CN116782127A

CN116782127A - Method and device for waking up vehicles

Info

Publication number: CN116782127A
Application number: CN202310699707.5A
Authority: CN
Inventors: 杨绿茵
Original assignee: Beijing Jidu Technology Co Ltd
Current assignee: Beijing Jidu Technology Co Ltd
Priority date: 2023-06-13
Filing date: 2023-06-13
Publication date: 2023-09-19

Abstract

The application provides a wake-up method and a wake-up device of a vehicle, wherein the wake-up device comprises the following components: a monitoring unit for monitoring whether a user of the vehicle has an intention to use the vehicle in a case where the vehicle is in a sleep state; and a processing unit for controlling the vehicle to enter an awake state in response to monitoring that the user has an intention to use the vehicle. If the user has an intention to use the vehicle, the representative user may quickly issue control instructions to the vehicle. Embodiments of the present application take advantage of this feature to control the vehicle to enter an awake state in advance upon detecting that a user of the vehicle is intent to use the vehicle. In this way, when the user issues the control command in a remote or near-field manner, the vehicle has already performed the switch from the sleep state to the wake state in advance, so that the service delay can be reduced.

Description

Method and device for waking up vehicles

Technical Field

The application relates to the technical field of information technology, in particular to a wake-up method and device of a vehicle.

Background

The vehicle, if in an awake state, can typically respond quickly to control commands issued by the user. However, when the vehicle is in a dormant state, the vehicle may not be able to directly process some or all of the control instructions issued by the user via remote or near field. Thus, if it is desired that the vehicle execute such control instructions, it is necessary to switch the vehicle from the sleep state to the wake state and then control the vehicle to instruct the control instructions, which tends to increase the service delay of the vehicle.

One possible solution to reduce the service delay of a vehicle is to control the vehicle to learn that it is always in an awake state for a long period of time. However, this solution tends to result in waste of energy and reduced cruising ability of the vehicle. Therefore, how to consider the endurance and service delay of the vehicle is a difficult problem in the design process of the vehicle.

Disclosure of Invention

Embodiments of the present application are directed to a wake-up method and apparatus for a vehicle, which are described in the following aspects.

In a first aspect, there is provided a wake-up device for a vehicle, comprising: a monitoring unit for monitoring whether a user of a vehicle has an intention to use the vehicle in a case where the vehicle is in a sleep state; and a processing unit for controlling the vehicle to enter an awake state in response to monitoring that the user has an intention to use the vehicle.

In some implementations, the monitoring unit is configured to monitor whether a distance between the digital key of the vehicle and the vehicle meets a preset condition; the processing unit is used for responding to the distance between the digital key and the vehicle to meet the preset condition and controlling the vehicle to enter a wake-up state.

In some implementations, the processing unit is to: determining the validity of the digital key; and controlling the vehicle to enter an awake state in response to the digital key being valid and the distance between the digital key and the vehicle meeting a preset condition.

In some implementations, the monitoring unit is configured to monitor whether the user sets a reservation departure function of the vehicle; the processing unit is used for responding to the preset departure function of the vehicle set by the user and controlling the vehicle to enter an awake state before the preset departure time arrives.

In some implementations, the monitoring unit is configured to monitor whether a user of the vehicle has opened an application interface for controlling the vehicle; and the processing unit is used for controlling the transportation means to enter the wake-up state in response to the user opening the application interface.

In some implementations, the vehicle is a vehicle.

In a second aspect, a method for waking up a vehicle is provided, comprising: monitoring whether a user of a vehicle has an intention to use the vehicle while the vehicle is in a dormant state; in response to detecting that the user has an intent to use the vehicle, controlling the vehicle to enter an awake state.

In some implementations, the monitoring whether the user of the vehicle has an intent to use the vehicle includes: monitoring whether the distance between the digital key of the vehicle and the vehicle meets a preset condition; the controlling the vehicle to enter an awake state in response to monitoring that the user has an intent to use the vehicle includes: and controlling the vehicle to enter an awake state in response to the distance between the digital key and the vehicle meeting the preset condition.

In some implementations, the method further comprises: determining the validity of the digital key; the controlling the vehicle to enter an awake state in response to the distance between the digital key and the vehicle satisfying the preset condition includes: and controlling the vehicle to enter an awake state in response to the digital key being valid and the distance between the digital key and the vehicle meeting a preset condition.

In some implementations, the monitoring whether the user of the vehicle has an intent to use the vehicle includes: monitoring whether the user sets a reserved departure function of the vehicle; the controlling the vehicle to enter an awake state in response to monitoring that the user has an intent to use the vehicle includes: and controlling the vehicle to enter an awake state before the scheduled departure time arrives in response to the user setting the scheduled departure function of the vehicle.

