Vehicle control method, vehicle, and computer-readable storage medium

Abstract

The embodiment of the application provides a vehicle control method, a vehicle and a computer readable storage medium, the method comprises the following steps: in response to the vehicle meeting an automatic lock triggering condition, acquiring a real-time key position corresponding to a digital key terminal; if the real-time key position is in an automatic lock area corresponding to the vehicle, reading acceleration sensor data from the digital key terminal; based on the acceleration sensor data and preset acceleration conditions and time length conditions, performing motion state determination on the digital key terminal to obtain a determination result; in response to the determination result indicating that the digital key terminal is in a continuous motion state meeting the acceleration conditions and the time length conditions at the same time, controlling the vehicle to perform a lock action. The application solves the technical problem that the traditional vehicle control method only relies on position determination and is easy to trigger false locking, thereby affecting user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle control method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] In existing technologies, mainstream solutions use Bluetooth signal strength to define the vehicle interior, unlocking, and locking zones for automatic locking. However, existing technologies suffer from positioning drift; metallic interference inside the vehicle can cause a key placed indoors to misinterpret the locking zone, triggering false locking or even creating a "deadlock" that prevents unlocking. Furthermore, traditional solutions lack precise sensing of key movement, failing to effectively distinguish between normal user exit and instantaneous acceleration interference caused by door slamming. These problems severely reduce the robustness of the vehicle control system, forcing reliance on spare keys or roadside assistance, significantly compromising user experience and security.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle, and a computer-readable storage medium to at least solve the technical problem that traditional vehicle control methods rely solely on location determination, which is prone to triggering false locks and thus affecting user experience.

[0005] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: in response to a vehicle meeting an automatic locking trigger condition, acquiring the real-time key position corresponding to a digital key terminal; if the real-time key position is within the automatic locking area corresponding to the vehicle, reading acceleration sensing data from the digital key terminal; based on the acceleration sensing data and preset acceleration and duration conditions, determining the motion state of the digital key terminal, and obtaining a determination result; in response to the determination result indicating that the digital key terminal is in a continuous motion state that simultaneously meets the acceleration and duration conditions, controlling the vehicle to perform a locking action.

[0006] In response to the determination result indicating that the digital key terminal was not in a continuous state of motion, the vehicle control paused the locking action.

[0007] Furthermore, the digital key terminal integrates a gravity sensor, and the acceleration sensing data includes an acceleration signal stream continuously collected by the gravity sensor according to a preset cycle.

[0008] Furthermore, the acceleration condition is defined by a calibrable acceleration threshold, and the duration condition is defined by a calibrable first duration threshold. The acceleration threshold and the first duration threshold are stored in the vehicle's non-volatile memory, and the acceleration threshold and the first duration threshold can be dynamically updated through the vehicle's update components. Based on the acceleration sensing data and the acceleration and duration conditions, the motion state of the digital key terminal is determined, and the determination results include: if the real-time acceleration in the acceleration sensing data is greater than the acceleration threshold, it is determined that the acceleration condition is met, and the duration of the real-time acceleration being greater than the acceleration threshold is monitored; if the duration is greater than the first duration threshold, it is determined that the duration condition is met, and the determination result is that the digital key terminal is in a continuous motion state.

[0009] Furthermore, the method also includes: if the duration is less than or equal to a first duration threshold, determining that the digital key terminal is in a state of instantaneous vibration, and intercepting the vehicle's locking action; if the average real-time acceleration within a second duration threshold is less than an acceleration threshold, determining that the digital key terminal is in a state of apparent stillness, and intercepting the vehicle's locking action.

[0010] Furthermore, the method also includes: in response to the completion of the locking action, starting a preset time window; if the false locking condition is detected within the preset time window, controlling the vehicle to perform an unlocking action; wherein the false locking condition includes: the real-time key position changes from the automatic locking area to the vehicle interior area, the determination result shows that the digital key terminal has not entered a continuous movement state, has not received an unlocking request from outside the vehicle, and has not detected a vehicle intrusion signal.

[0011] Furthermore, the real-time key location is obtained by the vehicle's Bluetooth antenna array, and the automatic locking area is the environmental space area where the distance between the key and the vehicle is greater than a preset distance threshold.

[0012] Furthermore, in response to detecting the control operation corresponding to the vehicle's contact sensing unit and the real-time key location being in the vehicle's interior area, a near-field communication authentication is initiated to the digital key terminal; in response to successful near-field communication authentication, the vehicle is controlled to perform an unlocking action.

[0013] Furthermore, the digital key terminal includes a smart mobile terminal, and the method further includes: sending a target configuration instruction to the smart mobile terminal according to the operating system type of the smart mobile terminal, wherein the target configuration instruction is used to instruct the smart mobile terminal to maintain continuous acquisition and continuous transmission of acceleration sensing data in the locked screen state or background running state.

[0014] According to another aspect of the embodiments of this application, a vehicle control device is also provided, comprising: an acquisition module, configured to acquire the real-time key position corresponding to a digital key terminal in response to the vehicle meeting the automatic locking trigger condition; a reading module, configured to read acceleration sensing data from the digital key terminal if the real-time key position is within the automatic locking area corresponding to the vehicle; a determination module, configured to determine the motion state of the digital key terminal based on the acceleration sensing data and preset acceleration and duration conditions, and obtain a determination result; and a control module, configured to control the vehicle to perform a locking action in response to the determination result indicating that the digital key terminal is in a continuous motion state that simultaneously meets the acceleration and duration conditions, and to control the vehicle to pause the locking action in response to the determination result indicating that the digital key terminal is not in a continuous motion state.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0020] In this embodiment, a vehicle control method is adopted. In response to the vehicle meeting the automatic locking trigger condition, the real-time key position corresponding to the digital key terminal is obtained. If the real-time key position is within the vehicle's corresponding automatic locking area, acceleration sensor data is read from the digital key terminal. Based on the acceleration sensor data and preset acceleration and duration conditions, the motion state of the digital key terminal is determined, and a determination result is obtained. In response to the determination result indicating that the digital key terminal is in a continuous motion state simultaneously meeting the acceleration and duration conditions, the vehicle is controlled to perform a locking action. In response to the determination result indicating that the digital key terminal is not in a continuous motion state, the vehicle is controlled to pause the locking action. This achieves the goal of accurately determining the real-time key position, thereby improving the robustness of the vehicle locking logic and enhancing the user experience. It also solves the technical problem that traditional vehicle control methods rely solely on position determination, which easily triggers false locking and thus affects the user experience. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a hardware structure block diagram of an optional computing terminal for a vehicle control method according to an embodiment of this application;

[0023] Figure 2 This is a flowchart of an optional vehicle control method according to an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of the functional area distribution around the vehicle body of an optional vehicle control method according to an embodiment of this application;

[0025] Figure 4 This is a structural block diagram of an optional vehicle control system according to an embodiment of this application;

[0026] Figure 5 This is a schematic flowchart of an optional vehicle control method according to an embodiment of this application;

[0027] Figure 6 This is a structural block diagram of an optional vehicle control device according to an embodiment of this application. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Currently, most smart cars use Bluetooth Low Energy (BLE) technology to achieve keyless entry. Vehicle control systems typically use multi-antenna arrays to locate Bluetooth keys (including physical keys (Fob) and mobile digital keys) and divide the space around the vehicle into three functional zones: the external unlocking zone (Passive Entry, PE zone), typically within 0 to 3 meters outside the vehicle, which supports unlocking triggered by the door handle's capacitive sensor; the internal zone (PS zone, Passive Start), typically within the vehicle, used only for vehicle start authorization verification; and the locking zone (Lock zone), typically within 3 meters or more outside the vehicle, used to trigger automatic locking. Furthermore, to prevent the key from repeatedly unlocking and locking (i.e., the ping-pong effect) by moving back and forth near the boundary between the PE and Lock zones after locking, the system also includes a locking refractory period. During this period, even if the key enters the PE zone, unlocking will not be triggered.

