Vehicle control method and device and electronic equipment

Abstract

The invention discloses a vehicle control method and device and electronic equipment, and belongs to the technical field of intelligent automobiles. The method specifically comprises the following steps: acquiring motion parameters of a vehicle; generating multi-channel audio signals according to the motion parameters; the frequency range of the multi-channel audio signal is 60 to 120 Hz; the multi-channel audio signal comprises an audio signal of a first azimuth channel and an audio signal of a second azimuth channel; the first azimuth sound channel and the second azimuth sound channel are matched with the motion direction corresponding to the motion parameter; the phase relation between the audio signal of the first azimuth sound channel and the audio signal of the second azimuth sound channel is matched with the motion parameter; and playing the multi-channel audio signal. According to the method, dizziness and discomfort caused by inconsistent multi-sensory information can be effectively relieved under the condition that the normal use experience of a user is not influenced.

Description

Technical Field

[0001] This application belongs to the field of intelligent vehicle technology, specifically relating to a vehicle control method, device, and electronic device. Background Technology

[0002] With the increasing prevalence of in-vehicle screens, vehicles are gradually becoming important mobile spaces for users' lives and work. For example, users can use the screens in the front passenger seat or rear seats for audio-visual entertainment or temporary work while traveling. However, the bumps and frequent starts and stops of the vehicle, as well as the prolonged focus on the screen, can significantly increase the risk of motion sickness, thus seriously affecting the user's driving comfort and health experience.

[0003] To alleviate motion sickness caused by vehicle acceleration, deceleration, and bumps, existing technologies typically employ the following intervention methods: using screen or specific sound prompts to guide users to pause reading or watching on the screen; or limiting the types of content that can be played on the screen (such as restricting dynamic videos) or the duration of continuous use; or providing users with auxiliary suggestions such as taking motion sickness medication, adjusting the cabin air conditioning, or opening windows for ventilation.

[0004] However, prompting users to interrupt their current operation via screen or sound essentially disrupts the continuous user experience, making it difficult for them to immerse themselves in the in-car entertainment functions and weakening the system's core value. Furthermore, limiting content types or playback duration, while reducing the triggers for dizziness, also significantly compresses the functional boundaries and appeal of the entertainment system, affecting user willingness to use it. In addition, methods relying on medication or environmental adjustments have varying effects from person to person and are typically used for preventative or auxiliary purposes, making it difficult to quickly and effectively respond to and alleviate sudden discomfort while driving. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle control method, device, and electronic device that can effectively alleviate dizziness and discomfort caused by inconsistent multi-sensory information without affecting the user's normal user experience.

[0006] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: acquiring motion parameters of a vehicle; generating a multi-channel audio signal based on the motion parameters; the frequency range of the multi-channel audio signal being 60–120Hz; the multi-channel audio signal comprising: an audio signal of a first directional channel and an audio signal of a second directional channel; the first directional channel and the second directional channel being matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signal of the first directional channel and the audio signal of the second directional channel being matched with the motion parameters; and playing the multi-channel audio signal.

[0007] Secondly, embodiments of this application provide a vehicle control device, the device comprising: a parameter acquisition module for acquiring motion parameters of a vehicle; an audio generation module for generating multi-channel audio signals based on the motion parameters; the frequency range of the multi-channel audio signals being 60–120Hz; the multi-channel audio signals including: audio signals of a first directional channel and audio signals of a second directional channel; the first directional channel and the second directional channel being matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signals of the first directional channel and the audio signals of the second directional channel being matched with the motion parameters; and an audio playback module for playing the multi-channel audio signals.

[0008] Thirdly, embodiments of this application provide an electronic device including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the method described in the first aspect.

[0009] Fourthly, embodiments of this application provide a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the method described in the first aspect.

[0010] In the technical solution of this application embodiment, the audio signals of the first directional channel and the second directional channel can provide spatial sound source drift to the user in the direction of vehicle movement based on the aforementioned phase relationship, and the aforementioned spatial sound source drift can match the actual direction of movement perceived by the user's vestibular system. Thus, this application embodiment can provide the user with spatial sound source drift that matches the vehicle's movement state in the auditory channel. Since the aforementioned spatial sound source drift can effectively couple with the actual motion information perceived by the user's vestibular system, allowing the multi-sensory information received by the brain to corroborate each other, this application embodiment can, to a certain extent, reduce dizziness and discomfort caused by inconsistencies in multi-sensory information.

[0011] Furthermore, in this embodiment, the 60-120Hz multi-channel audio signal is within a perceptible and interference-free energy range. This audio signal can provide spatial orientation to couple vestibular motion information and alleviate dizziness without interrupting user operation or limiting the system's original functions, and it can respond to the vehicle's motion status in real time. Therefore, this embodiment can effectively alleviate dizziness and discomfort caused by inconsistent multi-sensory information without affecting the user's normal experience. Attached Figure Description

[0012] Figure 1 This is a schematic flowchart of the steps of a vehicle control method according to an embodiment of this application; Figure 2 This is a schematic diagram of the phase relationship between the left and right channels of an 80Hz target audio signal under three motion parameters according to an embodiment of this application. Figure 3 This is a schematic flowchart of the steps of a vehicle control method according to an embodiment of this application; Figure 4 This is a schematic diagram of the screen interface in a stationary or constant-speed state of the vehicle according to an embodiment of this application. Figure 5 This is a schematic diagram of the screen interface in the left-turn state of a vehicle according to an embodiment of this application; Figure 6 This is a schematic diagram of the screen interface in a vehicle acceleration state according to an embodiment of this application; Figure 7 This is a structural block diagram of a vehicle control device according to an embodiment of this application; Figure 8 This is a structural block diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0013] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0014] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0015] The vehicle control method, device, and electronic equipment provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0016] The vehicle control method in this application embodiment can be applied to both autonomous and non-autonomous driving scenarios. Specifically, it can be applied to scenarios where a user browses content displayed on a screen while the vehicle is in motion.

[0017] However, browsing the screen while the vehicle is in motion may cause motion sickness. One reason for motion sickness is the mismatch between the user's inner ear vestibular system and vision in perceiving speed when the vehicle starts, accelerates, decelerates, and brakes.

[0018] However, the dynamic changes of a moving vehicle, such as acceleration, deceleration, turning, and bumps, contrast sharply with the static content seen on the screen. This inconsistency between visual information and bodily perception, known as visual-vestibular coordination disorder, is a major cause of motion sickness.

[0019] To mitigate dizziness caused by vehicle acceleration, deceleration, and bumps, existing technologies offer various intervention methods. However, these methods have significant limitations: First, prompting users to interrupt their current operation via screen or sound essentially disrupts the user's continuous experience, making it difficult for them to immerse themselves in in-vehicle entertainment functions and weakening the system's core value. Second, limiting content types or playback duration, while reducing dizziness triggers, significantly compresses the functional boundaries and appeal of the entertainment system, affecting user willingness to use it. Third, methods relying on medication or environmental adjustments have varying effectiveness from person to person, and these methods are typically used for prevention or supplementary relief, making it difficult to respond quickly and effectively to sudden discomfort while driving.