In some implementations, the monitoring whether the user of the vehicle has an intent to use the vehicle includes: monitoring whether a user of the vehicle has opened an application interface for controlling the vehicle; the controlling the vehicle to enter an awake state in response to monitoring that the user has an intent to use the vehicle includes:

and controlling the vehicle to enter a wake state in response to the user opening the application interface.

In some implementations, the vehicle is a vehicle.

In a third aspect, there is provided a computer program product comprising computer programs/instructions which when executed implement the method of any of the preceding aspects.

In some implementations, the computer program product described above includes computer program code that can include computer program code that, when run on a computer, causes the computer to perform the control method shown in the above aspects.

In other implementations, the computer program product includes a computer readable medium storing program code that, when run on a computer, causes the computer to perform the control method shown in the above aspects.

If the user has an intention to use the vehicle, the representative user may quickly issue control instructions to the vehicle. Embodiments of the present application take advantage of this feature to control the vehicle to enter an awake state in advance upon detecting that a user of the vehicle is intent to use the vehicle. In this way, when the user issues the control command in a remote or near-field manner, the vehicle has already performed the switch from the sleep state to the wake state in advance, so that the service delay can be reduced. Therefore, the embodiment of the application does not require the transportation means to be in the wake-up state for a long time, and does not need to wait for the user to send the control instruction and then switch from the sleep state to the wake-up state, so that the cruising ability of the transportation means and two important indexes of service delay are considered, and the service performance of the transportation means is further improved.

Drawings

Fig. 1 is an exemplary diagram of a possible application scenario according to an embodiment of the present application.

Fig. 2 is a schematic flow chart of a wake-up method of a vehicle according to an embodiment of the present application.

FIG. 3 is a flow chart of a manner in which an intent to use of a vehicle is determined based on a distance between a digital key and the vehicle.

Fig. 4 is a flow chart of a linkage scheme that combines a reservation departure function with a user's vehicle intent to use.

FIG. 5 is a flow chart of a linkage scheme that combines a user's operation of opening an application with a user's vehicle intent to use.

Fig. 6 is a flow chart of a wake-up method of a vehicle according to an embodiment of the present application.

Fig. 7 is a schematic diagram of a wake-up device of a vehicle according to an embodiment of the present application.

Fig. 8 is a schematic block diagram of an apparatus of another embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments.

Fig. 1 is an exemplary diagram of a possible application scenario according to an embodiment of the present application. The scenario illustrated in fig. 1 includes a terminal device 12, a cloud server 14, and a vehicle 16. Alternatively, embodiments of the present application may be applied to scenarios where the terminal device 12 communicates directly with the vehicle 16 without the need to provide the cloud server 14.

The terminal device 12 may be, for example, a portable electronic device or a handheld electronic device for use by a user of the vehicle 16. The terminal device 12 may be, for example, a cell phone, a tablet computer, etc.

The terminal device 12 may have installed thereon an Application (APP) for managing or remotely controlling the vehicle 16. The application can be, for example, a car loving APP, or other types of car management APP. The user of the vehicle 16 may communicate with the cloud server 14 and/or the vehicle 16 through the terminal device 12 or an application installed on the terminal device 12.

The cloud server 14 is capable of providing remote services to users of the vehicles 16. In some embodiments, the cloud server 14 may be referred to as a remote service provider (telematics service provider, TSP). The cloud server 14 may communicate with the terminal device 12 to receive instructions to the terminal device 12 or to send instructions to the terminal device 12. The cloud server 14 and the terminal device 12 may be connected via a cellular network, for example. In addition to communicating with the terminal device 12, the cloud server 14 may also communicate with the vehicle 16, as described in more detail below. Of course, in the embodiment of the present application, the cloud server may also be a common server, which is not limited in the embodiment of the present application.

The vehicle 16 may be any type of electric vehicle or hybrid electric vehicle. In some embodiments, the vehicle may be a vehicle. Alternatively, in other embodiments, the vehicle 16 may be a ship, an airplane, or the like. If the vehicle 16 is a vehicle, the application scenario shown in FIG. 1 may be a vehicle network scenario.

The user may, for example, perform near field control of the vehicle 16 via the terminal device 12. Near field control is understood to mean the control of the vehicle 16 based on a short-range communication. For example, the user may control the vehicle 16 by way of bluetooth communication.

The user may also remotely control the vehicle 16 via the terminal device 12. The remote control may be implemented, for example, based on a cellular network. In some embodiments, the user may remotely control the vehicle via the cloud server 14.

Taking a vehicle as an example, the vehicle may mount the remote communication module 102. The telecommunications module 102 may be, for example, a remote connection antenna module (telematics connectivity antenna module, TCAM) or a T-Box. The remote communication module 102 may receive the vehicle control command issued by the cloud server 14. The remote communication module 102 may then transmit the control commands to a body domain controller (also known as a body control module (body control module, BGM)). The BGM, upon receipt of a vehicle control command, may wake up virtual function family (virtual function cluster, VFC) interactions to control the functional components within the vehicle. For example, the temperature of an air conditioner of a vehicle may be adjusted, or the brightness of light of the vehicle may be controlled.