[0031] In terms of key types, physical Fob keys are mainly divided into two types: dormant and non-dormant. The dormant type disconnects the BLE connection after being idle for 3 minutes and restarts the broadcast when the key is moved. The non-dormant type continuously broadcasts at low power. Both have a built-in three-axis gravity sensor (G-sensor), whose range is usually ±2g / ±4g / ±8g (where g represents gravitational acceleration), and the sampling rate is between 1Hz and 1kHz. Mobile digital keys vary depending on the operating system. The first type of operating system limits the duration of background BLE broadcasting, usually stopping the broadcast about 5 to 10 minutes after the screen is locked. Although there are various strategies for keeping the screen active, the performance is not stable enough at present. The second type of operating system supports continuous background broadcasting but requires the corresponding permission, and its G-sensor sampling rate can be configured between 10Hz and 100Hz through the application (APP). Regarding the current state of positioning technology, related technologies have improved positioning accuracy through methods such as Received Signal Strength Indication (RSSI) and multi-antenna phase difference. However, in actual test scenarios where the vehicle is stationary, the probability of BLE positioning drift is still relatively high, with cases of drifting to the Lock zone becoming increasingly prominent. This phenomenon is significantly affected by environmental factors such as metal trim panels inside the vehicle, wireless charging devices, and metal phone cases.

[0032] Existing technologies in keyless entry and vehicle control systems suffer from several defects and shortcomings. The first is the issue of bidirectional false locking caused by location drift. When the physical key or digital key is stationary inside the vehicle, the Bluetooth Low Energy (BLE) signal may drift to the locking area due to the vehicle's metal structure and electromagnetic interference, triggering automatic locking. However, if the signal drifts back to the vehicle's interior after locking, the vehicle control system determines that "the key is inside," preventing the user from unlocking the vehicle using conventional external methods, resulting in a "deadlock." Specifically, in scenario 1, when the phone is placed on the in-car wireless charging pad and is stationary, electromagnetic interference from wireless charging causes the BLE signal to drift to the locking area and trigger locking. In scenario 2, when the physical Fob key is placed inside the metal armrest box, signal attenuation can cause the location to be misjudged as being in the locking area, triggering locking. The direct consequence of these false locking situations is that users need to contact roadside assistance, with an average rescue time of up to 40 minutes, severely impacting the user experience.

[0033] Secondly, existing technologies suffer from motion misjudgment leading to false locking. This is mainly because the vehicle control system fails to effectively distinguish between "the key actually leaving the vehicle" and "false movement," resulting in a high false locking rate. For example, in scenario 1, when the user gets out of the car and closes the door, the door vibration is transmitted to the key inside the car. The G-sensor detects an instantaneous acceleration greater than 0.3g, and the vehicle control system misjudges it as "the key leaving the vehicle" and triggers the lock. In scenario 2, when the key slides while the vehicle is in motion and remains in "motion" after the vehicle stops, the lock is triggered after the engine is turned off and the door is closed.

[0034] In addition, the mobile digital key has compatibility defects. Problem 1 is that the first type of operating system stops BLE broadcasting after the screen is locked, which prevents the vehicle from obtaining acceleration sensor data, thus causing the anti-lock logic to fail. Problem 2 is that some models of the second type of operating system have strict control over background permissions, which causes the acceleration sensor data upload delay to be greater than 3 seconds, affecting the timeliness of verification.

[0035] Finally, existing technology also has limitations in unlocking permissions. Specifically, the door handle capacitive sensor only supports unlocking in the PE zone, while there is no corresponding unlocking logic in the PS zone. This means that when the key is accidentally locked inside the car, the user needs to rely on a spare key or roadside assistance to retrieve the key.

[0036] According to an embodiment of this application, a vehicle control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] According to an embodiment of this application, a method for vehicle control is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, steps shown or described may be executed in a different order than that shown here.

[0038] Figure 1 This is a hardware structure block diagram of an optional computing terminal for a vehicle control method according to an embodiment of this application, such as... Figure 1As shown, a computing terminal (e.g., a computer terminal, a mobile smart terminal, a vehicle terminal, or a cloud computing virtual terminal) may include: one or more processors 102, a memory 104, and a transmission device 106 configured to implement communication functions. Each processor 102 may include, but is not limited to, a processing component such as a microprocessor (MCU) or a field programmable gate array (FPGA).

[0039] The aforementioned computing terminal may further include: a display device 110, an input / output device 108, a Universal Serial Bus (USB) port (which can be used as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and a camera (not shown in the figure). Those skilled in the art will understand that... Figure 1 The structure of the computing terminal shown is for illustrative purposes only and does not impose strict limitations on the structure of the computing terminal described above. For example, the computing terminal may also include... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0040] It should be noted that the aforementioned one or more processors 102 and / or other data processing circuits may be embodied, in whole or in part, as software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuitry may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the vehicle terminal (or mobile device).

[0041] The memory 104 may be configured to store software programs and modules for application software, such as the program instructions / data storage device corresponding to the vehicle energy recovery method in this embodiment. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the aforementioned vehicle energy recovery method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to a computing terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0042] The transmission device 106 is configured to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computing terminal. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, configured to communicate with the Internet wirelessly.

[0043] Under the above operating environment, the embodiments of this application provide the following: Figure 2 The vehicle control method shown is as follows: Figure 2 This is a flowchart of an optional vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps S201 to S204.

[0044] Step S201: In response to the vehicle meeting the automatic door locking trigger condition, obtain the real-time key location corresponding to the digital key terminal.

[0045] In this embodiment, when the vehicle meets the automatic locking trigger conditions, the vehicle control system obtains the real-time key location corresponding to the digital key terminal. The digital key terminal refers to a smart device with Bluetooth Low Energy communication capabilities and an internal motion sensor, primarily serving as the vehicle's identification and location source. Examples of digital key terminals include Bluetooth keys, traditional physical remote keys (Fob, which integrates a gravity sensor to detect movement), and smartphones (running a digital key application and equipped with sensors such as an accelerometer).

[0046] Automatic door locking trigger conditions refer to a set of preset states that satisfy the automatic locking logic of the vehicle control system. These typically include safe states such as the vehicle being in Park (P), the driver's side door closed, and the vehicle speed at zero, with all four doors (left front, right front, left rear, and right rear) closed. Door state changes are monitored only for the four doors (from closed to open, or from open to closed), excluding the front and rear trunk lids. Automatic door locking trigger conditions may include, for example, the vehicle's detected stationary state and door lock signals after the driver exits and closes the doors.

[0047] It can be seen that when the vehicle control system detects that the above-mentioned automatic locking trigger conditions are met, it immediately starts the positioning process, receives the signal sent by the digital key terminal through the vehicle communication module, and calculates the real-time spatial position or area of ​​the key relative to the vehicle.

[0048] For example, when a user gets out of the car with their mobile phone and closes the door, the vehicle control system detects the door closing signal and the vehicle's stationary state, and then determines that the automatic door locking trigger condition is met. At this time, the vehicle control system reads the strength and phase information of the mobile phone's Bluetooth signal received by the vehicle's antenna and calculates the mobile phone's current location information 3 meters outside the vehicle.

[0049] Therefore, by obtaining the key's location in real time, a prerequisite is provided for subsequent movement status verification only when the key is in a high-risk locking area, thus avoiding misjudgments caused by indiscriminate locking.

[0050] Step S202: If the real-time key position is within the automatic locking area corresponding to the vehicle, read the acceleration sensor data from the digital key terminal.

[0051] In this embodiment, if the real-time key position is within the vehicle's corresponding automatic locking area, the vehicle control system will read acceleration sensor data from the digital key terminal. The automatic locking area refers to a pre-defined spatial range around the vehicle that triggers automatic locking logic when the key is located within this area and certain conditions are met; it is typically located a certain distance outside the vehicle. For example, the automatic locking area may include a ring-shaped space 3 to 5 meters from the outer edge of the vehicle body.

[0052] Accelerometer data refers to raw signal data reflecting the motion state or vibration of a device, collected by motion sensors (such as gravity sensors or accelerometers) integrated within a digital key terminal. Examples of accelerometer data include real-time acceleration values ​​output by the three-axis gravity sensor inside a physical Fob key, or X, Y, and Z-axis acceleration values ​​output by the accelerometer inside a smartphone.

[0053] It can be seen that after the vehicle control system determines that the key is currently in the preset automatic locking area, it sends a data request command to the digital key terminal through the wireless communication link to obtain the acceleration sensing data currently recorded by the terminal.

[0054] For example, when the vehicle control system calculates that the mobile phone key is located 4 meters outside the vehicle and determines that it is within the automatic locking area, the vehicle control unit sends a read command to the mobile phone via Bluetooth Low Energy protocol. The mobile phone then responds and sends back the value of its most recently collected acceleration sensor.

