Non-inductive commuting control method, device and equipment applied to vehicle and storage medium
Patent Information
- Application Number
- CN202610837651.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-06-10
- Publication Date
- 2026-09-15
Smart Images
Figure CN122765415A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle-related technology, specifically to a method, device, equipment, and storage medium for seamless commuting control of vehicles. Background Technology
[0002] In vehicle commuting scenarios, users travel to and from fixed locations every day (such as between home and work), and each time they use the car, they need to repeatedly perform operations such as waking up the car's infotainment system, setting navigation, and adjusting the cabin, which is a rather cumbersome experience.
[0003] While existing technologies include geofence-based automatic triggering schemes, these schemes are prone to triggering the vehicle's infotainment system when entering the same geofence during non-commuting hours (such as weekends and holidays), resulting in false triggering, wasted power, and excessive system resource usage.
[0004] Therefore, how to achieve precise and low-error-triggered seamless commuting control in commuting scenarios is a technical problem that urgently needs to be solved in this field. Summary of the Invention
[0005] In view of the above problems, this application provides a method, device, equipment and storage medium for contactless commuting control of vehicles, which solves the problems of high false trigger rate, low commuting efficiency and cumbersome operation in the prior art.
[0006] According to one aspect of the embodiments of this application, a seamless commuting control method for vehicles is provided, the method comprising:
[0007] Get the current time and the vehicle's current location;
[0008] If the current location is within any preset commuting geofence and the current time is within the time fence associated with the commuting geofence, the vehicle's infotainment system is activated to perform seamless commuting control.
[0009] In one alternative approach, waking up the vehicle's infotainment system for seamless commuting control includes:
[0010] User identity information is collected through a preset sensing method and matched with a pre-stored user profile to identify the current user; wherein, the preset sensing method includes near-field sensing method and / or biometric identification method;
[0011] Seamless commuting control is implemented based on the personalized commuting strategy associated with the current user.
[0012] In one alternative approach, the personalized commuting strategy includes at least: a first commuting geofence, a second commuting geofence, and a first preset navigation route from the first geofence to the second geofence and / or a second preset navigation route from the second geofence to the first geofence;
[0013] The step of performing seamless commuting control based on the personalized commuting strategy associated with the current user includes:
[0014] If the current location is within the first commuting geofence, then load the first preset navigation route;
[0015] If the current location is within the second commuting geofence, then the second preset navigation route is loaded.
[0016] In an alternative embodiment, when loading the first preset navigation route or loading the second preset navigation route, the method further includes:
[0017] Based on real-time traffic information and / or user instructions, optimize or replan navigation routes.
[0018] In one alternative approach, the personalized commuting strategy further includes: cabin preference settings, which include at least one of the following: seat position, steering wheel angle, rearview mirror angle, air conditioning temperature, and media playlist;
[0019] The step of performing seamless commuting control based on a personalized commuting strategy associated with the current user also includes:
[0020] The cabin environment is automatically configured according to the stated cabin preference settings.
[0021] In one alternative approach, the first preset navigation route and / or the second preset navigation route includes at least one geofence for a connecting station, and the method further includes:
[0022] When the vehicle is located within the geofence of the shuttle station, the identity of the current boarding user is identified through the preset sensing method;
[0023] If the user boarding the vehicle is not a driver, a commuting sub-trip record associated with this commuting trip is created for the user; wherein, the commuting sub-trip record includes the user's boarding time, alighting time, and corresponding route.
[0024] In an alternative approach, the method further includes:
[0025] When the vehicle is detected to have entered the geofence corresponding to the destination, and the vehicle is shifted to P gear or the engine is turned off, the current commuting trip is considered to have ended.
[0026] The system automatically generates a trip report and sends the report to a designated receiver via a preset method. The receiver includes at least one of the following: a user's personal device, a corporate attendance system, or a cloud storage server.
[0027] According to another aspect of the embodiments of this application, a contactless commuting control device for vehicles is provided, the device comprising:
[0028] The acquisition unit is used to acquire the current time and the vehicle's current location;
[0029] The processing unit is configured to wake up the vehicle's infotainment system to perform seamless commuting control if the current location is within any preset commuting geofence and the current time is within a time fence associated with the commuting geofence.
[0030] According to another aspect of the embodiments of this application, an electronic device is provided, including: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other through the communication bus;
[0031] The memory is used to store at least one executable instruction that causes the processor to perform the operation of the seamless commuting control method for vehicles as described in any of the above.
[0032] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction that causes an electronic device / apparatus to perform the operation of the seamless commuting control method for vehicles as described in any of the above claims.
[0033] This application embodiment obtains the current time and the current location of the vehicle, and wakes up the vehicle's in-vehicle system when the current location is within any preset commuting geofence and the current time is within the time fence associated with the commuting geofence. This realizes the trigger determination of seamless commuting control based on the dual constraints of location and time, reduces the probability of false triggering during non-commuting periods or in non-target scenarios, and thus improves the control accuracy, operational stability and automation management level of the vehicle in commuting scenarios.
[0034] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description
[0035] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:
[0036] Figure 1 A module architecture diagram of a seamless commuting control system for vehicles provided in this application embodiment;
[0037] Figure 2 A flowchart illustrating a seamless commuting control method for vehicles provided in this application embodiment;
[0038] Figure 3 An example diagram of a state activation provided in an embodiment of this application;
[0039] Figure 4 A flowchart illustrating another contactless commuting control method for vehicles provided in this application embodiment;
[0040] Figure 5 An example diagram illustrating the binding relationship between a multi-user personalized commuting profile and multimodal identity authentication, provided for embodiments of this application;
[0041] Figure 6 A schematic diagram of a contactless commuting control device for vehicles provided in an embodiment of this application;
[0042] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation
[0043] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein.
[0044] In family car scenarios, a single smart car may be used by multiple family members (such as husband, wife, and children), each with significantly different commuting destinations and cabin preferences (such as seat position, air conditioning temperature, and media playlists). For example, the husband commutes to company A daily and prefers a sporty seat and low-temperature air conditioning; the wife commutes to company B and prefers a comfortable seat and slightly higher temperature. Existing in-vehicle systems require users to manually switch navigation routes and cabin settings, which is cumbersome and easily confusing. In corporate shuttle scenarios, company shuttles need to pick up and drop off employees at multiple points within fixed time periods, and employee identification, route planning, and trip data statistics all rely on manual intervention. For example, the shuttle needs to stop at multiple residential community stops to pick up and drop off employees, but existing systems cannot automatically identify the identity of boarding employees or record commuting times, resulting in low efficiency in attendance statistics.
