that these three zones are arranged in an order from near to far, thus forming a progressive spatial logic. For example, the unlocking zone is defined as the area within 50cm of the door handle, the hysteresis zone is defined as the area between 50cm and 150cm of the door handle, and the locking zone is defined as the area more than 150cm of the door handle. This zone division helps to more stably determine the position of the vehicle key and prevents misjudgments of the vehicle key status due to short-term signal fluctuations.

[0122] In some embodiments, precise control of the vehicle status can be achieved by mapping the real-time coordinates of the vehicle key to a preset area. For example, when the vehicle key remains in the unlocking zone, the vehicle door can be automatically unlocked; when the vehicle key leaves the locking zone and certain conditions are met, the vehicle door can be locked.

[0123] S4012. When the first target area and the second target area are different, obtain the cumulative number of de-shaking events, wherein the cumulative number of de-shaking events represents the number of times the vehicle key has been continuously detected to be in the first target area; the second target area is the functional area where the vehicle status was last adjusted.

[0124] In some embodiments, the cumulative number of de-shakes refers to the number of times the vehicle key is continuously located in the current target area when the target area (first target area) where the current vehicle key is located is inconsistent with the target area (second target area) at the previous moment.

[0125] In some embodiments, the purpose of setting the cumulative number of de-jitter counts is to prevent false triggering of the vehicle status due to brief fluctuations in the ranging signal. For example, when the vehicle key has just entered the unlocking zone, but briefly jumps out of the unlocking zone due to obstruction or interference, it will not respond immediately, but will wait until the vehicle key is detected to still be in the unlocking zone multiple times before performing the unlocking operation.

[0126] In some embodiments, the second target area refers to the functional area corresponding to the last time the vehicle state was adjusted. For example, if the vehicle key was in the locking zone and triggered the vehicle door to lock last time, then the second target area is the locking zone. The debouncing mechanism is only triggered when the area where the vehicle key is currently located (the first target area) is different from the second target area, to ensure that the state adjustment is only performed when a zone switch actually occurs.

[0127] In some embodiments, by introducing cumulative anti-shake counts, instantaneous signal interference can be effectively filtered out, which can improve the accuracy and stability of vehicle status adjustment, thereby enhancing the user experience.

[0128] S4013. Determine the real-time unlocking / locking status of the vehicle based on the cumulative number of anti-shake events.

[0129] In some embodiments, the decision to trigger the vehicle's unlocking or locking action is based on the cumulative number of debounces and a threshold number. For example, the vehicle key is considered to have entered the unlocking zone only after it has been detected five times consecutively, and the unlocking operation is then performed. Similarly, if the vehicle key is detected to be in the locking zone five times consecutively, the locking operation is then performed.

[0130] In some embodiments, the signal jitter control mechanism effectively reduces the ping-pong phenomenon (i.e., repeated unlocking and locking) caused by signal jitter. For example, when a user walks near the vehicle or when there are obstructions moving, the vehicle key signal may fluctuate briefly, but as long as the required number of consecutive operations is not reached, the state switch will not be executed, thereby avoiding unnecessary misoperation.

[0131] In some embodiments, by setting a preset area, combining it with a de-shaking mechanism, and determining the vehicle status based on the cumulative number of times, the stability and reliability of the vehicle digital key system can be significantly improved, and the user's seamless experience during use can be optimized.

[0132] In this embodiment, by setting a preset area and introducing a de-jitter accumulation mechanism, misjudgments caused by signal jitter can be effectively suppressed. This enables stable determination of the actual position of the vehicle key, precise control of the vehicle's locking / unlocking status, and further enhances the user experience.

[0133] The following describes an exemplary application of a vehicle control method provided in this application in a real-world scenario.

[0134] Bluetooth Low Energy (BLE) technology is widely used in the field of automotive digital keys, supporting functions such as keyless entry and start, vehicle sharing, and remote authorization. Traditional BLE digital keys use a near-field positioning method based on Received Signal Strength Indicator (RSSI) to determine the relative position of the digital key and the vehicle, enabling seamless unlocking when the user approaches and locking when they move away. However, BLE is a narrowband signal, which is susceptible to physical interference such as multipath effects and absorption by obstacles. In the congested 2.4GHz band, it is also easily interfered with by electromagnetic interference from Wi-Fi, wireless cameras, microwave ovens, and other sources, leading to poor positioning accuracy and intermittent locking / unlocking issues.