[0020] To address the technical problems of existing motion sickness intervention methods, which interrupt user operation, restrict functions, and have untimely responses, thus seriously affecting user experience, this application provides a vehicle control method. The method specifically includes: acquiring vehicle motion parameters; generating multi-channel audio signals based on the motion parameters; the frequency range of the multi-channel audio signals is 60–120Hz; the multi-channel audio signals include: audio signals of a first directional channel and audio signals of a second directional channel; the first directional channel and the second directional channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signals of the first directional channel and the second directional channel is matched with the motion parameters; and playing the multi-channel audio signals.

[0021] In this embodiment, the vehicle's motion parameters are physical quantities that describe the changes in the vehicle's position, speed, and state over time during driving. These motion parameters may include steering parameters or longitudinal acceleration parameters, etc. Steering parameters can refer to physical quantities characterizing the vehicle's steering posture and lateral force state during steering. Steering parameters include lateral acceleration, which refers to the rate of change of the vehicle's velocity over time in the lateral direction (perpendicular to the vehicle's direction of travel), reflecting the degree of speed change during lateral movements such as turning. Longitudinal acceleration parameters can refer to the change in the vehicle's velocity over time along the direction of travel. Of course, in addition to steering parameters and longitudinal acceleration parameters, motion parameters may also include other parameters, such as angular velocity, roll angle, and bump amplitude. It is understood that this embodiment does not limit the specific motion parameters.

[0022] This application embodiment generates multi-channel audio signals based on the vehicle's motion parameters; wherein the frequency range of the multi-channel audio signals is 60–120Hz. Audio signals in the 60–120Hz range can activate vestibular function by stimulating the otolithic organs of the inner ear, particularly the saccule and utricle. These otolith organs are responsible for sensing linear acceleration and gravity, playing a crucial role in maintaining balance and spatial orientation.

[0023] The multi-channel audio signal includes: an audio signal of a first azimuth channel and an audio signal of a second azimuth channel; the first azimuth channel and the second azimuth channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signals of the first azimuth channel and the second azimuth channel is matched with the motion parameters. Based on the aforementioned phase relationship, the audio signals of the first azimuth channel and the second azimuth channel can provide spatial sound source drift to the user in the motion direction, and the aforementioned spatial sound source drift can correspond to the motion direction actually perceived by the user's vestibular system.

[0024] In summary, the embodiments of this application can provide users with spatial sound source drift that matches the vehicle's motion state through the auditory channel. Since this spatial sound source drift can effectively couple with the motion information actually perceived by the user's vestibular system, allowing the multi-sensory information received by the brain to corroborate each other, the embodiments of this application can, to a certain extent, reduce dizziness and discomfort caused by inconsistencies in multi-sensory information.

[0025] Furthermore, in this embodiment, the 60-120Hz multi-channel audio signal is within a perceptible and interference-free energy range. This audio signal can provide spatial orientation to couple vestibular motion information and alleviate dizziness without interrupting user operation or limiting the system's original functions, and it can respond to the vehicle's motion status in real time. Therefore, this embodiment can effectively alleviate dizziness and discomfort caused by inconsistent multi-sensory information without affecting the user's normal experience.

[0026] In some embodiments, the screen involved in the vehicle control method provided in this application can be the screen of the vehicle's display device, or it can be the screen of an electronic device such as a mobile terminal used by the user. The electronic device used by the user is fixed to a bracket, which is equivalent to a fixed connection to the vehicle, or the electronic device can be held by the user.

[0027] In some embodiments, the electronic device applicable to this application can be any electronic device with a display screen, including but not limited to wearable devices (such as smartwatches), head-mounted devices, mobile phones, tablets, personal computers, server computers, handheld or laptop devices, mobile devices (such as mobile phones, personal digital assistants, media players, etc.), minicomputers, etc. The electronic device is preferably a portable personal mobile terminal, so that a user traveling in a vehicle can view the content displayed on the screen through the portable personal mobile terminal.

[0028] In addition, in some embodiments, the vehicles applicable to this application may be cars, trucks, motorcycles, buses, boats, airplanes, helicopters, lawnmowers, recreational vehicles, amusement park vehicles, construction equipment, trams, golf carts, trains, and handcarts, etc., and the embodiments of this application do not limit the specific vehicles.

[0029] The vehicle control method of this application embodiment can be executed by an electronic device, which specifically includes, but is not limited to: a vehicle-mounted host, a user-carried mobile terminal, a wearable device, a head-mounted device, a tablet computer, a personal computer, or other electronic devices with a display screen that can acquire vehicle motion parameters and process audio signals.

[0030] The vehicle control method of this application will be described below through specific embodiments.

[0031] Reference Figure 1 It illustrates a flowchart of a vehicle control method according to an embodiment of this application, which specifically includes the following steps: Step 101: Obtain the vehicle's motion parameters; Step 102: Generate a multi-channel audio signal based on the motion parameters; the frequency range of the multi-channel audio signal is 60–120Hz; the multi-channel audio signal includes: an audio signal of a first directional channel and an audio signal of a second directional channel; the first directional channel and the second directional channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signal of the first directional channel and the audio signal of the second directional channel is matched with the motion parameters; that is, the frequency of the multi-channel audio signal is greater than or equal to 60Hz and less than or equal to 120Hz. Step 103: Play the multi-channel audio signal.

[0032] In step 101, the vehicle's motion parameters are physical quantities that describe the changes in the vehicle's position, speed, and state over time during operation. These motion parameters may include steering parameters or longitudinal acceleration parameters, etc.

[0033] In practical applications, raw data can be collected using sensors (such as cameras, inertial measurement units, etc.) installed on the vehicle, and then the raw data can be processed by corresponding algorithms to obtain the required motion parameters.

[0034] For example, the process of obtaining longitudinal acceleration parameters includes: First, acquiring the initial raw acceleration data of the vehicle's direction of travel from the inertial measurement unit (IMU). Using statistical methods such as the Laida criterion, outliers in the initial raw acceleration data are identified and removed, resulting in outlier-free acceleration data. Next, a fast Fourier transform (FFT) is used to denoise the outlier-free acceleration data, eliminating high-frequency noise interference, resulting in denoised acceleration data. Then, the denoised acceleration data is substituted into a model based on vehicle kinematics for correction, compensating for errors caused by the vehicle's mechanical structure motion, resulting in corrected acceleration data. Finally, numerical differentiation is performed on the corrected acceleration data to obtain the longitudinal acceleration parameters.

[0035] For example, the process of obtaining lateral acceleration parameters includes: first, extracting the second raw lateral acceleration data of the vehicle from the inertial measurement unit, removing outliers from the second raw acceleration data to obtain outlier-free lateral acceleration data. Then, using mean filtering, the outlier-free lateral acceleration data is denoised to obtain denoised lateral acceleration data. Next, the denoised lateral acceleration data, combined with the raw steering angle data collected by the steering angle sensor and the raw wheel speed data collected by the wheel speed sensor, are substituted into a pre-constructed vehicle lateral dynamics model for calculation to obtain untransformed lateral acceleration data. Finally, the untransformed lateral acceleration data is transformed to conform to the coordinate system of the vehicle's actual motion to obtain the lateral acceleration parameters.