[0045] In some existing intelligent connected vehicles used in family car-sharing and corporate shuttle commuting scenarios, geofencing technology can be used to trigger navigation wake-up when the vehicle enters a preset area (such as a home or company). However, this single geofencing-based triggering method is prone to accidental navigation wake-up when the vehicle enters a home or company geofence during non-commuting hours (such as weekends and holidays), resulting in wasted power and system resource consumption. Furthermore, in multi-user sharing or multi-person shuttle scenarios, the accuracy of identity recognition and personalized matching is insufficient, and the reliance on manual trip data management also affects commuting efficiency and system stability. Therefore, how to achieve precise, low-error-triggered, and seamless commuting control in commuting scenarios, thereby improving commuting efficiency and accuracy during commuting hours and reducing accidental triggering during non-commuting hours, has become an urgent technical problem to be solved.
[0046] To address at least one of the aforementioned technical problems, this application provides a seamless commuting control method for vehicles. This method matches the vehicle's current location with a preset commuting geofence and further combines this with a time fence associated with the geofence to determine the current time. The vehicle's infotainment system is only activated when the current location is within any preset commuting geofence and the current time is within the corresponding time fence, thus enabling seamless commuting control. This method, by combining the dual constraints of geofence and time fence, ensures that the system triggers the commuting process only at the correct time and location, effectively avoiding false wake-ups in non-commuting scenarios. For example, when a vehicle enters a home geofence on a weekend, the system will not mistakenly activate navigation because it is not within the commuting time window, thereby reducing power consumption and system resource waste. This technical approach, through a dual spatiotemporal judgment mechanism, solves the problem of misoperation caused by a single geofence triggering logic, significantly improving the system's accuracy and practicality. Simultaneously, this method requires no manual user intervention, achieving seamless operation of the commuting process and providing a more reliable automation solution for family car-sharing and corporate shuttle bus scenarios.
[0047] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.
[0048] For example, Figure 1 This is a module architecture diagram of a seamless commuting control system for vehicles, provided as an embodiment of this application. Figure 1As shown, the seamless commuting control system applied to vehicles may include: a vehicle central control unit, and connected to it a geofencing module, a time-fencing module, an identity authentication module, a personalized configuration library, a navigation engine, a cockpit control ECU, and a trip recording module. The geofencing module and the time-fencing module monitor the vehicle's real-time location and current time, respectively. When both simultaneously meet preset spatiotemporal conditions, the vehicle central control unit is activated. Subsequently, the identity authentication module confirms the current user through near-field perception or biometrics and retrieves the personalized commuting strategy bound to the user from the personalized configuration library (which may include commuting origin and destination geofencing, navigation routes, and cockpit preferences, etc.). Based on this, the vehicle central control unit calls the navigation engine to load the corresponding route, while simultaneously controlling the cockpit control ECU to automatically adjust seat, air conditioning, and other preference settings. After the trip is completed, the trip recording module automatically generates a report and distributes it to designated terminals, thus forming a complete seamless commuting closed loop from triggering, identification, execution to archiving.
[0049] Figure 2 This is a flowchart illustrating a seamless commuting control method for vehicles, provided in an embodiment of this application. This method is applicable to high-frequency commuting scenarios involving daily travel to and from fixed locations (e.g., between home and work), aiming to achieve a seamless "get in and go" experience while avoiding accidental triggering during non-commuting hours. The method described in this embodiment can be executed by a vehicle controller, vehicle domain controller, cockpit processing unit, or vehicle control unit communicating with the vehicle system. The relevant modules operate after the vehicle is powered on, unlocked, woken up by proximity, or in a low-power standby monitoring state to respond to the user's commuting needs in real time. Figure 2 As shown, the seamless commuting control method for vehicles provided in this embodiment may include the following steps:
[0050] Step 210: Obtain the current time and the vehicle's current location.
[0051] For example, the current time is used to represent the actual point in time or the actual time period when the vehicle initiates the judgment. The current time can be directly output by the vehicle's internal clock module, or it can be obtained from the mobile communication network through the global satellite positioning time signal, the vehicle communication module, or synchronized with the time through a mobile terminal connected to the vehicle. To ensure the consistency of the judgment results, the obtained time information can be uniformly converted into a standard time format under a preset time zone, and further broken down into date, day of the week, and hour, minute, and second fields for subsequent matching with time fences. In addition, a current timestamp and a label for the current time period can be generated, such as weekday morning rush hour, weekday evening rush hour, or non-commuting period labels, etc., which are not limited in this embodiment.
[0052] The vehicle's current location represents its current geographical position. This location can be obtained by the vehicle's positioning module, which can be based on global navigation satellite systems (GNSS), inertial navigation units (INS), cellular network positioning, Bluetooth positioning, ultra-wideband positioning (UWB), or multi-source fusion positioning. When underground parking garages, building obstructions, or elevated environments cause instability in a single satellite signal, the current location can be corrected by combining the motion trajectory output by the inertial measurement unit, vehicle wheel speed signals, and historical parking point information, thereby generating a stable vehicle location result. To ensure the location data meets the requirements for geofencing, the positioning result can be converted into latitude and longitude coordinates, elevation information, and positioning accuracy indicators.
[0053] In this embodiment, obtaining the current time and the vehicle's current location can be a one-time trigger or a periodic execution. To reduce standby power consumption, the positioning module and clock module can operate intermittently in a low-power mode, or increase the sampling frequency only when the vehicle is near a preset candidate geofence. Specifically, when the vehicle is in standby monitoring, the positioning module can perform low-power positioning according to a first sampling period (e.g., 30 seconds); when the vehicle's position is detected to be less than a preset distance (e.g., 200 meters) from any preset geofence boundary, it automatically switches to a second sampling period (e.g., 2 seconds) to improve the real-time performance of the judgment; when the vehicle enters the geofence, it further switches to continuous positioning mode to ensure the timeliness and accuracy of spatiotemporal condition judgment. For example, when the vehicle is in standby monitoring, time and location data can be obtained by polling according to a preset sampling period. This sampling period can be set to several seconds to tens of seconds according to the vehicle's power consumption strategy, and the sampling interval can be adaptively shortened when the vehicle's moving speed increases, approaches a preset area, or the door status changes, in order to improve the real-time performance of the judgment.
