Automobile tailgate control method, system, controller and automobile

Abstract

The application relates to the technical field of automobile tail door control, and discloses an automobile tail door control method, system, controller and automobile, the method comprising the following steps: when a tail door motor of an automobile is started and a tail door of the automobile is in a non-anti-pinch running state, acquiring starting distance information and an actual movement speed of the tail door of the automobile; determining a current target speed corresponding to the starting distance information, determining a tail door running state of the automobile according to the current target speed and the actual movement speed; and executing a tail door control strategy according to the tail door running state of the automobile. The application can realize accurate opening and closing of the tail door of the automobile, and can also prevent shaking of the tail door of the automobile during opening and closing of the tail door, thereby improving operation convenience and opening and closing smoothness of the tail door control of the automobile.

Description

Technical Field

[0001] This invention relates to the field of automobile tailgate control technology, specifically to an automobile tailgate control method, system, controller, and automobile. Background Technology

[0002] With the continuous development of my country's automotive industry, automotive electronics are advancing rapidly, and people's demands for the automation and intelligence of automotive electronic technology are constantly increasing. Automotive operating systems are also continuously being upgraded and updated along with technological advancements. Currently, as part of the vehicle's automated control system, the smoothness, safety, and convenience of the tailgate's opening and closing are crucial aspects of the user experience. In existing technology, the weight and design of tailgates vary across different car models, which may frequently lead to incomplete opening and closing. Furthermore, tailgates are easily affected by various external environments or the weight and inertia of the tailgate itself, resulting in noticeable vibrations during opening and closing. Summary of the Invention

[0003] This invention provides a method, system, controller, and vehicle for controlling a car tailgate. The method can accurately open and close the tailgate while preventing vibrations during the opening and closing process, thus improving the ease of operation and smoothness of tailgate control.

[0004] A method for controlling a car tailgate includes:

[0005] When the tailgate motor of the car is started and the tailgate is not in anti-pinch operation mode, the starting distance information and actual movement speed of the tailgate are obtained.

[0006] Determine the current target speed corresponding to the starting distance information, and determine the operating status of the car tailgate based on the current target speed and the actual movement speed;

[0007] The tailgate control strategy is executed based on the operating status of the vehicle tailgate.

[0008] A controller for performing the aforementioned vehicle tailgate control method.

[0009] A vehicle tailgate control system includes a controller for performing the vehicle tailgate control method.

[0010] An automobile includes the controller, or includes the tailgate control system.

[0011] The present invention provides a method, system, controller, and vehicle for controlling a car tailgate. The method includes: when the tailgate motor of the vehicle is started and the tailgate is in a non-anti-pinch operation state, acquiring the starting distance information and actual movement speed of the tailgate; determining the current target speed corresponding to the starting distance information; determining the operating state of the tailgate based on the current target speed and the actual movement speed; and executing a tailgate control strategy based on the operating state of the tailgate.

[0012] In this embodiment of the invention, when the tailgate is normally driven by the tailgate motor, it will operate based on a target speed. Therefore, each starting distance information during the tailgate's movement corresponds to a target speed (i.e., the current target speed). Thus, when it is determined that the tailgate motor has started and the tailgate is in a non-anti-pinch operating state, the current target speed of the tailgate can first be determined based on the tailgate's starting distance information. Then, the tailgate's operating state can be determined based on the current target speed and the actual movement speed. Subsequently, a tailgate control strategy is executed based on the determined tailgate operating state. By using tailgate control strategies corresponding to different tailgate operating states, the tailgate can be opened and closed accurately and in place. At the same time, it can also prevent shaking during the opening and closing of the tailgate, improving the ease of operation and smoothness of tailgate control. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a flowchart of a car tailgate control method according to an embodiment of the present invention.

[0015] Figure 2 This is a flowchart of step S20 of the automobile tailgate control method in one embodiment of the present invention.

[0016] Figure 3 This is a schematic diagram comparing the preset target speed curve and the actual speed when the tailgate of a car is opened using a tailgate control method according to an embodiment of the present invention.

