A vehicle control method, device and system

Abstract

A vehicle control method, in which the vehicle can receive a first signal from a vehicle key, the vehicle key being carried by a mobile terminal; determine first information according to a parking scenario in which the vehicle is located, the first information being used to determine an unlocking strategy or a locking strategy of the vehicle; and control the vehicle to be unlocked or locked according to the first signal and the first information. A vehicle control device, a terminal device, a communication system, a computer readable storage medium and a computer program product are also disclosed. The method is used to guarantee the experience of the user on the no-sense unlocking and locking function of the vehicle.

Description

A vehicle control method, device and system Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device and system. Background Technology

[0002] With the rapid development of automotive intelligence, vehicle keys have evolved from traditional mechanical keys into various types, such as remote control keys, digital keys, and biometric keys, to provide users with greater security and convenience. Remote control keys and digital keys primarily use a transmitter in a mobile terminal (such as a smartphone, watch, or remote control) to emit wireless signals for communication with a receiver in the vehicle. The vehicle analyzes the relative distance between the key and the vehicle based on the strength of the received wireless signal to achieve seamless unlocking or locking. For example, the key automatically unlocks when it approaches the vehicle and automatically locks when it moves away, thus enhancing user convenience and the welcoming experience.

[0003] However, due to the complexity of actual vehicle usage conditions, the detected wireless signals vary significantly under different circumstances, resulting in a poor user experience for the seamless unlocking and locking function. For example, if the vehicle is not unlocked promptly when the user approaches, or if the automatic unlocking function is not sensitive, the user needs to wait by the vehicle, which feels like "the user is being held back." Or, for example, the unlocking and locking distances may be inconsistent due to parking environment, sometimes close and sometimes far. Or, for example, the locking distance may be too far when the user is away from the vehicle, automatically locking only when the user is out of sight of the vehicle, leading to a lack of security for the user.

[0004] Summary of the Invention

[0005] This application provides a vehicle control method, device, and system to ensure a seamless user experience with the vehicle's locking and unlocking functions.

[0006] Firstly, this application provides a vehicle control method, which can be implemented by a vehicle control device deployed on the vehicle side, such as a vehicle key management module. Alternatively, the vehicle control device can be a vehicle control unit (VCU) or a vehicle domain controller (VDC) that implements vehicle control, or it can be an intelligent driving domain control unit or a mobile data center (MDC) that implements intelligent driving or assisted driving functions. The embodiments of this application do not limit the product form of the vehicle control device.

[0007] The method may include: receiving a first signal from a vehicle key, the vehicle key being carried on a mobile terminal; determining first information based on the parking scenario of the vehicle, the first information being used to determine an unlocking strategy or a locking strategy for the vehicle; and controlling the vehicle to unlock or lock based on the first signal and the first information.

[0008] Using the methods described above, the vehicle can better understand the user's unlocking or locking intentions based on the parking scenario, thereby increasing the success rate of unlocking and locking the vehicle and reducing the false trigger rate, thus ensuring a seamless user experience with the vehicle's unlocking and locking functions.

[0009] In conjunction with the first aspect, in one possible implementation, the method may further include: identifying the parking scenario of the vehicle based on at least one feature factor extracted from the first signal, and / or based on fusion processing of perception data from at least one sensor on the vehicle.

[0010] Through the above methods, the vehicle can more accurately identify the user's unlocking or locking intentions through a multi-dimensional user scenario recognition mechanism, thereby improving the success rate of vehicle unlocking and locking and reducing the false trigger rate, thus ensuring the user's seamless unlocking and locking experience.

[0011] In conjunction with the first aspect, in one possible implementation, the at least one characteristic factor includes at least one of the following characteristic factors of the first signal: signal strength variation trend; the amount of change in signal strength within a first time threshold; the duration of signal strength within a first strength threshold; and multipath reflection characteristics of signal transmission. It should be understood that this is merely an illustrative description of characteristic factors and does not constitute any limitation. In other embodiments, more diverse characteristic factors can be obtained to characterize the first signal based on the actual application scenario or the actual communication method used by the first signal, which will not be elaborated upon here.

[0012] In conjunction with the first aspect, in one possible implementation, the at least one sensor includes at least one of the following: a gear position sensor; a vehicle positioning sensor; a radar sensor; and an image acquisition device. It should be understood that this is merely an illustrative description of vehicle sensors and does not constitute any limitation. In other embodiments, other types of sensors may be deployed on the vehicle, or the vehicle may also identify its parking scenario by fusing perception data obtained from other sensors associated with it (e.g., sensors of other vehicles near the parking space or roadside units), which will not be elaborated further here.

[0013] In conjunction with the first aspect, in one possible implementation, the method may further include: determining the parking scenario of the vehicle based on one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other target objects around the environment where the vehicle is located.

[0014] Using the methods described above, the vehicle can determine its parking scenario through one or more variables, enabling more accurate identification of the user's unlocking or locking intentions. This improves the success rate of unlocking and locking, reduces false triggering rates, and ultimately ensures a seamless user experience with the vehicle's unlocking and locking functionality. It should be understood that this is merely an example of variables (or interference factors) affecting the signal strength received by the vehicle and does not constitute any limitation. Other variables can be considered in other or future communication technologies, which will not be elaborated upon here.

[0015] In conjunction with the first aspect, in one possible implementation, the first information is used to indicate one or more of the following: signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, and locking condition adjustment information.

[0016] Using the above methods, the vehicle terminal can flexibly adjust the vehicle's unlocking or locking strategies according to the parking scenario, including but not limited to adjusting signal strength, unlocking distance threshold, locking distance threshold, unlocking conditions, and locking conditions.

[0017] In conjunction with the first aspect, in one possible implementation, the first information is further used to indicate one or more of the following control strategies: delayed unlocking, delayed locking, early unlocking, early locking, and maintaining a target duration.

[0018] Using the above methods, the vehicle terminal can flexibly control the unlocking or locking of the vehicle according to the parking scenario, thereby improving the success rate of unlocking and locking and reducing the false trigger rate.

[0019] In conjunction with the first aspect, in one possible implementation, the method may further include: receiving first response information from the mobile terminal, the first response information including the first information.

[0020] Through the above methods, the vehicle's unlocking and / or locking strategies can be continuously updated and iterated (upgraded), flexibly controlling the vehicle to unlock or lock according to the user's unlocking or locking intentions, improving the success rate of vehicle unlocking and locking and reducing the false trigger rate, thereby ensuring the user's seamless unlocking and locking experience. Optionally, the vehicle may also receive first response information from a cloud server, the first response information including the first information. This application embodiment does not specifically limit the update method of the vehicle's unlocking and / or locking strategies.

[0021] In conjunction with the first aspect, in one possible implementation, the first signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, StarFlash, NFC, ZigBee, infrared, or WiFi. It should be understood that this is merely an example of the communication methods supported between the vehicle and the mobile terminal and does not constitute any limitation.

[0022] In conjunction with the first aspect, in one possible implementation, if the first signal corresponds to Bluetooth, the vehicle includes at least two Bluetooth nodes, the vehicle key is a Bluetooth key, and receiving the first signal from the vehicle key includes: establishing Bluetooth communication connections with the mobile terminal through the at least two Bluetooth nodes respectively; and receiving the first signal from the Bluetooth key through the Bluetooth communication connections between the at least two Bluetooth nodes and the mobile terminal.

[0023] Using the above method, the vehicle can be unlocked or locked using a Bluetooth key. Optionally, the vehicle can also receive control commands from the Bluetooth key via Bluetooth communication connections between at least two Bluetooth nodes and the mobile terminal, including but not limited to one or more of the following: digital key authentication commands, door unlocking commands, vehicle air conditioning on / off commands, vehicle charging device unlocking commands, vehicle remote driving commands, window opening / closing commands, and trunk opening / closing commands.

[0024] Secondly, this application provides a vehicle control method applied to a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, the method comprising: receiving a first request from the vehicle, the first request including a scene identifier of the parking scene in which the vehicle is located; and sending first response information to the vehicle, the first response information including first information used to determine the unlocking strategy or locking strategy of the vehicle.

[0025] Using the methods described above, the mobile terminal can update the unlocking and / or locking strategies for the vehicle, allowing the vehicle to flexibly control the unlocking or locking of the vehicle according to the user's unlocking or locking intentions. This improves the success rate of unlocking and locking the vehicle and reduces the false trigger rate, thereby ensuring a seamless user experience for the vehicle's unlocking and locking functions.

[0026] In conjunction with the second aspect, in one possible implementation, the determination of the parking scenario is related to one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other targets in the environment surrounding the vehicle.