[0054] This step continuously and stably acquires the current time and vehicle location, enabling the system to determine whether the vehicle is in a suspected commuting scenario. This provides a basis for subsequent wake-up only when the vehicle aligns with actual commuting patterns, thus avoiding judgment bias caused by relying solely on a single dimension of information. Based on this approach, this step not only completes the collection of raw time and location data but also generates structured judgment data that can be directly invoked by subsequent logic.
[0055] Step 220: If the current location is within any preset commuting geofence and the current time is within the time fence associated with the commuting geofence, then wake up the vehicle's infotainment system to perform seamless commuting control.
[0056] For example, this step is used to jointly determine whether the vehicle currently meets the triggering conditions for seamless commuting, and drive the vehicle system to switch from a low-power state to a working state when the determination result is true.
[0057] Commuting geofences are pre-defined geographical areas used to identify whether vehicles enter spatial regions related to commuting behavior. In practice, circular, polygonal, or road corridor-style virtual boundaries can be established around the map coordinates of a user's daily residence, workplace, fixed transfer points, or other high-frequency commuting nodes. Each geofence has a fence identifier, center coordinates or boundary point set, effective radius or boundary set, and corresponding scene attributes.
[0058] A time fence is a time range associated with the aforementioned commuting geofence, used to determine whether the current time falls within the time period during which commuting controls for that geofence are permitted. Time fences support periodic configuration, including but not limited to: weekday mode (e.g., Monday to Friday), weekend mode (e.g., Saturday to Sunday), and custom date ranges (e.g., specific dates after adjustments for statutory holidays). Each geofence can be associated with one or more time fences with different periodic attributes. For example, a home geofence can be associated with both "weekday 7:00-9:00" and "Saturday 8:00-10:00" time fences simultaneously to meet users' commuting needs under different date types. Similarly, a home area can be associated with a weekday morning departure time window, and an office area can be associated with a weekday evening return time window. Different time rules can also be set for holidays, adjusted workdays, and single / double weekend systems; this embodiment does not impose such limitations.
[0059] For example, Figure 3 This is an example diagram illustrating a state activation as provided in an embodiment of this application. For example... Figure 3 As shown, the home fence is only effective during the morning commute (e.g., 7:00-9:00), and the company fence is only effective during the evening commute (e.g., 17:00-19:00). Both fences are ineffective at other times (e.g., 0:00, 12:00, 24:00). This clearly demonstrates the constraint effect of time-based fencing on the triggering conditions of geofencing, avoiding accidental triggering outside of commuting hours.
[0060] In actual execution, the system first reads the current location and uses a geofence-based matching algorithm to match the current location with all preset commuting geofences one by one. Once the current location falls within a geofence, the system further retrieves the time geofence associated with that geofence and compares it with the current time to determine whether the current time falls within the start and end time range corresponding to that geofence. Only when both spatial and temporal conditions are met simultaneously will a wake-up command be generated and sent to the vehicle's infotainment system.
[0061] The vehicle infotainment system (VIS) is the in-vehicle system used for commuting control. It is responsible for entering a working state and taking over the subsequent seamless commuting process after meeting certain time and space conditions. In practice, when not activated, the VIS can be in a sleep state, a shallow standby state, or a low-power state with some functions disabled. Upon receiving a wake-up signal that meets the joint judgment conditions, the VIS processor powers on or elevates its operating level, loading user accounts, cabin configurations, navigation resources, communication services, etc., thus entering a working state capable of executing commuting services. Seamless commuting control means that the system automatically completes commuting-related service preparations without requiring additional manual operation from the user. Examples include preloading navigation routes, adjusting seat and air conditioning parameters, synchronizing schedule reminders, displaying traffic congestion information, or triggering door welcome interactions. To avoid false triggers, the joint judgment logic in this step adopts a two-condition mechanism of "location and time conditions being met," rather than simply activating the system upon the vehicle entering a location. For example, when a vehicle enters the area surrounding a company on a weekend, or briefly enters the area near a home during weekday lunchtime, the system will not wake up the vehicle's infotainment system because the current time is not within the corresponding time geofence. This reduces invalid startups and the resulting increase in power consumption and user interference. In one possible embodiment, when a vehicle matches multiple commuting geofences simultaneously, conflict resolution can be performed based on geofence priority, proximity to the geofence center, consistency of recent historical commuting behavior, or time geofence matching confidence, ensuring that a wake-up process is ultimately performed only once based on the target geofence. In another possible embodiment, to improve stability, the system can require the current location to remain within the commuting geofence for a preset duration, or after multiple consecutive sampling determinations, before outputting a wake-up command, to avoid misjudgments due to location drift.
[0062] From a technical perspective, this step expands the recognition of commuting scenarios from simple geographic location triggering to a composite triggering mechanism constrained by both space and time. This allows the system to correlate "the vehicle is located in a relevant location" with "currently being in the typical commuting time period corresponding to that location." In this way, even if the vehicle is geographically close to home or office, it will not trigger the vehicle's infotainment system wake-up if the time pattern is not met, thus significantly reducing the probability of false wake-ups during non-commuting hours. Conversely, in real commuting scenarios, when the vehicle enters a preset location and is within the corresponding time window, the system can promptly wake up the vehicle's infotainment system and complete resource preloading, enabling subsequent navigation, cockpit interaction, and identity recognition processes to start in advance, thereby shortening user waiting time and improving the user experience. This application uses a configuration method that associates commuting geographic fences with time fences, essentially abstracting the user's long-term stable commuting behavior into a joint constraint model of spatial and temporal patterns. This model can respond to high-probability commuting scenarios without relying on the user's explicit operation in a given instance, thus ensuring trigger accuracy while also considering power consumption control and system response efficiency.
[0063] In this embodiment, by matching the vehicle's current location with a preset commuting geofence and further verifying the current time by combining it with a time fence associated with the geofence, the traditional location-based triggering method is adjusted to a triggering method jointly limited by time and space. This ensures that the vehicle system is only activated under conditions that better align with actual commuting patterns, thereby reducing the probability of false triggering when the vehicle enters relevant areas during non-commuting hours, minimizing invalid power-ups and resource usage, and providing a more reliable triggering basis for subsequent navigation loading, cabin configuration restoration, and other automated commuting services. This intelligent strategy of "triggering only at the right time and in the right place" significantly improves the accuracy of vehicle control and user experience in commuting scenarios.
[0064] Figure 4 This is a schematic flowchart illustrating another contactless commuting control method applied to vehicles, provided as an embodiment of this application. Figure 2 Compared to the previous embodiment, this embodiment, based on the dual spatiotemporal triggering conditions, further introduces automatic adaptation of user identity recognition and personalized commuting strategies, thereby solving the problem of personalized needs when multiple users share a vehicle. The method of this embodiment can also be executed by a vehicle controller, vehicle domain controller, or cockpit processing unit, etc. Figure 4 As shown, the seamless commuting control method for vehicles provided in this embodiment may include the following steps:
[0065] Step 410: Obtain the current time and the vehicle's current location.