[0135] With the release of the BLE 5.0 protocol, a phase-based high-precision ranging technology called Bluetooth Channel Detection was defined. Currently, mainstream BLE chip solutions have completed ranging verification based on this technology, achieving ranging accuracy up to 10cm. Mass production of automotive-grade chips based on this ranging technology has been achieved, and this technology is called Near Link.

[0136] This application presents a high-precision positioning solution for the automotive digital key field based on star-flash ranging technology. By deploying multiple anchor points on the vehicle and combining the ranging values ​​of these anchor points, the coordinate position of the digital key relative to the vehicle is calculated in real time. In terms of calculation method, adaptive weight matching is performed on the ranging values ​​of each anchor point to improve the positioning calculation accuracy. This solution aims to solve the pain points of traditional BLE digital keys, such as poor positioning accuracy and the ping-pong effect of contactless unlocking and locking.

[0137] Figure 5 This is a schematic diagram illustrating the implementation flow of a digital key positioning method provided in an embodiment of this application. The method includes the following steps S501 to S504, combining... Figure 5 The steps shown are explained.

[0138] Step S501: Input the coordinates of multiple anchor points, the original distance measurement values ​​of multiple anchor points, and the confidence level of the distance measurement values ​​of multiple anchor points.

[0139] In some embodiments, the StarFlash technology supports the calculation of distance values ​​between the receiver and the transmitter. In the application scenario of digital keys, at least one anchor point needs to be deployed on the vehicle to calculate the approximate distance between the key and the vehicle.

[0140] In some embodiments, to improve positioning accuracy and reliability while achieving directional positioning, this application adopts a vehicle-end anchor point arrangement scheme with one main anchor point and four anchor points, such as... Figure 6 The above, Figure 6 This is a schematic diagram of an anchor point arrangement scheme provided in an embodiment of this application, wherein 601 is a digital key, 602 is a main anchor point, and 603 is a secondary anchor point. After the main anchor point 602 establishes a connection with the digital key 601 (corresponding to the vehicle key in the above embodiment), the secondary anchor point 603 sequentially performs frequency hopping direction finding, and the chip calculates and provides the distance values ​​of the five anchor points relative to the digital key (corresponding to the real-time distance in the above embodiment).

[0141] For example, the input coordinates of anchor points 0 to 4 are distributed as (0,0), (-80,200), (80,200), (-80,-260), and (80,-260), with anchor point 0 being the primary anchor point and serving as the origin of the two-dimensional coordinate system, in centimeters; the original distance measurements of the input anchor points 0 to 4 are respectively The distance measurement confidence levels for anchor points 0 to 4 (corresponding to the initial confidence levels in the above embodiments) are respectively .

[0142] Step S502: Process the ranging value.

[0143] In some embodiments, the star-flash positioning algorithm runs in the MCU. To ensure positioning accuracy, after receiving the ranging values ​​from five anchor points, outlier cleaning and smoothing processing are required. A large number of ranging values ​​are collected in various real-vehicle scenarios. By observing and analyzing the raw ranging values, and considering the jitter and failure modes of the raw ranging values, an effective signal processing method is designed. In the embodiments of this application, three filters can be used: invalid value filtering, amplitude limiting filtering, and Kalman filtering.

[0144] For example, ranging signal processing, input The smoothed ranging value is obtained after invalid value filtering, amplitude limiting filtering, and Kalman filtering. .

[0145] Step S503: Calculate the target location of the digital key based on the ranging value.

[0146] In some embodiments, after the vehicle-side anchor points are clearly defined, a two-dimensional Cartesian coordinate system with the main anchor point as the origin needs to be established, and the digital key coordinates are calculated using the distance measurements from multiple anchor points. In a two-dimensional coordinate system, theoretically, the digital key coordinates can be solved using the distance measurements from three anchor points. However, when there are more than three distance measurements, solving the coordinates becomes an optimization problem.

