CN121611368A

CN121611368A - Method and device for controlling back door of vehicle, vehicle and storage medium

Info

Publication number: CN121611368A
Application number: CN202610080404.9A
Authority: CN
Inventors: 陈少刚; 董彦龙; 韩少杰; 侯江红; 马海涛; 张健
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2026-01-21
Filing date: 2026-01-21
Publication date: 2026-03-06

Abstract

This application provides a method, apparatus, vehicle, and storage medium for controlling a vehicle's tailgate. The method, applied in the field of vehicle tailgate control technology, includes: if external interference is detected affecting the vehicle, determining whether there is a collision risk with the tailgate's top and bottom doors based on the tailgate's operating parameters; if a collision risk exists with the top and bottom doors, identifying at least one target door body causing the collision risk; determining a control strategy for the target door body based on its corresponding collision risk level; and controlling the operation of the target door body based on the control strategy. This method can identify the potential collision risk of the top and bottom doors in advance when the vehicle is subjected to external interference, thus predicting the collision risk. When a collision risk exists with the top and bottom doors, the control strategy controls the door body causing the collision risk, preventing collisions from the source and protecting vehicle safety while improving the user experience.

Description

Method and device for controlling back door of vehicle, vehicle and storage medium

Technical Field

The present application relates to the field of vehicle back door control technology, and more particularly, to a method, apparatus, vehicle, and storage medium for controlling a vehicle back door in the field of vehicle back door control technology.

Background

In order to improve the loading convenience of a trunk of a vehicle, a design of a heaven-earth back door (hereinafter simply referred to as a heaven-earth door) is proposed, wherein a door body of the heaven-earth door is divided into an upper door and a lower door, and a user can control the two door bodies separately or simultaneously.

The heaven and earth door mostly adopts the structure of the asparagi pressing earth door, namely the asparagi part covers the earth door. Based on this mechanical structure, when the door needs to be closed, the door needs to be closed first and then the door needs to be closed.

External force interference (such as wind interference) is caused in the process of opening the ground door, so that the running track of the ground door and the running track of the ground door can deviate from the expected running track, and potential collision risks exist.

Based on the above, under the condition that external force interference exists, how to reasonably control the opening of the heaven and earth door and avoid the collision between the heaven and earth door becomes a problem to be solved.

Disclosure of Invention

The application provides a method, a device, a vehicle and a storage medium for controlling a back door of a vehicle, the method can recognize whether the collision exists between the gate and the ground in advance when the vehicle is interfered by external force, and can realize the pre-judgment of collision risk. In addition, when the asparagus and the ground door have collision risks, the door body causing the collision risks is controlled through the control strategy, the collision of the asparagus and the ground door is avoided from the source, the effect of protecting the safety of the vehicle is achieved, and meanwhile the use experience of a user is improved.

In a first aspect, a method for controlling a back door of a vehicle is provided, the method is applied to the vehicle, the back door of the vehicle comprises an asparagus door and a ground door, the asparagus door is covered on the ground door when the asparagus door and the ground door are in a closed state, the method comprises the steps of determining whether the asparagus door and the ground door are in collision risk according to operation parameters of the back door when the vehicle is detected to be interfered by external force and in the state that the back door is in operation, the operation parameters are used for representing the operation position of the back door and the motor output state of the back door, determining at least one target door body causing the collision risk from the asparagus door and the ground door when the asparagus door and the ground door are in collision risk, determining a control strategy of the target door body according to the collision risk level corresponding to any one target door body, controlling the target door body to operate according to the control strategy, and controlling the target door body to operate based on the control strategy of the target door body.

In the above technical solution, the present application provides a method for controlling a back door of a vehicle, where in the implementation process of the method, if the back door is in a running state, the vehicle detects that the back door is interfered by an external force, and then, according to the running parameters of the back door, it is determined whether a collision risk exists between the back door and the ground door. The collision risk pre-judging method is realized by identifying whether the collision exists between the gate and the ground gate in advance. When collision risk exists between the gate and the ground gate, determining a control strategy of the target gate according to the collision risk level corresponding to the target gate, and controlling the target gate to run based on the control strategy. The above-mentioned process can avoid the collision of asparagus and ground door from the source, plays the effect of protection vehicle safety, promotes user's use simultaneously and experiences.

With reference to the first aspect, in some possible implementations, the operation parameters of the back door include a first opening of the door, a first operation current and a first driving force of an door motor, a second opening of the door, a second operation current and a second driving force of a door motor, and determining whether the door and the door have a collision risk according to the operation parameters of the back door includes determining that the door and the door do not have a collision risk if the first opening is greater than a first preset opening or the second opening is greater than a second preset opening, the first preset opening is a critical opening of the door when the door and the door do not collide, the second preset opening is a critical opening of the door when the door and the door do not collide, and determining whether the door and the door have a collision risk according to the first opening, the second opening, the first operation current and the second driving force if the first opening is less than or equal to the first preset opening and the second opening is less than or equal to the second preset opening.

According to the technical scheme, when judging whether the gate and the ground gate have collision risks or not, if the running track of at least one gate body in the gate and the ground gate is not in the collision area, the possibility that the gate and the ground gate have collision risks is directly eliminated, complex calculation of multiple parameters is not needed, and the calculation resources of a vehicle can be saved. And in the collision area, the vehicle further recognizes the deviation degree of the running tracks of the two door bodies through the opening degree of the two door bodies, the working current of the corresponding motors of the two door bodies and the driving force of the motors, so as to recognize whether the door bodies and the ground door have collision risks. The collision risk can be accurately identified through multiple parameters without depending on additional hardware equipment in the process and without increasing the production cost and the hardware cost of the vehicle.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the determining whether the gate and the ground gate have a collision risk according to the first opening, the second opening, the first operating current, the first driving force, the second operating current and the second driving force includes determining a first reference opening of the gate from a preset gate track curve according to the first operating current and the first driving force, determining a second reference opening of the ground gate from a preset ground gate track curve according to the second operating current and the second driving force, and determining whether the gate and the ground gate have a collision risk according to the first opening, the second opening, the first reference opening and the second reference opening.

In the above technical solution, the vehicle determines a first reference opening of the gate according to the first working current and the first driving force, and determines a second reference opening of the ground gate according to the second working current and the second driving force. The first reference opening is an ideal opening corresponding to the first working current and the first driving force when no external force interference exists. The second reference opening is an ideal opening of the ground door corresponding to the second working current and the second driving force when no external force interference exists. The vehicle can accurately quantify the track deviation of the gate when external force interference exists by comparing the first opening with the first reference opening, and can accurately quantify the track deviation of the gate when external force interference exists by comparing the second opening with the second reference opening. Further, the vehicle can accurately identify collision risk according to the quantification result of the track deviation degree of the gate and the ground gate, and the reliability and the stability of the collision risk identification result are improved.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the determining whether the first gate and the ground gate have a collision risk according to the first opening, the second opening, the first reference opening and the second reference opening includes making a difference between the first opening and the first reference opening to obtain an opening difference value of the first gate, making a difference between the second opening and the second reference opening to obtain an opening difference value of the ground gate, determining whether the first opening deviation condition is satisfied by the first gate according to the opening difference value of the first gate, determining whether the second opening deviation condition is satisfied by the ground gate according to the opening difference value of the second gate, determining that the first gate and the ground gate have a collision risk if the first opening deviation condition is satisfied by the first gate or the second opening deviation condition is satisfied by the ground gate, and determining that the first gate and the ground gate do not have a collision risk if the first opening deviation condition is not satisfied by the second opening deviation condition.

According to the technical scheme, for different door bodies, the real-time opening of the door body is different from the corresponding reference opening, the track deviation degree of the door body is independently judged, and therefore whether the current back door is deviated from the track of the single door or simultaneously deviated from the track of the double doors can be pointedly identified, and full-coverage identification of deviation scenes corresponding to various collision risks is realized. In addition, the deviation judging process does not need complex parameter calculation, and the collision risk identification efficiency can be improved.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the determining whether the first opening deviation condition is satisfied by the radix asparagi according to the opening difference value of the radix asparagi, and determining whether the second opening deviation condition is satisfied by the radix asparagi according to the opening difference value of the radix asparagi includes determining that the first opening deviation condition is satisfied by the radix asparagi if the absolute value of the opening difference value of the radix asparagi is greater than a first preset difference value and the opening difference value of the radix asparagi is negative, determining that the second opening deviation condition is satisfied by the radix asparagi if the absolute value of the opening difference value of the radix asparagi is greater than a second preset difference value and the opening difference value of the radix asparagi is positive, and determining that the second opening deviation condition is not satisfied by the radix asparagi if the absolute value of the opening difference value of the radix asparagi is less than or equal to the second preset difference value or the opening difference value of the radix asparagi is negative.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the determining at least one target door body that causes a collision risk from the first door and the second door in a case where the first door and the second door have a collision risk includes obtaining an opening difference value of the first door and an opening difference value of the second door, determining whether the first door satisfies a first opening deviation condition according to the opening difference value of the first door, determining whether the second door satisfies a second opening deviation condition according to the opening difference value of the second door, determining the at least one target door body as the first door in a case where the first opening deviation condition is satisfied by the first door and the second opening deviation condition is not satisfied by the second door, determining the at least one target door body as the second door in a case where the first opening deviation condition is satisfied by the first door and the second opening deviation condition is satisfied by the second door, and determining that the at least one target door body includes the first door and the second door in a case where the first opening deviation condition is satisfied by the first door and the second opening deviation condition is not satisfied by the second door.

According to the technical scheme, in the process of determining at least one target door body, the open deviation states of the gate and the ground gate are respectively judged according to the open difference value of the gate and the open difference value of the ground gate, and the at least one target door body is accurately positioned by combining the deviation states, so that the determination of the target door body under all collision risk scenes is realized, the source causing the collision risk is accurately identified, and a reliable adjustment basis is provided for subsequent prevention of gate collision and ground gate collision.

With reference to the first aspect and the implementation manner, in some possible implementation manners, the method further includes, for any target door body in the at least one target door body, acquiring an opening difference value of the target door body and a plurality of opening difference change rates of the target door body at a plurality of continuous moments, wherein the opening difference value of the target door body is a difference value between an actual opening of the target door body and a reference opening of the target door body, the actual opening of the target door body is a first opening of the door or a second opening of the ground door, the reference opening of the target door body is the first reference opening of the door or a second reference opening of the ground door, determining a collision risk level corresponding to the target door body as a first level when the opening difference value of the target door body is in a first opening range and the plurality of opening difference change rates are all smaller than or equal to a preset change rate, determining a collision risk level corresponding to the target door body as a second level when the plurality of opening difference change rates are not all smaller than or equal to the preset change rate and the opening difference value of the target door body is in a second opening range, and determining that the target door body corresponds to the second level is not in a second opening range and the second level is equal to the second opening range.

In the technical scheme, the vehicle combines the section where the opening difference value of the target door body is located and the opening difference value change rate to determine the collision risk grade corresponding to the target door body. Through setting up the judgement condition of differentiation, make collision risk level can cover multiple different risk operating mode, realize the gradient judgement to collision risk level, reach the effect of accurate discernment collision risk level, the follow-up vehicle of being convenient for is directed against different collision risk levels, corresponds the prevention measure that adopts pertinence to the target door body.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the determining a control strategy of the target door body according to the collision risk level corresponding to the target door body includes determining that the control strategy is to increase a motor driving force of the target door body to reduce a shaking degree in an operation process of the target door body when the collision risk level corresponding to the target door body is a first level, determining that the control strategy is to control the motor of the target door body to reversely rotate when the collision risk level corresponding to the target door body is a second level, until an offset in a horizontal direction of the target door body reaches a target offset, and determining that an absolute value of a difference value between the target offset and a current offset of the target door body is in a preset offset range when the collision risk level corresponding to the target door body is a third level, and determining that the control strategy is to control the motor of the target door body to stop operation when the collision risk level corresponding to the target door body is a third level, where probabilities of the first level, the second level, and the third level correspond to the third level are sequentially increased.