[0027] Using the above method, the mobile terminal can distinguish different parking scenarios based on one or more variables, so as to obtain the corresponding vehicle unlocking or locking strategy under different parking scenarios. This enhances the perception fusion algorithm on the vehicle side, making the user's unlocking or locking intention clearer, thereby improving the success rate of unlocking and locking and reducing the false triggering rate.

[0028] In conjunction with the second aspect, in one possible implementation, the first information is used to indicate one or more of the following: signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, and locking condition adjustment information.

[0029] Using the above methods, the mobile terminal can flexibly set adjustment methods for different unlocking or locking strategies, including but not limited to adjusting the corresponding parameter values ​​or the corresponding conditions that the strategy needs to meet. For example, adjusting the signal strength based on the signal strength calibration parameters, adjusting the vehicle's unlocking distance threshold based on the unlocking distance threshold adjustment information, adjusting the locking distance threshold based on the locking distance threshold adjustment information, adjusting the corresponding unlocking conditions based on the unlocking condition adjustment information, and adjusting the corresponding locking conditions based on the locking condition adjustment information.

[0030] In conjunction with the second aspect, in one possible implementation, the first information is also used to indicate one or more of the following control strategies: delayed unlocking, delayed locking, early unlocking, early locking, and maintaining a target duration.

[0031] Using the methods described above, mobile terminals can flexibly set control methods for different unlocking or locking strategies, so as to implement corresponding vehicle unlocking or locking strategies in different parking scenarios, thereby clarifying the user's unlocking or locking intentions, improving the success rate of unlocking / locking and reducing the false trigger rate.

[0032] In conjunction with the second aspect, in one possible implementation, the method may further include: receiving second response information from a cloud server, the second response information including first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario, the first calibration information and the calibration information being used to determine the vehicle's unlocking strategy or locking strategy.

[0033] Using the above method, the mobile terminal can iteratively update the vehicle's unlocking and / or locking strategies through the cloud service area. This allows the mobile terminal and the vehicle to flexibly control the vehicle's unlocking or locking based on the user's unlocking or locking intentions, improving the success rate of vehicle unlocking and locking and reducing the false trigger rate, thereby ensuring a seamless user experience for the vehicle's unlocking and locking functions. This application does not specifically limit the method for updating the vehicle's unlocking and / or locking strategies.

[0034] In conjunction with the second aspect, in one possible implementation, the first signal may correspond to any of the following communication methods: Bluetooth, RFID, UWB, Starflash, NFC, ZigBee, infrared, or WiFi.

[0035] Thirdly, this application provides a vehicle control method applied to a server. The method may include: receiving a second request from a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, and the second request includes a vehicle model; sending second response information to the mobile terminal, the second response information including first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario, wherein the first calibration information and the calibration information are used to determine the unlocking strategy or locking strategy of the vehicle.

[0036] In conjunction with the third aspect, in one possible implementation, the method further includes: collecting first data under the at least one parking scenario, wherein the first data includes second signals collected under the at least one parking scenario and / or sensing data collected under the at least one parking scenario; and determining the calibration information corresponding to the at least one parking scenario based on the first data.

[0037] In conjunction with the third aspect, in one possible implementation, the perception data collected in the at least one parking scenario includes perception data from at least one of the following sensors: gear position sensor; vehicle positioning sensor; radar sensor; and image acquisition device.

[0038] In conjunction with the third aspect, in one possible implementation, determining the calibration information corresponding to the at least one parking scenario based on the first data includes: determining the calibration information corresponding to the at least one parking scenario based on the first data using one or more of the following algorithms: signal feature recognition algorithm, image processing algorithm, location fence processing algorithm, and radar perception algorithm.

[0039] In conjunction with the third aspect, in one possible implementation, the second signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, Starflash, NFC, ZigBee, infrared, or WiFi.

[0040] In conjunction with the third aspect, in one possible implementation, the method further includes: determining the at least one parking scenario based on one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other target objects around the environment where the vehicle is located.

[0041] Fourthly, this application provides a vehicle control device, comprising: a receiving unit for receiving a first signal from a vehicle key, the vehicle key being carried on a mobile terminal; a determining unit for determining first information based on the parking scenario of the vehicle, the first information being used to determine an unlocking strategy or a locking strategy for the vehicle; and a control unit for controlling the vehicle to unlock or lock based on the first signal and the first information.

[0042] In conjunction with the fourth aspect, in one possible implementation, the device may further include a processing unit for identifying the parking scenario of the vehicle based on at least one feature factor extracted from the first signal, and / or based on fusion processing of perception data from at least one sensor on the vehicle.

[0043] In conjunction with the fourth aspect, in one possible implementation, the at least one characteristic factor includes at least one of the following characteristic factors of the first signal: signal strength variation trend; the amount of change in signal strength within a first time threshold; the duration of signal strength within a first strength threshold; and multipath reflection characteristics of signal transmission. It should be understood that this is merely an illustrative description of characteristic factors and does not constitute any limitation. In other embodiments, more diverse characteristic factors can be obtained to characterize the first signal based on the actual application scenario or the actual communication method used by the first signal, which will not be elaborated upon here.

[0044] In conjunction with the fourth aspect, in one possible implementation, the at least one sensor includes at least one of the following: a gear position sensor; a vehicle positioning sensor; a radar sensor; and an image acquisition device. It should be understood that this is merely an illustrative description of vehicle sensors and does not constitute any limitation. In other embodiments, other types of sensors may be deployed on the vehicle, or the vehicle may also identify its parking scenario by fusing perception data obtained from other sensors associated with it (e.g., sensors of other vehicles near the parking space or roadside units), which will not be elaborated further here.

[0045] In conjunction with the fourth aspect, in one possible implementation, the determining unit is further configured to: determine the parking scenario of the vehicle based on one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other target objects around the environment where the vehicle is located.

[0046] In conjunction with the fourth aspect, in one possible implementation, the first information is used to indicate one or more of the following: signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, and locking condition adjustment information.

[0047] In conjunction with the fourth aspect, in one possible implementation, the first information is also used to indicate one or more of the following control strategies: delayed unlocking, delayed locking, early unlocking, early locking, and maintaining a target duration.

[0048] In conjunction with the fourth aspect, in one possible implementation, the receiving unit is further configured to: receive first response information from the mobile terminal, wherein the first response information includes the first information.

[0049] In conjunction with the fourth aspect, in one possible implementation, the first signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, StarFlash, NFC, ZigBee, infrared, or WiFi. It should be understood that this is merely an example of the communication methods supported between the vehicle and the mobile terminal and does not constitute any limitation.

[0050] In conjunction with the fourth aspect, in one possible implementation, if the first signal corresponds to Bluetooth, the vehicle includes at least two Bluetooth nodes, the vehicle key is a Bluetooth key, and the receiving unit is further configured to: establish Bluetooth communication connections with the mobile terminal through the at least two Bluetooth nodes respectively; and receive the first signal from the Bluetooth key through the Bluetooth communication connections between the at least two Bluetooth nodes and the mobile terminal.

[0051] Fifthly, this application provides a vehicle control device, comprising: a receiving unit for receiving a first request from the vehicle, the first request including a scene identifier of the parking scene in which the vehicle is located; and a sending unit for sending first response information to the vehicle, the first response information including first information used to determine the unlocking strategy or locking strategy of the vehicle.

[0052] In conjunction with the fifth aspect, in one possible implementation, the determination of the parking scenario is related to one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other targets in the environment surrounding the vehicle.

[0053] In conjunction with the fifth aspect, in one possible implementation, the first information is used to indicate one or more of the following: signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, and locking condition adjustment information.

[0054] In conjunction with the fifth aspect, in one possible implementation, the first information is also used to indicate one or more of the following control strategies: delayed unlocking, delayed locking, early unlocking, early locking, and maintaining a target duration.

[0055] In conjunction with the fifth aspect, in one possible implementation, the receiving unit is further configured to: receive second response information from a cloud server, the second response information including first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario, the first calibration information and the calibration information being used to determine the unlocking strategy or locking strategy of the vehicle.

[0056] In conjunction with the fifth aspect, in one possible implementation, the first signal may correspond to any of the following communication methods: Bluetooth, RFID, UWB, Starflash, NFC, ZigBee, infrared, or WiFi.

[0057] Sixthly, this application provides a vehicle control device, comprising: a receiving unit for receiving a second request from a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, and the second request includes a vehicle model; and a sending unit for sending second response information to the mobile terminal, the second response information including first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario, wherein the first calibration information and the calibration information are used to determine an unlocking strategy or a locking strategy for the vehicle.

[0058] In conjunction with the sixth aspect, in one possible implementation, the device further includes: a data acquisition unit, configured to acquire first data under the at least one parking scenario, wherein the first data includes second signals acquired under the at least one parking scenario and / or sensing data acquired under the at least one parking scenario; and a determination unit, configured to determine the calibration information corresponding to the at least one parking scenario based on the first data.