[0147] In some embodiments, the weighted least squares method is used to calculate the target location of the digital key (corresponding to the real-time coordinates in the above embodiments).

[0148] In some embodiments, the coordinates of the n anchor points are assumed to be as follows: , … The required digital key coordinates are The distance between the digital key and each anchor point can be referred to the following formula (1).

[0149] (1) Where di is the distance between each anchor point and the digital key, and n is a positive number greater than 1.

[0150] In some embodiments, based on the above formula (1), the distance equations of the first (n-1) positioning anchor points are subtracted from the last, that is, the nth equation, to obtain formula (2).

[0151] (2) In some embodiments, intermediate variables are introduced. , It is the sum of the squares of the x-axis coordinate and the squares of the y-axis coordinate of the i-th anchor point, as shown in formula (3).

[0152] (3) In some embodiments, formula (4) is obtained by combining formula (3) and formula (2).

[0153] (4) in, X is .

[0154] In some embodiments, if the random error vector in the calculation process is N, then the following formula (5) applies.

[0155] (5) In some embodiments, the optimal solution is X that minimizes the error N according to the least squares estimation method. The target loss function Q(X) is constructed as shown in the following formula (6).

[0156] (6) In some embodiments, based on the above formula (6), the derivative with respect to X is taken and the derivative is set to 0 to obtain the optimal estimate, as shown in the following formula (7).

[0157] (7) In some embodiments, the aforementioned least squares method does not distinguish the weight of each anchor point distance measurement during calculation, and all anchor point distance measurements have the same impact on the calculation result. However, the real vehicle environment is more complex. Due to vehicle body obstruction and reflection, the distance measurements of multiple anchor points often have varying degrees of deviation or even failure. Therefore, in order to improve the positioning calculation accuracy, this application proposes an adaptive weight matching method based on the distance measurement failure situation in practical applications. This method assigns high weight to anchor point distance measurements in line-of-sight (LOS) scenarios and low weight to anchor point distance measurements in non-line-of-sight (NLOS) scenarios, discarding failed anchor point distance measurements (with a weight of 0).

[0158] In some embodiments, the weights are applied in the least squares method as shown in formula (8).

[0159] (8) Where W is the weight matrix of the distance measurement values ​​of each anchor point, as shown in the following formula (9).

[0160] (9) The weights are calculated using the following formula (10).

[0161] , (10) in, It is the weight of the distance measurement value of the i-th anchor point, where i is less than or equal to n-1.

[0162] in, It is the confidence level of the ranging value of the i-th anchor point, provided by the BLE chip. Each ranging value is given a corresponding confidence level, ranging from 0 to 100. The higher the confidence level, the closer the ranging value of the anchor point is to the true ranging value. When the confidence level is 0, it means that the ranging value of the anchor point is invalid. This is a weighted component related to the magnitude of the ranging value. Based on the physical characteristics of wireless signals, the greater the distance, the larger the ranging value, and the greater the measurement deviation; therefore, the weight of this ranging value in the calculation should be reduced. Thus, the matching of adaptive weights is quantified according to the following scenarios: 1. In a LOS scenario, there is no physical obstruction between the anchor point and the digital key. Distance measurement confidence level. High, Mainly composed of distance measurement values The smaller the measured value, the closer the distance, and the higher the weight. 2. In NLOS scenarios, there are physical obstructions such as vehicles or people between the anchor point and the digital key. Distance measurement confidence level. Lower Depend on and Joint decision; 3. Failure Scenario: Anchor point ranging failure is an extreme scenario for NLOS, affecting the confidence level of the ranging value. If the value is 0, the distance measurement at this anchor point is not included in the positioning calculation.

[0163] In some embodiments, the optimal position of the weighted digital key can be determined by referring to the following formula (11).

[0164] (11) in, The real-time location of the digital key.

[0165] For example, by substituting the coordinates and weights of each anchor point into the above formula (11), the coordinates of the digital key are obtained, as shown in formula (12).

[0166] (12) Step S504: Debouncing is performed on the real-time area determined based on the real-time location of the digital key.