[0055] Therefore, by acquiring the key's motion status data, the vehicle control system can distinguish whether the key is stationary or in motion, thus providing a basis for accurately determining whether the user has left the vehicle with the key.

[0056] Step S203: Based on acceleration sensing data and preset acceleration and duration conditions, determine the motion state of the digital key terminal and obtain the determination result.

[0057] In this embodiment, the vehicle control system determines the motion state of the digital key terminal based on acceleration sensing data and preset acceleration and duration conditions, obtaining a determination result. The acceleration condition refers to a preset acceleration threshold, used to define whether the acceleration sensing data indicates a drastic change in the device sufficient to be identified as "motion". Acceleration conditions may include, for example, a criterion that the absolute value of acceleration is greater than 0.3g.

[0058] The duration condition refers to a preset time window used to define the duration of acceleration exceeding a threshold, in order to distinguish between instantaneous vibration and continuous motion. For example, the duration requirement may include acceleration exceeding the threshold for more than 200 milliseconds.

[0059] It can be seen that after receiving the acceleration sensor data, the vehicle control system compares it with the preset acceleration conditions and counts the length of time that the conditions are met to compare the duration conditions, thereby comprehensively determining the current motion state of the digital key terminal.

[0060] For example, when the vehicle control system reads the acceleration data from the mobile phone as 0.5g, it first determines that it is greater than the preset acceleration condition of 0.3g. Then it detects that the high acceleration state lasts for 150 milliseconds. Since the duration does not exceed the 200-millisecond condition, the vehicle control system determines that the movement is an instantaneous vibration rather than a valid off-vehicle movement.

[0061] Therefore, by combining the two dimensions of acceleration amplitude and duration for judgment, instantaneous interference such as door closing vibration is effectively filtered out, improving the accuracy of judging the true movement state of the key.

[0062] Optionally, the vehicle control system further determines the main direction of motion of the digital key terminal based on the relative position change trend between the digital key terminal and the vehicle. If the main direction of motion is away from the vehicle, and the real-time acceleration is greater than an acceleration threshold and the duration is greater than a first duration threshold, the digital key terminal is determined to be in a continuous motion state. The acceleration threshold and the first duration threshold are calibrable parameters stored in the non-volatile memory of the vehicle control system, and can be dynamically updated via the on-board diagnostic interface or over-the-air (OTA) download technology.

[0063] In this embodiment, the calibrable parameter refers to the preset threshold variable in the vehicle control unit that can be finely adjusted according to actual test data or user preferences, specifically including the acceleration threshold and the first duration threshold.

[0064] Non-volatile memory refers to storage media that do not lose data after power is turned off, such as electrically erasable programmable read-only memory (EEPROM) or flash memory (Flash), used to permanently store these calibrated parameter values.

[0065] Dynamic updates refer to the process of remotely modifying these parameters by connecting to professional equipment through the on-board diagnostic interface or by using over-the-air (OTA) technology when the vehicle is connected to the internet.

[0066] For example, the default acceleration threshold of 0.3g is equivalent to detecting an acceleration change of about 3 m / s², and the calibration range of 0.1g to 1.0g covers the sensitivity requirements of different scenarios from slight shaking to vigorous running; the default first duration threshold of 200 milliseconds is used to filter short vibrations, and the calibration range of 100 milliseconds to 1000 milliseconds allows for adjustment of the tolerance for "continuous motion" judgment.

[0067] It can be seen that the vehicle control system reads the acceleration threshold and the first duration threshold stored in the non-volatile memory, uses these parameters to compare and time the real-time acceleration data of the digital key terminal, and combines the determination result that the main motion direction is away from the vehicle to jointly determine whether the digital key terminal is in a continuous motion state, and supports recalibrating and updating these two thresholds through external interfaces or networks.

[0068] Therefore, through parameter calibrability and dynamic update mechanisms, the system can adapt to different vehicle models, environments, and user habits, improving the flexibility and adaptability of the anti-locking strategy.

[0069] Step S204: In response to the determination result indicating that the digital key terminal is in a continuous motion state that simultaneously satisfies the acceleration condition and the duration condition, control the vehicle to perform the locking action.

[0070] In this embodiment, when the determination result indicates that the digital key terminal is in a continuous motion state that simultaneously satisfies both acceleration and duration conditions, the vehicle control system will control the vehicle to perform a locking action. The continuous motion state refers to a state where the acceleration sensing data of the digital key terminal exceeds a preset acceleration threshold, and the duration of exceeding this threshold meets a preset duration condition. This typically indicates that the key is displaced along with the user. For example, a continuous motion state includes a user walking away from the vehicle with the physical Fob key, where the gravity sensor (G-sensor) detects an acceleration of 0.5g or more for a duration exceeding 200 milliseconds.

[0071] The locking action refers to the process by which the vehicle control system controls the door locking mechanism to close, locking the door to ensure vehicle safety. The locking action may include the vehicle's motor driving the latch to engage, accompanied by flashing hazard lights or a short horn blast to alert the user that the vehicle is locked.

[0072] It can be seen that when the vehicle control system determines that the digital key terminal is in the above-mentioned continuous motion state, it issues a control command to drive the vehicle door locking mechanism to perform a closing operation and complete the automatic locking process.

[0073] For example, the vehicle control system determines that the user is carrying a mobile phone key and walking away from the vehicle at a normal walking speed. The mobile phone G-sensor detects that the continuous acceleration exceeds 0.3g and the duration is greater than 200 milliseconds. At this time, the vehicle control unit sends a command to the door lock actuator to lock the door.

[0074] Therefore, locking the vehicle after confirming that the key is genuine and the user has left the vehicle ensures the normal activation of the vehicle's security functions and protects the vehicle's safety.

[0075] In summary, this embodiment employs a vehicle control method. In response to the vehicle meeting the automatic locking trigger condition, the real-time key position corresponding to the digital key terminal is obtained. If the real-time key position is within the vehicle's corresponding automatic locking area, acceleration sensor data is read from the digital key terminal. Based on the acceleration sensor data and preset acceleration and duration conditions, the motion state of the digital key terminal is determined, and a determination result is obtained. In response to the determination result indicating that the digital key terminal is in a continuous motion state simultaneously meeting the acceleration and duration conditions, the vehicle is controlled to perform a locking action. In response to the determination result indicating that the digital key terminal is not in a continuous motion state, the vehicle is controlled to pause the locking action. This achieves the goal of accurately determining the real-time key position, thereby improving the robustness of the vehicle locking logic and enhancing the user experience. Furthermore, it solves the technical problem that traditional vehicle control methods rely solely on position determination, which easily triggers false locking and thus affects the user experience.

[0076] Optionally, in response to the determination result indicating that the digital key terminal is not in a continuous state of motion, the vehicle is controlled to suspend the locking action.

[0077] In this embodiment of the application, after the vehicle control system obtains the motion state determination result of the digital key terminal, if the determination result indicates that the terminal does not meet the definition conditions of continuous motion, that is, it is determined that the terminal is in a static or momentary vibration state, the control unit directly terminates the current automatic locking process and does not send a locking signal to the door locking actuator.

[0078] For example, when a user exits the vehicle and closes the door, the physical key is left in the center console. At this time, the vehicle meets the automatic locking trigger conditions, and the system reads that the key is in the locking zone. However, the G-sensor data shows an acceleration of only 0.1g for 0 seconds, which is lower than the preset acceleration and duration thresholds. The vehicle control system determines that the key is not in continuous motion and therefore does not perform the locking action, keeping the door unlocked to prevent the key from being locked inside the vehicle.

[0079] Therefore, by intercepting the locking command during non-continuous movement, it effectively prevents accidental locking caused by the key being stationary or the vibration of closing the door, thus improving the user experience.

[0080] Optionally, the method further includes: initiating a locking refractory period in response to the completion of the locking action; during the locking refractory period, if the real-time key position moves from the automatic locking area to the vehicle unlocking area, the vehicle unlocking action is not triggered; after the locking refractory period ends, if the real-time key position is in the vehicle unlocking area for a duration longer than a third duration threshold, the vehicle is controlled to perform the unlocking action.

[0081] In this embodiment, the lock refractory period refers to a time window set after the vehicle completes the automatic locking action, during which the automatic unlocking function is prohibited from being triggered. This is intended to filter out invalid unlocking requests caused by signal fluctuations or brief user proximity. The lock refractory period can be set to, for example, 5 to 10 seconds or other custom durations.