In the vehicle, a Logic Control (LC) may be an application layer software module that implements a certain logic function. On some platforms the LC may carry software logic requirements that need to be implemented, for example, the LC may implement certain functions of the vehicle. For another example, the LC may implement a network function of the vehicle. For another example, the LC may implement a configuration function of the vehicle, or the like. For another example, the LC may implement an interface function of the vehicle, where the interface function may include one or more of a receive function, a transmit function, an internal function, and an external function.

Accordingly, the VFC described above may be an LC that includes one or more functions that may be enabled or disabled during a vehicle driving cycle. Accordingly, if a function is enabled, the function requests the corresponding VFC to operate, i.e., the function may request the LC corresponding to the VFC to participate in the operation, i.e., the LC corresponding to the VFC is enabled. If the function is disabled, the function may release the VFC request, and accordingly, the LC corresponding to the function need not participate in the operation, that is, the LC corresponding to the VFC is disabled.

In addition, in the embodiment of the present application, one VFC may correspond to one or more LCs, or, in other words, one VFC may correspond to one LC group. The VFC may be a virtual container for holding the associated (or corresponding) LC during system design.

The vehicle may have various states of wake, sleep, inactive, comfort, etc. The wake state of the vehicle may be understood as a state of stable operation of the vehicle or as a state when the vehicle is being used. In the wake-up state, most or all of the functional components of the vehicle are in an operational state, and once a control instruction is received, a response can be immediately given to realize the corresponding function.

An inactive (inactive) state of the vehicle may be understood as a state in which the vehicle is awake, at which time a few control units (e.g., ECUs) in the vehicle begin performing a start-up action. In general, the control unit in which the vehicle starts the start-up action may be different due to the different application scenarios in which the vehicle switches from the sleep state to the wake state. Taking a vehicle as an example, if the vehicle is switched from a sleep state to a wake state, there is a difference in the capability of different types of vehicle-end wake control units. In addition, after the vehicle enters an inactive state, part or all of functions in the whole vehicle are awakened according to different service scenes as required.

A comfort (con-tinence) state of the vehicle may be understood as the full amount of cabin functionality of the vehicle being available, when the user may be stationary but not driving the vehicle.

The sleep state of the vehicle may also be referred to as an abort (abandon) state or a low power consumption state. The sleep state of a vehicle is typically indicative of the vehicle not being used. For example, if the vehicle is not in use for a period of time, the vehicle may actively or passively enter a lower energy state, i.e., a dormant state. In the dormant state, most of the functional components of the vehicle are inactive (or in a deactivated state) waiting to be activated by the user. Thus, the energy consumption of a vehicle in a sleep state is typically lower (even much lower) than the energy consumption of a vehicle in an awake state. In the sleep state, since most of the functional devices are deactivated, if a user wishes to send a control instruction to the deactivated functional device, the state of the vehicle needs to be switched to the wake state first, and then the functional device can execute an action corresponding to the control instruction.

In some scenarios, taking a vehicle as an example, if the vehicle is in a dormant state, the vehicle-mounted intelligent antenna (telematics connectivity antenna module, TCAM) of the whole vehicle can keep a long network connection, the body area control module (body control module, BCM) can broadcast to the outside, and the rest of the electronic control units (electronic control unit, ECU) are all in an inactive state.

The process of a vehicle from a sleep state to an awake state is referred to as the wake-up process of the vehicle. This wake-up process is typically accompanied by the turning on, activation or powering up of some of the functional devices.

The cruising ability of a vehicle is an important indicator for measuring the performance of the vehicle. In order to enhance the cruising ability of the vehicle, the vehicle may be controlled from an awake state to a sleep state when the user is not using the vehicle for a period of time. The energy consumption of the transportation means in the dormant state is far lower than that in the wake-up state, so that the purposes of saving energy and improving the cruising ability can be achieved. Further, when the user needs to use the vehicle, the vehicle may be controlled to switch from the sleep state to the wake state. The switching of a vehicle from a sleep state to an awake state requires a certain time, which may be slightly different due to the different electronic architectures of vehicles provided by different vendors. Taking a vehicle as an example, the time for switching the vehicle from the sleep state to the wake state is generally varied from 5 to 10 seconds.

In addition to endurance, the service delay of a vehicle is also an important indicator for measuring the performance of the vehicle. By service latency of a vehicle is meant the time from when a user issues a control instruction to the vehicle via a remote (e.g., cellular network) or near field (e.g., bluetooth) to when the vehicle performs an action corresponding to the control instruction.