[0059] In conjunction with the sixth aspect, in one possible implementation, the perception data collected in the at least one parking scenario includes perception data from at least one of the following sensors: gear position sensor; vehicle positioning sensor; radar sensor; and image acquisition device.

[0060] In conjunction with the sixth aspect, in one possible implementation, the determining unit is configured to: determine the calibration information corresponding to the at least one parking scenario based on the first data and one or more of the following algorithms: signal feature recognition algorithm, image processing algorithm, location fence processing algorithm, and radar perception algorithm.

[0061] In conjunction with the sixth aspect, in one possible implementation, the second signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, Starflash, NFC, ZigBee, infrared, or WiFi.

[0062] In conjunction with the sixth aspect, in one possible implementation, the device further includes a determining unit for determining the at least one parking scenario based on one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other targets around the environment where the vehicle is located.

[0063] In a seventh aspect, this application provides a terminal device including a processor coupled to a memory: the processor is configured to execute a computer program or instructions stored in the memory, causing the terminal device to perform the method described in the first aspect and any possible implementation thereof, or to perform the method described in the second aspect and any possible implementation thereof. For example, the terminal device includes, but is not limited to: intelligent transportation equipment (such as automobiles, ships, drones, trains, trucks, etc.), intelligent manufacturing equipment (such as robots, industrial equipment, intelligent logistics, intelligent factories, etc.), and intelligent terminals (mobile phones, computers, tablets, PDAs, desktop computers, headphones, speakers, wearable devices, in-vehicle equipment, etc.).

[0064] Eighthly, this application provides a communication system including a vehicle and a mobile terminal, wherein a vehicle key is carried on the mobile terminal, the vehicle is configured to implement the method as described in the first aspect and any possible implementation thereof, and the mobile terminal is configured to implement the method as described in the second aspect and any possible implementation thereof. Optionally, the communication system may further include a server configured to implement the method as described in the third aspect and any possible implementation thereof.

[0065] Ninthly, this application provides a computer-readable storage medium storing program code that, when executed on a computer, causes the computer to perform the method as described in the first aspect and any possible implementation thereof, or to perform the method as described in the second aspect and any possible implementation thereof, or to perform the method as described in the third aspect and any possible implementation thereof.

[0066] In a tenth aspect, this application provides a computer program product that, when run on a computer, causes the computer to perform the method as described in the first aspect and any possible implementation thereof, or to perform the method as described in the second aspect and any possible implementation thereof, or to perform the method as described in the third aspect and any possible implementation thereof.

[0067] The technical effects that can be achieved by any possible implementation of any of the fourth to tenth aspects above can be described with reference to the technical effects that can be achieved by any possible implementation of any of the first to third aspects above, and the repetitions will not be discussed. Attached Figure Description

[0068] Figure 1A illustrates a schematic diagram of an application scenario applicable to the embodiments of this application;

[0069] Figure 1B illustrates, by way of example, another system architecture applicable to the embodiments of this application;

[0070] Figure 2 illustrates a schematic flowchart of a vehicle control method according to an embodiment of this application;

[0071] Figure 3 illustrates a schematic diagram of different control areas of a vehicle according to an embodiment of this application;

[0072] Figure 4 illustrates a schematic diagram of different feature factors in embodiments of this application;

[0073] Figure 5 illustrates a schematic diagram of the deployment method of a Bluetooth node according to an embodiment of this application;

[0074] Figure 6 illustrates a schematic flowchart of a vehicle control method based on Bluetooth signals according to an embodiment of this application;

[0075] Figure 7 illustrates a schematic diagram of the system architecture of an embodiment of this application;

[0076] Figure 8 illustrates, by way of example, the principle of the training method for the scene library according to an embodiment of this application;

[0077] Figure 9 illustrates a schematic diagram of a policy update method in a vehicle-cloud scenario according to an embodiment of this application;

[0078] Figure 10 illustrates a schematic diagram of a policy update method based on Bluetooth signals according to an embodiment of this application;

[0079] Figure 11 shows a schematic diagram of a communication device according to an embodiment of this application;

[0080] Figure 12 shows a schematic diagram of a communication device according to an embodiment of this application;

[0081] Figure 13 shows a schematic diagram of the structure of a communication device according to an embodiment of this application. Detailed Implementation

[0082] The vehicle control scheme in this application embodiment can be applied to vehicle-to-everything (V2X), long-term evolution-vehicle (LTE-V), and vehicle-to-vehicle (V2V) communication. For example, it can be applied to vehicles with driving mobility functions, or other devices within a vehicle with driving mobility functions. These other devices include, but are not limited to, on-board terminals, on-board controllers, on-board modules, on-board components, on-board chips, on-board units, on-board radar, or on-board cameras, and other sensors. Vehicles can implement the vehicle control method provided in this application embodiment through these on-board terminals, on-board controllers, on-board modules, on-board components, on-board chips, on-board units, on-board radar, or on-board cameras. The control scheme in this application embodiment can also be used in other intelligent terminals with mobility control functions besides vehicles, or installed in other intelligent terminals with mobility control functions besides vehicles, or installed in components of such intelligent terminals. These intelligent terminals can be intelligent transportation equipment, smart home devices, robots, etc. Examples include, but are not limited to, smart terminals or controllers, chips, radar or cameras, and other sensors and components within smart terminals.

[0083] Figure 1A illustrates an exemplary application scenario to which this application embodiment applies. In this application scenario, a vehicle 100 and a cloud server 200 may be included, and the vehicle 100 and the cloud server 200 may communicate via a network. In one embodiment, the cloud server 200 may also be implemented using a virtual machine.

[0084] Some or all of the functions of vehicle 100 are controlled by computing platform 150 (or computer system). Computing platform 150 may include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as memory 152. In some embodiments, computing platform 150 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed manner. Processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, processor 151 may also include graphics processing unit (GPU), field-programmable gate array (FPGA), system-on-chip (SoC), application-specific integrated circuit (ASIC), or combinations thereof.

[0085] Optionally, the vehicle 100 mentioned above can be a car, truck, motorcycle, bus, ship, airplane, helicopter, lawnmower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, etc., and this application embodiment does not impose any special limitations.

[0086] It should be understood that the structure of the vehicle in Figure 1A should not be construed as a limitation on the embodiments of this application.

[0087] The method provided in this application embodiment can be implemented by a vehicle control device, which can be an independent device, a chip or component in the vehicle 100 shown in FIG1A, or a software module, and can be deployed on relevant on-board equipment of the vehicle 100. Optionally, the vehicle control device can also be deployed on a cloud server. This application embodiment does not limit the product form and deployment method of the vehicle control device.

[0088] Figure 1B illustrates another exemplary system architecture applicable to embodiments of this application. As shown in Figure 1B, this system architecture may include a vehicle key device and a vehicle control device. Optionally, the system architecture may also include a cloud-based server.

[0089] Vehicle control devices may include the entire vehicle, or units, modules, chips (or chip systems), or circuits of the vehicle (or installed on the vehicle). Vehicle control devices may have network communication capabilities, enabling them to receive commands and control certain operations of the vehicle accordingly. A vehicle may, for example, include vehicle 100 as shown in Figure 1A.

[0090] A vehicle key device may include a vehicle key, or units, modules, chips (or chip systems), or circuits within a vehicle key. A vehicle key can be a physical key. A vehicle key can also be a digital key; a digital key has no physical form and is a software key. A digital key may be, for example, a terminal device (such as a mobile phone or smart wearable device) or units, modules, chips (or chip systems), or circuits installed on a terminal device. A terminal device with a digital key installed can also be referred to as a terminal device with digital key software installed, or as a digital key, or as a carrier of the vehicle key.

[0091] A terminal device is a device with wireless transceiver capabilities. A terminal device can be user equipment (UE), which includes handheld devices, in-vehicle devices, wearable devices, or computing devices with wireless communication capabilities. For example, a UE can be a mobile phone, a tablet computer, or a computer with wireless transceiver capabilities. Terminal devices can also be virtual reality (VR) terminal devices, augmented reality (AR) terminal devices, wireless terminals in industrial control, wireless terminals in autonomous driving, wireless terminals in telemedicine, wireless terminals in smart grids, wireless terminals in smart cities, wireless terminals in smart homes, etc.

[0092] For ease of description, the vehicle control scheme of this application embodiment will be described below using a mobile terminal as the carrier of the vehicle key, or in other words, the vehicle key is carried on a mobile terminal. The terms "vehicle key," "vehicle key device," and "mobile terminal" can all refer to the vehicle key, and will not be distinguished or described in detail below. Figure 1B illustrates an example where the vehicle key device can be installed in a mobile phone and / or smartwatch, but this does not constitute any limitation on the implementation method of the vehicle key's device carrier.