[0036] In step 102, the target audio signal can be processed according to the motion parameters to obtain a multi-channel audio signal.

[0037] The target audio signal can be specified in advance by the user or someone skilled in the art. For example, the type of the target audio signal could be a song or light music that the user likes. It is understood that the embodiments of this application do not limit the specific content, format, or source of the target audio signal.

[0038] The multi-channel audio in this application embodiment can be the multi-channel audio of an electronic device, or the multi-channel audio in this application embodiment can be a vehicle audio channel.

[0039] According to the embodiments of this application, the vehicle-mounted audio channels can be divided according to the motion direction corresponding to the motion parameters to obtain the first directional audio channel and the second directional audio channel.

[0040] For example, when the direction of movement is left or right, the left channel group, the right channel group, and the center channel that does not participate in the left and right grouping will be divided by the transverse central axis of the carriage.

[0041] The left-side channel group can encompass various left-side related channels. The front left channel is typically carried by speakers in the left A-pillar and left front door area; the left surround channel generally corresponds to speakers in the left C-pillar or left rear door location; if the vehicle is equipped with a 7.1 channel system, the left-side related channels can include: the left rear surround channel, which is usually located on the left side of the rear panel. The aforementioned front left channel, left surround channel, and left rear surround channel groups are responsible for the sound output in the left-side area of ​​the vehicle cabin.

[0042] The right and left channel groups are symmetrically distributed, including the front right channel, the right surround channel, or the right rear surround channel corresponding to a 7.1 channel system. The front right channel corresponds to the right A-pillar and the right front door, the right surround channel corresponds to the right C-pillar and the right rear door, and the right rear surround channel is usually located on the right side of the rear panel.

[0043] The center channel is usually located above the center console and below the windshield, on the horizontal central axis. It does not belong to either the left or right group and is used to anchor core sound effects such as human voices and navigation voices.

[0044] When the direction of movement is front and back, the longitudinal space of the carriage can be divided into: front channel group, rear channel group and independent channel group.

[0045] The front channel group is concentrated in the front row area of ​​the vehicle and includes the front left channel, front right channel, and center channel. These channels are mainly emitted through speakers on both sides of the instrument panel, the center of the center console, and the front door area. They are responsible for outputting the main sound effects in front, such as music melodies, movie dialogues, and navigation voices, and are the core area of ​​the auditory experience in the cabin.

[0046] The rear channel group is located in the rear area of ​​the vehicle. The left and right surround channels in a 5.1 channel system, and the additional left and right rear surround channels in a 7.1 channel system, all belong to the rear channel group. The speakers corresponding to the rear channel group are usually installed in the rear door panels, both sides of the rear windshield, the rear side panels, or the trunk side panels, etc., to output background music, ambient sounds, etc., to create a surround sound effect.

[0047] The independent channel group includes a low-frequency effect channel and a roof channel. The low-frequency effect channel is usually output by the subwoofer unit in the trunk, and its low-frequency sound effect covers the entire cabin without a clear front and rear direction attribute; the roof channel speakers are installed in the top of the cabin (such as the headliner, around the sunroof), and are responsible for reproducing high-altitude sound effects (such as raindrops, airplanes flying by, etc.).

[0048] The process of generating multi-channel audio signals based on the motion parameters specifically includes: Step A1: Determine the first and second azimuth channels from the multi-channel audio to match the direction of motion. Step A2: Determine the phase relationship between the first azimuth channel and the second azimuth channel based on the motion parameters; Step A3: Based on the phase relationship, process the target audio signal to obtain the audio signal of the first directional channel and the audio signal of the second directional channel.

[0049] In step A1, when the motion parameters include steering parameters, the motion direction corresponding to the steering parameters is the left and right direction. In this case, the first directional channel includes the left channel group, and the second directional channel includes the right channel group.

[0050] Alternatively, if the motion parameters include longitudinal acceleration parameters, and the direction of motion corresponding to the longitudinal acceleration parameters is the forward-backward direction, then the first directional channel includes a front channel group, and the second directional channel includes a rear channel group.

[0051] In step A2, the phase relationship includes: the phase difference direction and the phase difference amplitude. Wherein, Phase difference direction refers to the phase lead / lag relationship between the audio signals of two channels (e.g., the right channel leads the left channel, and the rear channel lags the front channel), used to define the directional logic of spatial sound source drift. Phase difference amplitude refers to the phase offset of the audio signals of two channels (usually in degrees), determining the perceived intensity of spatial sound source drift and the sense of spatial layering.

[0052] In a specific implementation, the phase difference direction is matched with the acceleration direction corresponding to the motion parameter, and the phase difference amplitude is determined according to the acceleration value corresponding to the motion parameter.

[0053] Specifically, when the acceleration direction corresponding to the motion parameter is from right to left, assuming the first directional channel includes a left channel group and the second directional channel includes a right channel group, then the phase of the audio signal of the right channel group leads the phase of the audio signal of the left channel group. Alternatively, when the acceleration direction corresponding to the motion parameter is from left to right, assuming the first directional channel includes a left channel group and the second directional channel includes a right channel group, then the phase of the audio signal of the left channel group leads the phase of the audio signal of the right channel group.

[0054] Alternatively, if the acceleration direction corresponding to the motion parameter is from back to front, assuming the first directional channel includes a front channel group and the second directional channel includes a rear channel group, then the phase of the audio signal of the rear channel group leads the phase of the audio signal of the front channel group. If the acceleration direction corresponding to the motion parameter is from front to back, assuming the first directional channel includes a front channel group and the second directional channel includes a rear channel group, then the phase of the audio signal of the front channel group leads the phase of the audio signal of the rear channel group.

[0055] The phase difference amplitude can be proportional to the acceleration value corresponding to the motion parameter. Specifically, the phase difference amplitude can be the product of the acceleration value corresponding to the motion parameter and a proportionality coefficient. The proportionality coefficient is a positive value, and its specific value can be determined by those skilled in the art based on actual application requirements.

[0056] In step A3, the target audio signal can be used as the audio signal corresponding to the phase-lagging channel. Furthermore, phase-lead processing is performed on the target audio signal to obtain the audio signal corresponding to the phase-leading channel, thereby obtaining a multi-channel audio signal. It should be noted that the phase-lead amount corresponding to the above phase-lead processing can be the aforementioned phase difference amplitude. In the time domain, performing phase-lead processing on the target audio signal specifically involves increasing the instantaneous phase of the signal along the time axis by the phase difference amplitude (e.g., +15 degrees). Through the directional shift of the instantaneous phase, the waveform of the target audio signal is presented ahead of the target audio signal on the time axis.