[0167] In some embodiments, based on the position coordinates of the digital key relative to the vehicle at time t Match the corresponding functional areas To reduce the impact of ranging fluctuations on regional jumps, a time-dimensional de-jitter strategy is adopted for regional output de-jitter.

[0168] Figure 7 The schematic diagram of a regional output debouncing implementation process provided in this application embodiment includes the following steps.

[0169] Step S701: Input current coordinates and the positioning area of ​​the previous moment .

[0170] In some embodiments, Figure 8 This is a schematic diagram of a vehicle perimeter area division provided in an embodiment of this application, wherein 801 is the vehicle position, 802 is the unlocking area, 803 is the hysteresis area, and 804 is the locking area.

[0171] Step S702, according to Match the current location area .

[0172] Step S703: Determine the positioning area of ​​the previous moment. and current location area Are they the same?

[0173] Step S704: In the positioning area of ​​the previous moment and current location area If the conditions are the same, output the current location area. and the location area at the previous moment Updated to .

[0174] In some embodiments, the debounce count n is updated to 0.

[0175] Step S705: In the positioning area of ​​the previous moment and current location area Under different circumstances, find the location area from the previous moment. To the current location area The number of debouncing attempts, N.

[0176] Step S706: If the debouncing count n is greater than the number of debouncing attempts N, execute step S704 above.

[0177] Step S707: If the debouncing count n is less than or equal to the number of debouncing attempts N, output the positioning area of ​​the previous moment. Then, the debouncing count n is set to n++, and the process returns to step S701 above.

[0178] In some embodiments, the number of debouncing times N between regions can be calibrated according to the actual situation. For example, if the debouncing time from the locked area to the unlocked area is set to 500ms and the call cycle of the positioning algorithm is 100ms, then N is set to 5.

[0179] In some embodiments, in terms of function triggering logic, a transition from the hysteresis zone to the unlock zone triggers seamless unlocking; a transition from the hysteresis zone to the locking zone triggers seamless locking. An anti-jitter strategy eliminates unexpected zone transitions caused by ranging and positioning jitter, thus resolving the ping-pong locking problem. In practical applications, seamless unlocking requires rapid response to avoid unlocking delays; seamless locking requires a certain hysteresis time to avoid unexpected locking caused by lingering near the vehicle or obstruction. Therefore, the anti-jitter time from the hysteresis zone to the unlock zone is set to 500ms, and the hysteresis time from the hysteresis zone to the locking zone is set to 1000ms.

[0180] In this embodiment, based on the physical characteristics of the star-flash ranging signal, an optimization method of multi-anchor point weight adaptive matching is designed on the basis of the classic least squares method. This method quantifies the reliability of ranging at each anchor point in scenarios such as line-of-sight transmission, non-line-of-sight transmission, and ranging failure, in order to improve the positioning calculation accuracy. Combined with the regional output de-jitter strategy in the time dimension, the stability of digital key positioning is improved, and problems such as non-contact unlocking and ping-pong unlocking are solved, bringing users a better seamless experience.

[0181] Based on the foregoing embodiments, this application provides a vehicle control device, which includes various units and modules included in each unit, and can be implemented by a processor in the vehicle; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0182] Figure 9 This is a schematic diagram of the first component structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 9 As shown, the first vehicle control device 900 includes: a first determining module 901, a first acquiring module 902, and a second determining module 903, wherein: The first determining module 901 is used to determine a first target area where the vehicle key is located within a preset area around the vehicle based on the real-time coordinates of the vehicle key; the preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially moved away from the vehicle. The first acquisition module 902 is used to acquire the cumulative number of de-shaking events when the first target area and the second target area are different. The cumulative number of de-shaking events represents the number of times the vehicle key has been continuously detected to be in the first target area. The second target area is the functional area where the vehicle status was last adjusted. The second determining module 903 is used to determine the real-time unlocking / locking status of the vehicle based on the cumulative number of anti-shake events.

[0183] In some embodiments, when the vehicle switches states between the unlocking zone and the hysteresis zone, a first hysteresis time is provided; when the vehicle switches states between the locking zone and the hysteresis zone, a second hysteresis time is provided. The second determining module 903 is further configured to determine the target hysteresis time from the first hysteresis time and the second hysteresis time based on the second target area and the first target area; determine a preset number of times based on the target hysteresis time and the acquisition cycle of the real-time coordinates; and determine the real-time unlocking / locking state of the vehicle based on the preset number of times and the cumulative number of anti-shake events.