[0093] In specific implementations, the communication methods supported between the vehicle key device and the vehicle include, but are not limited to, any of the following: Bluetooth, radio frequency identification (RFID), ultra-wideband (UWB), Starflash, near field communication (NFC), ZigBee, infrared or wireless fidelity (WiFi), Wi-Fi Aware technology, general short-range communication technology, and other future types of short-range communication technologies. This application does not specifically limit the communication method between the vehicle key device and the vehicle.

[0094] A connection can be established between the vehicle control unit and the vehicle key device, for example, a direct link connection. This connection can be established based on communication protocols such as StarFlash, Bluetooth, RFID, or Wi-Fi. Alternatively, an indirect link connection can be established between the vehicle control unit and the vehicle key device. For example, the connection can be established through other network devices (such as base stations or Wi-Fi access points), based on protocols such as Long Term Evolution (LTE), New Radio (NR), or Wi-Fi.

[0095] In one possible implementation, the vehicle key device and the vehicle control device can establish a connection based on a server (which can also be referred to as a cloud server). For example, the vehicle key device can establish a connection with the server based on protocols such as LTE, NR, or Wi-Fi (e.g., through network devices such as base stations, Wi-Fi access points, etc.). Similarly, the vehicle control device can establish a connection with the server based on protocols such as LTE, NR, or Wi-Fi (e.g., through network devices such as base stations, Wi-Fi access points, etc.). The cloud server and network devices can communicate through the interface between the access network and the core network.

[0096] The network devices involved in the embodiments of this application include, for example, radio access network (RAN) devices. RAN devices can be base stations, evolved NodeBs (eNodeBs), transmission reception points (TRPs), transmission points (TPs), next-generation NodeBs (gNBs) in 5G mobile communication systems, next-generation base stations in 6G mobile communication systems, base stations in future mobile communication systems, or access nodes in Wi-Fi systems; they can also be modules or units that perform some of the functions of a base station, for example, they can be central units (CUs) or distributed units (DUs). The CU here performs the functions of the radio resource control protocol and packet data convergence protocol (PDCP) of the base station, and can also perform the functions of the service data adaptation protocol (SDAP); the DU performs the functions of the radio link control layer and medium access control (MAC) layer of the base station, and can also perform some or all of the physical layer functions. For specific descriptions of the above protocol layers, please refer to the relevant technical specifications of the 3rd generation partnership project (3GPP).

[0097] Based on the content provided in Figures 1A and 1B, Figure 2 exemplarily illustrates a possible flowchart of a vehicle control method provided in an embodiment of this application. For ease of understanding, the method is described using the interaction between a vehicle control device and a vehicle key device as an example. The vehicle control device may include a vehicle, or units, modules, chips (or chip systems), or circuits of the vehicle (or installed on the vehicle). The vehicle control device may have network communication capabilities so that it can receive instructions and control some operations of the vehicle according to the instructions. The vehicle key device may include a vehicle key, or units, modules, chips (or chip systems), or circuits within the vehicle key. The vehicle key can be a physical key. The vehicle key can also be a digital key, which has no substantial form and is a software key. The digital key can be, for example, a mobile terminal (such as a mobile phone or smart wearable device) or units, modules, chips (or chip systems), or circuits installed on the mobile terminal. A mobile terminal with a digital key installed can also be referred to as a mobile terminal with digital key software installed, or the mobile terminal as a digital key. The descriptions of the vehicle control device and the vehicle key device can also be found in the descriptions of Figures 1A and 1B above, and will not be repeated here.

[0098] As shown in Figure 2, the vehicle control method may include the following steps:

[0099] S210: The vehicle control unit receives the first signal from the vehicle key.

[0100] In this embodiment of the application, based on the communication methods supported between the vehicle control device and the vehicle key device, the first signal can be a signal corresponding to any of the following communication methods: Bluetooth, RFID, UWB, StarFlash, NFC, ZigBee, infrared, or WiFi.

[0101] For example, taking a Bluetooth signal as the first signal, before implementing S210, the vehicle control device and the vehicle key device can first establish a communication connection and complete authentication. Specifically, for example, the vehicle key device can broadcast a Bluetooth signal based on Bluetooth technology, and the vehicle control device can periodically scan for Bluetooth signals. When the vehicle key device moves into the scanning range of the vehicle control device, the vehicle control device can receive the Bluetooth signal from the vehicle key device, and then a Bluetooth connection can be established between the vehicle control device and the vehicle key device. Based on this Bluetooth connection, security authentication can be performed between the vehicle control device and the vehicle key device. After successful authentication, the vehicle control device can receive the Bluetooth signal from the vehicle key, i.e., the first signal.

[0102] For example, taking an RFID signal as the first signal, before implementing S210, the vehicle control device can be bound to the vehicle key device. After binding, the vehicle control device can receive the RFID signal from the vehicle key device, i.e., the first signal, simply by bringing the vehicle key device close to the vehicle control device.

[0103] S220: The vehicle control unit determines the first information based on the parking scenario of the vehicle.

[0104] In this embodiment, the first information can be used to determine the vehicle's unlocking or locking strategy. Specifically, depending on the vehicle's parking location, different unlocking or locking strategies can be used to control the vehicle's locking and unlocking, ensuring a seamless user experience across various parking scenarios.

[0105] In one alternative implementation, the parking scenario of the vehicle can be distinguished based on one or more of the following variables: the parking environment of the vehicle, the way the user carries the mobile terminal (or, alternatively, the vehicle key device), the user's own activity behavior, and other objects in the surrounding environment of the vehicle. Before implementing S220, the vehicle control device can identify the parking scenario of the vehicle in different ways. Therefore, when implementing S220, the vehicle control device can determine the first information based on the parking scenario of the vehicle.

[0106] The following example illustrates how to identify a vehicle's parking location:

[0107] Example 1: The vehicle control device identifies the parking scenario of the vehicle based on at least one feature factor extracted from the first signal.

[0108] In Example 1, the vehicle control device can abstract the acquired raw signal into signal feature value parameters, or in other words, convert the acquired raw signal into feature value parameters that can characterize the first signal, which can also be described as extracting feature factors from the acquired raw signal. Exemplarily, at least one feature factor may include at least one of the following feature factors of the first signal: signal strength variation trend; the amount of change in signal strength within a first time threshold; the duration of signal strength within a first strength threshold; and multipath reflection characteristics of signal transmission.

[0109] As shown in Figure 3, logical first, second, and third zones can be defined on the vehicle side. The first zone can be the interior area, shown by a dashed box, including the area from the vehicle center to the vehicle body. The second zone can include the area within X meters outside the vehicle body. The third zone can include the area between X meters and Y meters outside the vehicle body, where Y is greater than X. The second zone can also be called the vehicle's unlocking zone, and the third zone can also be called the vehicle's locking zone. Taking the arrow in the figure as an example, when the user moves the vehicle key device along the direction of the arrow, it means that the vehicle key device is approaching the vehicle. Conversely, when the user moves the vehicle key device in the opposite direction of the arrow, it means that the vehicle key device is moving away from the vehicle.

[0110] With time (t) on the horizontal axis and signal strength (dBm) of the first signal on the vertical axis, an example of at least one feature factor extracted by the vehicle control device from the first signal can be illustrated as follows:

[0111] As shown in scenario A of Figure 4, the "signal strength change trend" represents the numerical fluctuation of the signal strength of the first signal over a period of time, including at least one of the following: signal strength remains constant, signal strength increases, or signal strength decreases. Specifically, if there are few factors (or variables) affecting signal strength around the vehicle's parking location, the signal strength of the first signal received by the vehicle control device decreases as the relative distance between the vehicle key device and the vehicle increases, and increases as the relative distance decreases. If there are many factors affecting signal strength around the vehicle's parking location, the transmission of the first signal is affected by one or more variables, and the signal strength of the first signal received by the vehicle control device no longer changes simply due to changes in relative distance; the signal strength change trend in the corresponding parking scenario may differ. The vehicle control device can identify the possible parking scenario of the vehicle by analyzing the signal strength change trend of the first signal.

[0112] As shown in scenario B of Figure 4, the "change in signal strength within the first time threshold" can be used to indicate whether the first signal undergoes a rapid change (or abrupt change) within the first time threshold. For example, if there are strong interference factors such as elevators in the parking scenario where the vehicle is located, and the user, carrying the vehicle key device, moves away from the vehicle and enters the elevator, the elevator's influence on the first signal may cause a rapid change in the signal strength of the first signal received by the vehicle control device, for example, a sudden change from -30 dBm to -10 dB or even 0. Alternatively, when the user exits the elevator and gradually approaches the vehicle, the signal strength received by the vehicle control device may suddenly change from 0 to -30 dB. The vehicle control device can analyze the change in the signal strength of the first signal within the first time threshold to analyze whether there are strong interference factors, thereby identifying the possible parking scenario where the vehicle is located.