[0057] Alternatively, the target audio signal can be used as the audio signal corresponding to the phase-leading channel, and phase lag processing can be applied to the target audio signal to obtain the audio signal corresponding to the phase-lag channel, thereby obtaining a multi-channel audio signal. Similarly, the phase lag amount corresponding to the above phase lag processing can be the aforementioned phase difference amplitude. In the time domain, performing phase lag processing on the target audio signal specifically involves applying a negative phase difference amplitude (e.g., -15°) to the instantaneous phase of the target audio signal, which is equivalent to shifting the waveform of the entire target audio signal backward by a fixed amount of time on the time axis.

[0058] Reference Figure 2 This diagram illustrates the phase relationship between the left and right channels of an 80Hz target audio signal under three motion parameters according to an embodiment of this application. The left and right channels specifically include any left channel in the left channel group and any right channel in the right channel group. Figure 2 Specifically, this includes: case (a), case (b), and case (c). Figure 2 A uniform timeline (0ms–40ms) is set at the bottom.

[0059] Case (a) corresponds to the vehicle's acceleration state. The left channel waveform L(t) and the right channel waveform R(t) are both 80Hz sine signals with the same amplitude. The right channel's phase leads the left channel by 15°, creating a spatial perception of the sound source drifting from right to left.

[0060] The phase difference amplitude Δφ between the right and left channels is k·a, where a>0, indicating that the phase difference amplitude is proportional to the acceleration parameter a, and the phase difference is positive during acceleration. k is the proportionality coefficient between the phase difference amplitude and the acceleration parameter, used to establish the mapping relationship between the acceleration parameter and the phase difference amplitude, so that the amplitude of the auditory cue matches the intensity of vehicle motion, ultimately achieving consistency between auditory cue and vestibular perception.

[0061] The specific value of k needs to be determined based on the actual scenario. The phase difference amplitude Δφ is usually in the range of 0° to 45°. If it is too large, it may cause audio distortion or interfere with normal entertainment audio.

[0062] Situation (b) corresponds to the vehicle turning left. The audio signals of both channels remain 80 Hz sine waves, with the right channel leading the left channel by 25°, creating a spatial perception of the sound source drifting from right to left. As a result, the user receives auditory cues consistent with the left-turn direction during the left turn, which match the actual acceleration perceived by the vestibular system, thus effectively alleviating motion sickness.

[0063] Case (c) represents the vehicle traveling at a constant speed. In this case, the waveforms of the left and right channels completely overlap, and there is no phase difference between them, i.e., Δφ = 0°. In this situation, the sound source perception returns to directly in front.

[0064] In summary, the multi-channel audio signal in this application embodiment specifically includes the following implementation methods: In one implementation, the motion parameters include: a turning parameter; the first directional channel includes: a left channel group, and the second directional channel includes: a right channel group; when the motion direction corresponding to the turning parameter is a left turn, the phase of the audio signal of the right channel group leads the phase of the audio signal of the left channel group; or, when the motion direction corresponding to the turning parameter is a right turn, the phase of the audio signal of the left channel group leads the phase of the audio signal of the right channel group.

[0065] In another implementation, the motion parameters include: a longitudinal acceleration parameter; the first directional channel includes: a front channel group, and the second directional channel includes: a rear channel group; when the longitudinal acceleration parameter is positive, the phase of the audio signal of the rear channel group leads the phase of the audio signal of the front channel group; or, when the longitudinal acceleration parameter is negative, the phase of the audio signal of the front channel group leads the phase of the audio signal of the rear channel group.

[0066] A positive value for the longitudinal acceleration parameter indicates that the vehicle is accelerating along the direction of travel (longitudinal direction) (i.e., the vehicle speed is increasing). A negative value for the longitudinal acceleration parameter indicates that the vehicle is decelerating along the direction of travel (longitudinal direction) (i.e., the vehicle speed is decreasing).

[0067] In step 103, the audio signal of the first directional channel can be played using the speaker of the first directional channel, and the audio signal of the second directional channel can be played using the speaker of the second directional channel.

[0068] The first directional channel can have one or more speakers. In this embodiment, any one or a combination of the speakers in the first directional channel can be used to play the audio signal of the first directional channel. For example, if the first directional channel is the left channel group, then in a vehicle scenario, any one or a combination of the front left channel, the left surround channel, and the left rear surround channel can be used to play the audio signal of the left channel group.

[0069] Similarly, there can be one or more speakers in the second directional channel. In the embodiments of this application, any one or a combination of the speakers in the second directional channel can be used to play the audio signal of the second directional channel.

[0070] In one optional implementation of this application, the method may further include: controlling the light emitted by the sequence of lights inside the vehicle to present a flowing effect along the direction of steering or acceleration, based on the steering or acceleration direction corresponding to the motion parameters. This flowing effect allows the user to perceive changes in vehicle motion in advance, reducing the occurrence of motion sickness.

[0071] For example, when positive acceleration (vehicle accelerating forward) is detected, the lights can be controlled to illuminate sequentially from the rear to the front of the vehicle, simulating the visual effect of forward propulsion. Conversely, when negative acceleration (vehicle decelerating or braking) is detected, the lights can be controlled to flow from the front to the rear of the vehicle, simulating a visual cue of energy recovery or deceleration.

[0072] When turning, the lights can be sequentially illuminated from the right side of the vehicle to the left side when the vehicle is turning left. The continuous flow of light along the left-turn direction creates visual guidance, allowing users to intuitively predict the turning trend of the vehicle. This strengthens the consistency between vestibular and visual perception and further reduces the risk of motion sickness caused by sensory conflict during turning.

[0073] When the vehicle is turning right, the controllable light sequence can be lit sequentially from the left side of the vehicle to the right side and gradually change color. The continuous flow of light along the right turn direction creates visual guidance, allowing the user to intuitively predict the vehicle's turning posture, strengthening the coordination between vestibular and visual perception, and further reducing the risk of motion sickness caused by sensory conflict during the turning process.

[0074] In practice, the control unit (such as a microcontroller unit) processes these motion parameters. If the value exceeds a preset threshold, it generates a corresponding lighting control command. This command is sent via a high-bandwidth bus to the vehicle's lighting sequence (such as light strips distributed on the dashboard, door panels, etc.). Based on the control command, the lights illuminate or adjust their brightness / color sequentially from the start to the end of the motion trend (e.g., during acceleration, the lights illuminate from the rear to the front of the vehicle; during a left turn, the lights flow from the right side to the left side of the vehicle) at specific time intervals (e.g., 0.1 seconds). This dynamic lighting effect, synchronized with the vehicle's actual direction of movement, provides the user's visual system with a motion trend cue that precedes or synchronizes with the body's vestibular system, thus helping the brain reduce motion sickness symptoms caused by sensory conflict (the inner ear sensing motion while the eyes are focused on a static screen).

[0075] In summary, the vehicle control method of this application embodiment provides spatial sound source drift to the user in the vehicle's direction of motion based on the aforementioned phase relationship, using audio signals from the first and second directional channels. Furthermore, this spatial sound source drift aligns with the actual direction of motion perceived by the user's vestibular system. Thus, this application embodiment provides the user with spatial sound source drift that matches the vehicle's motion state through the auditory channel. Since this spatial sound source drift effectively couples with the motion information actually perceived by the user's vestibular system, allowing the multi-sensory information received by the brain to corroborate each other, this application embodiment can, to a certain extent, reduce dizziness and discomfort caused by inconsistencies in multi-sensory information.