[0184] In some embodiments, the second determining module 903 is further configured to maintain the unlocking / locking strategy of the second target area when the cumulative number of anti-shake events is less than or equal to the preset number of events; and to determine the real-time unlocking / locking status of the vehicle based on the unlocking / locking strategy corresponding to the first target area when the cumulative number of anti-shake events is greater than the preset number of events.

[0185] In some embodiments, the second determining module 903 is further configured to reset the cumulative number of de-jitter counts if the cumulative number of de-jitter counts is greater than a preset number; and to accumulate 1 based on the cumulative number of de-jitter counts at the current moment to obtain the cumulative number of de-jitter counts at the next moment if the cumulative number of de-jitter counts is less than or equal to the preset number.

[0186] In some embodiments, if the cumulative number of de-shakes is less than or equal to the preset number, the second determining module 903 is further configured to reset the cumulative number of de-shakes in the next moment if the area where the vehicle key is located in the next moment is different from the first target area.

[0187] In some embodiments, the second determining module 903 is further configured to maintain the unlocked / locked state of the second target area when the real-time coordinates indicate that the first target area and the second target area where the vehicle key is located are the same.

[0188] Figure 10 This is a schematic diagram of the second component structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 10 As shown, the second vehicle control device 1000 includes: a second acquisition module 1001, an adjustment module 1002, a third determination module 1003, and a fourth determination module 1004, wherein: The second acquisition module 1001 is used to acquire the initial confidence level corresponding to the real-time distance calculated for each of the positioning anchor points; the real-time distance is the distance between the positioning anchor point and the vehicle key; the adjustment module 1002 is used to adjust the initial confidence level based on an influence factor to obtain the target confidence level of the real-time distance; the influence factor characterizes the degree of occlusion between each of the positioning anchor points and the vehicle key; the third determination module 1003 is used to determine the weight of the real-time distance between each of the positioning anchor points and the vehicle key based on the real-time distance and the target confidence level of the real-time distance; the fourth determination module 1004 determines the real-time coordinates of the vehicle key based on the weight of the real-time distance and the coordinates of each of the positioning anchor points.

[0189] In some embodiments, the fourth determining module 1004 is further configured to determine a first target area where the vehicle key is located within a preset area around the vehicle based on the real-time coordinates of the vehicle key; the preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially located away from the vehicle; when the first target area and the second target area are different, the cumulative number of de-shaking events is obtained, the cumulative number of de-shaking events representing the number of times the vehicle key has been continuously detected to be in the first target area; the second target area is the functional area where the vehicle state was last adjusted; the real-time unlocking / locking state of the vehicle is determined based on the cumulative number of de-shaking events.

[0190] The descriptions of the apparatus embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this application can be used to perform the methods described in the method embodiments above. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0191] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a vehicle (which may be a personal computer, server, or network device, etc.) to execute all or part 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), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0192] This application provides a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the program, it implements some or all of the steps in the above-described method.

[0193] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements some or all of the steps in the above-described method. The computer-readable storage medium can be transient or non-transient.

[0194] This application provides a computer program including computer-readable code, wherein when the computer-readable code is run in a vehicle, a processor in the vehicle executes some or all of the steps in the above-described method.

[0195] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0196] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0197] Figure 11 This is a schematic diagram of the hardware entity of a vehicle provided in an embodiment of this application, such as... Figure 11 As shown, the hardware entity of the vehicle 1100 includes a processor 1101 and a memory 1102, wherein the memory 1102 stores a computer program that can run on the processor 1101, and the processor 1101 executes the program to implement the steps in the method of any of the above embodiments.

[0198] The memory 1102 stores computer programs that can run on the processor. The memory 1102 is configured to store instructions and applications that can be executed by the processor 1101. It can also cache data to be processed or already processed by the processor 1101 and various modules in the vehicle 1100 (e.g., image data, audio data, voice communication data and video communication data). It can be implemented by flash memory or random access memory (RAM).