[0113] As shown in scenario C of Figure 4, the "duration of signal strength within a first strength threshold" can be used to indicate whether the first signal remains within the first strength threshold for a relatively long period. For example, if a user carrying the vehicle key device remains in the first or second area of ​​Figure 3, the first signal received by the vehicle control device may remain within a strength threshold during this period. Or, for example, if a user carrying the vehicle key device remains in the third area, the first signal received by the vehicle control device may remain within another strength threshold during this period. As the user moves away from the vehicle from the third area, the signal strength of the first signal received by the vehicle control device gradually weakens. The vehicle control device can analyze whether the user is inside or around the vehicle by analyzing the duration of the first signal strength within the first strength threshold, thereby identifying the possible parking scenario of the vehicle. For example, the first strength threshold may be a signal strength threshold associated with a specific area or location around the vehicle, such as the signal strength threshold associated with the first, second, or third area in Figure 3, or the signal strength threshold associated with the front or rear of the vehicle. Alternatively, the first strength threshold may also be a signal strength threshold associated with a specific variable, such as how the user carries the vehicle control device, the vehicle's parking environment (including parking space type, weather conditions, etc.), the user's own activity behavior, other vehicles or buildings around the vehicle, etc.

[0114] "Multipath reflection characteristics of signal transmission" refers to the phenomenon where signals are reflected multiple times during propagation due to obstacles (such as walls, vehicle body panels, etc.). This phenomenon causes the signal to travel along multiple paths, and when it finally reaches the receiver, these signals may be attenuated, distorted, or interfere with each other. Vehicle control devices can analyze the multipath reflection characteristics of the first signal transmission to determine whether the first signal has undergone multiple reflections, thereby identifying the possible parking scenario of the vehicle.

[0115] It should be understood that the above is merely an example of feature factors and does not constitute any limitation. In other embodiments, the vehicle control device may also identify the parking scenario of the vehicle through other feature factors obtained directly or indirectly, which will not be elaborated here.

[0116] Example 2: The vehicle control unit identifies the parking scenario of the vehicle based on the fusion processing of perception data from at least one sensor on the vehicle.

[0117] In Example 2, one or more sensors may be deployed on the vehicle, including but not limited to at least one of the following: a gear position sensor; an onboard positioning sensor; a radar sensor; and an image acquisition device. The vehicle control unit can identify the parking scenario of the vehicle based on the fusion processing of perception data from at least one sensor.

[0118] For example, the vehicle positioning sensor may include, but is not limited to, sensors based on any of the following positioning systems: BeiDou Navigation Satellite System (BDS), Global Positioning System (GPS), GLONASS, and Galileo. The radar sensor may include, but is not limited to, lidar, millimeter-wave radar, and ultrasonic radar. The image acquisition device may be a vehicle body camera, which may be deployed at the front, rear, or around the vehicle. This application does not specifically limit the type, deployment method, or number of each sensor.

[0119] When the vehicle is stationary (e.g., the gear position sensor is in P), the vehicle control unit can obtain the vehicle's location information based on the onboard positioning sensor and combine it with perception data provided by radar sensors and / or image acquisition devices to perform image recognition and identify the parking scenario in which the vehicle is located. For example, the vehicle control unit can determine the parking scenario based on one or more of the following variables: the parking environment of the vehicle, how the vehicle user carries the vehicle key device, the user's own activity behavior, and other targets in the surrounding environment of the vehicle.

[0120] Taking the vehicle's parking environment as an example, through image recognition technology and perception fusion processing, combined with GPS signal strength and other factors, the vehicle control device can identify whether the vehicle is parked in an outdoor parking space, specifically whether it is parked in an outdoor parallel parking space, an outdoor angled parking space, or an outdoor perpendicular parking space. Alternatively, through image recognition technology and perception fusion processing, combined with GPS signal strength, barometric pressure sensors, and other factors, the vehicle control device can identify whether the vehicle is parked in an indoor parking space, specifically whether it is parked in an underground parking space or an indoor high-rise parking space.

[0121] Taking the way a user carries a mobile terminal as an example, through image recognition technology and perception fusion processing, the vehicle control device can identify whether the user is holding a mobile terminal or whether the mobile terminal is placed in the user's pocket or backpack.

[0122] Taking the user's own activity behavior as an example, through image recognition technology and perception fusion processing, the vehicle control device can identify whether the user is carrying a mobile terminal and staying in the first area, second area, or third area shown in Figure 3, and whether the user is exercising or chatting with others around the vehicle.

[0123] Taking other objects around the vehicle's environment as variables, the vehicle control device can identify whether there are multiple other vehicles, pedestrians, or other obstacles around the vehicle's current parking space through image recognition technology and perception fusion processing.

[0124] It should be understood that the above is merely an introduction to the variables affecting parking scenarios and does not constitute any limitation. In other embodiments, the parking scenario of the vehicle can also be determined based on other variables by fusing one or more sensing data, which will not be elaborated here.

[0125] Example 3: The vehicle control device identifies the parking scenario of the vehicle based on the fusion processing of at least one feature factor extracted from the first signal and the perception data of at least one sensor on the vehicle.

[0126] In Example 3, the vehicle control device can combine at least one feature factor extracted from the first signal with the fusion processing of perception data from at least one sensor on the vehicle to more accurately identify the parking scene in which the vehicle is located, thereby improving the accuracy of scene recognition. The recognition principle is similar to that described in Examples 1 and 2 above, and detailed implementation can be found in the relevant descriptions above, which will not be repeated here.

[0127] S230: The vehicle control device controls the vehicle to unlock or lock based on the first signal and the first information.

[0128] In one example, the first information may be used to indicate one or more of the following: signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, and locking condition adjustment information.

[0129] The signal strength calibration parameter is used to dynamically adjust the signal strength of the first signal; it can also be called the signal strength deviation compensation value. Different parking scenarios can correspond to different signal strength calibration parameters. When implementing S230, the vehicle control device can compensate for the signal strength of the first signal based on the signal strength calibration parameter in the first information to correct the influence of complex parking conditions on the signal strength of the received first signal, so that the vehicle control device can control the vehicle to unlock or lock based on the corrected signal strength.

[0130] The unlocking distance threshold adjustment information is used to adjust the unlocking distance threshold value of the vehicle. It can be the unlocking distance threshold corresponding to the parking scenario in which the vehicle is located, or it can be an adjustment range of the vehicle's standard unlocking distance threshold value. This application embodiment does not specifically limit this. Similarly, the locking distance threshold adjustment information is used to adjust the locking distance threshold value of the vehicle. It can be the locking distance threshold corresponding to the parking scenario in which the vehicle is located, or it can be an adjustment range of the vehicle's standard locking distance threshold value. This application embodiment does not specifically limit this. For example, in different parking scenarios, the vehicle control device can analyze the signal strength of the first signal received to determine the relative distance between the vehicle key device and the vehicle, and adjust the unlocking distance threshold or the locking distance threshold according to the first information. The device can control the vehicle to unlock when the vehicle key device approaches the vehicle from a distance to the unlocking distance threshold (e.g., 2 meters), and control the vehicle to lock when the vehicle key device moves away from the vehicle to the locking distance threshold (e.g., 5 meters).

[0131] Unlocking condition adjustment information is used to adjust the unlocking conditions of a vehicle. It can be used to change the unlocking conditions themselves, or to change the relevant parameter values ​​that need to be met within the unlocking conditions. This application embodiment does not specifically limit this. Similarly, locking condition adjustment information is used to adjust the locking conditions of a vehicle. It can be used to change the locking conditions themselves, or to change the relevant parameter values ​​that need to be met within the locking conditions. This application embodiment does not specifically limit this. For example, in a scenario where a vehicle is parked in an underground parking garage near an elevator, if a user carries the vehicle key device away from the vehicle and enters the elevator, the signal strength of the first signal received by the vehicle control device changes abruptly. Based on this first information, the vehicle control device can initiate a vehicle locking command, directly controlling the vehicle to lock, without needing to analyze the relative distance between the vehicle key device and the vehicle.

[0132] In another example, the first information may also indicate one or more of the following control strategies: delayed unlocking, delayed locking, early unlocking, early locking, and maintaining a target duration. Delayed unlocking can mean unlocking a certain period after the first signal meets the unlocking condition, and delayed locking can mean locking a certain period after the first signal meets the locking condition. Early unlocking can mean unlocking a certain period before the first signal meets the unlocking condition, and early locking can mean locking a certain period after the first signal meets the locking condition. Maintaining a target duration can mean keeping the vehicle in an unlocked state for a target duration, or keeping the vehicle in a locked state for a target duration; the target duration can be different for different states.