[0076] Furthermore, in this embodiment, the 60-120Hz multi-channel audio signal is within a perceptible and interference-free energy range. This audio signal can provide spatial orientation to couple vestibular motion information and alleviate dizziness without interrupting user operation or limiting the system's original functions, and it can respond to the vehicle's motion status in real time. Therefore, this embodiment can effectively alleviate dizziness and discomfort caused by inconsistent multi-sensory information without affecting the user's normal experience.

[0077] Furthermore, the technical solution of this application embodiment can be implemented based on existing vehicle infotainment systems and in-vehicle audio equipment without the need for additional hardware. It has the advantages of high versatility and low cost, making it suitable for widespread application in different vehicle models and different vehicle infotainment systems. This technical solution can not only effectively alleviate motion sickness in users, but also improve the overall riding experience and in-vehicle comfort, while retaining good scalability, facilitating deep integration with in-vehicle entertainment, navigation, and other functions in the future.

[0078] Reference Figure 3 It illustrates a flowchart of a vehicle control method according to an embodiment of this application, which specifically includes the following steps: Step 301: Obtain the vehicle's motion parameters; Step 302: Generate a multi-channel audio signal based on the motion parameters; the frequency range of the multi-channel audio signal is 60–120Hz; the multi-channel audio signal includes: an audio signal of a first directional channel and an audio signal of a second directional channel; the first directional channel and the second directional channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signal of the first directional channel and the audio signal of the second directional channel is matched with the motion parameters; Step 303: Play the multi-channel audio signal; Compared to Figure 1 The method embodiment shown may further include: Step 304: Determine the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters; the display parameters include: transparency parameters and / or position parameters; Step 305: Dynamically display the graphic elements on the screen interface according to the display parameters.

[0079] Steps 304 and 305 of this embodiment provide the user with visual cues matching motion parameters in the visual channel based on the dynamically displayed graphic elements on the screen interface. These visual cues are simple, intuitive, and low-interference, providing directional reference without significantly affecting the user's normal viewing, reading, or interactive experience.

[0080] The aforementioned graphic elements can be symbolic elements, such as dot matrices, arrows, or ribbon-like light effects. The dynamic display of these graphic elements can intuitively represent the vehicle's movement trend. For example, when the vehicle accelerates, the graphic elements move forward longitudinally, which reflects the vehicle's forward motion, similar to the visual information received by humans when walking forward or backward. Alternatively, when the vehicle turns, the graphic elements shift left or right with the turning direction; this shift compensates for visual information, allowing the brain to recognize that a left-right shift is currently occurring.

[0081] Therefore, this embodiment synchronously maps vehicle motion data to graphical elements in the visual channel and multi-channel audio signals in the auditory channel, forming a cross-modal fusion sensory cue mechanism. In this way, this embodiment can establish a mapping relationship between the user's vision, hearing, and vestibular perception, so that when the user perceives the vehicle accelerating, decelerating, or turning, the screen dynamics they see and the spatial sound source drift they hear can match the direction of acceleration actually felt by their body, thereby significantly reducing dizziness and discomfort caused by inconsistencies in multi-sensory information.

[0082] The multi-channel audio signals provide auditory cues that offer a clear and easy-to-understand sense of spatial positioning without interfering with voice announcements or entertainment audio. Visual cues, on the other hand, are presented using simple graphic elements such as symbols, avoiding interference with driving tasks or entertainment activities like watching movies. The combination of auditory and visual cues creates a complementary effect: visual cues provide clear directional references, while auditory cues offer immersive spatial positioning, thus enhancing cue perception while reducing sensory burden.

[0083] While receiving visual cues, users will also perceive the corresponding sound source drift through multi-channel audio. The two sensory information corroborates the actual perception of the body's vestibular system, effectively alleviating the sensory conflict caused by the inconsistency between visual, auditory, and vestibular perception.

[0084] According to the display parameters, this application embodiment dynamically displays the graphic elements on the screen interface, enabling the graphic elements to present a dynamic effect that matches the direction of acceleration. For example, when a vehicle accelerates, the graphic elements are pushed forward longitudinally, which can represent the vehicle moving forward. Alternatively, when a vehicle turns, the graphic elements shift left or right with the direction of the turn.

[0085] In one implementation, the motion parameters include: steering parameters; the graphical elements include: graphical elements arranged horizontally. The process of determining the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters specifically includes: Step B1: When the direction of motion corresponding to the steering parameter is left turn, control the value of the transparency parameter of the graphic element to decrease sequentially from left to right; or Step B2: When the direction of motion corresponding to the steering parameter is a right turn, control the value of the transparency parameter of the graphic element to decrease sequentially from right to left.

[0086] The transparency parameter is a quantitative value used to characterize the transparency of a graphic element. In common value systems, the transparency parameter ranges from 0 to 1. 0 represents that the graphic element is completely transparent, almost invisible visually, allowing the content behind it to be fully revealed; 1 represents that the graphic element is completely opaque, preventing light from passing through and completely obscuring the content behind it. The default value for the transparency parameter of a graphic element is usually 1, in which case the graphic element is completely opaque and can completely obscure the content behind it.

[0087] In step B1, when the direction of motion corresponding to the steering parameter is left turn, the value of the transparency parameter of the graphic element is controlled to decrease sequentially from left to right, so that the transparency of the graphic element presents a layered effect from opaque to transparent in the direction from left to right.

[0088] Assuming the graphic elements arranged left and right are in the first, second, third, and fourth columns respectively, the transparency parameters of the graphic elements in the first, second, third, and fourth columns can be 1, 0.8, 0.4, and 0.2 respectively. That is, the graphic elements in the first to fourth columns have a visual gradient effect from dark to light.

[0089] In this way, the center-of-gravity guidance characteristic of human visual perception can be utilized to indirectly convey the information that the vehicle is moving to the left by enhancing the brightness of the graphic elements in the first column on the far left, thus compensating for the perceptual difference between visual stillness and vestibular movement in entertainment scenarios.

[0090] Therefore, the graphic elements arranged left and right in this embodiment of the application present a visual gradient effect from dark to light in order from left to right, simulating the natural visual experience of humans moving to the left. This allows the brain to receive the visual signal of moving to the left, which is corroborated by the vestibular perception that the body is moving to the left, thereby resolving the contradiction between "screen stillness and body movement" and achieving the effect of preventing motion sickness.

[0091] Reference Figure 4 This diagram illustrates a screen interface in a stationary or constant-speed state, according to an embodiment of this application. The entertainment content is located in the center of the screen, which is the main viewing area for the user. Two columns of circular graphic elements 401, referred to as dots, are positioned on the left and right sides of the screen interface. When the vehicle accelerates, decelerates, or turns, these dots dynamically change their position and transparency parameters according to the vehicle's motion parameters to provide visual cues. The initial value of the dot transparency parameter can be 1.