[0017] Figure 4 This is a schematic diagram comparing the preset target speed curve and the actual speed when the tailgate of a car is closed using a tailgate control method according to an embodiment of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] In one embodiment, such as Figure 1 As shown, the present invention provides a method for controlling a car tailgate, including the following steps S10-S30:

[0020] S10. When the tailgate motor of the vehicle is started and the tailgate is in a non-anti-pinch operation state, acquire the starting distance information and actual movement speed of the tailgate; wherein, the tailgate motor is used to drive the opening and closing of the tailgate. Understandably, a non-anti-pinch operation state means that the tailgate is not currently detected to be in an anti-pinch operation state; for example, the tailgate is currently in a push-assist operation state or a normal operation state, as mentioned later. A push-assist operation state refers to applying a push-assist force to the tailgate in the same direction of movement to assist in opening and closing the tailgate. An anti-pinch operation state means that the tailgate is currently clamped onto an object or living organism, thus generating an anti-pinch force opposite to the current direction of movement. Therefore, anti-pinch operations must be performed against this force (to prevent injury to people or other living organisms or objects), such as executing an anti-pinch control strategy. Specifically, this anti-pinch control strategy could be controlling the tailgate to move in the opposite direction of movement or stopping it at the current open position. Normal operating state refers to any operating state of the tailgate other than the anti-pinch operating state or the push-assist operating state. Understandably, in the push-assist operating state or normal operating state, since the tailgate is in a non-anti-pinch operating state, a non-anti-pinch control strategy can be implemented. That is, in the absence of anti-pinch force, regardless of the presence of a push-assist force, the tailgate can be controlled to operate normally in its original direction of movement. Understandably, actual movement speed refers to the movement speed of the tailgate at the current point in time.

[0021] Furthermore, the starting distance information includes the current starting distance of the tailgate. During the tailgate opening stroke, this starting distance refers to the opening gap width or opening angle of the tailgate in the opening direction. During the tailgate closing stroke, this starting distance refers to the closing gap width or closing angle of the tailgate when it moves in the closing direction. Understandably, the maximum starting distance between fully closed and fully open tailgates may differ for different vehicle models. For the same vehicle model, the maximum starting distance can also be adjusted within a certain range according to actual usage requirements. However, after the adjustment is completed, the maximum starting distance is considered fixed for this adjustment of the vehicle model. Therefore, in this state, the opening or closing stroke of the tailgate is also fixed, and at this time, the starting distance information can characterize the current movement stroke of the tailgate.

[0022] Understandably, the current starting distance of the car tailgate can be measured by the Hall sensor (the Hall count will stop when the car tailgate stops moving). At this time, the maximum starting distance of the car is set to correspond to a preset number (e.g., N, where N can be 500-700) of Hall counts. Taking the opening stroke of the car tailgate as an example (the closing stroke of the car tailgate is similar to the opening stroke and will not be described again here), the Hall count is 0 when the car tailgate is closed, and the Hall count is N when the car tailgate is fully open. During the opening process of the car tailgate, the Hall count is greater than 0 and less than N.

[0023] In one embodiment, step S10 specifically involves: when the tailgate motor of the vehicle is started and the tailgate is in a non-anti-pinch operation state, if the Hall count value of the Hall sensor used to measure the real-time starting distance of the tailgate is greater than a preset value, then the starting distance information and actual movement speed of the tailgate are acquired, wherein the starting distance information includes the real-time starting distance. The real-time starting distance refers to the starting distance of the tailgate at the current time point. When the Hall count value is less than or equal to the preset value, it indicates that the tailgate has just begun to open or close. At this time, the measured actual movement speed and current value are not stable, so the starting distance information and actual movement speed of the tailgate are not acquired. Therefore, acquiring the starting distance information and actual movement speed of the tailgate only when the Hall count value is greater than the preset value can improve the accuracy of subsequent judgments on anti-pinch or push-assisted abnormalities, avoid misjudgments, and thus improve the accuracy of determining the operating state of the tailgate.

[0024] S20. Determine the current target speed corresponding to the starting distance information, and determine the tailgate operating state based on the current target speed and the actual movement speed. The current target speed refers to the target speed corresponding to the current starting distance information, which is preset; each starting distance information corresponds to a current target speed. Further, the tailgate operating state includes anti-pinch operating state, push-assist operating state, and normal operating state. In this step, comparing the current target speed with the actual movement speed determines the tailgate operating state, thus facilitating the execution of the tailgate control strategy based on the tailgate operating state.