According to the technical scheme, aiming at the gradient characteristics of the collision risk level from low to high, the control strategies of the target door body matching differentiation are sequentially adopted, so that the intervention intensity of the control strategies is accurately matched with the collision risk degree, the grading accurate protection of the collision risk is realized, the collision risk of the gate and the ground door is effectively avoided, and the safety and the stability of the opening and closing of the electric door body are greatly improved.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the method further includes obtaining a yaw rate and a lateral acceleration of the vehicle, determining an actual external force to which the vehicle is subjected according to the yaw rate and the lateral acceleration, determining that the vehicle is subjected to external force interference if the actual external force is greater than or equal to a preset external force, and determining that the vehicle is not subjected to external force interference if the actual external force is less than the preset external force.

According to the technical scheme, the vehicle acquires the two state parameters of the yaw rate and the lateral acceleration in real time and converts the two state parameters into the quantifiable external force, so that whether the operation of the vehicle or the back door is interfered or not can be determined on the basis of the external force, and accurate judging time is provided for the follow-up collision risk pre-judging.

In a second aspect, an apparatus for controlling a back door of a vehicle is provided, where the back door includes a door and a ground door, and the door is covered over the ground door when the door and the ground door are both in a closed state, and the apparatus includes a determining module for determining, if external force interference is detected to the vehicle when the door is in an operating state, whether there is a collision risk between the door and the ground door according to an operation parameter of the back door, the operation parameter being indicative of an operation position of the back door and a motor output state of the back door, determining, from among the door and the ground door, at least one target door body that causes a collision risk when the door and the ground door are in a collision risk, determining, for any one of the at least one target door body, a control strategy for the target door body according to a collision risk level corresponding to the target door body, the control strategy controlling the door body to operate the door and the ground door, and the control strategy not being based on the control strategy.

With reference to the second aspect, in some possible implementation manners, the operation parameters of the back door include a first opening of the door, a first operation current and a first driving force of an door motor, a second opening of the door, a second operation current and a second driving force of a door motor, where the determining module is specifically configured to determine that there is no collision risk between the door and the door if the first opening is greater than a first preset opening or the second opening is greater than a second preset opening, where the first preset opening is a critical opening of the door when the door and the door do not collide, and the second preset opening is a critical opening of the door when the door and the door do not collide, and determine whether there is a collision risk between the door and the door according to the first opening, the second opening, the first operation current, the first driving force, the second operation current and the second driving force if the first opening is less than or equal to the first preset opening and the second opening.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the determining module is further configured to determine a first reference opening of the radix asparagi from a preset radix asparagi trajectory according to the first operating current and the first driving force, determine a second reference opening of the radix asparagi from a preset radix asparagi trajectory according to the second operating current and the second driving force, and determine whether collision risk exists between the radix asparagi and the radix asparagi according to the first opening, the second opening, the first reference opening and the second reference opening.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the determining module is further configured to obtain an opening difference value of the first opening by differentiating the first opening with the first reference opening, and obtain an opening difference value of the ground door by differentiating the second opening with the second reference opening, determine whether the first opening deviation condition is satisfied by the first opening according to the opening difference value of the first opening, and determine whether the second opening deviation condition is satisfied by the ground door according to the opening difference value of the ground door, determine that there is a collision risk between the first opening deviation condition and the ground door if the first opening deviation condition is satisfied by the first opening deviation condition or if the second opening deviation condition is satisfied by the ground door, and determine that there is no collision risk between the first opening deviation condition is not satisfied by the first opening deviation condition and the second opening deviation condition is not satisfied by the ground door.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the determining module is further configured to determine that the first opening deviation condition is satisfied by the radix asparagi if an absolute value of an opening difference value of the radix asparagi is greater than a first preset difference value and the opening difference value of the radix asparagi is a negative value, determine that the second opening deviation condition is satisfied by the radix asparagi if an absolute value of an opening difference value of the radix asparagi is greater than a second preset difference value and the opening difference value of the radix asparagi is a positive value, determine that the first opening deviation condition is not satisfied if the absolute value of an opening difference value of the radix asparagi is less than or equal to the first preset difference value or if the absolute value of an opening difference value of the radix asparagi is a positive value, and determine that the second opening deviation condition is not satisfied by the radix asparagi if the absolute value of an opening difference value of the radix asparagi is less than or equal to the second preset difference value or if the opening difference value of the radix asparagi is a negative value.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the determining module is further configured to obtain an opening difference value of the radix asparagi and an opening difference value of the ground door, determine, according to the opening difference value of the radix asparagi, whether the radix asparagi meets a first opening deviation condition, determine, according to the opening difference value of the ground door, whether the ground door meets a second opening deviation condition, determine that the at least one target door body is the radix asparagi if the radix asparagi meets the first opening deviation condition and the ground door does not meet the second opening deviation condition, determine that the at least one target door body is the ground door if the ground door meets the second opening deviation condition and the ground door meets the first opening deviation condition, and determine that the at least one target door body includes the radix asparagi and the ground door if the radix asparagi meets the first opening deviation condition and the ground door.

With reference to the second aspect and the implementation manner, in some possible implementation manners, the determining module is further configured to obtain, for any one target door body of the at least one target door body, an opening difference value of the target door body and a plurality of opening difference change rates corresponding to the target door body at a plurality of consecutive times, where the opening difference value of the target door body is a difference value between an actual opening of the target door body and a reference opening of the target door body, the actual opening of the target door body is a first opening of the asparagus or a second opening of the ground door, the reference opening of the target door body is a first reference opening of the asparagus or a second reference opening of the ground door, determine, if the opening difference value of the target door body is in a first opening range and the plurality of opening difference change rates are all smaller than or equal to a preset change rate, determine, if the opening difference value of the plurality of opening difference values is not all smaller than or equal to the preset change rate, and the opening difference value of the target door body is in a second opening range, determine, and determine, if the opening difference value of the target door body is not equal to the first opening range is equal to the second opening range and the second opening of the target opening is not equal to the first opening range and the second opening is equal to the maximum opening range.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the determining module is further configured to determine, when the collision risk level corresponding to the target door body is a first level, that the control policy is to increase the motor driving force of the target door body so as to reduce the shaking degree in the running process of the target door body, determine, when the collision risk level corresponding to the target door body is a second level, that the control policy is to control the motor of the target door body to reversely rotate until the offset in the horizontal direction of the target door body reaches a target offset, where the absolute value of the difference between the target offset and the current offset of the target door body is within a preset offset range, and determine, when the collision risk level corresponding to the target door body is a third level, that the control policy is to control the motor of the target door body to stop running, where the first level, the second level, and the third level correspond to the gate and the ground door are sequentially increased in probability of collision.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the determining module is further configured to obtain a yaw rate and a lateral acceleration of the vehicle, determine an actual external force applied to the vehicle according to the yaw rate and the lateral acceleration, determine that the vehicle is interfered by the external force if the actual external force is greater than or equal to a preset external force, and determine that the vehicle is not interfered by the external force if the actual external force is less than the preset external force.

In a third aspect, a vehicle is provided that includes a memory and a processor. The memory is for storing executable program code and the processor is for calling and running the executable program code from the memory such that the vehicle performs the method of the first aspect or any of the possible implementations of the first aspect.

In a fourth aspect, there is provided a computer program product comprising computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

In a fifth aspect, a computer readable storage medium is provided, the computer readable storage medium storing computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

Drawings

Fig. 1 is a schematic structural view of a door of a vehicle according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a trajectory of a heaven-earth door in different states according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a trajectory of a heaven and earth door according to an embodiment of the present application;

FIG. 4 is a schematic flow chart of a method of controlling a vehicle tailgate provided by an embodiment of the application;

FIG. 5 is a schematic flow chart diagram of another method of controlling a vehicle tailgate provided by an embodiment of the application;

Fig. 6 is a schematic structural view of an apparatus for controlling a back door of a vehicle according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

The technical scheme of the application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiment of the present application, unless otherwise indicated, "/" means or, for example, a/B may mean a or B, "and/or" in the text is only one association relationship describing the association object, and it means that there may be three relationships, for example, a and/or B, three cases where a exists alone, a and B exist together, and B exists alone, and further, "a plurality" means two or more in the description of the embodiment of the present application.

The terms "first," "second," and the like, are used below for descriptive purposes only and are not to be construed as implying or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

Before describing the scheme of the embodiment of the present application, the terms possibly related to the embodiment of the present application will be explained first.

Heaven and earth door: the split type door is a split type opening structure commonly used in vehicles and is characterized in that a door body is divided into an upper part and a lower part along the horizontal direction. The door body of the upper part is called an upper door or a lower door or a floor door. Based on the split type opening structure, the upper door and the lower door can be opened or closed independently or simultaneously.

After introducing the technical terms of the embodiment of the application, the application scene of the embodiment of the application is introduced below.

Currently in vehicles, to facilitate the user's access to items from the trunk area of the vehicle, the rear of the vehicle is typically provided with a tailgate structure. The conventional back door structure is usually a single back door, when the back door is opened, the back door needs to be lifted upwards integrally, a large vertical space and a large rear side space are needed, and when a vehicle is parked in a narrow area, the back door is opened, so that the trunk articles are difficult to take and place due to insufficient space.

Based on this, a space door is gradually adopted in some vehicles instead of a single back door. The two parts of the door bodies of the heaven and earth door can be independently opened, compared with a single back door, the space for opening the heaven and earth door is smaller, and the heaven and earth door is more convenient for a user to take articles.

The structure of the heaven and earth door in the embodiment of the present application will be described with reference to fig. 1.

Fig. 1 is a schematic structural diagram of a door of a vehicle according to an embodiment of the present application.

For example, as shown in fig. 1, the heaven and earth door of the vehicle includes an asparagus 101 and an earth door 102, and the heaven and earth door mostly adopts a structure that the asparagus 101 presses the earth door 102, that is, the asparagus 101 covers a part of the earth door 102. Based on this structure, that is, the bottom edge of the gate 101 and the bottom edge of the ground door 102 have an overlapping area when closed, the purpose is to solve the sealing problem at the joint of the gate 101 and the ground door 102, and simultaneously ensure the stability of the overall structure after the gate 101 and the ground door 102 are closed.

The step 101 covers a part of the door 102 specifically means that when the door 102 is completely closed, a raised sealing edge is reserved at the top of the door, and when the step 101 is completely closed, the bottom edge of the door is pressed above the raised sealing edge, so that an overlapping state that the door 101 covers the door 102 is formed. Optionally, the size of the overlapping area between the gate 101 and the ground gate 102 is not limited in the embodiment of the present application.

Optionally, the control mode of the heaven and earth door comprises an automatic mode or a manual mode, wherein the automatic mode refers to that a user controls the heaven and earth door through a key, and the other mode refers to that the user manually closes or opens the heaven and earth door.

Based on the above-mentioned structure of the heaven and earth gate, the control modes of the radix asparagi 101 and the earth gate 102 specifically include several cases as shown in fig. 2.

Fig. 2 is a schematic diagram of a trajectory of a heaven-earth door in different states according to an embodiment of the present application.