[0092] Reference Figure 5 The diagram shows a schematic of a screen interface in a vehicle turning left state according to an embodiment of this application, wherein the graphic elements can be divided into: a first column of graphic elements 501, a second column of graphic elements 502, a third column of graphic elements 503 and a fourth column of graphic elements 504.

[0093] When the vehicle's motion parameters are set to left turn, the transparency parameters of the graphic elements can be controlled to decrease sequentially from left to right. For example, the transparency parameter of the first column graphic element 501 can be kept constant, while the transparency parameters of the second column graphic element 502, the third column graphic element 503, and the fourth column graphic element 504 can be adjusted to different degrees. For instance, the adjusted transparency parameters of the second column graphic element 502, the third column graphic element 503, and the fourth column graphic element 504 could be 0.8, 0.4, and 0.2, respectively. This adjustment process involves subtracting the default value of the transparency parameter from the adjustment amount, and the absolute value of the subtraction result can be used as the adjusted value. The adjustment amount can be related to the acceleration value; generally, the larger the acceleration value, the larger the adjustment amount. The adjustment amount can also be related to the position attribute of the graphic element; generally, the closer the graphic element is to the direction of acceleration, the smaller the adjustment amount.

[0094] In step B2, when the direction of motion corresponding to the steering parameter is a right turn, the value of the transparency parameter of the graphic element is controlled to decrease sequentially from right to left, so that the transparency of the graphic element presents a layered effect from transparent to opaque in the direction from left to right.

[0095] Assuming the graphic elements arranged horizontally from left to right are in the first, second, third, and fourth columns, the transparency parameters of the graphic elements in the first, second, third, and fourth columns can be 0.2, 0.4, 0.8, and 1, respectively. That is, the graphic elements in the first to fourth columns have a visual gradient effect from light to dark.

[0096] In this way, the center-of-gravity guidance characteristic of human visual perception can be utilized to indirectly convey the information that the vehicle is moving to the right by enhancing the brightness of the graphic elements in the fourth column from the far right, thus compensating for the perceptual difference between visual stillness and vestibular movement in entertainment scenarios.

[0097] In another implementation, the motion parameters include: longitudinal acceleration parameters; the graphic elements include: graphic elements arranged vertically. The process of determining the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters specifically includes: Step C1: When the vertical acceleration parameter is positive, control the value of the transparency parameter of the graphic element to decrease sequentially from top to bottom; or Step C2: When the longitudinal acceleration parameter is negative, control the value of the transparency parameter of the graphic element to decrease sequentially from bottom to top.

[0098] In step C1, when the vertical acceleration parameter is positive, the value of the transparency parameter of the graphic element is controlled to decrease sequentially from top to bottom, so that the transparency of the graphic element presents a layered effect from opaque to transparent in the direction from top to bottom.

[0099] Assuming the graphic elements arranged vertically from left to right are in the first, second, third, and fourth rows, the transparency parameters of the graphic elements in the first, second, third, and fourth rows can be 1, 0.8, 0.4, and 0.2, respectively. That is, the graphic elements in the first to fourth rows have a visual gradient effect from dark to light.

[0100] In this way, the center-of-gravity guidance characteristic of human visual perception can be utilized to indirectly convey the information of the vehicle's forward movement by enhancing the brightness of the top row of graphic elements, thus compensating for the perceptual difference between visual stillness and vestibular movement in entertainment scenarios.

[0101] Therefore, the graphic elements arranged vertically in this embodiment present a visual gradient effect from dark to light in order from top to bottom, simulating the natural visual experience of humans moving forward. This allows the brain to receive the visual signal of forward movement, which is corroborated by the vestibular perception that the body is moving to the left, thereby resolving the contradiction between "screen stillness and body movement" and achieving the effect of preventing motion sickness.

[0102] Reference Figure 6 The diagram shows a schematic of a screen interface in a vehicle acceleration state according to an embodiment of this application, wherein the graphic elements can be divided into: a first row of graphic elements 601, a second row of graphic elements 602, a third row of graphic elements 603 and a fourth row of graphic elements 604.

[0103] When the vehicle's longitudinal acceleration parameter is positive, the transparency parameter of the graphic elements can be controlled to decrease sequentially from top to bottom. For example, the transparency parameter of the first row of graphic elements 601 can be kept constant, while the transparency parameters of the second row of graphic elements 602, the third row of graphic elements 603, and the fourth row of graphic elements 604 can be adjusted to different degrees. For instance, the adjusted transparency parameters of the second row of graphic elements 602, the third row of graphic elements 603, and the fourth row of graphic elements 604 can be 0.8, 0.4, and 0.2, respectively. This adjustment process involves subtracting the default value of the transparency parameter from the adjustment amount, and the absolute value of the subtraction result can be used as the adjusted value. The adjustment amount can be related to the acceleration value; generally, the larger the acceleration value, the larger the adjustment amount. The adjustment amount can also be related to the position attribute of the graphic element; generally, the closer the graphic element is to the direction of acceleration, the smaller the adjustment amount.

[0104] Step C2, when the longitudinal acceleration parameter is negative, controls the value of the transparency parameter of the graphic element to decrease sequentially from bottom to top, so that the transparency of the graphic element presents a layered effect from transparent to opaque in the direction from top to bottom.

[0105] Assuming the graphic elements arranged vertically from left to right are in the first, second, third, and fourth rows, the transparency parameters of the graphic elements in the first, second, third, and fourth rows can be 0.2, 0.4, 0.8, and 1, respectively. That is, the graphic elements in the first to fourth rows have a visual gradient effect from light to dark.

[0106] In this way, the center-of-gravity guidance characteristic of human visual perception can be utilized to indirectly convey the information that the vehicle is moving backward (decelerating) by enhancing the brightness of the graphic elements in the bottom fourth row, thus compensating for the perceptual difference between visual stillness and vestibular movement in entertainment scenarios.

[0107] It should be noted that after the vehicle changes from a turning state, an acceleration state, or a deceleration state to a constant speed state, the value of the transparency parameter of the graphic element can be updated to the default value or the initial value.

[0108] In another implementation, the process of determining the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters specifically includes: adjusting the position parameters corresponding to the graphic elements in the screen interface according to the direction of rotation or acceleration corresponding to the motion parameters, so as to control the graphic elements to move in the direction of rotation or acceleration.

[0109] Specifically, the position and trajectory of graphic elements on the screen can be dynamically calculated and updated based on the vehicle's motion state (such as acceleration, deceleration, and turning). For example: Accelerating: Graphic elements move upwards. Decelerating: Graphic elements move downwards. Turning left: Graphic elements move to the left. Turning right: Graphic elements move to the right. Controlling the graphic elements to move in the direction of the turn or acceleration provides users with an intuitive and concise reference to the vehicle's dynamics, helping them perceive the vehicle's movement trend.

[0110] It should be noted that the embodiments of this application can simultaneously change the transparency parameters and position parameters of graphic elements in the screen interface to improve the accuracy of directional guidance for visual prompts.

[0111] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to this application.

[0112] It should be noted that the vehicle control method provided in this application embodiment can be executed by a vehicle control device, or a control module within the vehicle control device for executing the loading vehicle control method. This application embodiment uses the execution of the loading vehicle control method by a vehicle control device as an example to illustrate the vehicle control method provided in this application embodiment.