[0066] It should be noted that the specific implementation of step 410 can be referred to the description of step 210, and will not be repeated here.
[0067] Step 420: Determine whether the current location is within any preset commuting geofence and whether the current time is within the time fence associated with the commuting geofence.
[0068] If yes, proceed to step 430; otherwise, proceed to step 410.
[0069] For example, the system is pre-configured with at least one commuting geofence (e.g., 50 meters around the home address and 30 meters around the company address), and each geofence is associated with at least one time geofence (e.g., "7:00-9:00 on weekdays" corresponds to the home geofence, and "17:00-19:00 on weekdays" corresponds to the company geofence). The vehicle compares its current location with all the pre-configured geofences and its current time with the corresponding time geofence. Only when both conditions are met is it considered a valid commuting trigger event, thus proceeding to the next step of the identity recognition process; otherwise, the system does not wake up the vehicle's infotainment system and returns to step 410 to continue low-power monitoring. This judgment mechanism effectively avoids false triggers during non-commuting periods (such as weekends and nighttimes), significantly reducing system power consumption and unnecessary resource consumption.
[0070] Step 430: Collect user identity information through a preset sensing method and match it with the pre-stored user profile to determine the current user; wherein, the preset sensing method includes near-field sensing method and / or biometric identification method.
[0071] For example, user identity information is used to indicate the current user's identity, serving as the basis for the vehicle system to perform identity verification and policy loading. The user profile is a pre-stored collection of user information, capable of recording the user's associations with commuting preferences, cabin configuration, and navigation habits. Near-field perception is used to acquire identity representation information based on proximity perception between the user's personal device and the vehicle after the user enters the vicinity of the vehicle. Biometric identification is used to collect the user's human characteristics and complete identity verification accordingly. The current user is a specific user object determined through matching; once their identity is confirmed, the corresponding commuting control policy can be associated. Personalized commuting policies describe the control configurations bound to specific users, capable of carrying differentiated parameters for navigation, cabin environment, and vehicle-to-everything (V2X) interaction.
[0072] In practical applications, after the vehicle meets the wake-up conditions, it starts the vehicle's infotainment system and calls the onboard sensing unit to identify users approaching the vehicle. If a near-field sensing method is used, the onboard terminal can receive near-field signals emitted by the user's personal device via Bluetooth, ultra-wideband, or RFID modules. For example, it can scan authorized devices carried by the user (such as smartphone Bluetooth MAC addresses, employee card RFID tags, NFC keys, etc.) and set corresponding signal strength thresholds. Only when the signal strength exceeds the threshold is it determined that the user has entered the vehicle or is approaching it, thus triggering the matching process and avoiding long-distance misidentification. Specifically, the system continuously scans surrounding Bluetooth devices and obtains their signal strength (RSSI). Only when the signal strength exceeds a preset threshold is it determined that the user has entered the vehicle or is approaching it, thus triggering the identity matching process. If the signal strength is below the preset threshold, the system continues low-power scanning but does not trigger identity matching to avoid long-distance misidentification and reduce system power consumption. The signal strength threshold can be dynamically configured according to the actual scenario, for example, set to a value between -60dBm and -40dBm to balance recognition sensitivity and anti-interference capability; this embodiment does not impose such limitations.
[0073] If biometric identification is used, the user's biometric features can be collected through vehicle cameras (facial recognition), fingerprint recognition modules (such as fingerprint sensors on steering wheels or door handles), voiceprint recognition, etc., and the collected biometric features can be matched with the identification features in the user's profile.
[0074] When using both near-field sensing and biometric identification methods, the system can jointly verify the results of both methods to improve the accuracy and stability of identity verification. For example, the system can prioritize quickly identifying the user approaching via Bluetooth signals, followed by secondary verification via facial recognition. When the results of the two identification methods match, the current user is directly identified. When the results do not match, the system can request manual confirmation from the user or select a user profile with higher confidence based on historical usage frequency. This joint verification mechanism effectively avoids misidentification caused by carrying other people's devices or facial obstruction.
[0075] The system compares the collected identity information with "user profiles" pre-stored in the vehicle or cloud server. Each user profile corresponds to an authorized user (such as a family member or company shuttle employee), and the profile contains the user's unique identification information (such as facial recognition code, Bluetooth MAC address, etc.) and the personalized commuting strategy required for subsequent steps. If the match is successful, the system determines the identity of the current user, and can then read the personalized commuting strategy associated with that user, and accordingly complete the commuting navigation loading, cabin parameter adjustment, and interactive interface configuration, so that the vehicle enters a seamless commuting state matched to that user; if the match fails or no valid user is detected, the system can continue to wait for a period of time before entering sleep mode or executing the default configuration.
[0076] The system solves the identity verification challenge in multi-user vehicle sharing scenarios by using user identity recognition. Whether it's a family vehicle used by husband and wife in turns, or a company shuttle bus carrying multiple employees, the system can automatically identify the current user's identity the moment it is activated, laying the foundation for providing personalized services in the future. Users do not need to manually select an account or enter a password, achieving a truly "seamless" experience.
[0077] Step 440: Perform seamless commuting control based on the personalized commuting policy associated with the current user.
[0078] For example, personalized commuting policies are used to describe control configurations tied to specific users, capable of carrying differentiated parameters for navigation, cabin environment, and vehicle-to-everything (V2X) interaction. For instance, personalized commuting policies may include geofencing of commuting origin and destination, preset navigation routes, cabin preference settings, etc.
[0079] Once the user's identity is confirmed, the system can retrieve their personalized commuting strategy from their profile and automatically execute the following seamless commuting controls. For example, it can automatically activate the navigation engine, load a preset route matching the commuting direction, and dynamically optimize it based on real-time traffic information. It can also send commands to the cockpit control ECU to automatically adjust the seat, rearview mirrors, air conditioning, and audio system according to the user's preset preferences, creating a personalized driving environment. Throughout the entire process, the user requires no manual operation; everything from wake-up and identity recognition to navigation settings and cockpit adjustments is completed automatically. By deeply integrating user identity with the commuting scenario, a personalized experience of "one person, one car, one world" is achieved. In cases where multiple family members share a vehicle, each user can immediately obtain their own commuting route and cockpit environment upon boarding. In corporate shuttle scenarios, the system can record the journey for each employee separately, facilitating subsequent attendance statistics and operational analysis.