[0082] The third duration threshold refers to the preset minimum time length used to determine whether a user has a genuine intention to unlock the vehicle while staying in the unlocking area outside the vehicle. For example, the third duration threshold can be set to 2 seconds.

[0083] As can be seen, the vehicle control unit immediately starts the lock refractory period timer after confirming that the locking action has been completed. During this refractory period, if the system detects that the key position has moved from the locking area to the unlocking area outside the vehicle, it ignores the position change and does not perform the unlocking action. When the refractory period ends, the system checks the key position again. If the key is still in the unlocking area outside the vehicle and has remained there for more than the third time threshold, it confirms that the user has a genuine intention to unlock and controls the vehicle to perform the unlocking action.

[0084] For example, if a user locks the door and turns to leave, and the signal reflection misjudges that the key has returned to the car (entering the unlocking area outside the car), the system will not unlock the door if this is within the lock refractory period. If, after locking the door, the user stands next to the door (in the unlocking area outside the car) for 3 seconds (a third duration threshold greater than 2 seconds) after the 5-second refractory period, the system determines that the user intends to unlock the door and thus controls the door to unlock.

[0085] This prevents key signal drift or accidental locking due to brief user proximity, ensuring the accuracy and security of the unlocking operation.

[0086] Optionally, there are multiple digital key terminals, and the method further includes: obtaining the real-time key position and motion state determination result corresponding to each digital key terminal; taking the real-time key position of the digital key terminal closest to the vehicle as the valid key position; taking the determination result of the digital key terminal in continuous motion as the valid determination result; if at least one digital key terminal is in continuous motion, controlling the vehicle to perform a locking action.

[0087] In this embodiment, the valid key location refers to the location information of the nearest terminal selected by the system to represent the user's location in a multi-terminal scenario. The valid determination result refers to the motion state determination result selected by the system to trigger the locking action in a multi-terminal scenario.

[0088] As can be seen, when the system detects multiple digital key terminals, it first acquires the real-time location and motion determination result of each terminal. Next, the system selects the terminal closest to the vehicle and uses its location as the valid key location. Simultaneously, the system checks for any terminals in continuous motion; if such a terminal exists, its motion state is considered a valid determination result. Finally, if the valid determination result indicates continuous motion, the system controls the vehicle to perform the locking action.

[0089] For example, inside the car, there is a mobile phone (stationary) and a physical key (carried by the user and in continuous motion). After acquiring data, the system finds that the physical key is closer to the vehicle, so it uses the physical key's position as the valid location. Simultaneously, the physical key is determined to be in continuous motion, while the mobile phone is stationary. The system uses the physical key's motion (continuous motion) as the valid determination result, and because of this continuous motion, it controls the vehicle to lock.

[0090] Therefore, by prioritizing the most recent key signal that is in motion, the system can accurately determine the user's intention to leave the vehicle, thus avoiding logical conflicts when multiple keys coexist.

[0091] Optionally, based on acceleration sensing data and preset acceleration and duration conditions, the motion state of the digital key terminal is determined, and the determination result further includes: determining the main motion direction of the digital key terminal based on the relative position change trend between the digital key terminal and the vehicle; if the main motion direction is away from the vehicle, and the real-time acceleration is greater than the acceleration threshold and the duration is greater than the first duration threshold, the determination result is that the digital key terminal is in a continuous motion state.

[0092] In this embodiment of the application, the relative position change trend refers to the direction of the terminal's movement trajectory relative to the vehicle, which is analyzed by continuously collecting spatial coordinates or distance data between the digital key terminal and the vehicle.

[0093] The main direction of movement refers to the dominant direction of movement in the trend of change, which is specifically divided into directions such as moving closer to the vehicle, moving away from the vehicle, or moving parallel to the vehicle.

[0094] As can be seen, while acquiring acceleration sensor data, the system analyzes the relative positional change trend between the digital key terminal and the vehicle to determine the terminal's main direction of motion. Only when the determined main direction of motion is away from the vehicle, and the real-time acceleration is greater than the acceleration threshold and the duration is greater than the first duration threshold, is the result determined that the digital key terminal is in a continuous motion state.

[0095] For example, if a user carrying a key walks from the rear of the car to the front, the location data shows that the distance from the vehicle's center gradually increases, indicating that the main direction of movement is away from the vehicle. Simultaneously, the G-sensor detects an acceleration consistently greater than 0.3g for more than 200ms. At this point, both the direction and motion intensity conditions are met, and the system determines this as continuous movement, allowing the lock to engage. Conversely, if the user is merely tidying up items beside the car, although the acceleration may exceed the limit, if the main direction of movement is not determined to be away from the vehicle, then it is not considered continuous movement.

[0096] Therefore, by introducing motion direction verification, the behavior of users leaving the vehicle and staying next to the vehicle can be effectively distinguished, further reducing the false judgment rate.

[0097] Optionally, the digital key terminal integrates a gravity sensor, and the acceleration sensing data includes an acceleration signal stream continuously collected by the gravity sensor at a preset cycle.

[0098] In this embodiment, a gravity sensor refers to an electronic component built into a digital key terminal, used to detect changes in the acceleration of an object in a gravitational field, typically outputting triaxial data. Gravity sensors may include, for example, microelectromechanical systems (MEMS) accelerometers integrated into the physical Fob key chip, or accelerometers integrated into the motherboard of a smartphone.

[0099] An acceleration signal stream refers to a sequence of values ​​continuously acquired and output by a gravity sensor at fixed time intervals, reflecting the trajectory of a device's motion state over a period of time. An acceleration signal stream may include, for example, a continuous data array containing X, Y, and Z-axis acceleration values ​​acquired every 10 milliseconds.

[0100] It can be seen that the gravity sensor inside the digital key terminal works continuously at a set time frequency. The vehicle control system collects the current acceleration value in real time and puts these values ​​into a continuous data stream in chronological order so that the subsequent processing module can perform motion state analysis.

[0101] For example, the gravity sensor in the phone reads the current acceleration data at a frequency of 50Hz (i.e., once every 20 milliseconds) and stores the read values ​​into a buffer in sequence to form a data sequence containing all acceleration readings in the past few seconds.

[0102] Therefore, by continuously collecting acceleration data streams, the vehicle control system can obtain complete and continuous motion process information, providing a data basis for accurately determining whether the key is stationary or in motion.

[0103] Optionally, the acceleration condition is defined by a calibrable acceleration threshold, and the duration condition is defined by a calibrable first duration threshold. The acceleration threshold and the first duration threshold are stored in the vehicle's non-volatile memory, and they can be dynamically updated via the vehicle's update components. Based on the acceleration sensing data, as well as the acceleration and duration conditions, the motion state of the digital key terminal is determined, and the determination result includes:

[0104] Step S2031: If the real-time acceleration in the acceleration sensing data is greater than the acceleration threshold, determine that the acceleration condition is met, and monitor the duration for which the real-time acceleration is greater than the acceleration threshold.

[0105] Step S2032: If the duration is greater than the first duration threshold, it is determined that the duration condition is met, and the determination result is that the digital key terminal is in a continuous motion state.

[0106] Specifically, the calibrable acceleration threshold refers to the numerical limit of acceleration preset by the vehicle control system to determine whether the digital key terminal is in motion. This value can be adjusted according to actual testing or user needs. For example, the default value of the acceleration threshold can be set to 0.3g, and the calibration range can be adjusted between 0.1g and 1.0g.

[0107] The calibrable first duration threshold refers to the time limit preset by the vehicle control system for determining how long an acceleration exceeding the threshold must last before being considered a valid motion. This duration can also be adjusted. For example, the default value of the first duration threshold can be set to 200 milliseconds, and the calibration range can be adjusted between 100 milliseconds and 1000 milliseconds.

[0108] Update components refer to hardware or software modules in a vehicle used to receive and write new parameter data, typically involving on-board diagnostic interfaces or over-the-air (OTA) download technology.

[0109] In this embodiment, if the real-time acceleration in the acceleration sensing data is greater than an acceleration threshold, the vehicle control system determines that the acceleration condition is met and monitors the duration for which the real-time acceleration is greater than the acceleration threshold. Here, real-time acceleration refers to the acceleration value collected and output by the gravity sensor at the current moment. Real-time acceleration may include, for example, the currently read X-axis or Z-axis acceleration value of 0.5g.

[0110] As can be seen, the vehicle control system compares the real-time acceleration with the acceleration threshold. If the real-time acceleration exceeds the threshold, it determines that the acceleration condition is met and starts a timer to record the duration of the acceleration exceeding the threshold.