As shown in fig. 2, in combination with fig. 1, fig. 2 (a) is a schematic diagram of a trajectory in which the heaven and earth door is in a closed state. Wherein, the gate 101 and the ground gate 102 are in a completely closed state.

Fig. 2 (b) is a schematic diagram of a trajectory of the heaven and earth door in an open state. Wherein, the gate 101 and the ground gate 102 are in a completely opened state. The opening degree of the radix asparagi 101 is the maximum opening degree that the radix asparagi 101 can open, and the opening degree of the ground door 102 is the maximum opening degree that the ground door 102 can open.

Fig. 2 (c) is a schematic diagram of a trajectory of the door in a partially opened state. Wherein, the radix asparagi 101 is in a partial open state, and the opening degree of the radix asparagi 101 is smaller than the maximum opening degree which the radix asparagi 101 can open. The ground door 102 is in a fully closed state.

Fig. 2 (d) is the same as fig. 2 (c), and is a schematic diagram of the trajectory of the door in the partially opened state. After the gate 101 is opened by a certain opening degree, the ground gate 102 may be opened.

It can be seen that, based on the structure of the door, when controlling the door to open, the vehicle needs to control the door 101 to open first and then control the door 102 to open. When controlling the door to close, the vehicle needs to control the door 102 to close before controlling the door 101 to close.

As can be seen from the motion trajectories of the overhead door 101 and the ground door 102 in (a) - (d) in fig. 2, based on the structure between the overhead door 101 and the ground door 102, since the overhead door 102 is partially covered when the overhead door 101 is completely closed, there is necessarily an intersection area between the overhead door 101 and the ground door 102 during the opening process, and the intersection area is also referred to as a "collision area" of the overhead door 101 and the ground door 102.

The collision area of the gate 101 and the ground gate 102 is schematically described below with reference to fig. 3.

Fig. 3 is a schematic diagram of a trajectory of a heaven-earth door according to an embodiment of the present application.

As shown in fig. 3, in combination with fig. 2, fig. 3 (a) is the same as fig. 2 (a), and is a schematic diagram of the trajectories of the radix asparagi 101 and the ground door 102 when they are completely closed.

Fig. 3 (b) is a diagram showing the movement trajectories of the gate 101 and the ground gate 102 when they are opened from the fully closed state to the respective maximum open positions.

When the radix asparagi 101 is opened to its corresponding maximum opening position, the opening degree of the radix asparagi 101 is the maximum opening degree that the radix asparagi 101 can be opened. Similarly, when the floor door 102 is opened to its corresponding maximum opening position, the opening degree of the floor door 102 is the maximum opening degree that the floor door 102 can be opened.

Wherein, when the door 101 and the ground door 102 are moved from the fully closed state to the fully open state (i.e., the maximum open position), there is an overlap region 103 (i.e., a collision region 103) between the movement locus of the door 101 and the movement locus of the ground door 102. The critical position corresponding to the overlap area 103 is M, where the critical position M refers to the open position of the gate 101 or the open position of the gate 102 when the gate 101 and the gate 102 do not collide.

As shown in fig. 3 (b), when the door 101 moves to the critical position M, the opening angle (i.e., the opening degree) of the door 101 is denoted as "α", and when the local door 102 moves to the critical position M, the opening degree of the local door 102 is denoted as "β".

It should be appreciated that when controlling the opening of the gate 101 and the ground gate 102, for the same open position, the gate 101 is offset from the open position by the same amount as the ground gate 102 is offset from the open position. And the opening of the gate 101 in the open position may be different from the opening of the ground gate in the open position. The reason is that the opening degree is an opening angle of the door body itself, and is closely related to the structural design of the door body (for example, the fulcrum position and the door body length), and even if the same spatial position is reached, there may be a difference in the required opening degree.

The offset refers to the offset of the door body in the horizontal direction, and is the horizontal distance between the opening position of the door body and the reference position. The reference position refers to a position where the door and the ground door are in a completely closed state. As shown in fig. 3 (b), the same opening position is taken as a critical position M, and the point of the offset M of the gate 101 at the critical position M is the horizontal distance from the fully closed position of the back door.

Therefore, for the same critical position M, the opening α of the gate 101 may be different from the opening β of the gate 102.

Based on the collision area 103, if the current weather is strong wind weather during the operation of the overhead door, the running tracks of the gate 101 and the overhead door 102 may deviate from the expected running tracks, so that the gate 101 and the overhead door 102 may have a collision risk.

For example, taking the open state of the door 101 and the door 102 as an example, it can be seen from the foregoing description that the vehicle needs to follow the opening sequence of the door 101 that is opened first and then the door 102 is opened later. As shown in fig. 2 to 3, in a windless environment, the door 101 and the ground door 102 can pass through the collision area 103 in sequence without collision by controlling the door 101 to open and then controlling the ground door 102 to open and reasonably controlling the opening speeds of the two doors.

If the vehicle is disturbed by an external force (such as a strong wind disturbance, a surrounding airflow disturbance, a parking gradient or a parking posture disturbance, etc.), the external force may interfere with the movement track of the door 101 and the movement track of the door 102 in the collision area 103. The following uses external force interference as an example of wind force interference, and the influence of the wind force interference on the movement track of the gate 101 and the ground gate 102 is described.

Specifically, for the shoe 101, it is turned up during opening. If the wind force directly bears the wind pressure on the upward turned stress surface, the driving resistance of the radix asparagi 101 is increased, and the driving force is reduced, so that the actual opening of the radix asparagi 101 lags behind the expected opening of the radix asparagi 101 at the current moment.

For the floor door 102, it is turned down during opening. If the strong wind causes the downward turned stress surface to be assisted by wind power, the driving force of the ground door 102 is increased, so that the actual opening of the ground door 102 leads to the expected opening of the ground door 102 at the current moment.

In the related art, for the problem that the gate 101 and the ground door 102 have collision risk due to the above-mentioned external force interference, a passive response method of post warning is generally adopted, that is, only after the gate 101 and the ground door 102 have physically collided, a warning prompt is sent to the user, and the gate 101 and the ground door 102 are forcedly stopped.

The above-described method has a problem in that it is impossible to recognize in advance whether the gate 101 and the ground gate 102 are at risk of collision before the gate 101 and the ground gate 102 collide in the related art. The door body is damaged only in the mode of reminding after collision, so that maintenance cost is increased for a user, and the use experience of the user is poor.

In view of the above, the embodiment of the application provides a method for controlling a back door of a vehicle, which can identify whether a collision exists between a door and a ground door in advance when the vehicle is interfered by external force, so as to realize the pre-judgment of collision risk. In addition, when the asparagus and the ground door have collision risks, the door body causing the collision risks is controlled through the control strategy, the collision of the asparagus and the ground door is avoided from the source, the effect of protecting the safety of the vehicle is achieved, and meanwhile the use experience of a user is improved.

The method provided by the embodiment of the present application is described in detail below with reference to fig. 4.

Fig. 4 is a schematic flow chart of a method of controlling a back door of a vehicle according to an embodiment of the present application. It should be appreciated that the method may be applied to a vehicle configured with a heaven-earth door, such as vehicle 100 shown in fig. 1. In particular, the method may be applied to any electronic control unit (Electronic Control Unit, ECU) in a vehicle, which may be a back door ECU, for example.

As is apparent from the foregoing description, for a vehicle equipped with the overhead door, the overhead door is covered with the door when both the door and the overhead door are in the closed state.

Illustratively, as shown in FIG. 4, the method 400 includes steps 401 through 404 described below.

401, If it is detected that the vehicle is interfered by an external force when the back door is in an operating state, determining whether a collision risk exists between the back door and the ground door according to an operating parameter of the back door, where the operating parameter is used to represent an operating position of the back door and an output state of a motor of the back door.

It should be appreciated that the method according to the embodiment of the present application is characterized in that, in the case that the vehicle is interfered by external force, it is recognized in advance whether the door and the ground door are at risk of collision. When collision risk exists, the ECU can timely adopt a reasonable control strategy for prevention. It follows that this method is achieved on the premise that the back door needs to be in an operational state.

Optionally, the operational state includes either an on state or an off state.

The back door is in an operating state, which means that the door and the ground door are both in an opening state or the door and the ground door are both in a closing state.

For example, the state of the gate being opened refers to the state of movement of the gate at any one location during the process of the gate moving from the fully closed position to the maximum open position. The "off" state refers to a state of movement of the "off" at any one position during the travel of the "off" from the maximum open position to the fully closed position.

The ECU can determine the operating state of the back door by the opening degree of the asparagus and the opening degree of the ground door.

For example, the ECU may acquire the opening degree of the shoe through an angle sensor mounted on the shoe, and the opening degree of the shoe through an angle sensor mounted on the shoe.

When detecting that the opening degree of the gate and the opening degree of the ground gate are not 0 degrees and the variation trend of the opening degree of the gate and the variation trend of the opening degree of the ground gate are both increasing trends, the ECU determines that the gate and the ground gate are both in an opening state, namely, the running state of the back gate is in an opening state. Or when detecting that the opening degree of the radix asparagi and the opening degree of the ground door are not 0 degrees and the variation trend of the opening degree of the radix asparagi and the variation trend of the opening degree of the ground door are both reducing trends, the ECU determines that the radix asparagi and the ground door are both in a closing state, namely the running state of the back door is in a closing state.

In addition, the ECU needs to further determine whether the vehicle is disturbed by external force.

Specifically, the ECU may determine whether the vehicle is disturbed by an external force through a state parameter of the vehicle.

In a possible implementation manner, the method further includes:

Acquiring the yaw rate and the lateral acceleration of the vehicle;

determining the actual external force applied to the vehicle according to the yaw rate and the lateral acceleration;

Under the condition that the actual external force is larger than or equal to the preset external force, determining that the vehicle is interfered by the external force;

and under the condition that the actual external force is smaller than the preset external force, determining that the vehicle is not interfered by the external force.

Optionally, the state parameters of the vehicle include yaw rate and lateral acceleration.

For example, the ECU may acquire yaw rate through a body-mounted yaw rate sensor or gyroscope, and acquire lateral acceleration through a lateral-mounted acceleration sensor.

It should be appreciated that the tailgate, whether in an open or closed condition, requires the vehicle to be stationary in order to ensure vehicle safety during operation of the tailgate. In the case where no external force or external disturbance is negligible, the yaw rate and the lateral acceleration of the vehicle in the stationary state are generally both 0. However, if the external force is greatly disturbed, a non-zero yaw rate and a non-zero lateral acceleration are generated even when the vehicle is stationary.

Specifically, the yaw rate is a rotational angular velocity of the vehicle about a vertical axis perpendicular to the ground. The large external force may apply uneven lateral pressure to the vehicle body or the open back door. For example, when the wind force is large, the wind force can generate thrust on the windward side of the asparagus, and the ground door is small in stress due to the fact that the position is low, and the stress difference can drive the vehicle body to slightly twist around the vertical axis. This torsional motion is captured by the yaw rate or gyroscope, i.e., the non-zero yaw rate produced by the vehicle, even if the vehicle is not displaced as a whole.

Lateral acceleration is the acceleration of the vehicle in the horizontal or transverse direction, directly induced by the lateral component of the external force. The lateral component force of the larger external force can push the vehicle body to generate a lateral movement trend, and even if the vehicle is in a static state and does not generate actual displacement, the vehicle body can receive the acting force, so that the lateral angular velocity sensor can detect instantaneous non-zero lateral acceleration.

In determining the actual external force based on the lateral acceleration and the yaw rate, the ECU may be calculated based on pre-calibrated data.