[0080] For example, Figure 5 This is an example diagram illustrating the binding relationship between multi-user personalized commuting profiles and multimodal identity authentication, provided as an embodiment of this application. Figure 5As shown, the system establishes an independent user profile for each authorized user (such as user A, user B, and user C). This profile is linked to personalized commuting strategies, including commuting routes (e.g., user A's "Home → Company A", user B's "Home → Company B", user C's "Station C → Campus") and cabin preference settings (e.g., user A's "Sports Seat / 22℃ Air Conditioning", user B's "Comfort Seat / 24℃ Air Conditioning"). Simultaneously, each user is associated with one or more authentication methods (face recognition, Bluetooth MAC address, employee ID card / RFID, etc.). For example, user A supports face recognition, Bluetooth, and employee ID card authentication, while user C supports Bluetooth and employee ID card / RFID. When the vehicle is activated by a dual spatiotemporal condition, the system identifies the current user through any of the aforementioned authentication methods, automatically retrieves the user's profile, loads the corresponding commuting route, and adjusts the cabin environment, thus achieving a seamless commuting experience of "one person, one car, one world." This architecture is perfectly suited for complex multi-user scenarios such as family members sharing a vehicle and company shuttle buses.
[0081] In this embodiment, user identity is quickly confirmed through a preset perception method, and the corresponding personalized commuting strategy is invoked after identity confirmation, enabling the vehicle system to automatically execute commuting-related controls for the current user. Because identity recognition and strategy loading are combined, the vehicle can achieve more accurate commuting service responses when triggering conditions are met, and reduce erroneous controls caused by non-target users, thereby improving the adaptability and reliability of seamless commuting control, while enhancing the automation level and ease of use of the vehicle system in commuting scenarios. This embodiment, through spatiotemporal dual-condition triggering wake-up, combined with multimodal identity authentication and automatic execution of personalized commuting strategies, not only solves the problems of high false trigger rates and cumbersome operation in existing technologies, but also achieves accurate and seamless commuting control in multi-user scenarios, significantly improving the intelligence level and user experience of commuting.
[0082] Optionally, based on the above embodiments, in one possible embodiment, the personalized commuting strategy includes at least: a first commuting geofence, a second commuting geofence, and a first preset navigation route from the first geofence to the second geofence and / or a second preset navigation route from the second geofence to the first geofence. Seamless commuting control based on the personalized commuting strategy associated with the current user may include:
[0083] S1. If the current location is within the first commuting geofence, then load the first preset navigation route;
[0084] S2. If the current location is within the second commuting geofence, load the second preset navigation route.
[0085] For example, in real-world commuting scenarios, users' commuting routes typically have clear directions, such as the route from home to the office and the route from the office back home. To accurately load navigation routes, this embodiment pre-configures a first commuting geofence and a second commuting geofence in the user's personalized commuting strategy, and automatically determines the commuting direction based on the vehicle's current location, thereby achieving zero-operation loading of navigation.
[0086] The first commuting geofence represents the geographical area corresponding to the user's first commuting direction. It can be defined by map coordinates, polygon boundaries, or a center point plus radius, and is pre-stored in the personalized commuting strategy on the vehicle side or in the cloud. The second commuting geofence represents the geographical area corresponding to the user's second commuting direction, which is opposite to the first. The first preset navigation route represents the commuting navigation path from the first to the second commuting geofence, and the second preset navigation route represents the commuting navigation path from the second to the first commuting geofence. Both can be composed of a sequence of path points, a set of road segments, or a route file recognizable by the navigation engine, and are associated with the user's personalized commuting strategy for direct invocation when trigger conditions are met. For example, the first commuting geofence could be an electronic fence area of the user's home address (radius configurable, e.g., 50 meters); the second commuting geofence could be an electronic fence area of the user's company address (radius also configurable, e.g., 50 meters); then the first commuting direction is the direction to work, and the second commuting direction is the direction home.
[0087] It should be noted that only one of the first preset navigation route and the second preset navigation route can be configured (for example, the user only uses the navigation to go to work), or both can be configured. This embodiment does not impose any restrictions.
[0088] In practical implementation, after the vehicle obtains its current location through the positioning module, it spatially matches the current location with the stored first and second commuting geofences. When the current location is determined to be within the first commuting geofence, the vehicle system reads the first preset navigation route from the personalized commuting strategy bound to the current user and loads the route into the navigation function module to form a navigation output from the first geofence to the second geofence. When the current location is determined to be within the second commuting geofence, the vehicle system reads the second preset navigation route and loads it into the navigation function module to form a navigation output from the second geofence to the first geofence. Loading can manifest as writing the corresponding route into the current navigation session, generating navigation guidance on the interface, or sending route guidance information to the voice broadcast module, so that the vehicle can enter commuting navigation mode without manual retrieval.
[0089] It is important to emphasize that the first and second commuter geofences are physically separated (usually far apart), so the current location will not be located within both simultaneously. Furthermore, when loading navigation routes, the system can dynamically optimize preset routes by incorporating real-time traffic information, such as avoiding congested sections or recommending better routes, but this optimization does not affect the basic direction of the route (i.e., the origin and destination remain unchanged).
[0090] This optional embodiment of the solution fixes the user's commute origin and destination as two geofences and binds them to corresponding preset navigation routes. The system can automatically infer whether the user is going to or from get off work based on "user identity + current location," thereby accurately loading the corresponding navigation route. This design completely eliminates the step of manually selecting or setting navigation each time the user commutes, truly achieving "get in and go." Furthermore, since the judgment logic relies solely on location comparison, it does not require the user to declare directions or depend on complex intent recognition models, offering advantages such as simple implementation, fast response, and strong robustness. For scenarios where multiple family members share a vehicle, the origin and destination geofences for different users can be configured as different locations (e.g., the husband's company A and the wife's company B), and the system can still accurately distinguish between them, further enhancing multi-user adaptability.
[0091] Optionally, based on the above embodiments, in one possible embodiment, when loading the first preset navigation route or loading the second preset navigation route, the method of this application may further include: optimizing or replanning the navigation route according to real-time traffic information and / or user instructions.