[0111] For example, the vehicle control system detects a real-time acceleration of 0.6g, which is greater than the acceleration threshold of 0.3g. Therefore, it determines that the acceleration condition is met and starts timing to record the duration of the high acceleration state.

[0112] Therefore, by monitoring and recording the duration of vibrations exceeding the threshold in real time, a time-dimensional data foundation is provided for distinguishing between instantaneous vibrations and continuous motion.

[0113] If the duration exceeds the first duration threshold, the vehicle control system determines that the duration condition is met and that the digital key terminal is in a continuous motion state.

[0114] It can be seen that the vehicle control system compares the monitored duration with the first duration threshold. If the duration exceeds the threshold, it determines that the duration condition is met and determines the final result that the digital key terminal is in a continuous motion state.

[0115] For example, the vehicle control system detected that the state of real-time acceleration exceeding 0.3g lasted for 220 milliseconds, which is greater than the first duration threshold of 200 milliseconds. Therefore, it determined that the duration condition was met and that the mobile phone key was in a continuous motion state.

[0116] Therefore, by comparing the duration, transient interference is further filtered out, ensuring that only when the key undergoes a valid movement of sufficient duration is it determined to be continuous movement, thus improving the accuracy of the determination.

[0117] Optionally, the method further includes:

[0118] Step S2033: If the duration is less than or equal to the first duration threshold, determine that the digital key terminal is in a state of instantaneous vibration and intercept the vehicle's locking action to be performed.

[0119] Step S2034: If the average real-time acceleration within the second time threshold is less than the acceleration threshold, determine that the digital key terminal is in a state of apparent stillness and intercept the vehicle's locking action.

[0120] In this embodiment of the application, if the duration is less than or equal to the first duration threshold, the vehicle control system determines that the digital key terminal is in a state of instantaneous vibration and intercepts the locking action to be performed by the vehicle.

[0121] A transient vibration state refers to a brief motion state in which the acceleration exceeds a threshold but the duration does not exceed a first duration threshold, usually caused by the vibration of a door closing or vehicle bumps. Transient vibration states include, for example, states with acceleration exceeding 0.3g but a duration of only 100 milliseconds.

[0122] Interception refers to the vehicle control unit canceling or suspending the currently executing or about-to-execute automatic door locking process. This may include the system sending a stop command to the door locking motor or ignoring the door locking trigger signal to keep the door unlocked.

[0123] It can be seen that when the duration of the detected acceleration exceeding the threshold is less than or equal to the first duration threshold, the vehicle control system determines that the key is in a state of instantaneous vibration and prevents the vehicle from performing the locking action.

[0124] For example, when a user gets out of the car and closes the door, the key vibrates, with an acceleration exceeding 0.3g but lasting only 150 milliseconds (less than the first duration threshold of 200 milliseconds). The vehicle control system determines this as an instantaneous vibration and intercepts the locking command to prevent accidental locking.

[0125] This effectively identifies and filters momentary vibrations caused by actions such as closing doors, preventing accidental locking due to excessive short-term acceleration.

[0126] If the average real-time acceleration within the second time threshold is less than the acceleration threshold, the vehicle control system determines that the digital key terminal is in a state of apparent stillness and intercepts the vehicle's locking action.

[0127] The second duration threshold refers to a preset time window used for statistical analysis of the average level of recent acceleration data. For example, the second duration threshold could be a time window spanning the past two seconds.

[0128] The apparent stationary state refers to a state in which the average acceleration performance is below a threshold within a specified time window, indicating that although the key may fluctuate slightly, it is generally stationary. An example of an apparent stationary state is when, within a 2-second sampling period, the acceleration data fluctuates very little, with an average value below 0.1g, far below the 0.3g acceleration threshold.

[0129] It can be seen that the vehicle control system calculates the average value of real-time acceleration within the time range defined by the second time threshold. If the average value is less than the acceleration threshold, it determines that the key is in a state of apparent stillness and intercepts the vehicle's locking action.

[0130] For example, the vehicle control system monitors the key acceleration in the last 2 seconds (second duration threshold). It finds that although there are slight vibrations at individual moments, the average acceleration in the 2 seconds is only 0.05g, which is less than the acceleration threshold of 0.3g. Therefore, it is judged as stationary and the locking is blocked.

[0131] Therefore, by analyzing the average acceleration within the time window, minor jitter interference can be further eliminated, ensuring that the locking is not performed in a stationary scenario where the key is not actually removed from the vehicle.

[0132] Optionally, the method further includes:

[0133] Step S205: In response to the completion of the locking action, a preset time window is started;

[0134] Step S206: If the conditions for accidental locking are detected within the preset time window, control the vehicle to perform the unlocking action;

[0135] The conditions for accidental locking include: the real-time key position changes from the automatic locking area to the vehicle interior area, the judgment result shows that the digital key terminal has not entered a continuous movement state, has not received an unlocking request from outside the vehicle, and has not detected a vehicle intrusion signal.

[0136] In addition, before the unlocking action is performed, the vehicle control system first issues an audible and visual alarm and then performs the unlocking after a preset delay. If a vehicle intrusion signal is detected or a user cancellation command is received within the preset delay period, the unlocking action is terminated and the door remains locked.

[0137] In this embodiment, firstly, when the locking action is completed, the vehicle control system activates a preset time window. The preset time window refers to a specific time interval during which the vehicle control system monitors key position changes to identify potential erroneous locking. For example, a 30-second monitoring period begins after successful locking.

[0138] The locking action is considered complete when the vehicle door locking mechanism is closed and status feedback confirms that the door is locked. The completion of the locking action may include the door motor stopping and the locking sensor returning a "locked signal".

[0139] As can be seen, once the vehicle has automatically locked itself, the vehicle control system immediately initiates a preset time window, during which it continuously monitors the key's location information to prepare for subsequent detection of accidental locking.

[0140] For example, once the vehicle confirms that the doors are locked, the vehicle control system immediately initiates a 30-second timer window, during which it continuously receives key location data from the Bluetooth positioning module.

[0141] Therefore, opening the monitoring window after locking provides a time window for timely detection and correction of false locking caused by positioning drift.

[0142] Then, if the false locking conditions are detected within a preset time window, the vehicle is controlled to perform an unlocking action. The false locking conditions include: the real-time key position changes from the automatic locking area to the interior area, the judgment result indicates that the digital key terminal has not entered a continuous movement state, has not received an unlocking request from outside the vehicle, and has not detected a vehicle intrusion signal.

[0143] Vehicle intrusion signals refer to signals detected by in-vehicle sensors indicating unauthorized personnel entering or damaging the vehicle.

[0144] As can be seen, if all the conditions for accidental locking are met within the preset time window, the vehicle control system will control the vehicle to perform an unlocking operation and release the door lock.

[0145] For example, within 20 seconds after locking (a preset time window), the vehicle control system detects that the key position has drifted back from the locking area to the interior area of ​​the vehicle, and the key does not move continuously and there is no unlocking request from outside the vehicle, and no vehicle intrusion signal is detected, which meets the conditions for accidental locking. The vehicle control system then controls the door to unlock.

[0146] Thus, by automatically executing the unlocking action, self-healing is achieved after accidental locking, avoiding the predicament of users being locked out of the car.

[0147] Optionally, the real-time key location is acquired by the vehicle's Bluetooth antenna array, and the automatic locking area is an environmental space where the distance to the vehicle is greater than a preset distance threshold. The Bluetooth antenna array may include, for example, five low-power Bluetooth receiver modules distributed at the front left, front right, rear left, rear right, and rear of the vehicle.

[0148] In this embodiment, the Bluetooth antenna array refers to multiple sets of Bluetooth receiving antennas installed at different locations on the vehicle, and positioning is achieved by comparing the phase or strength differences of the signals arriving at each antenna.

[0149] The preset distance threshold refers to the spatial boundary set by the vehicle control system to divide different functional areas. Exceeding this boundary is considered to be in the automatic locking zone. For example, the preset distance threshold can be set to 3 meters, meaning that the space where the key is more than 3 meters away from the vehicle's center of gravity is defined as the automatic locking zone.

[0150] This clarifies the positioning principle based on Bluetooth antenna arrays and the geometric definition of the locking area, providing a physical basis for location determination.