Specifically, in the test stage, a technician can simulate all possible external force interference scenes through experiments of wind tunnels, racks, real vehicles and the like, and acquire external force values, corresponding yaw rates and lateral accelerations under each external force interference scene.

Since each external force corresponds to a yaw rate and a lateral acceleration, respectively. Based on this, the technician can build a map between the yaw rate, the lateral acceleration, and the magnitude of the external force, and store the map in the ECU. And the ECU constructs a binary linear fitting model according to the data of the yaw rate, the lateral acceleration and the external force, wherein the expression of the binary linear fitting model is shown in the following formula (1).

Formula (1)

Wherein, in formula (1):

F, the actual external force is in newtons (N);

omega yaw rate in degrees per second (°/s);

a _y lateral acceleration in meters per square second (m/s 2);

k ₁ is a fitting coefficient of yaw rate in newton-second per degree (n·s/°);

k ₂ fitting coefficients of lateral acceleration in newton square seconds per meter (N s 2/m);

And b, fitting constant term, and the unit is Newton (N).

Based on the binary linear fitting model, the ECU can fit calibration data in the mapping relation table by adopting a least square method to obtain specific numerical values of k ₁、k₂ and b, so as to obtain an expression relation between the magnitude of the external force and the yaw rate and lateral acceleration.

Based on this, the ECU can substitute the above formula (1) for the current yaw rate and lateral acceleration of the vehicle to obtain the actual external force to which the current vehicle is subjected.

Because the external forces with different magnitudes have different influences on the vehicle, in order to evaluate whether the actual external force applied to the current vehicle has an influence on the state of the vehicle, in the embodiment of the application, a technician calibrates preset external forces in advance and stores the preset external forces in the ECU. The preset external force is the minimum external force that affects the vehicle in a stationary state, or the preset external force is also understood to be the minimum external force that generates a non-zero lateral acceleration and a non-zero yaw rate when the vehicle is in a stationary state. For example, the preset external force may be 20N.

When the actual external force is smaller than the preset external force, the current actual external force is not interfered with the vehicle, and the vehicle can be ignored, namely the current actual external force cannot influence the operation of the back door. The ECU determines that the vehicle is not disturbed by the external force. In contrast, when the actual external force is greater than or equal to the preset external force, it indicates that the current external force will cause interference to the vehicle, that is, the operation of the back door will be interfered, and the ECU determines that the vehicle is interfered by the external force.

When the vehicle is determined to be interfered by external force, the external force is indicated to interfere the running track of the back door. The external force interferes with the moving track of the back door in that the external force may deviate the actual opening of the back door from the intended opening, or the external force may deviate the actual offset of the back door in the horizontal direction from the intended offset. In this case, if the respective running trajectories of the gate and the ground gate deviate too much from the respective expected trajectories, the gate and the ground gate may be caused to have a possibility of collision. Therefore, the ECU needs to recognize whether or not the gate and the ground gate are at risk of collision based on the operation parameters of the back gate.

When the influence of external force on the motion trail of the top-bottom door is introduced, the external force is taken as wind force for illustration, and the influence of other types of external force on the motion trail is the same as the influence of wind force on the motion trail.

The operation parameters of the back door are used for representing the operation position of the back door and the motor output state of the back door. The running position of the back door can be quantitatively embodied by the actual opening of the back door, including the actual opening of the radix asparagi and the actual opening of the ground door. The motor output state of the back door can be represented by the working current and the driving force of the back door motor, and specifically comprises the working current and the driving force of an asparagi motor and the working current and the driving force of a ground door motor.

It should be appreciated that the asparagi motor is the core power source and the adjustment actuator for the asparagi operation during the asparagi operation of the back door. The asparagi motor is used for outputting torque according to the control instruction, so that the asparagi motor is driven to complete the turning-over action according to a preset track. Wherein, the output torque of the asparagi motor, the working current of the asparagi motor and the driving force are in a positive correlation linear relation.

Specifically, the larger the working current of the asparagi motor is, the larger the output torque of the asparagi motor is, and the output torque of the asparagi motor can be further converted into driving force for driving the asparagi motor to move through the transmission mechanism, so that the asparagi motor is driven to move to a certain opening degree.

In the presence of wind disturbances, the operational resistance of the radix asparagi increases. Compared with a windless environment, under the condition that the opening of the door is unchanged, the asparagi motor needs to output larger output torque to enable the asparagi motor to run to the same opening, so that the working current and the driving force of the asparagi motor can rise along with the same opening. Therefore, if the output torque of the asparagi motor is unchanged under the condition of wind interference, the asparagi opening degree is necessarily deviated from the asparagi opening degree in the windless environment.

Based on the influence of the output parameters of the back door motor on the back door operation process, the ECU can judge whether the gate and the ground door have collision risks or not based on the operation position of the gate, the output parameters of the gate motor, the operation position of the ground door and the output parameters of the ground door.

Specifically, the process of the ECU identifying whether or not the gate and the ground gate are at risk of collision is as follows.

In one possible implementation manner, the operation parameters of the back door include a first opening degree of the door, a second opening degree of the ground door, a first operation current and a first driving force of the door motor, and a second operation current and a second driving force of the door motor, and determining whether the door and the ground door have collision risk according to the operation parameters of the back door includes:

Determining that no collision risk exists between the ground door and the gate under the condition that the first opening is larger than a first preset opening or the second opening is larger than a second preset opening, wherein the first preset opening is the critical opening of the gate when the gate does not collide with the gate, and the second preset opening is the critical opening of the gate when the gate does not collide with the gate;

and under the condition that the first opening is smaller than or equal to a first preset opening and the second opening is smaller than or equal to a second preset opening, determining whether collision risk exists between the gate and the ground gate according to the first opening, the second opening, the first working current, the first driving force, the second working current and the second driving force.

Optionally, the operation parameters of the back door include a first opening degree of the gate (i.e., an actual opening degree of the gate) and a second opening degree of the ground door (i.e., an actual opening degree of the ground door), and a first operation current and a first driving force of the gate motor, and a second operation current and a second driving force of the ground door motor. The first operating current of the asparagi motor is the operating current of the middle heaven motor. The first driving force of the door motor, i.e., the driving force of the door motor, is denoted by the first and second directions for distinguishing the door motor from the door motor.

For example, the ECU may obtain the first opening of the gate through an angle sensor mounted on the gate and obtain the second opening of the gate through an angle sensor mounted on the gate.

In another example, the ECU may also collect the first opening of the shoe through a hall sensor mounted on the shoe's electric strut and collect the second opening of the shoe through a hall sensor mounted on the shoe's electric strut.

The detailed process of the ECU obtaining the first opening degree of the shoe through the hall sensor mounted on the electric stay of the shoe will be described below with reference to the shoe in the back door.

It should be appreciated that the aforementioned asparagi motor and transmission are both built-in components of the electric struts. The ECU may send control commands to the motor controller of the electric struts of the control struts while the control struts are running. After receiving the control instruction, the motor controller drives the asparagi motor to operate, and the asparagi motor is driven to operate through the asparagi transmission mechanism.

When the electric stay bar of the shoe moves along with the shoe, the magnetic element (such as magnetic steel) on the electric stay bar moves along with the electric stay bar, and the magnetic element sequentially passes through the Hall sensor. The hall sensor outputs a pulse signal, i.e. a hall number, every time a magnetic element passes. In the operation process of the Hall sensor, the Hall number of the Hall sensor can be changed in an accumulated manner, and the accumulated Hall number is obtained. Specifically, during the on-state process, the hall number of the hall sensor increases, i.e., the cumulative hall number increases gradually. During the off-state process, the hall number of the hall sensor is reduced, i.e., the hall number is gradually reduced. And, every time through a magnetic element, hall sensor changes a hall number, and the asparagus can correspond to fixed angle of rotation. Wherein, the magnetic elements are evenly arranged along the length direction of the stay bar.

Therefore, during the on-stroke, the ECU may detect the first opening of the on-stroke in real time based on the hall sensor on the on-stroke electric strut.

Based on the same principle, during the running process of the ground door, the ECU can detect the second opening degree of the ground door in real time through a Hall sensor on an electric stay bar of the ground door.

For example, for a first operating current of the asparagi motor, the ECU may be acquired by a hall current sensor corresponding to the asparagi motor. For the second working current of the ground door motor, the ECU can be acquired through a Hall current sensor corresponding to the ground door motor.

For the first driving force of the asparagi motor, the ECU may be indirectly converted by the first operating current of the asparagi motor. The ECU may obtain the output torque of the asparagi motor based on the first operating current of the asparagi motor, and then obtain the first driving force of the asparagi motor based on the output torque of the asparagi motor.

Specifically, the ECU may calculate the output torque of radix asparagi by the following formula (2).

Formula (2)

Wherein, in formula (2):

T is the output torque of the asparagi motor, and the unit is Newton meter (N.m);

k _t is the torque coefficient of the Asparagus motor, the unit is Newton meter per ampere (N.m/A), and the torque coefficient is a fixed value;

i is the first operating current of the asparagi motor in amperes (A).

Based on the above formula (2), the ECU may obtain the output torque of the aspartic motor by the first operating current of the aspartic motor.

Further, the process of determining the first driving force of the aspartic motor by the ECU based on the output torque of the aspartic motor can be expressed by the following equation (3).

Formula (3)

Wherein, in formula (3):

f, the first driving force of the asparagi motor is in newton (N);

i, the reduction ratio of a transmission mechanism in an electric stay bar of the shoe is a fixed value without a unit;

and r is a force arm or radius of the output end of the transmission mechanism, and the unit is meter (m) which is a fixed value.

After obtaining the output torque of the on-motor, the ECU can calculate the first driving force of the on-motor by the formula (3).

Similarly, the ECU may calculate the second driving force of the ground door motor according to the second operating current through the ground door motor.

After obtaining all the parameters, the ECU determines whether the gate and the ground gate have collision risk according to the operation parameters of the back gate as follows.

As can be seen from fig. 3, the running tracks of the door 101 and the ground door 102 intersect or overlap only in the collision area 103, regardless of whether the current back door running state is an opening state or a closing state. Outside the collision area 103, the trajectories of the gate 101 and the ground gate 102 are separated from each other, and there is no overlapping space. It can be seen that the gate 101 and the ground gate 102, if at risk of collision, can only occur in the collision zone 103.

Based on this, the ECU may compare the first opening of the gate with a first preset opening corresponding to the gate and compare the second opening of the ground gate with a second preset opening corresponding to the ground gate to determine whether both the current gate and the ground gate are operating in the collision region, thereby determining whether the gate and the ground gate have a collision risk. The first preset opening is a critical opening of the gate when the gate does not collide with the ground, i.e. the opening α in fig. 3. The second preset opening is a critical opening of the ground door when no collision occurs with the ground door, i.e., opening β in fig. 3.

When the first opening is larger than the first preset opening or the second opening is larger than the second preset opening, the operation track of at least one door body in the gate and the ground door is out of the collision area. In this case, the running track of the gate and the running track of the ground gate are completely separated, and there is no possibility of intersection. Thus, the ECU determines that there is no risk of collision with the ground door.

In contrast, when the first opening is smaller than or equal to the first preset opening and the second opening is smaller than or equal to the second preset opening, the running track of the gate and the running track of the ground gate are both in the collision area, and there is a possibility of intersection. In combination with the foregoing, it is known that when the operating current and the driving force of the motor are fixed, the opening degree of the back door is different in the case of no wind disturbance and no wind disturbance. Based on this, the ECU may determine, based on the first opening degree, the first operating current, and the first driving force, the degree to which the actual running trajectory of the gate at the present time deviates from the predicted trajectory of the gate, and determine, based on the second opening degree, the second operating current, and the second driving force, the degree to which the actual running trajectory of the gate at the present time deviates from the predicted trajectory of the gate, thereby determining whether the gate and the gate have collision risks.