In view of the above problems, the embodiment of the present application monitors whether the user of the vehicle has an intention to use the vehicle, and automatically controls the vehicle to enter the awake state upon monitoring that the user of the vehicle has an intention to use the vehicle. If the user has an intention to use the vehicle, the representative user may quickly issue control instructions to the vehicle. Embodiments of the present application take advantage of this feature to control the vehicle to enter an awake state in advance upon detecting that a user of the vehicle is intent to use the vehicle. In this way, when the user issues the control command in a remote or near-field manner, the vehicle has already performed the switch from the sleep state to the wake state in advance, so that the service delay can be reduced. Therefore, the embodiment of the application does not require the transportation means to be in the wake-up state for a long time, and does not need to wait for the user to send the control instruction and then switch from the sleep state to the wake-up state, so that the cruising ability of the transportation means and two important indexes of service delay are considered, and the service performance of the transportation means is further improved.

Embodiments of the present application will be described in more detail below with reference to the accompanying drawings.

Fig. 2 is a schematic flow chart of a wake-up method of a vehicle according to an embodiment of the present application. The method shown in fig. 2 may be performed by a vehicle or by a cloud server. The vehicle may be, for example, vehicle 16 of fig. 1, and the cloud server may be, for example, cloud server 14 of fig. 1.

Referring to fig. 2, in steps S210 to S220, in the case where the vehicle is in a sleep state, it is monitored whether a user of the vehicle has an intention to use the vehicle; in response to detecting that the user has an intent to use the vehicle, controlling the vehicle to enter an awake state. In this way, as long as the user is monitored to have an intention to use the vehicle, the vehicle can be automatically controlled to enter the wake-up state without being perceived by the user, and the user does not need to wait for actively initiating the wake-up operation.

Whether the user has an intention to use the vehicle may be determined empirically or according to user habits, to which embodiments of the present application are not particularly limited. For example, the user's intent to use the vehicle may be determined based on one or more of the following determinations: the location and/or status of the digital key of the vehicle (e.g., whether it is valid), whether the user is turning on the reservation departure function, whether the user is turning on the application for vehicle control, the time interval between the current time and the user's on-duty or off-duty time is less than a set duration, etc.

Several possible ways of determining the intended use of the vehicle are given below in connection with fig. 3-5.

Fig. 3 presents a way of determining the intention of use of a vehicle based on the distance between a digital key and the vehicle. Fig. 3 judges whether the digital key is approaching the vehicle by setting a preset condition (step S310). If the digital key is close to the vehicle, the representative user may quickly issue control instructions to the vehicle. Thus, in the embodiment of fig. 3, once the digital key is detected as approaching the vehicle, the vehicle may be controlled to enter an awake state in advance (step S320). Therefore, after the user sends the control command in a remote or near-field mode, the vehicle is switched from the sleep state to the wake state in advance, so that the service delay corresponding to the control command can be reduced. Therefore, the embodiment of the application does not require the transportation means to be in the wake-up state for a long time, and does not need to wait for the user to send the control instruction and then switch from the sleep state to the wake-up state, so that the cruising ability of the transportation means and two important indexes of service delay are considered, and the service performance of the transportation means is further improved.

The specific form of the preset condition may be various. For example, the preset condition may be that a distance between the digital key and the vehicle is less than a preset distance. As another example, the preset condition may be that the digital key enters the sensing range of the vehicle (e.g., bluetooth connection range).

Further, in order to improve the reliability of the wake-up scheme provided by the embodiment of the application, the validity of the digital key can be further determined before the vehicle is controlled to enter the wake-up state. For example, once the digital key is monitored to have expired, indicating that the user has lost control of the vehicle, the user may not have the authority to send control instructions to the vehicle, or the control instructions sent by the user to the vehicle are invalid instructions. Therefore, when the digital key is effective and the distance between the digital key and the vehicle meets the preset condition, the vehicle is controlled to enter the wake-up state, and energy consumption caused by false wake-up can be avoided.

Some vehicles may set a reservation departure function, for example, a use time or departure time of the vehicle may be set by a user through an application interface of the terminal device. If the vehicle is provided with a reserved departure function, there is an intention to use the vehicle on behalf of the user. Based on the above, the embodiment of the application provides a linkage scheme combining the reservation departure function and the user's vehicle use intention. This scheme is described in detail below in conjunction with fig. 4.

As shown in fig. 4, the scheme includes steps S410 to S420, that is, monitoring whether the user sets the reservation departure function of the vehicle; and controlling the vehicle to enter the wake-up state before the arrival of the reserved departure time in response to the user setting the reserved departure function of the vehicle. Taking a vehicle as an example, assuming that a user sets a reserved departure function through an application on a terminal device, if the user departs from 8:30 days on a working day, the vehicle starts a cabin comfort function at 8:15 as required, and issues a wake-up instruction to the vehicle at 8:27 through a cloud server. In this way, the vehicle may already be in an awake state when the user arrives before the vehicle, and the control instruction issued by the user may be processed with a low service delay.