[0151] In addition, before the unlocking action is performed, the vehicle control system first issues an audible and visual alarm and then performs the unlocking after a preset delay. If a vehicle intrusion signal is detected or a user cancellation command is received within the preset delay period, the unlocking action is terminated and the door remains locked.

[0152] Audible and visual warnings refer to visual or auditory signals emitted through the vehicle's lighting system (such as hazard warning lights) and sound system (such as the horn) to convey to the outside world or the user the intention that the vehicle is about to perform a certain operation. Audible and visual warnings may include, for example, hazard lights flashing three times at a frequency of 1Hz in conjunction with two short beeps from the horn.

[0153] The preset delay refers to the fixed waiting time set between the issuance of the audible and visual alarm and the actual execution of the unlocking action, designed to provide a buffer window for manual intervention. The preset delay time can be set to any value between 3 and 10 seconds, for example, 5 seconds.

[0154] Vehicle intrusion signals refer to data on unauthorized personnel entering the vehicle or breaking windows, detected by in-vehicle ultrasonic sensors, infrared sensors, or tilt sensors.

[0155] A user cancellation command is a control signal sent by a user via a mobile app, physical key, or door handle touch control, explicitly indicating that the current unlocking action will not be performed. Examples of user cancellation commands include clicking the "Cancel Unlock" button on the app or pressing and holding the door handle unlock button again.

[0156] As can be seen, before the vehicle control system prepares to execute the unlocking action, it first controls the vehicle to issue a preset audible and visual alarm and starts a preset delay timer. During the delay, the system continuously monitors whether it receives a vehicle intrusion signal or a user cancellation command. If no termination condition is detected, the unlocking action is executed after the delay ends; if any termination condition is detected during the delay, the unlocking process is immediately interrupted, and the door remains locked.

[0157] For example, the system determines that the key is in the valid unlock position and prepares to unlock the vehicle. At this time, the vehicle's hazard lights flash three times, the horn sounds twice, and it waits for five seconds. If, within these five seconds, the vehicle's tilt sensor detects someone attempting to break the window (i.e., a vehicle intrusion signal), or the user clicks the cancel button via the mobile app, the system immediately stops the unlocking operation, and the doors remain locked. If there are no abnormalities or cancellation commands within five seconds, unlocking will proceed automatically.

[0158] Therefore, by introducing audible and visual cues and a delayed confirmation mechanism, the system effectively prevents accidental locking when there is an intrusion risk or when the user changes their intention, thereby enhancing the vehicle's security level. Optionally, the method also includes:

[0159] Step S208: In response to detecting the control operation corresponding to the vehicle's contact sensing unit and the real-time key position being in the vehicle's interior area, initiate near-field communication authentication to the digital key terminal.

[0160] In step S209, in response to successful near-field communication authentication, the vehicle is controlled to perform an unlocking action.

[0161] In this embodiment, when the control operation corresponding to the vehicle's contact sensing unit is detected and the real-time key position is within the vehicle's interior area, the vehicle control system initiates near-field communication authentication to the digital key terminal. The contact sensing unit refers to a capacitive sensor installed on the door handle, used to detect capacitance changes caused by the user's finger touch. The control operation refers to the user's action of touching the door handle, such as pressing or sliding the door handle with their finger.

[0162] Near Field Communication (NFC) authentication refers to the process of identity verification and data exchange between a vehicle and a digital key terminal using short-range wireless technologies such as Bluetooth Low Energy (BLE) or Near Field Communication (NFC).

[0163] It can be seen that when the vehicle control system detects that the user has touched the door handle and confirms that the real-time key is located in the vehicle area, the vehicle actively initiates a near-field communication authentication request to the digital key terminal.

[0164] For example, if a user forgets their keys inside the car and then goes outside to touch the door handle, the vehicle control system detects the touch signal and locates the key inside the car, and then initiates BLE near-field communication authentication to the user's mobile phone.

[0165] Therefore, an emergency unlocking trigger mechanism based on user-initiated touch is provided when the key is accidentally locked inside the car and the automatic self-healing mechanism may fail.

[0166] When near-field communication authentication is successful, the vehicle control system controls the vehicle to perform the unlocking action. Successful near-field communication authentication means that the digital key terminal successfully responds to the vehicle's authentication request and verifies the identity, such as the mobile phone returning a correct signature response and the vehicle verifying the signature is correct.

[0167] As can be seen, once the near-field communication authentication is successful, the vehicle control unit will execute the unlocking action to release the door lock.

[0168] For example, after the mobile phone successfully authenticates, the vehicle control system receives the authentication pass signal and then unlocks the car door, allowing the user to enter the vehicle.

[0169] This enables secure unlocking when the key is inside the vehicle, ensuring the user's ultimate operability in the event of accidental locking.

[0170] Optionally, the digital key terminal includes a smart mobile terminal, and the method further includes:

[0171] Step S210: Based on the operating system type of the smart mobile terminal, a target configuration instruction is sent to the smart mobile terminal, wherein the target configuration instruction is used to instruct the smart mobile terminal to maintain continuous acquisition and transmission of acceleration sensor data in the locked screen state or background running state.

[0172] Specifically, a smart mobile terminal refers to a handheld electronic device that has an independent operating system, a built-in G-sensor and wireless communication module (such as Bluetooth or Wireless Fidelity, Wi-Fi), and is capable of running applications to perform specific functions. In this application, it specifically refers to mobile devices such as mobile phones that serve as digital key carriers for collecting user motion status data and transmitting it to the vehicle control unit.

[0173] In this embodiment, the vehicle control system sends a target configuration instruction to the smart mobile terminal based on the terminal's operating system type. This target configuration instruction instructs the smart mobile terminal to maintain continuous acquisition and transmission of acceleration sensor data even when the screen is locked or running in the background. Specifically, the target configuration instruction refers to a specific control message sent by the vehicle to request or instruct the mobile device to adjust its system settings or application behavior to ensure that sensor data acquisition and uploading are maintained even in specific states (such as when the screen is locked or in the background). Examples include enabling "background application refresh" permission, starting "foreground service," or binding accessibility services to keep the process running.

[0174] Operating system type refers to the classification of the software platform that a mobile device runs on.

[0175] It can be seen that the vehicle control system identifies the operating system type of the current digital key terminal and sends corresponding configuration instructions based on the characteristics of the system, requiring the terminal to continue acquiring and transmitting acceleration sensor data to the vehicle even when the screen is off or the application is in the background.

[0176] For example, when the key terminal detects that it is using a Type 1 operating system, the vehicle sends a command to start a silent audio playback service or a foreground notification to prevent the operating system from killing background processes, thereby maintaining continuous uploading of G-sensor data. If the key terminal is using a Type 2 operating system, a command is sent to ensure that Bluetooth background mode is enabled.

[0177] This solves the data interruption problem caused by different operating systems having different restrictions on background processes, and ensures the continuity of sensor data required by the anti-locking logic.

[0178] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0179] According to one embodiment of this application, a schematic diagram of the distribution of functional areas around the vehicle body is provided. Figure 3 This is a schematic diagram of the functional area distribution around the vehicle body according to an optional vehicle control method based on an embodiment of this application, such as... Figure 3 As shown, current mainstream smart cars use Bluetooth Low Energy (BLE) technology to achieve keyless entry. The vehicle control system uses a multi-antenna array to locate the Bluetooth key (physical Fob / mobile phone) and divides the space around the vehicle into three zones: the unlocking zone, set to the range of 0 to 3 meters outside the vehicle, which supports unlocking triggered by the door handle capacitive sensor; the interior zone, set to the range inside the vehicle, which is only used for vehicle start permission verification; and the locking zone, the range of more than 3 meters outside the vehicle, which triggers the vehicle to lock automatically.

[0180] According to an embodiment of this application, a system embodiment for vehicle control is provided. It should be noted that this system can be used to execute the above-described vehicle control method.

[0181] Figure 4 This is a structural block diagram of an optional vehicle control system according to an embodiment of this application. The system mainly consists of two parts: the key end and the vehicle end. It works in conjunction with the vehicle control unit through wireless communication to achieve accurate key position recognition and anti-locking control functions.

[0182] The key terminals include two carriers: physical Fob keys and mobile digital keys. The physical Fob key has a built-in Bluetooth module (BLE), a G-sensor, and a sleep control module, used to wake up and broadcast signals when user movement is detected, or enter a low-power sleep state when idle. The mobile digital key runs on either a Type I or Type II operating system, integrates a G-sensor and a key wallet interface, supports continuous Bluetooth broadcasting through the digital key client application, and implements background keep-alive and wake-up mechanisms to address the different system characteristics of Type I and Type II operating systems, ensuring stable collection and uploading of acceleration data even when the screen is locked or running in the background.