[0133] For example, if a scenario is detected where a vehicle is parked in an underground parking garage near an elevator, and the first signal received by the vehicle control device is that a user is exiting the elevator with the vehicle key and approaching the vehicle, the vehicle control device can, for example, unlock the vehicle in advance so that the door is unlocked when the user moves to it, thus eliminating the need for the user to wait. Alternatively, if a scenario is detected where a vehicle is parked in an underground parking garage, and the first signal received by the vehicle control device is that a user is moving away from the vehicle with the vehicle key and entering the elevator, the vehicle control device can, for example, lock the vehicle.

[0134] Therefore, by using the above methods, more dimensions of information can be added to more accurately identify the parking scenario of the vehicle, such as the parking environment of the vehicle and the user's activity behavior, thereby enhancing the vehicle's unlocking and locking algorithm, so as to more clearly understand the user's unlocking and locking intention, improve the success rate of unlocking and locking, and reduce the false trigger rate.

[0135] For ease of understanding, the implementation process of the vehicle control method of this application embodiment will be illustrated below using the vehicle key using Bluetooth communication as an example.

[0136] As shown in Figure 5, the vehicle may include at least two Bluetooth nodes, deployed on the top and around the perimeter of the vehicle. Optionally, the vehicle may also include at least one sensor, including but not limited to a gear position sensor, a vehicle positioning sensor, a radar sensor, and an image acquisition device. A user can carry a mobile terminal (which can be replaced by a vehicle key device) and approach or move away from the vehicle along the direction of the arrow. During this process, as shown in Figure 6, the vehicle control device can perform the following steps:

[0137] S601: The vehicle control device establishes Bluetooth communication connections with the mobile terminal through at least two Bluetooth nodes.

[0138] S602: The vehicle control device authenticates with the mobile terminal via Bluetooth communication and the authentication is successful.

[0139] S603: The vehicle control device receives Bluetooth signals from the mobile terminal, i.e., the first signal, through a Bluetooth communication connection between at least two Bluetooth nodes and the mobile terminal.

[0140] S604: The vehicle control unit acquires sensing data through at least one sensor on the vehicle.

[0141] S605: The vehicle control device identifies the parking scenario of the vehicle based on at least one feature factor extracted from the first signal, and / or based on the fusion processing of perception data from at least one sensor on the vehicle.

[0142] S606: The vehicle control unit determines the first information based on the parking scenario in which the vehicle is located. For example, the vehicle control unit generates a deviation compensation value for the vehicle-side algorithm based on the parking scenario in which the vehicle is located, and this deviation compensation value can be used to compensate for the signal strength of the first signal.

[0143] S607: The vehicle control device controls the vehicle to unlock or lock based on the first signal and the first information. For example, the vehicle control device can adjust the signal strength of the first signal based on the deviation compensation value generated in S606 to compensate for signal loss caused by scene effects. Furthermore, the vehicle control device can control the vehicle to unlock or lock based on the adjusted signal strength.

[0144] Furthermore, in this embodiment, the unlocking and / or locking strategies on the vehicle side can be iteratively updated. The following describes how the unlocking and / or locking strategies on the vehicle side are updated.

[0145] Figure 7 is a schematic diagram of a possible system architecture applicable to an embodiment of this application. The system architecture shown in Figure 7 may include a data acquisition device 710, a server 720, and an electronic device 730.

[0146] Data acquisition device 710 refers to a device capable of acquiring environmental information in a real transportation network, and may include, but is not limited to, the following types of devices:

[0147] Third-party server 711 refers to a server set up in a third-party organization, independent of server 720 and electronic device 730, and possessing shared functions. In the field of vehicle networking, this third-party organization can typically be a manager of the transportation system, such as the Ministry of Transport, or urban transportation management offices or bureaus at various levels. These transportation system managers have the ability to monitor all traffic routes in the transportation system in real time, not only obtaining timely information on the traffic conditions of each route but also making certain changes to the traffic patterns, such as altering the speed limit of a particular route. Road environment information can also be obtained through the server set up in this third-party organization. For example, this server could be a vehicle networking server. This server can provide planning and control services to vehicle networking terminals by maintaining and updating high-definition map (HD MAP) information, and can also maintain and update map information to provide navigation services to vehicle networking terminals.

[0148] A roadside unit (RSU) 712 refers to a communication-enabled device installed on one or both sides of a road. Typically, the RSU establishes a connection with the onboard unit (OBU) of a vehicle as it passes, enabling vehicle identification. In this embodiment, the RSU may also encapsulate functional modules such as cameras, radar, or laser emitters. These modules allow the RSU to monitor the road in real time and promptly obtain environmental information when changes occur.

[0149] Vehicle 713 possesses image acquisition and sensing capabilities, enabling it to collect environmental information surrounding the vehicle to obtain more details about the parking scenario. The vehicle's image acquisition device can be a monocular camera, a binocular camera, etc. The image acquisition area can be the vehicle's external environment or its interior. The vehicle's sensing devices can include radar sensors such as lidar, millimeter-wave radar, and ultrasonic radar for acquiring environmental information, as well as an inertial navigation system (e.g., a global navigation satellite system, GNSS) and an inertial measurement unit (IMU) for acquiring the vehicle's pose. (e.g., IMU, etc.) GNSS can be used to estimate a vehicle's geographic location. For this purpose, GNSS can include transceivers that estimate the vehicle's position relative to the Earth based on satellite positioning data. In an example, the vehicle's computer system can use GNSS in conjunction with map data to estimate the road the vehicle is traveling on. An IMU can sense changes in the vehicle's position and orientation based on inertial acceleration and any combination thereof. In some examples, the combination of sensors in the IMU may include, for example, accelerometers and gyroscopes. The positioning information obtained based on GNSS and information obtained based on other technologies (e.g., IMU) is fused, and the fused result is used as the vehicle's global pose at the current moment. This method of fusing information obtained based on GNSS and information obtained based on other technologies (e.g., sensors such as IMUs) to achieve positioning can be called combined positioning or fusion positioning. However, combined positioning can also match data collected by other sensors with corresponding sensor data stored in a high-precision map to achieve lane-level positioning of the vehicle. For example, millimeter-wave radar sensors can use radio signals to sense targets in the vehicle's surrounding environment. In some embodiments, in addition to sensing targets, millimeter-wave radar can also be used to sense the speed and / or direction of travel of targets. LiDAR can use lasers to sense targets in the environment in which the vehicle is located. Sensors can be used to capture multiple images of the vehicle's surrounding environment. In addition, each vehicle can be equipped with one or more sensors, and the number of each type of sensor can be one or more. Sensors can be installed on the top of the vehicle (e.g., in the middle of the top of the vehicle), the front of the vehicle, etc. The embodiments of this application do not limit the installation location and number of sensors in each vehicle.

[0150] Server 720 can refer to a single server or a server cluster consisting of multiple servers. In the field of connected vehicles, server 720 can specifically refer to a cloud server, also known as cloud, cloud-based server, cloud controller, or connected vehicle server, etc. Cloud server is a general term for devices or components with data processing capabilities, which may include physical devices such as hosts or processors, virtual devices such as virtual machines or containers, and chips or integrated circuits.

[0151] Electronic device 730 can be a smart terminal or any vehicle, including but not limited to cars, buses, and even trucks. Electronic device 730 can also typically register with server 720 to access various services provided by server 720, such as voice services, map evaluation services, autonomous driving services, flight query services, or voice broadcast services.

[0152] It should be understood that the embodiments of this application do not limit the types and quantities of data collection devices, the number of servers, or the number of user vehicles in the system architecture. For example, one server can interact with only one type of data collection device (such as third-party server 711) and one user vehicle, or it can interact with multiple data collection devices (such as roadside unit 712 and vehicle 713) and one user vehicle, or it can interact with multiple data collection devices and multiple user vehicles. Information interaction between two devices can refer to direct interaction via wired or wireless means, or indirect interaction via one or more other devices. Furthermore, the system architecture applicable to the embodiments of this application may include other devices besides data collection devices, servers, and user vehicles, such as terminal devices, network devices, core network devices, etc., and the embodiments of this application do not limit this. Also, any device in the embodiments of this application can integrate its functions on a single physical unit or distribute its functions across multiple independent physical units, and the embodiments of this application do not limit this.

[0153] Based on the system architecture shown in Figure 7, training can be performed on the vehicle or cloud server to achieve iterative updates of the vehicle unlocking or locking strategies.