The user may control certain functions of the vehicle through the APP, for example, the user may control the air conditioning of the vehicle through the APP. In general, if a user adjusts some functions in a vehicle through an APP, it is stated that the user may need to use the vehicle. Therefore, the embodiment of the application provides a linkage scheme combining the operation of opening the APP by a user and the using intention of a vehicle of the user. This scheme is described in detail below in conjunction with fig. 5.

As shown in fig. 5, the scheme includes steps S510 to S520 of monitoring whether a user of the vehicle opens an application interface for controlling the vehicle; and controlling the vehicle to enter the wake state in response to the user opening the application interface.

In some scenarios, the user may open the application interface due to a malfunction and not need to use the vehicle. At this time, it may not be necessary if the vehicle is controlled to enter an awake state. Therefore, in the embodiment of the application, if the user opens the application interface, the vehicle is not controlled to enter the wake-up state immediately, but is controlled to enter the wake-up state after the preset condition is met, which is beneficial to improving the accuracy of controlling the vehicle to enter the wake-up state.

In some implementations, the preset conditions may include detecting that a user is operating a function of the vehicle through the application interface. For example, it is detected that the user has adjusted cabin functions of the vehicle through the application interface; or detecting that the user opens an air conditioner control interface through an application interface and that the current environment temperature is lower than or higher than the preference temperature of the user; or detecting that the user opens the fresh air control interface or clicks the fresh air control button through the application interface, and detecting that the current air quality is lower than a set quality threshold. In other implementations, the preset condition may include detecting that the user is staying at the application interface for greater than or equal to a preset duration. For example, it is detected that the user is longer than or equal to 5 seconds while staying at the application interface.

In some implementations, the cloud server may control the vehicle to enter the awake state by way of silence. The silent mode can be understood as a notification mode which is not felt by the user, is beneficial to reducing interaction with the user and improving experience. In other implementations, the cloud server may also send a prompt to the user to confirm whether to wake the vehicle when waking the vehicle. Accordingly, if the user confirms to wake up the vehicle, the cloud server may wake up the vehicle. If the user confirms that the vehicle is not awakened, the cloud server does not awaken the vehicle. The scheme is helpful for improving the accuracy of waking up the vehicle. Of course, in the embodiment of the present application, the cloud server may only prompt the user without confirmation of the user.

In the embodiment of the application, the mode of opening the application interface by the monitoring user is not limited. In some implementations, after the user opens the application interface on the terminal device, the terminal device sends a notification message indicating that the application interface is opened to the cloud server, and accordingly, the cloud server may send the notification message to the wake-up device of the vehicle to assist the wake-up device of the vehicle to monitor the user's intention to use the vehicle. Of course, in some scenarios, the wake-up device also needs to combine the above preset conditions to determine that the user has an intention to use the vehicle.

In the embodiment of the present application, the determination manner of the use intention of the vehicle is not limited. In some implementations, the intent of the vehicle may also be determined based on the user's vehicle usage habits, that is, if the user's vehicle usage habits indicate that the user is using the vehicle at a first time, the vehicle may be correspondingly controlled to enter the awake state at a second time, where the second time is earlier than the first time. For example, if the user's vehicle usage habit indicates that the user is using the vehicle at 8 am on weekdays (i.e., the example of the first time), the vehicle may be controlled to enter the awake state at 7:55 (i.e., the example of the second time).

In some implementations, the user's intent to use the vehicle may be determined based on at least two of the above-mentioned multiple determinations, such as: and judging that the user has intention to use the vehicle if the digital key of the vehicle is detected to be approaching to the vehicle, and the user is detected to operate the function of the vehicle through the application interface and/or the interval between the current time and the departure time reserved by the user is detected to be smaller than the set duration. The intention of the user for using the vehicle is comprehensively judged according to at least two judging modes, so that the judgment accuracy is improved.

The manner in which the vehicle is controlled to enter the wake-up state in the embodiments of the present application is described above, and the related operations performed by the vehicle after the vehicle enters the wake-up state are described below.

In some implementations, the above method further includes: in response to the vehicle entering an awake state, determining a user preference setting corresponding to the current environment information according to the current environment information of the vehicle through a correspondence between the environment information and the user preference setting of the user; an operating state of at least one component in the vehicle is set based on a user preference setting corresponding to the current environmental information.

In the embodiment of the application, the environmental information is not limited. In some implementations, the environmental information may include a temperature, where the temperature may be, for example, a temperature within the vehicle, although the temperature may also be, for example, an ambient temperature surrounding the vehicle.

In the embodiment of the present application, the user preference setting is not particularly limited. In some implementations, the user preference setting may refer to an air conditioning temperature of the user preference setting, or the user preference setting may refer to a seat temperature of the user preference setting, or the user preference setting may refer to a cabin temperature of the user preference setting, or the user preference setting may refer to an operating state of a fragrance of the user preference setting. Of course, in the embodiment of the present application, the above-mentioned user preference setting may also include setting the working state of the air conditioner, for example, including turning on the air conditioner or turning off the air conditioner.