[0183] The vehicle-side system mainly includes a Bluetooth positioning module, door handle capacitive sensors, and a central controller. The Bluetooth positioning module consists of an onboard low-frequency antenna array, specifically comprising one or two positioning modules located inside the vehicle and three or four positioning modules located outside the vehicle. Working in conjunction with the RSSI positioning system, it accurately divides the key into three zones: the PE zone, PS zone, and Lock zone. The door handle capacitive sensors, located on the door handles, possess specific acquisition accuracy and response time, used to detect user touch behavior to trigger near-field communication authentication. The central controller, as the core of the system, is responsible for executing anti-lock logic judgments. It communicates with each module via the Controller Area Network (CAN) or Local Interconnect Network (LIN) bus, stores relevant event logs and configuration information, and coordinates Bluetooth positioning data, G-Sensor motion status, and capacitive sensor trigger signals to jointly complete automatic locking interception, false locking self-healing, and cross-zone unlocking control.

[0184] Figure 5 This is a schematic flowchart of an optional vehicle control method according to an embodiment of this application. Figure 5 As shown, when the vehicle meets the automatic locking trigger conditions of the positioning algorithm (e.g., the door is closed, the gear is in P, and the vehicle speed is zero), the vehicle control system executes a multi-level judgment process to implement a locking interception mechanism, thereby preventing accidental locking. The specific process is as follows: First, the vehicle control system determines whether the key is currently in the automatic locking area. If the judgment result is that the key is not in the area, the locking process is not triggered, and the current judgment ends; if the judgment result is that the key is in the area, the next step is taken. Next, the vehicle control system reads the G-sensor data built into the key to determine whether the key is in motion. During this process, the vehicle control system ensures that it obtains valid G-sensor data samples and defines "stationary state" as the three-axis combined acceleration of the key's G-sensor is less than 0.3g. If the key is detected to be in a stationary state, the vehicle control system directly intercepts the locking command; if the key is detected to be in motion (i.e., acceleration greater than or equal to 0.3g), the next step is taken. Subsequently, the vehicle control system analyzes the duration of motion to filter out instantaneous vibrations. Specifically, if the time window during which the detected acceleration exceeds the threshold is less than 200ms, the vehicle control system determines that the motion is an instantaneous vibration (such as the vibration caused by the impact of closing the door), and at this time, it prohibits the automatic locking and records the corresponding event log; if the duration of the motion is greater than or equal to 200ms, the vehicle control system determines that it is a continuous motion and allows the locking process to be executed.

[0185] Furthermore, to address scenarios where accidental locking occurs due to extreme conditions (such as external vibrations to the vehicle body), the vehicle control system incorporates a deadlock resolution mechanism (i.e., a self-healing function for accidental locking). Within a 30-second time window (T1) after the vehicle completes the locking operation, the vehicle control system continuously monitors the key's location signal. If the vehicle control system detects that the key signal has drifted back from the Lock zone to the PS zone (i.e., the interior area of ​​the vehicle), and two conditions are met simultaneously: first, no new continuous movement is detected (thus ruling out the possibility that the user has taken the key); and second, no unlocking request is detected from outside the vehicle, then the vehicle control system determines that the locking was an "accidental locking caused by location drift." Once determined to be an accidental locking, the vehicle control unit will automatically send an unlocking command to release the locked door. Optionally, the vehicle control system can also notify the user via the vehicle's audio system or lights, informing them that "the key has been detected inside the vehicle and the door has been automatically unlocked," to enhance the user experience.

[0186] To address the potential failure of the automatic error correction mechanism and ensure user operability when the key is accidentally locked inside the vehicle, this application provides a cross-regional passive unlocking mechanism as an emergency access method. When the key is locked inside the vehicle and automatic unlocking attempts fail, the user can enter the vehicle using a mechanical key or other backup method, and then touch the capacitive sensor located on the door handle to trigger the unlocking process. At this time, the vehicle control unit initiates near-field communication authentication (supporting NFC or BLE protocols). After verifying the user's identity and detecting that the key is currently located in the vehicle's interior area (PS area), the unlocking operation is allowed and the door is released from the lock. This mechanism ensures that even if the automatic error correction logic fails to trigger unlocking, the user can still manually open the vehicle, thus avoiding the predicament of relying on a spare key or external assistance.

[0187] To address the differences in background process management across smart terminal operating systems, this application designs a corresponding keep-alive mechanism for the digital key client to ensure continuous acquisition of G-sensor data and stability of Bluetooth broadcasting. In the second type of operating system, the digital key client starts a foreground service and prevents the application from being killed by the operating system in the background by playing silent audio or binding accessibility services. Simultaneously, it uses an Alarm Manager timer to periodically wake the application to maintain continuous Bluetooth Low Energy (BLE) signal broadcasting. In the first type of operating system, the client enables Bluetooth Central mode and Location Updates permissions in the background and implements an automatic retry mechanism to restore the connection when remote notification registration fails. Furthermore, utilizing the area fence technology of a geofencing monitoring framework, if the vehicle enters or leaves a preset fenced area when the application is killed by the operating system in the background, the vehicle control system can automatically wake up the application, thereby restoring key positioning and status detection functions.

[0188] The control method and system provided in this application bring significant technical benefits. First, by integrating G-sensor motion state perception and multimodal area recognition technology, the probability of accidental locking and self-locking of the physical Fob key and mobile digital key is greatly reduced. Real-world testing data shows that no key self-locking or unlocking failures due to vehicle control system misjudgment occurred in multiple tests. Second, this solution overcomes the "deadlock dilemma" in traditional technologies, significantly improving the success rate of cross-area unlocking. Users do not need to rely on a spare key or roadside assistance; they can quickly unlock the door simply by touching the door handle. The response time for the external unlocking area (PE area) is less than 500ms, and the response time for the internal unlocking area (PS area) is less than 800ms, greatly enhancing the user experience. Finally, this application achieves a zero-hardware-cost upgrade solution. By reusing existing physical key G-sensors, mobile phone built-in sensors, and door handle capacitive sensors, no new hardware is required. All functions can be achieved simply by upgrading the software firmware of the vehicle control unit and the mobile digital key application.

[0189] Optionally, the following is a detailed description of specific implementation methods and alternative solutions of this application.

[0190] In Example 1, taking a vehicle with a physical Fob key (non-dormant type) and a capacitive sensor as an example, the vehicle control system prevents accidental locking through multiple logic steps. In a normal anti-locking scenario, when the user exits the vehicle and closes the door, if the physical Fob key is left in the center console and the vehicle is stationary, even though the vehicle meets the automatic locking conditions (e.g., door closed, gear in Park, vehicle speed at zero), and the digital key module sends a locking command, the vehicle control system will continuously monitor the key's acceleration change within a specific time window (e.g., 2 seconds). If the absolute value of the acceleration is detected... If the force is less than the preset static threshold of 0.3g, the vehicle control system determines that the key is in a "stationary inside the vehicle" state, thus directly intercepting the locking command to avoid accidental locking. In extreme accidental locking scenarios, if the violent vibration generated when the user gets out of the car and closes the door causes the Fob's G-sensor to detect instantaneous acceleration... Although the value was greater than the threshold of 0.3g, further analysis by the system revealed that the duration of the high acceleration was only 80ms, which was less than the preset duration threshold of 200ms. The system judged it as a "false motion", that is, the impact of closing the door rather than a continuous exiting action, and thus directly intercepted the locking command, effectively avoiding false locking caused by instantaneous vibration.