[0025] In one embodiment, step S20, determining the current target speed corresponding to the start distance information, includes:

[0026] A preset target speed curve is obtained, wherein the preset target speed curve includes target speeds corresponding to different opening durations. In one embodiment, such as... Figure 3 and Figure 4 As shown, the preset target speed curve includes four sequentially connected motion stages: initial acceleration stage A, smooth acceleration stage B, full-speed constant speed stage C, and deceleration stage D. Here, motion speed curve V1 refers to the actual motion speed curve corresponding to the normal start-up of the car tailgate driven by the tailgate motor under normal operating conditions; the preset target speed curve V0 refers to the curve of the set target speed corresponding to each opening duration when the car tailgate is normally started by the tailgate motor. In other words, each opening duration after the car tailgate is normally started corresponds to a preset target speed. Each motion stage includes target speeds corresponding to several opening durations.

[0027] in, Figure 3 The diagram shows a comparison of the actual speed and target speed of a car's tailgate during its four operational phases when it is open under normal conditions. Figure 4The diagram illustrates the comparison between the actual speed and target speed of a car's tailgate during its normal operation and closing, representing four different motion stages. Specifically, in the four motion stages, the initial acceleration motion stage A refers to the stage when the tailgate motor just starts (opening or closing). At this time, the tailgate motor drives the tailgate to accelerate rapidly, increasing the actual speed of the tailgate as quickly as possible (shortening the entire opening stroke and improving the user experience). This continues until, at a certain point in time (e.g., after the tailgate has opened for 20 Hall effect readings), the actual speed reaches the target speed set by the preset target speed curve at that moment (where "consistent" means the actual speed fluctuates within a preset range corresponding to the target speed, such as ±20% of the target speed). At this point, the initial acceleration motion stage A is considered to have ended, and the car enters the smooth acceleration motion stage B.

[0028] In the smooth acceleration phase B, the tailgate continues to accelerate according to the target speed set in the preset target speed curve to increase the actual speed. However, the acceleration in this phase is less than that in the initial acceleration phase A, so the increase in actual speed is relatively gradual. This allows for a better transition between the initial acceleration phase A and the full-speed constant speed phase C, thereby reducing vibration during the tailgate opening stroke and improving opening smoothness. Then, once the actual speed reaches the preset maximum target speed set in the full-speed constant speed phase C (set according to the tailgate opening and closing time and smoothness requirements, etc.) (for example, after the tailgate has opened for 40 Hall effect readings; here, "equal" means that the actual speed fluctuates within a preset range of the preset maximum target speed, such as within ±20% of the preset maximum target speed), the system can switch to the full-speed constant speed phase C.

[0029] In the full-speed constant-speed motion stage C, the car tailgate always moves at the preset maximum target speed (specifically, it fluctuates within a certain range of the preset maximum target speed, such as within ±5%) until it reaches the moment corresponding to a certain opening distance information (which can be set according to needs, such as when the starting distance of the entire opening stroke is only 20 Hall values ​​left), and then switches to the deceleration motion stage D.

[0030] During the deceleration phase D, the tailgate will gradually reduce its actual speed according to the target speed corresponding to the preset target speed curve, so that the actual speed at the moment when the tailgate is fully opened is 0. This avoids the tailgate from rebounding when it is fully open, which could cause injury or reduce the user experience.

[0031] Understandably, Figure 4The four stages mentioned above in the closing stroke of the car tailgate shown are related to... Figure 3 The difference between the four stages of the tailgate opening process in the model is that in the final deceleration stage D of the tailgate closing, the tailgate will gradually reduce its actual speed according to the target speed corresponding to the preset target speed curve. However, since the tailgate needs to retain a certain speed at the last moment of closing to achieve locking with the tailgate lock, the actual speed at the moment when the tailgate is fully closed (that is, the target speed corresponding to the last moment in the preset target speed curve) is not 0. In this way, the tailgate lock can be successfully locked. However, since the actual speed has been reduced to a certain extent, the closing sound will not be too loud.