Taking an example that the environment information includes a temperature, the correspondence between the environment information and the user preference setting of the user may include a correspondence between the temperature and the user preference setting temperature. The implementation manner of the temperature and/or the user preference setting temperature is not limited, and the temperature and/or the user preference setting temperature may be a specific temperature value or a temperature interval.

For example, if the temperature within the vehicle in summer is above a threshold, in response to the vehicle entering an awake state, a user preference setting temperature corresponding to the current temperature may be determined from a correspondence between the temperature and the user preference setting temperature of the user according to the current temperature of the vehicle; the temperature of the air conditioner in the vehicle is set based on the user preference setting temperature corresponding to the current temperature.

For another example, if the temperature in the vehicle in summer is higher than the threshold, in response to the vehicle entering the awake state, the user preference setting corresponding to the current temperature may be determined as the cooling mode for turning on the air conditioner according to the current temperature of the vehicle through the correspondence between the temperature and the user preference setting of the user; the cooling mode of the air conditioner is set to be turned on based on the user preference corresponding to the current temperature.

For another example, if the temperature in the vehicle in winter is lower than the threshold, in response to the vehicle entering the awake state, the user preference setting temperature corresponding to the current temperature may be determined from the correspondence between the temperature and the user preference setting temperature of the user according to the current temperature of the vehicle; the temperature of the air conditioner in the vehicle is set based on the user preference setting temperature corresponding to the current temperature.

For another example, if the temperature in the vehicle is higher than the threshold in winter, in response to the vehicle entering the awake state, the user preference setting corresponding to the current temperature may be determined as a heating mode of turning on the air conditioner according to the current temperature of the vehicle through a correspondence between the temperature and the user preference setting of the user; the heating mode of the air conditioner is set to be turned on based on the user preference corresponding to the current temperature.

For another example, if the temperature in the vehicle in winter is lower than the threshold, in response to the vehicle entering the awake state, the user preference setting temperature corresponding to the current temperature may be determined from the correspondence between the temperature and the user preference setting temperature of the user according to the current temperature of the vehicle; the temperature of the seat in the vehicle is set based on the user preference setting temperature corresponding to the current temperature.

For another example, if the temperature within the vehicle is above the threshold in winter, in response to the vehicle entering the awake state, the user preference setting corresponding to the current temperature may be determined as warming up the seat according to the current temperature of the vehicle by a correspondence between the temperature and the user preference setting of the user; the pre-heat seat is set based on user preferences corresponding to the current temperature.

Of course, in the embodiment of the present application, the operation state of at least one component in the vehicle may also be set based on only the user preference setting. For example, a user preference is set to turn on a fragrance in a vehicle, and the fragrance in the vehicle may be turned on in response to the vehicle entering an awake state.

In some implementations, the step S220 includes: and sending a wake-up instruction to a communication unit in the vehicle, wherein the wake-up instruction is used for instructing the communication unit to execute a self-wake-up operation, and the self-wake-up operation is used for controlling the vehicle to enter a wake-up state.

Accordingly, for a vehicle, the vehicle entering an awake state may include the steps of: in response to receiving a wake-up instruction sent by a cloud server, executing self-wake-up operation, wherein the wake-up instruction is used for indicating and controlling the vehicle to enter the wake-up state; sending the wake-up instruction to the processing unit; in response to receiving the wake instruction, waking one or more virtual function families in the vehicle; responsive to waking the one or more virtual function families, sending a response message to the communication unit for the wake instruction, the response message indicating that the one or more virtual function families were successfully woken up. The communication device may be, for example, a TCAM, and the processor may be, for example, a BGM, which will be described in detail below with reference to fig. 6, see step S618 to step S630.

In the embodiment of the application, the scheme for waking up the transportation means can be used without user perception so as to improve user experience. Of course, in the embodiment of the present application, if the vehicle is awakened, the user may also be notified, which is not limited in the embodiment of the present application.

In some implementations, the vehicle may be in a welcome mode if it is woken up, that is, the vehicle may be controlled to enter the welcome mode if it is detected that the relative distance between the digital key and the vehicle is less than a preset distance, for example, a LOGO light of the vehicle is turned on, and for example, a tail light of the vehicle is turned on. For another example, a daytime running light of the vehicle is turned on.

For ease of understanding, a wake-up method for a vehicle according to an embodiment of the present application is described below in conjunction with fig. 6. The method shown in fig. 6 is described by taking a linkage scheme in which an operation of opening an Application (APP) by a user is combined with a vehicle use intention of the user as an example. The method shown in fig. 6 includes steps S610 to S634.

In step S610, the user opens an APP for controlling the vehicle on the terminal device.

In step S612, in response to the terminal device monitoring that the APP is turned on, the terminal device determines the user' S intention of use of the vehicle. Wherein the vehicle usage intent indicates that the user needs to use the vehicle.