[0154] As shown in Figure 8, the data acquisition device used to collect raw data may include, for example, a signal acquisition module and a sensing module. The signal acquisition module can be used to collect secondary signals under different parking scenarios. The sensing module can be deployed as sensors on the vehicle, such as vehicle body cameras, vehicle body GPS, LiDAR, millimeter-wave radar, ultrasonic radar, UWB / starburst radar, etc. Various sensors can be used to identify one or more variables among the following: the vehicle's parking environment, the way the user carries the mobile terminal, the user's own activity behavior, and other targets in the vehicle's surrounding environment, in order to distinguish different parking scenarios.

[0155] The data acquisition device can acquire raw data in at least one parking scenario, denoted as first data. The first data may include second signals acquired in at least one parking scenario, and / or sensed data acquired in at least one parking scenario.

[0156] The vehicle or cloud server can serve as a training device, acquiring first data from the data acquisition device and determining calibration information corresponding to at least one parking scenario based on the first data. For example, the vehicle or cloud server can construct a scenario training algorithm library, and based on the first data, determine calibration information corresponding to at least one parking scenario using one or more of the following algorithms: signal feature recognition algorithm, image processing algorithm, location fence processing algorithm, and radar perception algorithm. The first calibration information can be standard compensation parameters corresponding to the vehicle model, and the calibration information can be signal strength adjustment information, interlocking / unlocking strategy adjustment information, etc., corresponding to different parking scenarios.

[0157] Among them, at least one parking scenario can be continuously iterated and added, such as including but not limited to: underground parking garage near elevator, underground parking garage with multiple cars, underground parking garage with an empty parking lot, roadside parking lot, user holding mobile phone, mobile phone placed in bag, mobile phone placed in clothing pocket, user carrying mobile phone while parking by car, user carrying mobile phone while chatting by car, etc.

[0158] For example, the different parking scenarios obtained by vehicle or server training and their corresponding calibration information can be shown in Table 1 below:

[0159] Table 1

[0160] The "Parking Scenarios" column specifies at least one parking scenario. Based on the raw data collected under this scenario, the vehicle or server can be trained to obtain "signal calibration parameters" and "lockout / unlock strategy calibration parameters." It should be understood that the signal calibration parameters in Table 1 are merely examples; in actual implementation, these parameters can be converted into corresponding signal strength calibration parameters, which will not be elaborated further here.

[0161] In one example, the calibration information obtained by the vehicle or server during training can be pre-stored in the vehicle's local storage medium for implementing the vehicle control method of this application embodiment. In another example, the calibration information obtained by the vehicle or server during training can be pre-stored on a cloud server. The vehicle can retrieve the calibration information from the server via a mobile terminal as needed to achieve iterative updates of the locking / unlocking strategy under different parking scenarios.

[0162] As shown in Figure 9, the cloud server can obtain and store calibration information based on the method shown in Figure 8. When it is necessary to update the unlocking or locking strategy on the vehicle side, the vehicle control method of this application embodiment may include the following steps:

[0163] ① The vehicle key management module on the vehicle side can send a first request to the digital key APP on the mobile terminal. Correspondingly, the digital key APP can receive the first request. The first request may include, for example, a scene identifier of the parking scene in which the vehicle is located.

[0164] ②: The digital key APP can obtain calibration information based on the scene identifier of the parking scene where the vehicle is located.

[0165] ③: For example, the digital key app can send a second request to the cloud server. This second request may include the vehicle model and the scene identifier of the parking scenario in which the vehicle is located. Accordingly, the cloud server can match the scene identifier with the scene identifiers and calibration information stored in the storage medium. If a target scene identifier is matched, the cloud server will include the calibration information corresponding to the target scene identifier in the second response information and send the second response information to the digital key app.

[0166] ④: The digital key APP will carry the obtained calibration information in the first response information.

[0167] ⑤: The digital key app sends the first response information to the vehicle key management module. Correspondingly, the vehicle key management module receives the first response information.

[0168] ⑥: The vehicle key management module updates the local locking or unlocking policy based on the first response information.

[0169] As shown in Figure 10, a standard calibration parameter library for multiple vehicle models, denoted as Model 1, Model 2, Model 3, etc., can be trained and stored on the cloud server. Simultaneously, calibration information corresponding to various parking scenarios can be trained and stored on the cloud server. Parking scenarios are distinguished based on one or more variables. Optionally, variables may also include weather conditions, such as sunny, rainy, or foggy weather. The scenario difference parameter library corresponding to each vehicle model can include calibration information δ for different vehicle models under different parking scenarios, for example, represented as:

[0170] Model 1 + Scene ID1: δ1;

[0171] Model 1 + Scene ID2: δ2;

[0172] Model 1 + Scene ID3: δ3;

[0173] Model 2+ Scene ID1: δ1;

[0174] Model 2+Scene ID2: δ2;

[0175] Model 2 + Scene ID3: δ3.

[0176] Taking Bluetooth communication as an example, when implementing the vehicle control method of this application embodiment on the vehicle side, the vehicle, mobile terminal, and cloud server can perform the following steps to update the vehicle's local unlocking and locking strategies:

[0177] ① The vehicle establishes Bluetooth communication connections with the mobile terminal through at least two Bluetooth nodes, authenticates with the mobile terminal through the Bluetooth communication connections, and the authentication is successful.

[0178] ② The scene recognition module on the vehicle can identify the parking scene of the vehicle by extracting at least one feature factor from the received Bluetooth signal, and / or by fusing perception data from at least one sensor on the vehicle. This at least one sensor may include, for example, the vehicle's front camera, rear camera, left rear camera, left front camera, LiDAR, Bluetooth module, etc. The scene recognition module can inform the vehicle key management module of the scene identifier of the parking scene in which the vehicle is located.

[0179] ③ The vehicle key management module can send a first request to the mobile terminal, which may include a scene identifier of the parking scene in which the vehicle is located. Correspondingly, the mobile terminal can receive the first request from the vehicle.

[0180] ④ The mobile terminal sends a second request to the cloud server, which may include the vehicle model and the scene identifier of the parking scene where the vehicle is located.

[0181] ⑤ The cloud server sends a second response message to the mobile terminal. This second response message may include the first information (such as calibration information corresponding to the parking scenario in which the vehicle is located).

[0182] ⑥ The mobile terminal sends a first response message to the vehicle key management module. This first response message may include first information. This first information may indicate one or more of the following: signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, and locking condition adjustment information. Optionally, the first information may also indicate one or more of the following control strategies: delayed unlocking, delayed locking, early unlocking, early locking, and maintaining a target duration.

[0183] Furthermore, the vehicle key management module can control the vehicle to unlock or lock based on the first information and the first signal received in real time from the vehicle side. Detailed implementation details can be found in the preceding descriptions and will not be repeated here.

[0184] Therefore, the above methods can be used to continuously update and iterate the vehicle-side locking and unlocking algorithms and scenario library, so that the vehicle-side locking and unlocking strategies no longer depend on the vehicle-side version, improving the flexibility of solution implementation and enhancing the user's seamless locking and unlocking experience.

[0185] This application also provides a communication device that can be used to implement the methods implemented by the vehicle control device, vehicle key device, or server mentioned above.

[0186] As shown in Figure 11, the communication device 1100 can be implemented as a vehicle control device. The communication device 1100 may include: a receiving unit 1101, used to receive a first signal from a vehicle key, the vehicle key being carried on a mobile terminal; a determining unit 1102, used to determine first information based on the parking scenario of the vehicle, the first information being used to determine the vehicle's unlocking or locking strategy; and a control unit 1103, used to control the vehicle to unlock or lock based on the first signal and the first information. Related details can be found in the above method embodiments and will not be repeated here.

[0187] As shown in Figure 12, the communication device 1200 can be implemented as a mobile terminal (vehicle key device). The communication device 1200 may include: a receiving unit 1201, used to receive a first request from the vehicle, the first request including a scene identifier of the parking scene where the vehicle is located; and a sending unit 1202, used to send first response information to the vehicle, the first response information including first information used to determine the vehicle's unlocking or locking strategy. Related details can be found in the above method embodiments and will not be repeated here.

[0188] In another example, the communication device 1200 can be implemented as a mobile terminal server, wherein the receiving unit 1201 is used to receive a second request from a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, and the second request includes a vehicle model; the sending unit 1202 is used to send second response information to the mobile terminal, the second response information including first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario, the first calibration information and the calibration information being used to determine the unlocking strategy or locking strategy of the vehicle. Related details can be found in the above method embodiments, and will not be repeated here.

[0189] It should be noted that the division of units in the embodiments of this application is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. The functional units in the embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0190] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to it, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0191] In one possible implementation, embodiments of this application provide a computer-readable storage medium storing program code that, when executed on a computer, causes the computer to perform the method embodiments described above.

[0192] In one possible implementation, this application provides a computer program product that, when run on a computer, causes the computer to execute the above-described method embodiments.

[0193] In a simplified embodiment, those skilled in the art will realize that the communication devices in the above embodiments can all take the form shown in FIG13.