Specifically, the ECU recognizes whether the gate and the ground gate are at risk of collision through the above-described various parameters as follows.

In one possible implementation, determining whether a gate has a collision risk according to the first opening, the second opening, the first operating current, the first driving force, the second operating current, and the second driving force includes:

determining a first reference opening degree of an radix asparagi from a preset radix asparagi track curve according to the first working current and the first driving force;

Determining a second reference opening of the ground door from a preset ground door track curve according to the second working current and the second driving force;

and determining whether collision risks exist between the gate and the ground according to the first opening, the second opening, the first reference opening and the second reference opening.

Specifically, in the test stage, a technician in the embodiment of the application can pre-calibrate a preset asparagus track curve and a preset ground door track curve.

Optionally, the preset asparagus track curve includes two curves, which are respectively a preset relation curve of the asparagus opening degree and the working current of the asparagus motor in the windless environment and a preset relation curve of the asparagus opening degree and the driving force of the asparagus motor in the windless environment.

In a preset relation curve of the opening degree and the working current of the asparagi motor, the abscissa is the opening degree, and the ordinate is the working current of the asparagi motor. In a preset relation curve of the opening degree and the driving force of the asparagi motor, the abscissa is the opening degree, and the ordinate is the driving force of the asparagi motor.

For the two preset relationship curves, under the condition of fixed opening degree, the working current of the asparagi motor and the driving force of the asparagi motor accord with the proportional relationship in the formulas (2) to (3). I.e. one opening corresponds to the operating current of the sole motor and the driving force of the sole motor.

Based on this, the ECU may determine the first reference opening degree from a preset relationship curve of the opening degree and the operating current of the asparagi motor by the current first operating current, and determine the first reference opening degree from a preset relationship curve of the opening degree and the driving force of the asparagi motor by the first driving force.

It should be understood that the operating current of the asparagi motor and the driving force of the asparagi motor at the same moment satisfy a certain proportional relationship and correspond to the same asparagi opening, so that the two first reference openings respectively determined by the ECU from the two preset relationship curves should be the same. The first reference opening is specifically an optimal opening or an expected opening corresponding to the first working current and the first driving force in the windless environment.

Alternatively, based on the proportional relationship between the operating current of the asparagi motor and the driving force of the asparagi motor at the same time, the ECU may determine the first reference opening only according to the first operating current and the preset relationship curve between the opening and the operating current of the asparagi motor, or determine the first reference opening only according to the first driving force and the preset relationship curve between the opening and the driving force of the asparagi motor.

Similarly, the second reference opening degree of the floor door may be determined in the same manner.

Optionally, the preset ground door track curve also comprises two curves, which are respectively a preset relation curve of the ground door opening degree and the working current of the ground door motor in the windless environment and a preset relation curve of the ground door opening degree and the driving force of the ground door motor in the windless environment.

In a preset relation curve of the ground door opening and the working current of the ground door motor, the abscissa is the ground door opening, and the ordinate is the working current of the ground door motor. In a preset relation curve of the ground door opening and the driving force of the ground door motor, the abscissa is the ground door opening, and the ordinate is the driving force of the ground door motor.

For the two preset relation curves, under the condition that the opening degree of the ground door is fixed, the working current of the ground door motor and the driving force of the ground door motor accord with the proportional relation in the formulas (2) to (3). I.e. one floor opening corresponds to the operating current of the unique floor motor and the driving force of the unique floor motor.

Based on this, the ECU may determine the second reference opening from a preset relationship curve of the ground door opening and the operating current of the ground door motor by the current second operating current, and determine the second reference opening from a preset relationship curve of the ground door opening and the driving force of the ground door motor by the second driving force.

It should be understood that the operating current of the door motor and the driving force of the door motor at the same time satisfy a certain proportional relationship and correspond to the same door opening, so that the two second reference openings respectively determined by the ECU from the two preset relationship curves should be the same. The second reference opening is specifically an ideal opening of the ground door or an expected opening of the ground door corresponding to the second working current and the second driving force in the windless environment.

Alternatively, based on the proportional relationship between the operating current of the door motor and the driving force of the door motor at the same time, the ECU may determine the second reference opening according to only the second operating current and a preset relationship curve between the door opening and the operating current of the door motor, or determine the second reference opening according to only the second driving force and a preset relationship curve between the door opening and the driving force of the door motor.

Under the condition that the working current and the driving force of the motor are fixed, the opening degree of the back door is different under the scenes of no wind interference and no wind interference. After the first reference opening and the second reference opening are determined respectively, the ECU can evaluate the deviation degree of the gate running track caused by wind power through the first opening and the first reference opening of the current gate and evaluate the deviation degree of the gate running track caused by wind power through the second opening and the second reference opening of the current gate. Further, the ECU determines whether collision risk exists between the gate and the ground gate according to the deviation degree of the running tracks of the two gate bodies.

Specifically, the ECU determines whether the gate and the ground gate have a collision risk according to the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree as follows.

In a possible implementation manner, determining whether the gate and the ground gate have collision risk according to the first opening, the second opening, the first reference opening and the second reference opening includes:

the first opening is differed from a first reference opening to obtain an opening difference value of radix asparagi, and the second opening is differed from a second reference opening to obtain an opening difference value of the ground door;

Determining whether the first opening deviation condition is met by the radix asparagi according to the opening difference value of the radix asparagi, and determining whether the second opening deviation condition is met by the ground door according to the opening difference value of the ground door;

Determining that the gate and the ground gate have collision risk under the condition that the gate meets a first opening deviation condition or the ground gate meets a second opening deviation condition;

And determining that the gate and the ground gate have no collision risk under the condition that the gate does not meet the first opening deviation condition and the ground gate does not meet the second opening deviation condition.

It should be appreciated that, whether the back door is in an open or closed state, in order to avoid collision between the gate and the ground door in the collision area, when the movement tracks of the gate and the ground door are all in the collision area, the principle that the gate and the ground door are covered is required to be followed, that is, the difference between the gate offset and the ground door offset needs to be greater than a certain value, so that the gate and the ground door cannot collide.

If wind interference exists, the difference between the offset of the gate and the offset of the ground gate is reduced to a certain value, and if the control is not performed, the gate and the ground gate may be at risk of collision.

Illustratively, as shown in fig. 3, the locus of travel of the radix asparagi is a circular arc with the height of the radix asparagi as a radius and the hinge as a center of a circle, whether in an on state or an off state. Similarly, the moving track of the ground door is an arc taking the height of the ground door as a radius and taking the hinge of the ground door as a circle center. Based on this, the offset of the gate at the current time is equal to the sine value of the gate height multiplied by the first opening, and the offset of the gate at the current time is equal to the sine value of the gate height multiplied by the second opening. It can be seen that the change between the corresponding opening and the offset is positive for any one door.

The offset of the radix asparagi is close to the offset of the ground gate, which means that the first opening of the radix asparagi is smaller than the expected first reference opening and the second opening of the ground gate is larger than the expected second reference opening.

If the running state of the back door is in an opening state, in a collision area, if the ideal situation of no wind power interference exists, the back door is always opened before the ground door, the offset of the back door is always larger than a certain value of the offset of the ground door, and the offset difference of the two door bodies forms a stable anti-collision safety distance.

If the running state of the back door is in a closing state, the ground door always closes before the door is closed in the collision area under the ideal condition of no wind power interference. Similarly, the offset of the gate is always larger than the offset of the ground gate by a certain value, and the offset difference of the two gate bodies forms a stable anti-collision safety distance.

For any running state, if wind interference exists to cause the opening degree of the first gate to be reduced by wind power, the first opening degree of the first gate is smaller than the first reference opening degree, and the offset of the first gate is smaller. Or if the opening of the ground door is increased by the aid of wind power caused by wind power interference, so that the second opening of the ground door is larger than the second reference opening, and the offset of the ground door is larger. The change in the at least one offset eventually results in a gradual approach of the offset of the gate to the offset of the gate, a decrease in the safety spacing, and an increase in the risk of collision.

Based on the reason that the above-mentioned opening or offset change causes collision between the gate and the ground, when determining whether there is a collision risk between the gate and the ground, the ECU may first make a difference between the first opening and the first reference opening to obtain an opening difference of the gate, and make a difference between the second opening and the second reference opening to obtain an opening difference of the ground.

Further, the ECU may determine whether or not the first opening deviation condition is satisfied based on the opening difference value of the radix asparagi. Similarly, the ECU may determine whether the ground door satisfies the second opening deviation condition based on the opening difference value of the ground door.

In combination with the foregoing analysis, the first opening deviation condition is a condition of a change (specifically, a decrease) in the opening when the gate is at risk of collision. Wherein the second opening deviation condition is a condition of a change (specifically, an increase) in the opening of the ground door when the ground door is at risk of collision.

The current door satisfies the first opening deviation condition, which indicates that the first opening is reduced to a greater extent than the first reference opening, i.e., the magnitude of the reduction in the offset of the gate is greater. In this case, even if the offset of the ground gate is unchanged, the difference between the offset of the gate and the offset of the ground gate is greatly reduced. Such a change in the offset of the gate may result in the gate potentially colliding with the ground gate, and thus the ECU determines that the gate is at risk of collision with the ground gate.

The local gate satisfies the second opening deviation condition, which indicates that the second opening is increased to a greater extent than the second reference opening, that is, the magnitude of the increase in the offset of the local gate is greater. In this case, even if the shift amount of the gate is unchanged, the difference between the shift amount of the gate and the shift amount of the ground gate is greatly reduced. Such a change in the amount of displacement of the ground door may cause the ground door to collide against the gate, so that the ECU determines that the gate is at risk of collision with the ground door.

On the contrary, the same door does not satisfy the first aperture deviation condition, and the same door does not satisfy the second aperture deviation condition, and it can not collide the same door and the same door can not collide the same door, and two door body offset differences can form stable anticollision safety interval. Thus, the ECU determines that there is no risk of collision with the ground door.

Or in the embodiment of the application, the ECU can also determine whether the gate and the ground gate have collision risk through the difference value between the offset of the gate and the offset of the ground gate. The ECU may first determine an reference offset amount of radix asparagi based on the first reference opening and radix asparagi height, and determine a reference offset amount of radix door from the second reference opening and radix door height, and determine a difference between the two reference offset amounts. And determining an actual offset of the ground door through the first opening and the first height, determining an actual offset of the ground door through the second opening and the second height, and determining a difference value between the two actual offsets. When the difference between the two actual offsets is less than the difference between the two reference offsets to some extent, determining that the gate and the ground gate are at risk of collision.

A specific procedure of determining whether or not the first opening deviation condition is satisfied and determining whether or not the ground door satisfies the second opening deviation condition is described in detail below.

In a possible implementation manner, determining whether the first opening deviation condition is satisfied by the radix asparagi according to the opening difference value of the radix asparagi, and determining whether the second opening deviation condition is satisfied by the ground door according to the opening difference value of the ground door includes:

determining that the first opening deviation condition is satisfied by the radix asparagi under the condition that the absolute value of the opening difference value of the radix asparagi is larger than the first preset difference value and the opening difference value of the radix asparagi is a negative value;

Determining that the ground door meets a second opening deviation condition under the condition that the absolute value of the opening difference value of the ground door is larger than a second preset difference value and the opening difference value of the ground door is a positive value;

determining that the first opening deviation condition is not satisfied when the absolute value of the opening difference value of the radix asparagi is smaller than or equal to a first preset difference value, or the opening difference value of the radix asparagi is a positive value;

And determining that the ground door does not meet the second opening deviation condition under the condition that the absolute value of the opening difference value of the ground door is smaller than or equal to a second preset difference value or the opening difference value of the ground door is a negative value.