[0092] For example, in this application, real-time traffic information is used to characterize the immediate traffic status of roads, typically including data such as road congestion levels, accident alerts, construction control, road closure information, and changes in road segment travel time. This data can be acquired and updated in real time by the vehicle positioning module, network navigation server, or traffic information interface. User commands are used to indicate the user's active adjustment needs for the current navigation route, typically issued by the vehicle's touch interface, voice interaction interface, or mobile terminal, to instruct the user to continue using the current route, shorten travel time, avoid specific road segments, or reset the destination. Navigation route optimization is used to adjust local road segments, travel order, or path weights of the loaded route without changing the original commuting destination; replanning is used to regenerate a new navigation route based on the current location, destination, and constraints when the original route is no longer applicable.
[0093] In practical implementation, while loading the first or second preset navigation route, the vehicle-mounted system continuously receives and compares traffic information updates. When congestion, delays, or traffic restrictions are detected on the target road segment of the current route, the system can call the navigation engine to reassess the route cost and generate an optimized route that avoids the abnormal road segment. The optimized route is then output to the display interface or voice broadcast module. If the user issues a replanning command through the interactive interface, the system can reconstruct the navigation constraints based on the command, such as adding preferred roads, restricting highway sections, or specifying intermediate stops, and recalculate the arrival route based on the current vehicle position to obtain a new navigation scheme. When real-time traffic information and user commands exist simultaneously, the system can input both as joint constraints into the same navigation calculation module, so that the output route simultaneously meets the requirements of road condition adaptability and user preferences, thereby improving the continuity of the commuting process.
[0094] The above method enables vehicles to adjust their predetermined routes in a timely manner based on real-time road conditions after entering commuting control mode, and quickly switch to a new navigation scheme when users raise new travel needs. This reduces commuting delays caused by congestion, road closures, or temporary changes in demand, improves route adaptability and traffic efficiency, and enhances the continuity of navigation services during the seamless commuting control process.
[0095] Optionally, based on any of the above embodiments, in one possible embodiment, the personalized commuting strategy further includes: cabin preference settings, which include at least one of the following: seat position, steering wheel angle, rearview mirror angle, air conditioning temperature, and media playlist. Seamless commuting control based on the personalized commuting strategy associated with the current user further includes: automatically configuring the cabin environment according to the cabin preference settings.
[0096] For example, cabin preference settings are used to characterize the current user's personalized configuration needs for the vehicle cabin environment. Seat position adjusts the seat's fore-aft position, height, or backrest angle to match different users' seating habits; steering wheel angle adjusts the steering wheel's tilt or fore-aft position to suit the user's driving posture; rearview mirror angle adjusts the orientation of the exterior rearview mirrors to meet the user's field of vision; air conditioning temperature sets the interior temperature to create a comfortable environment; and media playlists load the user's preferred audio or media content. These parameters are typically stored in the user profile or commuting strategy data bound to the current user, and the system retrieves the corresponding configuration after identifying the current user.
[0097] In practical implementation, after confirming the current user, the vehicle controller can read the corresponding cabin preference parameters from the local storage unit or cloud synchronization module, and convert them into vehicle control commands to be output to the seat controller, steering column adjustment mechanism, rearview mirror actuator, air conditioning controller, and entertainment host. The seat position can be adjusted via motor-driven slide rails, lifting mechanism, and backrest adjustment mechanism; the steering wheel angle can be set via the electric steering column motor; the rearview mirror angle can be calibrated via the mirror adjustment motor; the air conditioning temperature can be controlled by the compressor, dampers, and thermostatic valve; and the media playlist can be automatically retrieved and started playing from a pre-stored list by the entertainment host. Upon receiving control commands, each actuator performs synchronous or time-sharing adjustments according to preset target values, thereby creating a cabin state matched to the current user.
[0098] By further automating the cabin environment configuration, the vehicle system can directly complete the automatic matching of the cabin environment after waking up and confirming the current user, without requiring the user to manually adjust it again. This allows for the rapid establishment of a driving and riding environment that suits individual habits at the start of the commute, thereby improving the commuting experience and reducing the amount of manual intervention.
[0099] Optionally, based on any of the above embodiments, in one possible embodiment, the method provided by the present application embodiments may further include:
[0100] S10. When the vehicle is detected to have entered the geofence corresponding to the destination, and the vehicle gear is shifted to P or the engine is turned off, the current commuting trip is determined to be over.
[0101] S20. Automatically generate a trip report and send the trip report to the designated receiving end through a preset method; wherein the receiving end includes at least one of the following: user's personal device, enterprise attendance system, cloud storage server.
[0102] For example, in this embodiment, the geofence corresponding to the destination is used to characterize the preset geographical range of the commuting endpoint. The system can continuously obtain vehicle location information based on the vehicle positioning module and match the current location with the geofence corresponding to the destination. When the vehicle enters the geofence, the vehicle controller further reads the vehicle gear signal or ignition status signal to determine whether the vehicle has been shifted to P gear or whether the engine has been turned off, thereby determining that the commuting trip has ended. This trip report is used to summarize the key data of this commuting process, which usually includes information such as starting location, ending location, start and end time, travel time, travel distance, and arrival time. The preset method can be sent by the vehicle communication module according to a pre-configured communication protocol. The receiving end can be a mobile terminal bound to the user, an enterprise-side attendance platform, or a cloud storage server used for remote archiving. In practical applications, the receiving end can also be other terminals, which are not limited in this embodiment.
[0103] In actual operation, after confirming that the vehicle has entered the geofence corresponding to the destination, the system determines the end of the trip based on the vehicle's P-gear status or engine off status. This triggers the report generation module to organize and encapsulate the trip data, and then sends the report to the corresponding receiver via a wireless communication link. This processing method ensures that the commuting end event matches the vehicle's actual parking status, avoiding erroneous trip results generated due to short stops or area crossings. It also allows users, businesses, or the cloud to obtain commuting data in a timely manner and perform viewing, statistics, or storage.
[0104] Using the above methods, the system can automatically generate standardized trip records after a commute and synchronize them to the designated receiving end, thereby achieving automatic archiving and multi-terminal sharing of commuting data. Since the commuting end determination combines destination geofencing with the vehicle's parking or off status, it improves the accuracy of end-of-commut identification and reduces the generation of invalid reports, which is beneficial for improving the automation level of commuting management and data utilization efficiency.
[0105] Optionally, based on any of the above embodiments, in one possible embodiment, the first preset navigation route and / or the second preset navigation route includes at least one geofence for a connecting station. The method provided in this application embodiment may further include:
[0106] S100. When the vehicle is located within the geofence of the shuttle station, the identity of the current boarding user is identified through a preset sensing method.
[0107] S200. If the user boarding the vehicle is not a driver, a commuting sub-trip record associated with this commuting trip will be created for the user. The commuting sub-trip record includes the user's boarding time, alighting time, and corresponding route.