[0194] The device 1300 shown in Figure 13 includes at least one processor 1310 and a communication interface 1330. In an alternative design, a memory 1320 may also be included.

[0195] The specific connection medium between the processor 1310 and the memory 1320 described above is not limited in the embodiments of this application.

[0196] In the device shown in Figure 13, when the processor 1310 communicates with other devices, it can transmit data through the communication interface 1330.

[0197] When the communication device adopts the form shown in FIG13, the processor 1310 in FIG13 can call the computer execution instructions stored in the memory 1320, so that the device 1300 can execute the method executed by the communication device in any of the above method embodiments.

[0198] This application also relates to a chip system including a processor for calling a computer program or computer instructions stored in a memory to cause the processor to execute the methods of any of the above embodiments.

[0199] In one possible implementation, the processor can be coupled to the memory via an interface.

[0200] In one possible implementation, the chip system may also directly include a memory in which computer programs or computer instructions are stored.

[0201] For example, the memory can be volatile memory or non-volatile memory, or may include both. The non-volatile 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), or flash memory. The volatile memory can be random access memory (RAM), which serves as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0202] This application also relates to a processor for calling a computer program or computer instructions stored in a memory to cause the processor to execute the methods described in any of the above embodiments.

[0203] For example, in the embodiments of this application, the processor is an integrated circuit chip with signal processing capabilities. For instance, the processor can be a field-programmable gate array (FPGA), a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, a system-on-chip (SoC), a central processing unit (CPU), a network processor (NP), a microcontroller unit (MCU), a programmable logic device (PLD), or other integrated chips. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly manifested as being executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0204] It should be understood that embodiments of this application may be provided as methods, systems, or computer program products. Therefore, this application may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0205] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0206] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0207] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations.

Claims

1. A vehicle control method characterized by, Applied to vehicles, the method includes: Receive a first signal from a vehicle key, which is carried on a mobile terminal; First information is determined based on the parking scenario of the vehicle, and the first information is used to determine the unlocking strategy or locking strategy of the vehicle. Based on the first signal and the first information, control the vehicle to unlock or control the vehicle to lock.

2. The method of claim 1, wherein, The method further includes: Based on at least one feature factor extracted from the first signal, the parking scenario of the vehicle is identified; and / or, The parking scenario of the vehicle is identified by fusing perception data from at least one sensor on the vehicle.

3. The method of claim 2, wherein, The at least one characteristic factor includes at least one of the following characteristic factors of the first signal: Signal strength variation trend; the amount of change in signal strength within the first time threshold; the duration of signal strength within the first strength threshold; multipath reflection characteristics of signal transmission.

4. The method of claim 2, wherein, The at least one sensor includes at least one of the following: Gear position sensor; vehicle positioning sensor; radar sensor; image acquisition device.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: The parking scenario of the vehicle is determined based on one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other targets in the surrounding environment of the vehicle.

6. The method according to any one of claims 1-5, characterized in that, The first information is used to indicate one or more of the following: Signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, locking condition adjustment information.

7. The method according to any one of claims 1 to 6, characterized in that, The first information is also used to indicate one or more of the following control strategies: Delayed unlocking, delayed locking, early unlocking, early locking, maintaining target duration.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: Receive first response information from the mobile terminal, the first response information including the first information.

9. The method according to any one of claims 1-8, characterized in that, The first signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, StarFlash, NFC, ZigBee, infrared, or WiFi.

10. The method of claim 9, wherein, If the first signal corresponds to Bluetooth, the vehicle includes at least two Bluetooth nodes, the vehicle key is a Bluetooth key, and receiving the first signal from the vehicle key includes: Bluetooth communication connections are established with the mobile terminal through the at least two Bluetooth nodes respectively; The first signal from the Bluetooth key is received through the Bluetooth communication connection between the at least two Bluetooth nodes and the mobile terminal.

11. A vehicle control method characterized by, Applied to a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, the method includes: Receive a first request from the vehicle, the first request including a scene identifier of the parking scene in which the vehicle is located; Send a first response message to the vehicle. The first response message includes first information, which is used to determine the unlocking strategy or locking strategy of the vehicle.

12. The method of claim 11, wherein, The determination of the parking scenario is related to one or more of the following variables: The parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activities, and other targets in the surrounding environment of the vehicle.

13. The method according to claim 11 or 12, characterized in that, The first information is used to indicate one or more of the following: Signal strength calibration parameters, unlocking distance threshold adjustment information, locking distance threshold adjustment information, unlocking condition adjustment information, locking condition adjustment information.

14. The method according to any one of claims 11-13, characterized in that, The first information is also used to indicate one or more of the following control strategies: Delayed unlocking, delayed locking, early unlocking, early locking, maintaining target duration.

15. The method according to any one of claims 11-14, characterized in that, The method further includes: The system receives a second response from a cloud server. The second response includes first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario. The first calibration information and the calibration information are used to determine the unlocking strategy or locking strategy of the vehicle.

16. The method according to any one of claims 11-15, characterized in that, The first signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, StarFlash, NFC, ZigBee, infrared, or WiFi.

17. A vehicle control method characterized by, Applied to a server, the method includes: Receive a second request from a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, and the second request includes the vehicle model. Send a second response message to the mobile terminal. The second response message includes first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario. The first calibration information and the calibration information are used to determine the unlocking strategy or locking strategy of the vehicle.

18. The method of claim 17, wherein, The method further includes: First data is collected in at least one parking scenario, wherein the first data includes second signals collected in each of the at least one parking scenario, and / or sensing data collected in each of the at least one parking scenario; Based on the first data, the calibration information corresponding to the at least one parking scenario is determined.

19. The method of claim 18, wherein, The perception data collected in each of the at least one parking scenario includes perception data from at least one of the following sensors: Gear position sensor; vehicle positioning sensor; radar sensor; image acquisition device.

20. The method of claim 18 or 19, wherein, Based on the first data, the calibration information corresponding to the at least one parking scenario is determined, including: Based on the first data, calibration information corresponding to the at least one parking scenario is determined using one or more of the following algorithms: Signal feature recognition algorithm, image processing algorithm, location fence processing algorithm, radar sensing algorithm.

21. The method of any one of claims 18-20, wherein, The second signal corresponds to any of the following communication methods: Bluetooth, RFID, UWB, Starflash, NFC, ZigBee, infrared, or WiFi.

22. The method of any one of claims 17-21, wherein, The method further includes: The at least one parking scenario is determined based on one or more of the following variables: the parking environment of the vehicle, the way the user of the vehicle carries the mobile terminal, the user's own activity behavior, and other targets in the surrounding environment of the vehicle.

23. A vehicle control device characterized by comprising: include: A receiving unit is used to receive a first signal from a vehicle key, which is carried on a mobile terminal. The determining unit is configured to determine first information based on the parking scenario of the vehicle, wherein the first information is used to determine the unlocking strategy or locking strategy of the vehicle. The control unit is configured to control the vehicle to unlock or lock based on the first signal and the first information.

24. A vehicle control device characterized by comprising: include: A receiving unit is configured to receive a first request from the vehicle, wherein the first request includes a scene identifier of the parking scene in which the vehicle is located; The sending unit is configured to send first response information to the vehicle, the first response information including first information, the first information being used to determine the unlocking strategy or locking strategy of the vehicle.

25. A vehicle control device characterized by comprising: include: A receiving unit is configured to receive a second request from a mobile terminal, wherein the mobile terminal is a carrier of a vehicle key, and the second request includes a vehicle model. The sending unit is used to send second response information to the mobile terminal. The second response information includes first calibration information corresponding to the vehicle model and calibration information corresponding to at least one parking scenario. The first calibration information and the calibration information are used to determine the unlocking strategy or locking strategy of the vehicle.

26. A terminal device, comprising: Includes a processor, which is coupled to memory: The processor is configured to execute a computer program or instructions stored in the memory, so that the terminal device performs the method as described in any one of claims 1-10, or performs the method as described in any one of claims 11-16.

27. A communication system, characterized by The system includes a vehicle and a mobile terminal, with a vehicle key carried on the mobile terminal. The vehicle is used to implement the method as described in any one of claims 1-10, and the mobile terminal is used to implement the method as described in any one of claims 11-16.

28. The communication system of claim 27, wherein, It also includes a server for implementing the method as described in any one of claims 17-22.

29. A computer-readable storage medium, characterized in that, The computer-readable medium stores program code that, when executed on a computer, causes the computer to perform the method as described in any one of claims 1-10, or the method as described in any one of claims 11-16, or the method as described in any one of claims 17-22.

30. A computer program product, characterised in that, When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1-10, or the method as described in any one of claims 11-16, or the method as described in any one of claims 17-22.

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