[0199] The processor 1101 executes the steps of any of the above methods when executing the program. The processor 1101 typically controls the overall operation of the vehicle 1100.

[0200] This application provides a computer storage medium that stores one or more programs that can be executed by one or more processors to implement the steps of the methods described in any of the above embodiments.

[0201] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0202] The aforementioned processor can be at least one of the following: Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), Central Processing Unit (CPU), Controller, Microcontroller, and Microprocessor. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0203] The aforementioned computer storage media / memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.; or it can be various terminals that include one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0204] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / 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. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0205] It should be noted that, in this document, 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. Unless otherwise specified, 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 that element.

[0206] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0207] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0208] Furthermore, in the various embodiments of this application, all functional units can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units. Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0209] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, or the part that contributes to related technologies, 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 vehicle (which may be a personal computer, server, or network device, etc.) to execute all or part 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 mobile storage devices, ROM, magnetic disks, or optical disks.

[0210] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, Applied to vehicles, the method includes: Based on the real-time coordinates of the vehicle key, a first target area where the vehicle key is located is determined within a preset area around the vehicle; the preset area includes an unlocking area, a hysteresis area, and a locking area; the unlocking area, hysteresis area, and locking area are sequentially moved away from the vehicle. When the first target area and the second target area are different, the cumulative number of de-shaking counts is obtained. The cumulative number of de-shaking counts represents the number of times the vehicle key has been continuously detected to be in the first target area. The second target area is the functional area where the vehicle status was adjusted last time. The real-time unlocking / locking status of the vehicle is determined based on the cumulative number of anti-shake events. The unlocking / locking strategy in the unlocking zone is to control the vehicle to the unlocked state, the locking / locking strategy in the locking zone is to control the vehicle to the locked state, and the locking / locking strategy in the hysteresis zone is to maintain the corresponding unlocking / locking state of the previous zone.

2. The method according to claim 1, characterized in that, When the vehicle switches states between the unlocking zone and the hysteresis zone, a first hysteresis time is set, and when the vehicle switches states between the locking zone and the hysteresis zone, a second hysteresis time is set, the second hysteresis time being greater than the first hysteresis time. Determining the real-time unlock / lock status of the vehicle based on the cumulative number of anti-shake events includes: Based on the second target region and the first target region, the target lag time is determined from the first lag time and the second lag time; Based on the target hysteresis time and the acquisition cycle of the real-time coordinates, a preset number of times is determined; The real-time unlocking / locking status of the vehicle is determined based on the preset number of times and the cumulative number of times the vibration is eliminated.

3. The method according to claim 2, characterized in that, Determining the real-time locking / unlocking status of the vehicle based on the preset number of times and the cumulative number of times of de-vibration includes: If the cumulative number of debouncing events is less than or equal to the preset number, the unlocking strategy for the second target region is maintained. If the cumulative number of anti-shake events exceeds the preset number, the real-time unlocking / locking status of the vehicle is determined based on the unlocking / locking strategy corresponding to the first target area.

4. The method according to claim 2, characterized in that, The method further includes: If the cumulative number of de-jitter counts exceeds a preset number, the cumulative number of de-jitter counts will be reset. If the cumulative number of de-jitter counts is less than or equal to the preset number of counts, the cumulative number of de-jitter counts at the current moment is incremented by 1 to obtain the cumulative number of de-jitter counts at the next moment.

5. The method according to claim 3, characterized in that, If the cumulative number of debouncing iterations is less than or equal to the preset number, the method further includes: If the area where the vehicle key is located at the next moment is different from the first target area, the cumulative number of de-shaking events at the next moment will be reset.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: If the real-time coordinates indicate that the first target area and the second target area where the vehicle key is located are the same, the unlocked / locked state of the second target area shall be maintained.

7. A vehicle control device, characterized in that, Applied to vehicles, the device includes modules or units for performing the method of any one of claims 1 to 6.

8. A vehicle, characterized in that, It includes a memory and a processor, the memory storing a computer program that can run on the processor, the processor executing the program to implement the steps of the method according to any one of claims 1 to 6.

Images