[0191] In Example 2, for vehicles equipped with capacitive sensors and mobile digital keys (Type 1 operating system models), the vehicle control system has specifically optimized the handling of background broadcast restrictions. In a normal anti-locking scenario, when a user places a Type 1 operating system mobile phone on a vehicle seat and it remains stationary, after the screen is locked for a period of time, the phone may stop BLE broadcasting due to system policy restrictions. If the automatic locking conditions are met at this time, the system attempts to wake the phone by calling the wallet key interface, forcibly acquiring and uploading G-sensor data from the most recent time period (e.g., 2 seconds). If the data displays the absolute value of acceleration... If the key is less than the stationary threshold of 0.3g, the vehicle control system determines that the key is stationary and thus blocks the locking command. In extreme cases of accidental locking, if the user gets out of the car and closes the door, causing vibration that triggers the phone's G-sensor, the key may be locked. Furthermore, the duration is 150ms (less than the 200ms threshold). Simultaneously, due to the vehicle's metal structure or electromagnetic interference causing the phone's BLE signal to drift to the Lock zone (e.g., RSSI = -90dBm), the vehicle control system, considering the overall motion duration, determines it as an instantaneous vibration and still directly intercepts the locking command. This ensures that even if signal drift occurs, as long as the motion characteristics meet the instantaneous vibration standard, locking will not be triggered. This solves the problem of false locking caused by background restrictions or signal drift in the first type of operating system models. For example, the first type of operating system could be iOS, and the second type could be Android.

[0192] Example 3 demonstrates a self-healing mechanism for accidental locking in the vehicle control system. When the user exits the vehicle, if an external vibration (such as resonance caused by a passing vehicle) triggers the key G-sensor to detect the lock, the mechanism will automatically lock. The lock duration is 180ms. If the vehicle control system misinterprets this as valid movement and performs a locking operation, it will then enter a self-healing monitoring process. After locking, the vehicle control unit continuously monitors the key's positioning signal. If, within a preset time window (e.g., at the 15th second), the key signal is detected drifting back from the Lock zone to the PS zone, and no new continuous movement is detected during this period, nor is an unlocking request received from outside the vehicle, the vehicle control system determines that the locking was a "false lock caused by positioning drift." At this time, the vehicle control unit automatically sends an unlocking command to release the door lock and notifies the user through the vehicle's audio or lights that "the key has been detected inside the vehicle and the door has been automatically unlocked," thus achieving system-level automatic error correction. Normal use can be restored without user intervention, greatly improving the user experience.

[0193] Example 4 demonstrates a cross-regional passive unlocking mechanism as an emergency channel when the automatic error correction mechanism fails. If, due to special circumstances, the key is locked inside the vehicle and the self-healing mechanism fails to trigger unlocking, the user can open the door and enter the vehicle using a backup method (such as a mechanical key). Once inside, the user touches the capacitive sensor on the door handle, triggering the vehicle control system's near-field communication authentication process. At this time, the vehicle control system detects the key is located in the PS area and initiates NFC or BLE near-field communication for identity authentication. If the user authentication is successful, the vehicle control system performs the unlocking operation, releasing the door lock. This mechanism, as a supplement to automatic unlocking, ensures that the user can still quickly regain vehicle access through manual operation when the automatic logic fails. The measured response time is less than 800ms, ensuring the user's ultimate operability.

[0194] In addition to the specific implementation methods described above, this application also provides several alternative solutions to adapt to different hardware configurations or scenario requirements. Firstly, regarding motion detection, a G-sensor is not the only option; a gyroscope (for detecting angular velocity) or a dedicated vibration sensor can be used instead, as long as it can accurately distinguish between "stationary" and "moving" states. Although such solutions may slightly increase costs, they offer a wider range of applicable scenarios, such as accurate identification even when the key is inside a bag and experiences slight vibrations. Secondly, regarding PS zone recognition, in addition to BLE signal strength-based positioning, in-vehicle ultra-wideband (UWB) anchor points or infrared sensors can be introduced for auxiliary judgment to improve positioning accuracy (error can be controlled within 0.1m), but this usually requires additional hardware support. Furthermore, regarding the expansion of unlocking functions, the unlocking logic of the door handle capacitive sensor can be expanded from supporting only the PS zone to supporting dual-zone unlocking (PS zone combined with PE zone). This requires adding state machine logic: touching the PS zone unlocks the door, while touching the PE zone requires additional verification of the key's position to confirm security, resulting in more comprehensive functionality but correspondingly increased logical complexity. Finally, regarding the communication protocol, the physical key can adopt a dual-mode communication scheme combining BLE and UWB. BLE enables low-power positioning, while UWB enables high-precision PS zone determination. Although this significantly reduces the positioning drift rate (to 0.1%), it also increases hardware costs. These alternative solutions are all within the scope of protection of this application and can be flexibly selected according to the actual vehicle configuration.

[0195] According to an embodiment of this application, a vehicle control device is provided. It should be noted that the device can be used to execute the above-described vehicle control method.

[0196] Figure 6 This is a structural block diagram of an optional vehicle control device according to an embodiment of this application. The vehicle control device 600 includes: an acquisition module 601, used to acquire the real-time key position corresponding to the digital key terminal in response to the vehicle meeting the automatic locking trigger condition; a reading module 602, used to read acceleration sensing data from the digital key terminal if the real-time key position is within the automatic locking area corresponding to the vehicle; a determination module 603, used to determine the motion state of the digital key terminal based on the acceleration sensing data and preset acceleration and duration conditions, and obtain a determination result; and a control module 604, used to control the vehicle to perform a locking action in response to the determination result indicating that the digital key terminal is in a continuous motion state that simultaneously meets the acceleration and duration conditions.

[0197] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0198] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0199] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0200] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0201] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0202] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0203] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0204] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0205] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0206] 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 the prior art, 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.) 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, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0207] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the vehicle meeting the automatic door locking trigger conditions, obtain the real-time key location corresponding to the digital key terminal; If the real-time key position is within the automatic locking area corresponding to the vehicle, read acceleration sensor data from the digital key terminal; Based on the acceleration sensing data and preset acceleration and duration conditions, the motion state of the digital key terminal is determined, and a determination result is obtained. In response to the determination result indicating that the digital key terminal is in a continuous motion state that simultaneously satisfies the acceleration condition and the duration condition, the vehicle is controlled to perform a locking action.

2. The method according to claim 1, characterized in that, The digital key terminal integrates a gravity sensor, and the acceleration sensing data includes an acceleration signal stream continuously collected by the gravity sensor according to a preset period.

3. The method according to claim 1 or 2, characterized in that, The acceleration condition is defined by a calibrable acceleration threshold, and the duration condition is defined by a calibrable first duration threshold. The acceleration threshold and the first duration threshold are stored in the vehicle's non-volatile memory, and the acceleration threshold and the first duration threshold can be dynamically updated through the vehicle's update components. Based on the acceleration sensing data, the acceleration condition, and the duration condition, the motion state of the digital key terminal is determined, and the determination result includes: If the real-time acceleration in the acceleration sensing data is greater than the acceleration threshold, it is determined that the acceleration condition is met, and the duration for which the real-time acceleration is greater than the acceleration threshold is monitored. If the duration exceeds the first duration threshold, it is determined that the duration condition is met, and the determination result indicates that the digital key terminal is in the continuous motion state.

4. The method according to claim 3, characterized in that, The method further includes: If the duration is less than or equal to the first duration threshold, the determination result is that the digital key terminal is in a state of instantaneous vibration, and the locking action to be performed by the vehicle is intercepted. If the average real-time acceleration within the second time threshold is less than the acceleration threshold, the determination result is that the digital key terminal is in a state of apparent stillness, and the locking action to be performed on the vehicle is intercepted.

5. The method according to claim 1, characterized in that, The method further includes: In response to the completion of the locking action, a preset time window is started; If the conditions for accidental locking are detected within the preset time window, the vehicle is controlled to perform an unlocking action. The conditions for accidental locking include: the real-time key position changes from the automatic locking area to the vehicle interior area; the determination result indicates that the digital key terminal has not entered the continuous movement state, has not received an unlocking request from outside the vehicle, and has not detected a vehicle intrusion signal.

6. The method according to claim 1 or 5, characterized in that, The real-time key position is acquired by the vehicle's Bluetooth antenna array, and the automatic locking area is an environmental space area where the distance between the key and the vehicle is greater than a preset distance threshold.

7. The method according to claim 1, characterized in that, In response to detecting the control operation corresponding to the contact sensing unit of the vehicle and the real-time key location being in the vehicle interior area, a near-field communication authentication is initiated to the digital key terminal; In response to successful near-field communication authentication, the vehicle is controlled to perform an unlocking action.

8. The method according to claim 1, characterized in that, The digital key terminal includes a smart mobile terminal, and the method further includes: According to the operating system type of the smart mobile terminal, a target configuration instruction is sent to the smart mobile terminal, wherein the target configuration instruction is used to instruct the smart mobile terminal to maintain the continuous acquisition and transmission of the acceleration sensing data in the locked screen state or background running state.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 8.

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