Specifically, in the embodiment of the application, a technician can pre-calibrate a critical change value of the collision area, which is caused by the change of the opening degree, of the door and the ground door, and the critical change value is stored in the ECU as a first preset difference value. Similarly, the technician can also pre-calibrate the critical variation value of the door opening variation, which can cause the collision between the door and the door, in the collision area, and store the critical variation value as a second preset difference value in the ECU.

For radix asparagi, if the absolute value of the opening difference value of radix asparagi is larger than the first preset difference value, and the opening difference value of radix asparagi is a negative value, the first opening of radix asparagi is smaller than the first reference opening, the reduction amplitude of the opening of radix asparagi is larger, the reduction amplitude of the offset of radix asparagi is larger, and the difference value of the offset of radix asparagi and the offset of the ground gate is greatly reduced. The ECU determines that the first opening deviation condition is satisfied.

In contrast, if the absolute value of the open difference of radix asparagi is smaller than or equal to the first preset difference, there are three possible cases, namely, the open difference of radix asparagi is 0, the open difference of radix asparagi is positive and the absolute value of the open difference of radix asparagi is smaller than or equal to the first preset difference, and the open difference of radix asparagi is negative and the absolute value of the open difference of radix asparagi is smaller than or equal to the first preset difference. In either case, the change in the amount of deflection of the gate is within a safe range and does not result in a collision of the gate with the ground gate. Therefore, in this scenario, the ECU determines that the first opening degree deviation condition is not satisfied.

Or if the difference in opening of the radix asparagi is positive, the offset of the radix asparagi is increased rather than decreased compared to the windless case. Therefore, the ECU determines that the first opening degree deviation condition is not satisfied.

For the ground gate, if the absolute value of the opening difference value of the ground gate is greater than the second preset difference value, and the opening difference value of the ground gate is a positive value, the second opening of the ground gate is greater than the second reference opening, the increasing amplitude of the opening of the ground gate is greater, the increasing degree of the offset of the ground gate is greater, and the difference value of the offset of the ground gate and the offset of the ground gate is greatly reduced. The ECU determines that the floor door satisfies the second opening deviation condition.

In contrast, if the absolute value of the opening difference of the ground door is smaller than or equal to the second preset difference, there are three possible cases, namely, the first case is that the opening difference of the ground door is 0, the second case is that the opening difference of the ground door is a positive value and the absolute value thereof is smaller than or equal to the second preset difference, and the third case is that the opening difference of the ground door is a negative value and the absolute value thereof is smaller than or equal to the second preset difference. In either case, the change in the amount of deflection of the ground door is within a safe range, and no collision of the ground door with the gate is caused. Therefore, in this scenario, the ECU determines that the floor door does not satisfy the second opening deviation condition.

Or if the difference in opening of the ground door is a negative value, the amount of displacement of the ground door is reduced rather than increased compared to the windless case. Therefore, the ECU determines that the floor door does not satisfy the second opening deviation condition.

In another scenario, if in some back door designs, if the ground door is covered on the ground door, the principle of determining collision risk is the same as that of the embodiment of the present application when the overhead door is covered on the ground door. In this scenario, a region where the locus of the gate and the locus of the gate overlap is also referred to as a collision region. When the movement tracks of the gate and the ground gate are in the collision area, the principle that the ground gate is covered on the gate is required to be followed, namely, the difference between the offset of the ground gate and the offset of the gate is required to be larger than a certain value, so that the gate and the ground gate cannot collide.

Based on this, the ECU may determine an opening difference value of the gate and an opening difference value of the gate, and determine whether the gate satisfies a third opening deviation condition according to the opening difference value of the gate, and determine whether the gate satisfies a fourth opening deviation condition according to the opening difference value of the gate.

Wherein the third opening deviation condition is a condition of a change (specifically, an increase) of the opening when the gate is at risk of collision. The fourth deviation condition is a condition of changing (specifically reducing) the opening of the ground door when the ground door is in collision risk.

In this case, the determination of whether the third opening deviation condition is satisfied may refer to the description of whether the ground gate satisfies the second opening deviation condition, and the determination of whether the ground gate satisfies the fourth opening deviation condition may refer to the description of whether the first opening deviation condition is satisfied, which is not repeated herein.

And when the door meets the third opening deviation condition or the ground door meets the fourth opening deviation condition, the ECU determines that the door and the ground door have collision risks. In contrast, when the third opening deviation condition is not satisfied by the present door and the fourth opening deviation condition is not satisfied by the ground door, the ECU determines that there is no risk of collision with the ground door.

Thus, through the above steps, the ECU can determine whether there is a risk of collision with the ground door.

At 402, in the event that there is a risk of collision between the gate and the ground, at least one target gate body that poses a risk of collision is determined from the gate and the ground.

It should be understood that, as is known from the foregoing description, there is a collision risk between the gate and the ground, and three trigger scenarios are classified, in which the first condition is satisfied only by the gate, the second condition is satisfied only by the ground, and the third condition is satisfied by the gate and the second condition is satisfied.

It can be seen that when trigger scenes of collision risks of the gate and the ground gate are different, gate bodies causing collision risks are also different.

Therefore, before taking control measures for the collision risk, the ECU needs to accurately determine at least one target door body that causes the collision risk, that is, a door body that needs to be controlled.

In a possible implementation manner, in a case that the gate and the ground gate have collision risks, determining at least one target gate body causing collision risks from the gate and the ground gate, including:

acquiring an opening difference value of an asparagus and an opening difference value of a ground door;

determining at least one target door body as an on-gate under the condition that the on-gate meets the first opening deviation condition and the ground door does not meet the second opening deviation condition;

determining at least one target door body as the ground door under the condition that the ground door meets the second opening deviation condition and the first opening deviation condition is not met;

and determining that the at least one target door body comprises the gate and the ground door under the condition that the gate satisfies the first opening deviation condition and the ground door satisfies the second opening deviation condition.

Specifically, the above-mentioned process of determining whether the first opening deviation condition is satisfied or not and determining whether the ground door satisfies the second opening deviation condition are referred to in the foregoing detailed description, and will not be repeated herein.

Wherein when only the first opening deviation condition is satisfied, it is indicated that only the door body causing the risk of collision with the ground door is on, and therefore the ECU determines that at least one target door body is on. When the floor door alone satisfies the second opening deviation condition, it is indicated that the door body causing the risk of collision with the floor door alone is the floor door, and therefore the ECU determines that at least one target door body is the floor door. The door body that causes the gate to have a collision risk with the ground gate includes the gate and the ground gate is determined by the ECU to include the gate and the ground gate.

403, For any one of the at least one target door body, determining a control strategy of the target door body according to the collision risk level corresponding to the target door body, so that when the control strategy controls the target door body to operate, the gate and the ground gate do not collide.

For any one of the at least one target door body, in order to ensure accurate control of the target door body when the target door body is controlled, the ECU may correspondingly determine a control strategy of the target door body according to a collision risk level corresponding to the target door body. The collision risk level is used for representing the probability of collision between the gate and the ground. And when the ECU controls the target door body to operate according to a control strategy, the door body can be ensured not to collide with the ground door.

It will be appreciated that the degree of interference on the two doors may be different due to wind forces. When at least one of the target doors includes a gate and a ground gate, the collision risk levels corresponding to the two target doors may also be different.

The detailed determination process of the collision risk level corresponding to the target door body is described first.

In a possible implementation manner, the method further includes:

for any one of at least one target door body, acquiring an opening difference value of the target door body and a plurality of opening difference change rates of the target door body at a plurality of continuous moments, wherein the opening difference value of the target door body is a difference value between an actual opening of the target door body and a reference opening of the target door body, the actual opening of the target door body is a first opening of an asparagus or a second opening of a ground door, and the reference opening of the target door body is a first reference opening of an asparagus or a second reference opening of the ground door;

Determining a collision risk level corresponding to the target door body as a first level under the condition that the opening difference value of the target door body is in a first opening range and the change rate of the opening difference values is smaller than or equal to a preset change rate;

Determining that the collision risk level corresponding to the target door body is a second level when the change rate of the opening difference values is not less than or equal to the preset change rate and the opening difference value of the target door body is in a second opening range, wherein the minimum opening of the second opening range is larger than the maximum opening of the first opening range;

and determining that the collision risk level corresponding to the target door body is a third level under the condition that the change rate of the opening difference values is not less than or equal to the preset change rate and the opening difference value of the target door body is in a third opening range, wherein the minimum opening of the third opening range is larger than the maximum opening of the second opening range.

Specifically, for any one target door body, the ECU may determine the collision risk level of the target door body according to the opening difference value of the target door body and the multiple opening difference change rates of the target door body at multiple successive times.

Optionally, in the embodiment of the present application, the collision risk levels include a first level, a second level, and a third level, where the three collision risk levels are ordered in order of the probability of collision between the gate and the ground from small to large, and the first level, the second level, and the third level are in order.

The three collision risk classes correspond specifically to the following three cases.

In case1, when the opening difference value of the target door body is in the first opening range and the change rates of the opening difference values are all smaller than or equal to the preset change rate, the collision risk level corresponding to the target door body is the first level.

Wherein the first opening range is, for example, [0,3 ] (unit: °), the preset rate of change is, for example, 0.6 °/s. In particular, the minimum value of the first opening range is greater than the first preset difference.

When the difference of the opening degree of the target door body is small and the opening degree change rate of the target door body is small at a plurality of continuous moments, the current opening degree of the target door body is indicated to fluctuate back and forth within a relatively small range. In this case, the ECU determines the collision risk level corresponding to the target door body as the first level.

And 2, when the change rate of the opening difference values is not less than or equal to the preset change rate and the opening difference value of the target door body is in the second opening range, the collision risk level corresponding to the target door body is the second level.

Wherein the second opening range is, for example, [3, 10) (unit: °). The minimum value of the second opening range is larger than the maximum value of the first opening range.

When the opening difference change rate larger than the preset change rate exists in the opening difference change rates, the fact that the opening difference of the target door body is suddenly changed is indicated, and the fact that the deviation amplitude of the actual opening of the target door body compared with the reference opening under the windless condition is in a non-stable steep increase change is indicated. On the basis, if the opening difference value of the target door body is in the second opening range, the opening deviation degree of the target door body is relatively larger. The difference between the offset of the gate and the offset of the ground gate in this scenario is significantly reduced compared to the first level. The ECU determines the collision risk level corresponding to the target door body as the second level.

And 3, when the change rate of the opening difference values is not less than or equal to the preset change rate and the opening difference value of the target door body is in a third opening range, the collision risk level corresponding to the target door body is a third level.

Wherein the third opening range is, for example, [10,15 ] (unit: °). The minimum value of the third opening range is larger than the maximum value of the second opening range.

When the opening difference change rate larger than the preset change rate exists in the opening difference change rates, the fact that the opening difference of the target door body is suddenly changed is indicated, and the fact that the deviation amplitude of the actual opening of the target door body compared with the reference opening under the windless condition is in a non-stable steep increase change is indicated. On the basis, if the opening difference value of the target door body is in the third opening range, the opening deviation degree of the target door body is very large. Compared with the second level, the difference between the offset of the gate and the offset of the ground gate in the scene is further reduced, and the collision risk degree is increased again. The ECU determines the collision risk level corresponding to the target door body as the third level.