[0108] For example, this application also provides an extended implementation for multi-user carpooling scenarios (especially corporate shuttle buses, community shuttle buses, etc.). In private car scenarios, usually only the driver's commuting data needs to be recorded; however, in corporate shuttle bus scenarios, a vehicle carries multiple passengers simultaneously, each with different boarding and alighting locations and routes, and the passengers are not the driver. The system cannot simply equate the entire journey of the vehicle with the journey of a single passenger. Furthermore, companies often need to collect commuting records for each employee for attendance calculation or shuttle bus route optimization. To solve this technical problem, this embodiment introduces the concept of geofences for connecting stations in the preset navigation route and provides a method for recording commuting sub-journeys for non-driver users.
[0109] Specifically, when the system configures personalized commuting strategies for users (usually shuttle bus drivers or shuttle bus management accounts), the associated first and / or second preset navigation routes may include one or more "connecting point geofences." A connecting point geofence refers to a fixed area along the commuting route for passengers to board and alight, such as "Employee Community Gate A," "Subway Station Exit B," or "Corporate Park Gate C." Each connecting point is equipped with an independent electronic fence (radius can be set to 20-50 meters) and can be associated with a time-based geofence (e.g., 7:00-8:00 AM on weekdays as the connecting time). These connecting point geofences can be pre-configured in the route as the starting point (e.g., the company entrance at the time of work), the destination, waypoints, or intermediate stops.
[0110] When a vehicle travels along a pre-defined navigation route and enters a designated geofence at a shuttle stop, the system automatically triggers an identity verification process, identifying the current boarding user through a pre-defined sensing method. The "pre-defined sensing method" used in this embodiment is the same as the method used to collect user identity information in the previous embodiments, and may include near-field sensing methods (such as scanning the Bluetooth MAC address or RFID / NFC tag of an employee's work badge) and / or biometric methods (such as facial recognition). In corporate shuttle bus scenarios, Bluetooth or RFID verification of work badges is typically used, so passengers do not need to perform any additional actions; they only need to bring their work badge close to the onboard reader to be identified.
[0111] The system continuously or periodically collects identity information within the geofence of the shuttle station. Upon identifying one or more users, it matches this information with pre-stored user profiles to determine which employee(s) are boarding the vehicle, and whether the boarding person is the driver. Understandably, the driver is typically identified as the primary controller of the current commute trip through the aforementioned identity verification process upon vehicle startup. This system is primarily applicable to the above-mentioned... Figure 2 and Figure 4The proposed solution and its optional solutions. For non-driver users (i.e., ordinary passengers), the system further creates a separate "commuting sub-trip record" for them. This sub-trip record is associated with the main commuting trip, but independently records the passenger's trip information, which may include: (1) boarding time: the time when the user's identity is identified, or the time when the user boards the vehicle while it is stopped at the connecting station; (2) boarding location: the location of the current connecting station's geofence; (3) disembarkation time and location; (4) travel segment: the information of the road segment between the boarding station and the disembarkation station (including mileage, travel time, etc.). Among them, the disembarkation time can be determined in the following ways: after the vehicle enters the subsequent station or destination fence, the system identifies the user's disembarkation signal again (such as the disappearance of Bluetooth signal, RFID card swiping to get off, etc.); or the system defaults to the passenger getting off at the destination (i.e., the destination geofence of the navigation route), in which case the disembarkation point is recorded as the destination.
[0112] Each commuting sub-trip record can be stored independently and linked to the user's profile. When the main commuting trip ends (e.g., the vehicle arrives at its final destination and is turned off), the system can aggregate all sub-trip records to generate a report containing commuting information for multiple passengers.
[0113] It should be noted that multiple passengers may board the vehicle at the same transfer station at the same time, and the system should be able to identify multiple users simultaneously (e.g., by capturing multiple MAC addresses simultaneously via Bluetooth broadcast).
[0114] This optional embodiment embeds geofences for connecting stations into the first / second preset navigation routes and automatically identifies non-driver passengers using preset sensing methods. The system can independently create commuting sub-trip records for each passenger, thus achieving fully automated attendance management in multi-passenger scenarios such as corporate shuttle buses—accurately recording each employee's boarding time, alighting location, and route without manual roll call or card swiping. Simultaneously, the multi-point connecting and segmented trip management capabilities ensure accurate differentiation of different passengers' boarding and alighting behaviors at different stations, avoiding data distortion issues such as mistaking the entire bus trip for the entire workforce. Based on this, the generated trip report provides data support for shuttle bus operation optimization (such as route adjustments, station settings, and energy consumption analysis), and the entire process seamlessly integrates with the aforementioned seamless commuting main process. Passengers can complete the recording without any active operation, truly achieving a seamless experience of "recording upon boarding and archiving upon alighting."
[0115] Furthermore, it should be noted that this optional embodiment is not only applicable to corporate shuttle buses, but can also be extended to other scenarios where multiple passengers share vehicles, such as community shuttle buses, school buses, and scenic area shuttle buses. Any technical solution that includes geofences for connecting stations in the preset navigation route and records sub-trips for non-driver passengers falls within the protection scope of this application.
[0116] Figure 6 This is a schematic diagram of a contactless commuting control device for vehicles, provided as an embodiment of this application. Figure 6 As shown, the device 60 includes an acquisition unit 601 and a processing unit 602.
[0117] The acquisition unit 601 is used to acquire the current time and the current position of the vehicle;
[0118] The processing unit 602 is used to wake up the vehicle's infotainment system to perform seamless commuting control if the current location is within any preset commuting geofence and the current time is within the time fence associated with the commuting geofence.
[0119] In one alternative embodiment, the processing unit 602 is specifically used for:
[0120] User identity information is collected through preset sensing methods and matched with pre-stored user profiles to identify the current user; the preset sensing methods include near-field sensing methods and / or biometric methods.
[0121] Seamless commuting control is implemented based on the personalized commuting strategy associated with the current user.
[0122] In one alternative approach, the personalized commuting strategy includes at least: a first commuting geofence, a second commuting geofence, and a first preset navigation route from the first geofence to the second geofence and / or a second preset navigation route from the second geofence to the first geofence; the processing unit 602 is specifically used for:
[0123] If the current location is within the first commuting geofence, then load the first preset navigation route;
[0124] If the current location is within the second commuting geofence, then load the second preset navigation route.
[0125] In an alternative embodiment, when loading a first preset navigation route or loading a second preset navigation route, the processing unit 602 is further configured to:
[0126] Based on real-time traffic information and / or user instructions, optimize or replan navigation routes.