[0113] Reference Figure 7 The diagram illustrates the structure of a vehicle control device according to an embodiment of this application, the device comprising the following modules: The parameter acquisition module 701 is used to acquire the vehicle's motion parameters; The audio generation module 702 is used to generate a multi-channel audio signal based on the motion parameters; the frequency range of the multi-channel audio signal is 60–120Hz; the multi-channel audio signal includes: an audio signal of a first directional channel and an audio signal of a second directional channel; the first directional channel and the second directional channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signal of the first directional channel and the audio signal of the second directional channel is matched with the motion parameters; The audio playback module 703 is used to play the multi-channel audio signal.

[0114] Optionally, the audio generation module 702 includes: The channel determination module is used to determine the first directional channel and the second directional channel that match the direction of motion from multiple channels. A phase determination module is used to determine the phase relationship between the first azimuth channel and the second azimuth channel based on the motion parameters. The audio generation module is used to process the target audio signal according to the phase relationship to obtain the audio signal of the first directional channel and the audio signal of the second directional channel.

[0115] Optionally, the motion parameters include: steering parameters; the first directional channel includes: the left channel group, and the second directional channel includes: the right channel group; When the direction of motion corresponding to the steering parameter is left turn, the phase of the audio signal of the right channel group leads the phase of the audio signal of the left channel group; or, when the direction of motion corresponding to the steering parameter is right turn, the phase of the audio signal of the left channel group leads the phase of the audio signal of the right channel group.

[0116] Optionally, the motion parameters include: longitudinal acceleration parameters; the first directional channel includes: a front channel group, and the second directional channel includes: a rear channel group; When the longitudinal acceleration parameter is positive, the phase of the audio signal of the rear channel group leads the phase of the audio signal of the front channel group; or, when the longitudinal acceleration parameter is negative, the phase of the audio signal of the front channel group leads the phase of the audio signal of the rear channel group.

[0117] Optionally, the phase relationship includes: phase difference direction and phase difference amplitude, wherein the phase difference direction matches the acceleration direction corresponding to the motion parameter, and the phase difference amplitude is determined according to the acceleration value corresponding to the motion parameter.

[0118] Optionally, the audio playback module 703 is specifically used to play audio signals of the first directional channel using the speaker of the first directional channel, and to play audio signals of the second directional channel using the speaker of the second directional channel.

[0119] Optionally, the device further includes: The display parameter determination module is used to determine the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters; the display parameters include: transparency parameters and / or position parameters; A dynamic display module is used to dynamically display the graphic elements on the screen interface according to the display parameters.

[0120] Optionally, the motion parameters include: steering parameters; the graphic elements include: graphic elements arranged horizontally; The display parameter determination module includes: The first parameter control module is used to control the value of the transparency parameter of the graphic element to decrease sequentially from left to right when the direction of movement corresponding to the steering parameter is left turn; or The second parameter control module is used to control the value of the transparency parameter of the graphic element to decrease sequentially from right to left when the direction of motion corresponding to the steering parameter is a right turn.

[0121] Optionally, the motion parameters include: longitudinal acceleration parameters; the graphic elements include: graphic elements arranged vertically; The display parameter determination module includes: The third parameter control module is used to control the value of the transparency parameter of the graphic element to decrease sequentially from top to bottom when the longitudinal acceleration parameter is positive; or The fourth parameter control module is used to control the value of the transparency parameter of the graphic element to decrease sequentially from bottom to top when the longitudinal acceleration parameter is negative.

[0122] Optionally, the display parameter determination module includes: The position adjustment module is used to adjust the position parameters of the graphic elements in the screen interface according to the direction of rotation or acceleration corresponding to the motion parameters, so as to control the graphic elements to move in the direction of rotation or acceleration.

[0123] Optionally, the device further includes: The lamp control module is used to control the light emitted by the lamp sequence inside the vehicle to present a flowing effect along the direction of steering or acceleration, according to the steering or acceleration direction corresponding to the motion parameters.

[0124] The vehicle control device in this application embodiment can be a device, or a component, integrated circuit, or chip in a terminal. The device can be a mobile electronic device or a non-mobile electronic device. For example, mobile electronic devices can be mobile phones, tablets, laptops, PDAs, in-vehicle electronic devices, wearable devices, ultra-mobile personal computers (UMPCs), netbooks, or personal digital assistants (PDAs), etc., while non-mobile electronic devices can be servers, network-attached storage (NAS), personal computers (PCs), televisions (TVs), ATMs, or self-service machines, etc. This application embodiment does not impose specific limitations.

[0125] The vehicle control device in this application embodiment can be a device with an operating system. This operating system can be Android, iOS, or other possible operating systems; this application embodiment does not specifically limit the specific operating system used.

[0126] The vehicle control device provided in this application embodiment can achieve... Figure 1 The various processes implemented by the vehicle control device in the method embodiment will not be described again here to avoid repetition.

[0127] Optionally, embodiments of this application also provide an electronic device, including a processor, a memory, and a program or instructions stored in the memory and executable on the processor. When the program or instructions are executed by the processor, they implement the various processes of the above-described vehicle control method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here.

[0128] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0129] Figure 8 A schematic diagram of the hardware structure of an electronic device 1100 according to an embodiment of this application.

[0130] Electronic device 1100 has one or more processors 1102, a control module (chipset) 1104 coupled to at least one of the processors 1102, a memory 1106 coupled to the control module 1104, a non-volatile memory / storage device 1108 coupled to the control module 1104, one or more input / output devices 1110 coupled to the control module 1104, and a network interface 1112 coupled to the control module 1104.

[0131] Processor 1102 may include one or more single-core or multi-core processors, and processor 1102 may include any combination of general-purpose processors or special-purpose processors (e.g., graphics processors, application processors, baseband processors, etc.). In some embodiments, electronic device 1100 can serve as a terminal device, server (cluster), or other device as described in the embodiments of this application.

[0132] In some embodiments, electronic device 1100 may include one or more computer-readable media (e.g., memory 1106 or non-volatile memory / storage device 1108) having instructions 1114 and one or more processors 1102 that are combined with the one or more computer-readable media and configured to execute instructions 1114 to implement modules and thus perform the actions described in this disclosure.

[0133] In one embodiment, the control module 1104 may include any suitable interface controller to provide any suitable interface to at least one of the processors 1102 and / or any suitable device or component communicating with the control module 1104.

[0134] The control module 1104 may include a memory controller module to provide an interface to the memory 1106. The memory controller module may be a hardware module, a software module, and / or a firmware module.

[0135] Memory 1106 may be used, for example, to load and store data and / or instructions 1114 for electronic device 1100. In one embodiment, memory 1106 may include any suitable volatile memory, such as suitable DRAM (Dynamic Random Access Memory). In some embodiments, memory 1106 may include double data rate type quad synchronous dynamic random access memory.

[0136] In one embodiment, the control module 1104 may include one or more input / output controllers to provide an interface to the non-volatile memory / storage device 1108 and (one or more) input / output devices 1110.