Based on the three collision risk levels, the embodiment of the application sets a corresponding control strategy for each collision risk level.

In a possible implementation manner, determining a control strategy of the target door body according to the collision risk level corresponding to the target door body includes:

Under the condition that the collision risk level corresponding to the target door body is the first level, determining a control strategy to increase the motor driving force of the target door body so as to reduce the shaking degree of the target door body in the running process;

Under the condition that the collision risk level corresponding to the target door body is the second level, determining a control strategy to control the motor of the target door body to reversely rotate until the offset in the horizontal direction of the target door body reaches the target offset, wherein the absolute value of the difference value of the target offset and the current offset of the target door body is in a preset offset range;

And under the condition that the collision risk level corresponding to the target door body is the third level, determining the control strategy to control the motor of the target door body to stop running, wherein the probability of collision between the first level, the second level and the third level is sequentially increased.

Specifically, for any target door body, when the collision risk level corresponding to the target door body is the first level, it is explained that the opening degree of the target door body fluctuates only back and forth within a relatively small range. In this case, the ECU needs to control the running stability of the target door body, and avoid the opening degree of the target door body from fluctuating back and forth. The control strategy corresponding to the first level is to increase the motor driving force of the target door body. The motor driving force of the target door body is properly increased, so that the damping constraint effect of the driving force can be effectively improved, small amplitude fluctuation caused by wind interference is counteracted, and the opening of the target door body is ensured to be in a stable state.

When the collision risk level corresponding to the target door body is the second level, the opening degree variation range of the target door body is larger, and compared with the first level, the collision probability of the gate door and the ground door is increased. In order to avoid the collision risk rising again, the control strategy corresponding to the second level is to control the motor of the target door body to reversely rotate until the offset in the horizontal direction of the target door body reaches the target offset, wherein the absolute value of the difference value of the target offset and the current offset of the target door body is in a preset offset range.

Alternatively, the preset offset range is [10,15] (units: centimeters (cm)).

The motor for controlling the target door body is rotated in the reverse direction, so that the target door body is operated in the direction opposite to the opening deviation direction.

For example, if the gate is in the open state, the first opening of the gate is smaller than the first reference opening, which indicates that the opening deviation direction of the gate is toward the closing direction. In this case, the motor controlling the gate rotates in the reverse direction, and the gate can be operated in the operation direction to return to the safety opening.

And taking the target door body as a ground door example, if the ground door is in an opening state, the second opening of the ground door is larger than the second reference opening, and the opening deviation direction of the ground door is indicated to face the opening direction. In this case, the motor for controlling the floor door rotates in the reverse direction, and the floor door can be moved in the closing direction and retracted to the safety opening.

And when the collision risk level corresponding to the target door body is the third level, the opening degree of the target door body is proved to have very large variation amplitude under the wind interference. In this case, even if the motor direction of the control target door body is rotated to adjust the opening degree, the opening degree is greatly deviated again under the continuous disturbance of strong wind or the adjusted opening degree cannot reach the desired opening degree. Under the condition, the control strategy is to control the motor of the target door body to stop running so as to radically cut off the power source of the target door body and avoid the risk of opening imbalance.

404, Controlling the operation of the target gate based on the control strategy of the target gate.

After determining the control strategy of each target door body, the ECU can control each target door body to run according to the control strategy of each target door body so as to achieve the effect of avoiding collision between the door body and the ground door.

In order to facilitate understanding of the overall implementation procedure of the embodiment of the present application, the overall implementation procedure of the embodiment of the present application is described in detail below through fig. 5.

Fig. 5 is a schematic flow chart of another method of controlling a vehicle tailgate provided by an embodiment of the application.

Illustratively, as shown in FIG. 5, the method 500 includes steps 501 through 512 described below.

501, Under the condition that the back door is in an operation state, if the vehicle is detected to be interfered by external force, acquiring operation parameters of the back door, wherein the operation parameters of the back door comprise a first opening degree of an asparagus, a first working current and a first driving force of an asparagus motor, and a second working current and a second driving force of a ground door motor.

502, Determining whether the gate and the ground gate are both in the collision area according to the first opening and the second opening.

Specifically, when the first opening is smaller than or equal to a first preset opening and the second opening is smaller than or equal to a second preset opening, it is determined that both the gate and the ground gate are in the collision area.

And determining that the gate and the ground gate are unevenly positioned in the collision area under the condition that the first opening is larger than a first preset opening or the second opening is larger than a second preset opening.

Upon determining that the gate and ground gate non-uniformities are in the collision zone, step 503 is performed;

Upon determining that both the gate and the ground gate are in the collision zone, step 504 is performed.

503, Determining that the gate and the ground gate are not at risk of collision.

504, Determining a first reference opening of the gate from a preset gate track curve according to the first operating current and the first driving force, and determining a second reference opening of the gate from a preset gate track curve according to the second operating current and the second driving force.

505, The first opening is differenced from the first reference opening to obtain an opening difference of radix asparagi, and the second opening is differenced from the second reference opening to obtain an opening difference of the ground door.

506, Determining whether the first opening deviation condition is satisfied by the radix asparagi according to the opening difference value of the radix asparagi.

Executing step 507 when the first opening deviation condition is satisfied;

When the first opening deviation condition is not satisfied, step 508 is performed.

507, Determining that the gate is at risk of collision.

508, Determining whether the ground door satisfies a second opening deviation condition according to the opening difference value of the ground door.

Returning to step 507 when the floor door satisfies the second opening deviation condition;

When the floor door does not satisfy the first opening deviation condition, the routine returns to step 503.

509, In the event that there is a risk of collision between the gate and the ground, determining at least one target gate body from the gate and the ground that poses a risk of collision.

510, For any one of the at least one target door body, determining a collision risk level corresponding to the target door body according to the opening difference value of the target door body and the change rates of the opening difference values.

511, Determining a control strategy of the target door body according to the collision risk level.

512, Controlling the operation of the target door according to the control strategy of the target door.

The steps 501 to 512 in the method 500 have the same inventive concept as the steps 401 to 404 in the method 400, and the description of the method 400 is specifically referred to herein and is not repeated.

In summary, the application provides a method for controlling a back door of a vehicle, which is implemented by determining whether a collision risk exists between a door and a ground door according to operation parameters of the back door if the vehicle detects that the back door is interfered by an external force when the back door is in an operation state. The collision risk pre-judging method is realized by identifying whether the collision exists between the gate and the ground gate in advance. When collision risk exists between the gate and the ground gate, determining a control strategy of the target gate according to the collision risk level corresponding to the target gate, and controlling the target gate to run based on the control strategy. The above-mentioned process can avoid the collision of asparagus and ground door from the source, plays the effect of protection vehicle safety, promotes user's use simultaneously and experiences.

Fig. 6 is a schematic structural view of an apparatus for controlling a back door of a vehicle according to an embodiment of the present application. The device is applied to a vehicle, and a back door of the vehicle comprises an asparagus and a ground door, and the asparagus is covered on the ground door under the condition that the asparagus and the ground door are in a closed state.

Illustratively, as shown in FIG. 6, the apparatus 600 includes:

the determining module 601 is configured to determine whether a collision risk exists between the door and the ground door according to an operation parameter of the door if the vehicle is detected to be interfered by an external force when the door is in an operation state, where the operation parameter is used to indicate an operation position of the door and a motor output state of the door;

The determining module 601 is further configured to determine, for any one of the at least one target door body, a control policy of the target door body according to a collision risk level corresponding to the target door body, where the gate and the ground gate do not collide when the control policy controls the target door body to operate;

the control module 602 is configured to control the target door to operate based on a control policy of the target door.

In one possible implementation manner, the operation parameters of the back door include a first opening of the door, a first operation current and a first driving force of an door motor, a second opening of the door, and a second operation current and a second driving force of a door motor, where the determining module 601 is specifically configured to determine that there is no collision risk between the door and the door if the first opening is greater than a first preset opening or the second opening is greater than a second preset opening, where the first preset opening is a critical opening of the door when the door and the door do not collide, and the second preset opening is a critical opening of the door when the door and the door do not collide, and determine that there is no collision risk between the door and the door if the first opening is less than or equal to the first preset opening and the second opening is less than or equal to the second preset opening, based on the first opening, the second opening, the first operation current, the first driving force, the second operation current, and the second driving force.

In a possible implementation manner, the determining module 601 is further configured to determine a first reference opening of the gate from a preset gate track curve according to the first operating current and the first driving force, determine a second reference opening of the gate from a preset gate track curve according to the second operating current and the second driving force, and determine whether there is a collision risk between the gate and the gate according to the first opening, the second opening, the first reference opening and the second reference opening.

In a possible implementation manner, the determining module 601 is further configured to perform a difference between the first opening and the first reference opening to obtain an opening difference value of the gate, and perform a difference between the second opening and the second reference opening to obtain an opening difference value of the gate, determine whether the gate meets a first opening deviation condition according to the opening difference value of the gate, determine whether the gate meets a second opening deviation condition according to the opening difference value of the gate, determine that a collision risk exists between the gate and the gate if the gate meets the first opening deviation condition or the gate meets the second opening deviation condition, and determine that the gate and the gate do not have a collision risk if the gate does not meet the first opening deviation condition and the gate does not meet the second opening deviation condition.

In a possible implementation manner, the determining module 601 is further configured to determine that the first opening deviation condition is met when an absolute value of an opening difference value of the gate is greater than a first preset difference value and the opening difference value of the gate is negative, determine that the second opening deviation condition is met when the absolute value of the opening difference value of the gate is greater than a second preset difference value and the opening difference value of the gate is positive, determine that the first opening deviation condition is not met when the absolute value of the opening difference value of the gate is less than or equal to the first preset difference value or when the opening difference value of the gate is positive, and determine that the second opening deviation condition is not met when the absolute value of the opening difference value of the gate is less than or equal to the second preset difference value or when the opening difference value of the gate is negative.

In a possible implementation manner, the determining module 601 is further configured to obtain an opening difference value of the radix asparagi and an opening difference value of the ground door, determine whether the radix asparagi meets a first opening deviation condition according to the opening difference value of the radix asparagi, and determine whether the ground door meets a second opening deviation condition according to the opening difference value of the ground door, determine that the at least one target door body is the radix asparagi if the radix asparagi meets the first opening deviation condition and the ground door does not meet the second opening deviation condition, determine that the at least one target door body is the ground door if the ground door meets the second opening deviation condition and the radix asparagi does not meet the first opening deviation condition, and determine that the at least one target door body includes the radix asparagi and the ground door if the radix asparagi meets the first opening deviation condition and the ground door meets the second opening deviation condition.

In a possible implementation manner, the determining module 601 is further configured to obtain, for any one target door body of the at least one target door body, an opening difference value of the target door body and a plurality of opening difference change rates of the target door body at a plurality of consecutive times, where the opening difference value of the target door body is a difference value between an actual opening of the target door body and a reference opening of the target door body, the actual opening of the target door body is a first opening of the door or a second opening of the ground door, the reference opening of the target door body is a first reference opening of the door or a second reference opening of the ground door, determine, when an opening difference value of the target door body is in a first opening range and a plurality of opening difference change rates are all smaller than or equal to a preset change rate, a collision risk level corresponding to the target door body as a first level, determine, when the plurality of opening difference change rates are not all smaller than or equal to the preset change rate and the opening difference value of the target door body is in a second opening range, determine, the target door body corresponds to a second collision risk level as a second level when the difference value of the target door body is not smaller than the preset change rate, and the second opening is in a third opening range or the second opening range.