[0127] In one alternative approach, the personalized commuting strategy further includes: cabin preference settings, which include at least one of the following: seat position, steering wheel angle, rearview mirror angle, air conditioning temperature, and media playlist; the processing unit 602 is also used for:
[0128] Automatically configure the cabin environment according to cabin preference settings.
[0129] In one alternative embodiment, the first preset navigation route and / or the second preset navigation route include at least one geofence for a connecting station, and the processing unit 602 is further configured to:
[0130] When a vehicle is located within the geofence of a shuttle station, the identity of the current boarding user is identified through a preset sensing method.
[0131] If the user boarding the vehicle is not a driver, a commuting sub-trip record associated with this commuting trip will be created for the user. The commuting sub-trip record includes the user's boarding time, alighting time, and the corresponding route.
[0132] In an alternative embodiment, the processing unit 602 is further configured to:
[0133] When the vehicle is detected to have entered the geofence corresponding to the destination, and the vehicle is shifted to P gear or the engine is turned off, the current commuting trip is considered to have ended.
[0134] The system automatically generates a trip report and sends it to a designated receiver via a preset method. The receiver includes at least one of the following: a user's personal device, a corporate attendance system, or a cloud storage server.
[0135] The seamless commuting control device for vehicles provided in this application embodiment acquires the current time and vehicle location synchronously by the acquisition unit, providing the processing unit with basic judgment data in both time and spatial dimensions. The processing unit matches the current location with a preset commuting geofence and jointly judges the current time with the corresponding associated time fence. This ensures that the vehicle system is only activated when both commuting area and commuting time conditions are met simultaneously. This transforms the triggering logic of seamless commuting control from a single location judgment to a dual constraint of space and time, thereby reducing false wake-ups when the vehicle enters the relevant area during non-commuting hours. It also enables more accurate identification of real commuting scenarios and provides a more reliable triggering basis for the stable execution of subsequent commuting functions.
[0136] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The specific embodiments of this application do not limit the specific implementation of the electronic device.
[0137] like Figure 7 As shown, the electronic device may include: a processor 702, a communications interface 704, a memory 706, and a communications bus 708.
[0138] The processor 702, communication interface 704, and memory 706 communicate with each other via communication bus 708. Communication interface 704 is used to communicate with other network elements such as clients or other servers. Processor 702 executes program 710, specifically performing the relevant steps described in the embodiment of the contactless commuting control method for vehicles.
[0139] Specifically, program 710 may include program code, which includes computer-executable instructions.
[0140] The processor 702 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application. The electronic device includes one or more processors, which may be processors of the same type, such as one or more CPUs; or they may be processors of different types, such as one or more CPUs and one or more ASICs.
[0141] Memory 706 is used to store program 710. Memory 706 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.
[0142] Specifically, program 710 can be called by processor 702 to cause the electronic device to execute the relevant steps in the above embodiment of the contactless commuting control method for vehicles.
[0143] This application provides a computer-readable storage medium storing at least one executable instruction that, when executed on an electronic device, causes the electronic device to perform the contactless commuting control method for vehicles described in any of the above method embodiments.
[0144] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments in this application are not directed to any particular programming language.
[0145] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. Similarly, for the purpose of simplification and aiding understanding of one or more aspects of the invention, in the above description of exemplary embodiments of this application, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.
[0146] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.
[0147] It should be noted that the above embodiments are illustrative of this application and not restrictive, and those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.
Claims
1. A seamless commuting control method for vehicles, characterized in that, The method includes: Get the current time and the vehicle's current location; If the current location is within any preset commuting geofence and the current time is within the time fence associated with the commuting geofence, the vehicle's infotainment system is activated to perform seamless commuting control.
2. The method according to claim 1, characterized in that, The step of waking up the vehicle's infotainment system for seamless commuting control includes: User identity information is collected through a preset sensing method and matched with a pre-stored user profile to identify the current user; wherein, the preset sensing method includes near-field sensing method and / or biometric identification method; Seamless commuting control is implemented based on the personalized commuting strategy associated with the current user.
3. The method according to claim 2, characterized in that, The personalized commuting strategy includes at least: a first commuting geofence, a second commuting geofence, and a first preset navigation route from the first geofence to the second geofence and / or a second preset navigation route from the second geofence to the first geofence; The step of performing seamless commuting control based on the personalized commuting strategy associated with the current user includes: If the current location is within the first commuting geofence, then load the first preset navigation route; If the current location is within the second commuting geofence, then the second preset navigation route is loaded.
4. The method according to claim 3, characterized in that, When loading the first preset navigation route or loading the second preset navigation route, the method further includes: Based on real-time traffic information and / or user instructions, optimize or replan navigation routes.
5. The method according to claim 3, characterized in that, The personalized commuting strategy also includes: cabin preference settings, which include at least one of the following: seat position, steering wheel angle, rearview mirror angle, air conditioning temperature, and media playlist; The step of performing seamless commuting control based on a personalized commuting strategy associated with the current user also includes: The cabin environment is automatically configured according to the stated cabin preference settings.
6. The method according to claim 3, characterized in that, The first preset navigation route and / or the second preset navigation route include at least one geofence for a connecting station, and the method further includes: When the vehicle is located within the geofence of the shuttle station, the identity of the current boarding user is identified through the preset sensing method; If the user boarding the vehicle is not a driver, a commuting sub-trip record associated with this commuting trip is created for the user; wherein, the commuting sub-trip record includes the user's boarding time, alighting time, and corresponding route.
7. The method according to any one of claims 1-6, characterized in that, The method further includes: When the vehicle is detected to have entered the geofence corresponding to the destination, and the vehicle is shifted to P gear or the engine is turned off, the current commuting trip is considered to have ended. The system automatically generates a trip report and sends the report to a designated receiver via a preset method. The receiver includes at least one of the following: a user's personal device, a corporate attendance system, or a cloud storage server.
8. A contactless commuting control device for vehicles, characterized in that, The device includes: The acquisition unit is used to acquire the current time and the vehicle's current location; The processing unit is configured to wake up the vehicle's infotainment system to perform seamless commuting control if the current location is within any preset commuting geofence and the current time is within a time fence associated with the commuting geofence.
9. An electronic device, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the contactless commuting control method for vehicles as described in any one of claims 1-7.
10. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction, which, when executed on an electronic device, causes the electronic device to perform the operation of the contactless commuting control method for vehicles as described in any one of claims 1-7.