[0032] The start-up duration of the tailgate motor is obtained based on the start-up distance information. The opening duration that matches the start-up duration in the preset target speed curve is determined, and the target speed corresponding to the matched opening duration is recorded as the current target speed. Specifically, since the current start-up distance in the start-up distance information represents the start-up duration corresponding to the current movement of the tailgate, in an ideal and complete opening or closing stroke (i.e., completing opening or closing under normal operating conditions), if the start-up distance information is measured using a Hall sensor, the maximum start-up distance of the vehicle corresponds to a preset number of Hall counts. Throughout the entire opening or closing stroke of the vehicle, each different Hall count (i.e., start-up distance information) will be associated with a start-up duration. Therefore, the start-up duration of the tailgate motor can be obtained based on the start-up distance information. Understandably, the correlation between the Hall count (i.e., the start-up distance information) and the start-up duration can be obtained through testing on a real vehicle. That is, in a real vehicle test, the tailgate of the car will gradually open or close according to the target speed in the preset target speed curve under normal operating conditions. In this case, each different Hall count will correspond to a different start-up duration. At this time, the correlation between the Hall count and the start-up duration can be obtained and a data table can be generated based on it. Then, after obtaining the start-up distance information by measuring the distance through the Hall sensor, the start-up duration corresponding to the start-up distance information can be obtained by querying the data table.

[0033] S30. Execute the tailgate control strategy according to the tailgate's operating state. In one embodiment, step S30, i.e., executing the tailgate control strategy according to the tailgate's operating state, includes: when the tailgate's operating state is a push-operation state or a normal operating state, controlling the tailgate to be in a non-anti-pinch operating state and executing a non-anti-pinch control strategy; the normal operating state refers to any operating state of the tailgate other than the anti-pinch operating state or the push-operation state; that is, the tailgate control strategy may also include a non-anti-pinch control strategy executed in the normal operating state and the push-operation state. In this case, without anti-pinch force, regardless of whether there is a push-operation force, the tailgate can be controlled to operate normally in its original direction of movement.

[0034] When the tailgate is in anti-pinch operation mode, the tailgate is controlled to execute an anti-pinch control strategy. That is, the tailgate control strategy may include an anti-pinch control strategy executed in anti-pinch operation mode, such as controlling the tailgate to move in the opposite direction to the current direction of movement or stopping at the current opening degree.

[0035] In one embodiment, before step S30, that is, before executing the tailgate control strategy based on the tailgate's operating state, the method further includes: determining the tailgate's operating state as an anti-pinch operating state when the tailgate motor's current is greater than or equal to a preset stall current. That is, in this embodiment, after the tailgate motor starts, the tailgate motor's current is measured periodically or in real-time. When the tailgate motor's current is greater than or equal to a preset stall current (the preset stall current is set according to requirements), it indicates that the tailgate is currently clamping an object or organism, and the clamped object is generating an anti-pinch force opposite to its current direction of movement. This anti-pinch force causes the tailgate motor to stall, resulting in an abnormal increase in current to the preset stall current. At this point, without considering the actual operating speed and movement stage of the tailgate, the tailgate's operating state is directly determined to be an anti-pinch operating state, and the anti-pinch control strategy is then executed.

[0036] In another embodiment, before step S30, that is, before executing the tailgate control strategy based on the tailgate's operating state, the method further includes: determining the tailgate's operating state as an anti-pinch operating state when the starting distance in the starting distance information remains unchanged for a specific duration. That is, in this embodiment, after the tailgate motor starts, if the starting distance is measured by a Hall sensor and remains unchanged for a specific duration (the specific duration is set according to requirements), it indicates that the tailgate has clamped an object or organism, causing the clamped object to generate an anti-pinch force opposite to its current direction of movement. This anti-pinch force prevents the tailgate from moving, so the Hall sensor cannot update the Hall count (i.e., the starting distance). At this point, there is no need to consider the actual operating speed and movement stage of the tailgate; the tailgate's operating state is directly determined to be an anti-pinch operating state, and the anti-pinch control strategy is then executed.

[0037] In this embodiment of the invention, when the tailgate is normally driven by the tailgate motor (at which time the tailgate is in a normal operating state, one of the movement states of the tailgate), it will operate based on a target speed. Therefore, the starting distance information of each tailgate movement corresponds to a target speed (i.e., the current target speed) in the above-mentioned state. Thus, when it is determined that the tailgate motor is started and the tailgate is in a non-anti-pinch operating state, the current target speed of the tailgate can first be determined based on the tailgate's starting distance information. Then, the tailgate's operating state is determined based on the current target speed and the actual movement speed. Finally, a tailgate control strategy is executed according to the determined tailgate operating state. By using tailgate control strategies corresponding to different tailgate operating states, the tailgate can be opened and closed accurately and precisely, while also preventing shaking during the opening and closing process, thus improving the ease of operation and smoothness of tailgate control. Furthermore, this invention is applicable to different vehicle models.