In a possible implementation manner, the determining module 601 is further configured to determine that the control policy is to increase the driving force of the motor of the target door body to reduce the shaking degree in the running process of the target door body when the collision risk level corresponding to the target door body is the first level, determine that the control policy is to control the motor of the target door body to reversely rotate when the collision risk level corresponding to the target door body is the second level until the offset in the horizontal direction of the target door body reaches the target offset, and determine that the control policy is to control the motor of the target door body to stop running when the absolute value of the difference between the target offset and the current offset of the target door body is in the preset offset range when the collision risk level corresponding to the target door body is the third level, where the probabilities of collisions between the first level, the second level, and the third level are sequentially increased.

In a possible implementation manner, the determining module 601 is further configured to obtain a yaw rate and a lateral acceleration of the vehicle, determine an actual external force applied to the vehicle according to the yaw rate and the lateral acceleration, determine that the vehicle is interfered by the external force when the actual external force is greater than or equal to a preset external force, and determine that the vehicle is not interfered by the external force when the actual external force is less than the preset external force.

As shown in fig. 7, for example, the vehicle 700 includes a memory 701 and a processor 702, wherein the memory 701 stores executable program code 7011, and the processor 702 is configured to invoke and execute the executable program code 7011 to perform a method of controlling a back door of the vehicle.

In addition, the embodiment of the application also protects a device, which can comprise a memory and a processor, wherein executable program codes are stored in the memory, and the processor is used for calling and executing the executable program codes to execute the method for controlling the back door of the vehicle.

In this embodiment, the functional modules of the apparatus may be divided according to the above method example, for example, each functional module may be corresponding to one processing module, or two or more functions may be integrated into one processing module, where the integrated modules may be implemented in a hardware form. It should be noted that, in this embodiment, the division of the modules is schematic, only one logic function is divided, and another division manner may be implemented in actual implementation.

In the case of dividing the respective function modules by the respective functions, the apparatus may further include a determination module, a control module, and the like. It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional descriptions of the corresponding functional modules, which are not described herein.

It should be understood that the apparatus provided in this embodiment is used to perform the above-described method of controlling the back door of a vehicle, and thus the same effects as those of the above-described implementation method can be achieved.

In case of an integrated unit, the apparatus may comprise a processing module, a memory module. Wherein, when the device is applied to a vehicle, the processing module can be used for controlling and managing the action of the vehicle. The memory module may be used to support the vehicle in executing associated program code, etc.

Wherein the processing module may be a processor or controller that may implement or execute the various illustrative logical blocks, modules, and circuits described in connection with the present disclosure. A processor may also be a combination of computing functions, including for example one or more microprocessors, digital Signal Processing (DSP) and microprocessor combinations, etc., and a memory module may be a memory.

In addition, the device provided by the embodiment of the application can be a chip, a component or a module, and the chip can comprise a processor and a memory which are connected, wherein the memory is used for storing instructions, and when the processor calls and executes the instructions, the chip can be made to execute the method for controlling the back door of the vehicle provided by the embodiment.

The present embodiment also provides a computer-readable storage medium having stored therein computer program code which, when run on a computer, causes the computer to perform the above-described related method steps to implement a method of controlling a vehicle tailgate provided by the above-described embodiments.

The present embodiment also provides a computer program product which, when run on a computer, causes the computer to perform the above-described related steps to implement a method of controlling a vehicle tailgate provided by the above-described embodiments.

The apparatus, the computer readable storage medium, the computer program product, or the chip provided in this embodiment are used to execute the corresponding method provided above, and therefore, the advantages achieved by the apparatus, the computer readable storage medium, the computer program product, or the chip can refer to the advantages of the corresponding method provided above, which are not described herein.

It will be appreciated by those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or 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 apparatus, 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 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 application is subject to the protection scope of the claims.

Claims

1. A method for controlling a vehicle's tailgate, characterized in that the method is applied to a vehicle, the vehicle's tailgate comprising a top door and a bottom door, wherein when both the top door and the bottom door are closed, the top door covers the bottom door, the method comprising:

When the tailgate is in operation, if the vehicle is detected to be subjected to external interference, the risk of collision between the top door and the bottom door is determined based on the operating parameters of the tailgate. The operating parameters are used to indicate the operating position of the tailgate and the motor output status of the tailgate.

In the event of a collision risk between the top gate and the bottom gate, at least one target gate body that poses a collision risk shall be identified from the top gate and the bottom gate.

For any one of the at least one target gates, a control strategy for the target gate is determined based on the collision risk level corresponding to the target gate, and the target gate is controlled by the control strategy to prevent the top gate and the bottom gate from colliding when the target gate is running.

Based on the control strategy of the target gate, the operation of the target gate is controlled.

2. The method according to claim 1, characterized in that the operating parameters of the rear door include a first opening degree of the top door, a first operating current and a first driving force of the top door motor, a second opening degree of the bottom door, a second operating current and a second driving force of the bottom door motor, and the step of determining whether there is a collision risk between the top door and the bottom door based on the operating parameters of the rear door includes:

If the first opening is greater than the first preset opening, or if the second opening is greater than the second preset opening, it is determined that there is no risk of collision between the top door and the bottom door. The first preset opening is the critical opening of the top door when the top door and the bottom door do not collide, and the second preset opening is the critical opening of the bottom door when the top door and the bottom door do not collide.

If the first opening degree is less than or equal to the first preset opening degree, and the second opening degree is less than or equal to the second preset opening degree, the risk of collision between the top door and the bottom door is determined based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current, and the second driving force.

3. The method according to claim 2, characterized in that, determining whether there is a collision risk between the sky gate and the earth gate based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current, and the second driving force includes:

Based on the first operating current and the first driving force, the first reference opening of the gate is determined from the preset gate trajectory curve.

Based on the second operating current and the second driving force, the second reference opening degree of the ground door is determined from the preset ground door trajectory curve;

Based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree, determine whether there is a collision risk between the sky gate and the earth gate.

4. The method according to claim 3, characterized in that, determining whether there is a collision risk between the sky gate and the earth gate based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree includes:

The difference between the first opening degree and the first reference opening degree is used to obtain the opening degree difference value of the sky gate, and the difference between the second opening degree and the second reference opening degree is used to obtain the opening degree difference value of the earth gate.

Based on the opening difference of the sky gate, determine whether the sky gate meets the first opening deviation condition; and based on the opening difference of the earth gate, determine whether the earth gate meets the second opening deviation condition.

If the top gate meets the first opening deviation condition, or the bottom gate meets the second opening deviation condition, it is determined that there is a risk of collision between the top gate and the bottom gate;

If the top gate does not meet the first opening deviation condition and the bottom gate does not meet the second opening deviation condition, it is determined that there is no risk of collision between the top gate and the bottom gate.

5. The method according to claim 4, characterized in that, determining whether the heaven gate meets the first opening deviation condition based on the opening difference of the heaven gate, and determining whether the earth gate meets the second opening deviation condition based on the opening difference of the earth gate, includes:

If the absolute value of the difference in the opening degree of the Heavenly Gate is greater than the first preset difference and the difference in the opening degree of the Heavenly Gate is negative, then the Heavenly Gate is determined to meet the first opening degree deviation condition.

If the absolute value of the opening difference of the ground door is greater than the second preset difference and the opening difference of the ground door is positive, it is determined that the ground door meets the second opening deviation condition.

If the absolute value of the difference in the opening degree of the Heavenly Gate is less than or equal to the first preset difference, or if the difference in the opening degree of the Heavenly Gate is positive, it is determined that the Heavenly Gate does not meet the first opening degree deviation condition.

If the absolute value of the opening difference of the ground door is less than or equal to the second preset difference, or if the opening difference of the ground door is negative, it is determined that the ground door does not meet the second opening deviation condition.

6. The method according to any one of claims 1, 4, or 5, characterized in that, in the case of a collision risk between the sky gate and the earth gate, determining at least one target gate body causing the collision risk from the sky gate and the earth gate comprises:

Obtain the difference in opening degree of the sky gate and the difference in opening degree of the earth gate;

If the sky gate satisfies the first opening deviation condition and the earth gate does not satisfy the second opening deviation condition, then the at least one target gate is determined to be the sky gate.

If the ground door satisfies the second opening deviation condition and the top door does not satisfy the first opening deviation condition, then the at least one target door is determined to be the ground door.

If the top gate satisfies the first opening deviation condition and the bottom gate satisfies the second opening deviation condition, then the at least one target gate body is determined to include the top gate and the bottom gate.

7. The method according to claim 1, characterized in that the method further comprises:

For any one of the at least one target door bodies, obtain the opening difference value of the target door body and the rate of change of multiple opening difference values of the target door body at multiple consecutive time moments. The opening difference value of the target door body is the difference between the actual opening value of the target door body and the reference opening value of the target door body. The actual opening value of the target door body is the first opening value of the heaven door or the second opening value of the earth door. The reference opening value of the target door body is the first reference opening value of the heaven door or the second reference opening value of the earth door.

If the opening difference of the target door is within the first opening range and the rate of change of the multiple opening differences is less than or equal to the preset rate of change, the collision risk level corresponding to the target door is determined to be the first level.

If the rate of change of multiple opening difference values is not all less than or equal to the preset rate of change and the opening difference value of the target door is within the second opening range, the collision risk level corresponding to the target door is determined to be the second level, and the minimum opening of the second opening range is greater than the maximum opening of the first opening range.

If the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within the third opening range, the collision risk level corresponding to the target door is determined to be the third level, and the minimum opening of the third opening range is greater than the maximum opening of the second opening range.

8. The method according to claim 1, characterized in that, determining the control strategy of the target door based on the collision risk level corresponding to the target door includes:

If the collision risk level corresponding to the target door is Level 1, the control strategy is determined to be to increase the motor driving force of the target door in order to reduce the degree of shaking of the target door during operation;

When the collision risk level corresponding to the target door is level two, the control strategy is determined to be to control the motor of the target door to rotate in the opposite direction until the horizontal offset of the target door reaches the target offset, and the absolute value of the difference between the target offset and the current offset of the target door is within a preset offset range.

When the collision risk level corresponding to the target door is level three, the control strategy is determined to stop the motor of the target door from running. The probability of the top door and the bottom door colliding with each other increases sequentially from level one to level two to level three.

9. The method according to claim 1, characterized in that the method further comprises:

Obtain the yaw rate and lateral acceleration of the vehicle;

The actual external force acting on the vehicle is determined based on the yaw rate and the lateral acceleration.

If the actual external force is greater than or equal to the preset external force, it is determined that the vehicle is subjected to external force interference.

If the actual external force is less than the preset external force, it is determined that the vehicle is not subject to external interference.

10. A device for controlling a vehicle's tailgate, characterized in that the device is applied to a vehicle, the vehicle's tailgate comprising a top door and a bottom door, wherein when both the top door and the bottom door are closed, the top door covers the bottom door, the device comprising:

The determination module is used to determine whether there is a risk of collision between the top door and the bottom door if the vehicle is detected to be subjected to external interference when the tailgate is in operation, based on the operating parameters of the tailgate. The operating parameters are used to indicate the operating position of the tailgate and the motor output status of the tailgate.

The determining module is further configured to, in the event that there is a collision risk between the top gate and the bottom gate, determine at least one target gate body from the top gate and the bottom gate that causes the collision risk;

The determining module is further configured to, for any one of the at least one target gates, determine a control strategy for the target gate based on the collision risk level corresponding to the target gate, so that the top gate and the bottom gate do not collide when the target gate is operated by the control strategy;

The control module is used to control the operation of the target gate based on the control strategy of the target gate.

11. A vehicle, characterized in that the vehicle comprises:

Memory, used to store executable program code;

A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 9.