In step S613, the terminal apparatus transmits the user' S vehicle use intention to the TSP. Wherein the vehicle usage intent indicates that the user needs to use the vehicle.

In step S614, the TSP determines whether to establish a message queue telemetry transport (message queuing telemetry transport, MQTT) connection with the TCAM.

If the TSP determines that the MQTT connection is established with the vehicle-mounted terminal, step S616 is performed. If the TSP determines that the MQTT connection is not established with the vehicle-mounted terminal, step S618 is performed.

In step S616, the TSP sends a wake-up instruction 1 to the TCAM through a short message service (short message service, SMS) to wake up the vehicle.

In step S618, the TSP sends a wake-up instruction 1 to the TCAM via the MQTT to wake up the vehicle.

In step S620, in response to receiving the wake-up instruction 1, the tcam performs a self-wake-up operation to wake itself up.

In step S622, the TCAM sends a wake-up command 2 to the body domain control module to wake up the VFC of the body domain control module.

It should be noted that, the above wake-up execution 2 may be used to wake up the VFC in the vehicle body domain control module, and does not affect the battery usage model (usages) in the vehicle.

In step S624, in response to receiving the wake instruction 2, the body domain control module performs a self-wake operation.

In step S626, the body domain control module sends a response message to the TCAM for wake-up instruction 2 to indicate whether the body domain control module is wake-up successfully.

In step S628, the TCAM determines whether the body domain control module wakes up successfully based on the response message.

In step S630, the TCAM sends a status feedback 1 to the TSP to indicate whether the body domain control module is successfully awakened.

In some implementations, the TCAM may send MQTT state feedback 1 to the TSP based on the MQTT protocol.

In step S632, the TSP sends status feedback 2 to the terminal device to indicate whether the body domain control module is successfully awakened.

In step S634, the user may perceive through the terminal device whether the body domain control module is successfully awakened.

The method embodiments of the present application are described above in detail with reference to fig. 1 to 6, and the apparatus embodiments of the present application are described below in detail with reference to fig. 7 to 8. It is to be understood that the description of the method embodiments corresponds to the description of the device embodiments, and that parts not described in detail can therefore be seen in the preceding method embodiments.

Fig. 7 is a schematic diagram of a wake-up device of a vehicle according to an embodiment of the present application, and the wake-up device 700 shown in fig. 7 includes a monitoring unit 710 and a processing unit 720.

A monitoring unit 710 for monitoring whether a user of the vehicle has an intention to use the vehicle in a case where the vehicle is in a sleep state;

a processing unit 720 for controlling the vehicle to enter an awake state in response to detecting that the user has an intention to use the vehicle.

In some implementations, a monitoring unit 710 is configured to monitor whether a distance between the digital key of the vehicle and the vehicle meets a preset condition; and a processing unit 720, configured to control the vehicle to enter a wake-up state in response to the distance between the digital key and the vehicle meeting the preset condition.

In some implementations, a processing unit 720 for determining the validity of the digital key; and controlling the vehicle to enter an awake state in response to the digital key being valid and the distance between the digital key and the vehicle meeting a preset condition.

In some implementations, a monitoring unit 710 is configured to monitor whether the user sets a reservation departure function of the vehicle; and the processing unit 720 is configured to control the vehicle to enter the wake-up state before the scheduled departure time arrives in response to the user setting the scheduled departure function of the vehicle.

In some implementations, a monitoring unit 710 for monitoring whether a user of the vehicle has opened an application interface for controlling the vehicle; and the processing unit 720 is configured to control the vehicle to enter the wake state in response to the user opening the application interface.

In some implementations, the vehicle is a vehicle.

In an alternative embodiment, the monitoring unit 710 and the processing unit 720 may be a processor 820, and the apparatus may further include an input/output interface 830 and a memory 810, as shown in fig. 8.

Fig. 8 is a schematic block diagram of an apparatus of another embodiment of the present application. The apparatus 800 shown in fig. 8 may include: memory 810, processor 820, and input/output interface 830. Wherein the memory 810, the processor 820, and the input/output interface 830 are connected through an internal connection path, the memory 810 is used for storing instructions, and the processor 820 is used for executing the instructions stored in the memory 820 to control the input/output interface 830 to receive input data and information.

In some implementations, the device may be a server, such as the cloud server described above. Of course, the above apparatus may also be other devices having a control function, for example, a terminal device, a controller, or the like.

It should be appreciated that in the present embodiment, the processor 820 may be a general-purpose central processing unit (central processing unit, CPU), a microprocessor, an application-specific integrated circuit (application specific integrated circuit, ASIC), or one or more integrated circuits for executing related programs to implement the technical solutions provided by the embodiments of the present application.