[0137] For example, non-volatile memory / storage device 1108 may be used to store data and / or instructions 1114. Non-volatile memory / storage device 1108 may include any suitable non-volatile memory (e.g., flash memory) and / or may include any suitable (one or more) non-volatile storage devices (e.g., one or more hard disk drives, one or more optical disk drives, and / or one or more digital universal optical disk drives).

[0138] The non-volatile memory / storage device 1108 may include storage resources that are physically part of a device on which the electronic device 1100 is mounted, or that can be accessed by the device without being part of the device. For example, the non-volatile memory / storage device 1108 may be accessed via a network via one or more input / output devices 1110.

[0139] One or more input / output devices 1110 may provide an interface for electronic device 1100 to communicate with any other suitable device. Input / output devices 1110 may include communication components, audio components, sensor components, etc. Network interface 1112 may provide an interface for electronic device 1100 to communicate via one or more networks. Electronic device 1100 may wirelessly communicate with one or more components of a wireless network according to any of one or more wireless network standards and / or protocols, such as accessing wireless networks based on communication standards, such as WiFi (Wireless Fidelity), 2G (2-Generation wireless telephone technology), 3G (3-Generation wireless telephone technology), 4G (4-Generation wireless telephone technology), 5G (5-Generation wireless telephone technology), etc., or combinations thereof.

[0140] In one embodiment, at least one of the processors 1102 may be logically packaged with one or more controllers (e.g., memory controller modules) of the control module 1104. In one embodiment, at least one of the processors 1102 may be logically packaged with one or more controllers of the control module 1104 to form a system-in-package. In one embodiment, at least one of the processors 1102 may be integrated with the logic of one or more controllers of the control module 1104 on the same die. In one embodiment, at least one of the processors 1102 may be integrated with the logic of one or more controllers of the control module 1104 on the same die to form a system-on-a-chip.

[0141] In various embodiments, electronic device 1100 may be, but is not limited to, a server, desktop computing device, or mobile computing device (e.g., laptop computing device, handheld computing device, touchscreen device, netbook, etc.). In various embodiments, electronic device 1100 may have more or fewer components and / or different architectures. For example, in some embodiments, electronic device 1100 includes one or more cameras, a keyboard, a liquid crystal display screen (including a touchscreen display), a non-volatile memory port, multiple antennas, a graphics chip, an application-specific integrated circuit (ASIC), and a speaker.

[0142] In the aforementioned electronic device 1100, a main control chip may be used as a processor or control module, sensor data, location information, etc. are stored in a memory or non-volatile memory / storage device, the sensor group may be used as an input / output device, and the communication interface may include a network interface.

[0143] This application also provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various processes of the above-described vehicle control method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here.

[0144] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0145] 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. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0146] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0147] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the vehicle's motion parameters; Based on the motion parameters, a multi-channel audio signal is generated; the frequency range of the multi-channel audio signal is 60–120Hz; the multi-channel audio signal includes: an audio signal of a first directional channel and an audio signal of a second directional channel; the first directional channel and the second directional channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signal of the first directional channel and the audio signal of the second directional channel is matched with the motion parameters. Play the multi-channel audio signal.

2. The method according to claim 1, characterized in that, The step of generating multi-channel audio signals based on the motion parameters includes: Identify the first and second azimuth channels that match the direction of motion from the multi-channel audio. Based on the motion parameters, determine the phase relationship between the first azimuth channel and the second azimuth channel; Based on the phase relationship, the target audio signal is processed to obtain the audio signal of the first directional channel and the audio signal of the second directional channel.

3. The method according to claim 1, characterized in that, The motion parameters include: steering parameters; the first directional channel includes: the left channel group, and the second directional channel includes: the right channel group; When the direction of motion corresponding to the steering parameter is left turn, the phase of the audio signal of the right channel group leads the phase of the audio signal of the left channel group; or, when the direction of motion corresponding to the steering parameter is right turn, the phase of the audio signal of the left channel group leads the phase of the audio signal of the right channel group.

4. The method according to claim 1, characterized in that, The motion parameters include: longitudinal acceleration parameters; the first directional channel includes: a front channel group, and the second directional channel includes: a rear channel group; When the longitudinal acceleration parameter is positive, the phase of the audio signal of the rear channel group leads the phase of the audio signal of the front channel group; or, when the longitudinal acceleration parameter is negative, the phase of the audio signal of the front channel group leads the phase of the audio signal of the rear channel group.

5. The method according to any one of claims 1 to 4, characterized in that, The phase relationship includes: phase difference direction and phase difference amplitude, wherein the phase difference direction matches the acceleration direction corresponding to the motion parameter, and the phase difference amplitude is determined according to the acceleration value corresponding to the motion parameter.

6. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Based on the motion parameters, the display parameters corresponding to the graphic elements in the screen interface are determined; the display parameters include: transparency parameters and / or position parameters; The graphic elements are dynamically displayed on the screen interface according to the display parameters.

7. The method according to claim 6, characterized in that, The step of determining the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters includes: The motion parameters include: a steering parameter; the graphic elements include: graphic elements arranged horizontally; when the motion direction corresponding to the steering parameter is left turn, the value of the transparency parameter of the graphic elements is controlled to decrease sequentially from left to right; or The motion parameters include: a steering parameter; the graphic elements include: graphic elements arranged horizontally; when the motion direction corresponding to the steering parameter is a right turn, the value of the transparency parameter of the graphic elements is controlled to decrease sequentially from right to left; or The motion parameters include: a longitudinal acceleration parameter; the graphic elements include: vertically arranged graphic elements; when the longitudinal acceleration parameter is positive, the transparency parameter of the graphic elements is controlled to decrease sequentially from top to bottom; or The motion parameters include: longitudinal acceleration parameters; the graphic elements include: graphic elements arranged vertically; when the longitudinal acceleration parameter is negative, the value of the transparency parameter of the graphic elements is controlled to decrease sequentially from bottom to top.

8. The method according to claim 6, characterized in that, The step of determining the display parameters corresponding to the graphic elements in the screen interface based on the motion parameters includes: Based on the direction of rotation or acceleration corresponding to the motion parameters, adjust the position parameters of the graphic elements on the screen interface to control the graphic elements to move in the direction of rotation or acceleration.

9. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Based on the direction of steering or acceleration corresponding to the motion parameters, the light emitted by the sequence of lights inside the vehicle is controlled to present a flowing effect along the direction of steering or acceleration.

10. A vehicle control device, characterized in that, The device includes: The parameter acquisition module is used to acquire the vehicle's motion parameters; An audio generation module is used to generate multi-channel audio signals based on the motion parameters; the frequency range of the multi-channel audio signals is 60–120Hz; the multi-channel audio signals include: audio signals of a first directional channel and audio signals of a second directional channel; the first directional channel and the second directional channel are matched with the motion direction corresponding to the motion parameters; the phase relationship between the audio signals of the first directional channel and the audio signals of the second directional channel is matched with the motion parameters. An audio playback module is used to play the multi-channel audio signal.

11. An electronic device, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the method as described in claims 1-9.

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