The memory 810 may include read only memory and random access memory, and provides instructions and data to the processor 820. A portion of processor 820 may also include nonvolatile random access memory. Processor 820 may also store information of the device type, for example.

In implementation, the steps of the methods described above may be performed by integrated logic circuitry in hardware in processor 820 or by instructions in software. The scheme disclosed in connection with the embodiment of the application can be directly embodied as the execution of a hardware processor or the execution of the combination of hardware and software modules in the processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in the memory 810, and the processor 820 reads the information in the memory 810 and performs the steps of the above method in combination with its hardware. To avoid repetition, a detailed description is not provided herein.

It should be appreciated that in embodiments of the present application, the processor may be a central processing unit (central processing unit, CPU), the processor may also be other general purpose processors, digital signal processors (digital signal processor, DSP), application specific integrated circuits (application specific integrated circuit, ASIC), off-the-shelf programmable gate arrays (field programmable gate array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

It should be understood that in embodiments of the present application, "B corresponding to a" means that B is associated with a, from which B may be determined. It should also be understood that determining B from a does not mean determining B from a alone, but may also determine B from a and/or other information.

It should be understood that the term "and/or" is merely an association relationship describing the associated object, and means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.

It should be understood that, in various embodiments of the present application, the sequence numbers of the foregoing processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic thereof, and should not constitute any limitation on the implementation process of the embodiments of the present application.

In the several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of the units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.

In the above embodiments, it may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, produces a flow or function in accordance with embodiments of the present application, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, a network device, a user device, a core network device, an operation and maintenance administration (operation administration and maintenance, OAM), or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by a wired (e.g., coaxial cable, fiber optic, digital subscriber line (digital subscriber Line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer readable storage medium may be any available medium that can be read by a computer or a data storage device such as a server, data center, etc. that contains an integration of one or more available media. The usable medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a digital versatile disk (digital video disc, DVD)), or a semiconductor medium (e.g., a Solid State Disk (SSD)), or the like. The computer readable storage medium may be volatile or nonvolatile storage medium, or may include both volatile and nonvolatile types of storage medium.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A wake-up device for a vehicle, comprising:

a monitoring unit for monitoring whether a user of a vehicle has an intention to use the vehicle in a case where the vehicle is in a sleep state;

and a processing unit for controlling the vehicle to enter an awake state in response to monitoring that the user has an intention to use the vehicle.

2. The wake-up device of claim 1, wherein the monitoring unit is configured to monitor whether a distance between a digital key of the vehicle and the vehicle satisfies a preset condition;

the processing unit is used for responding to the distance between the digital key and the vehicle to meet the preset condition and controlling the vehicle to enter a wake-up state.

3. The wake-up device of claim 2, wherein the processing unit is configured to:

determining the validity of the digital key;

and controlling the vehicle to enter an awake state in response to the digital key being valid and the distance between the digital key and the vehicle meeting a preset condition.

4. A wake-up device according to any of claims 1-3, characterized by the monitoring unit for monitoring whether the user has set a reserved departure function of the vehicle;

the processing unit is used for responding to the preset departure function of the vehicle set by the user and controlling the vehicle to enter an awake state before the preset departure time arrives.

5. A wake-up device according to any of claims 1 to 3, characterized by the monitoring unit for monitoring whether a user of the vehicle has opened an application interface for controlling the vehicle;

and the processing unit is used for controlling the transportation means to enter the wake-up state in response to the user opening the application interface.

6. A wake-up device according to any of claims 1 to 3, wherein the processing unit is further adapted to:

In response to the vehicle entering the wake-up state, determining a user preference setting corresponding to the current environment information according to the current environment information of the vehicle through a corresponding relationship between the environment information and the user preference setting of the user;

an operating state of at least one component in the vehicle is set based on a user preference setting corresponding to the current environmental information.

7. The wake-up device of claim 1, wherein the processing unit further comprises:

and sending a wake-up instruction to a communication unit in the vehicle, wherein the wake-up instruction is used for instructing the communication unit to execute a self-wake-up operation, and the self-wake-up operation is used for controlling the vehicle to enter a wake-up state.

8. A method of waking up a vehicle, comprising:

monitoring whether a user of a vehicle has an intention to use the vehicle while the vehicle is in a dormant state;

in response to detecting that the user has an intent to use the vehicle, controlling the vehicle to enter an awake state.

9. The wake-up method of claim 8, wherein the monitoring whether the user of the vehicle has an intent to use the vehicle comprises:

Monitoring whether the distance between the digital key of the vehicle and the vehicle meets a preset condition;

the controlling the vehicle to enter an awake state in response to monitoring that the user has an intent to use the vehicle includes:

and controlling the vehicle to enter an awake state in response to the distance between the digital key and the vehicle meeting the preset condition.

10. A computer program product comprising computer programs/instructions which when executed by the computer program/instruction processor implement the method of claim 8 or 9.

11. A controller comprising a wake-up device according to any of claims 1-7.