[0038] In one embodiment, such as Figure 2 As shown, in step S20, determining the operating state of the car tailgate based on the current target speed and the actual movement speed includes:

[0039] S201, the current movement stage of the vehicle tailgate is determined based on the start-up duration of the tailgate motor and a preset target speed curve; understandably, the start-up duration can be determined based on the start-up distance information; such as Figure 3As shown, the preset target speed curve includes the following four sequentially connected motion stages: initial acceleration stage A, smooth acceleration stage B, full-speed constant speed stage C, and deceleration stage D. Each motion stage includes target speeds corresponding to several opening durations. For a given point on the preset target speed curve, the opening duration refers to the total starting time of the tailgate under normal operating conditions, driven by the tailgate motor. Figure 3 Specifically, this refers to the time taken from the x-coordinate at point 0 to the x-coordinate at that point. Understandably, each motion stage in the aforementioned preset target speed curve includes a target speed corresponding to several activation durations.

[0040] Further, step S201, namely determining the current movement stage of the car tailgate based on the start-up time of the tailgate motor and the preset target speed curve, includes:

[0041] Obtain all opening duration ranges within the preset target speed curve; the preset target speed curve includes at least two motion stages; each motion stage corresponds to an opening duration range; wherein, an opening duration range refers to the range of opening durations corresponding to a motion stage within the preset target speed curve. For example, Figure 3 The A, B, C, and D segments in the diagram correspond to four different time ranges, which are the four duration ranges for operation.

[0042] The range of opening durations that matches the start-up duration of the tailgate motor is determined, and the movement stage corresponding to the matched opening duration range is identified as the current movement stage of the vehicle tailgate. That is, if the start-up duration at the current time falls within one of the aforementioned opening duration ranges, it is considered that the start-up duration matches that opening duration range. In this case, the vehicle tailgate is considered to be in the movement stage corresponding to the matched opening duration range at the current time.

[0043] S202, determine whether the tailgate movement is abnormal based on the current target speed and the actual movement speed; wherein, abnormal tailgate movement includes push-assisted abnormality and anti-pinch abnormality. Push-assisted abnormality means that the tailgate may be opening and closing with a push-assisted force, in which case there is a push-assisted force on the tailgate in the same direction as the tailgate's movement; while anti-pinch abnormality means that the tailgate may be clamped by a foreign object (organism or other object, etc.), in which case there is an anti-pinch force on the tailgate in the opposite direction to the tailgate's movement. Both push-assisted abnormality and anti-pinch abnormality can be determined based on the current target speed and the actual movement speed.

[0044] Further, step S202, namely determining whether the movement of the car tailgate is abnormal based on the current target speed and the actual movement speed, includes:

[0045] The system determines whether the actual movement speed is greater than a first measured speed and whether the actual movement speed is less than a second measured speed. The first measured speed is the sum of the current target speed and a first preset deviation speed. The second measured speed is the difference between the current target speed and the second preset deviation speed. The first measured speed is greater than the second measured speed. That is, in this embodiment, the first preset deviation speed is a boost deviation speed set according to requirements; the second preset deviation speed is an anti-pinch deviation speed set according to requirements. For example, the first preset deviation can be an absolute value of 10%-30% of the current target speed, and the second preset deviation can also be an absolute value of 10%-30% of the current target speed. The actual movement speed and the current target speed used in the above determination process are also calculated as absolute values. Understandably, the first preset deviation speed and / or the second preset deviation speed set for each movement stage can be the same or different. For example, since the uniform motion in the full-speed uniform motion phase C is relatively stable, the first preset deviation speed and / or the second preset deviation speed set in the full-speed uniform motion phase C can be lower than the other three motion phases (deceleration motion phase D, starting acceleration motion phase A, and smooth acceleration motion phase B).

[0046] When the actual speed is greater than the first measured speed and the first duration is greater than the first preset duration threshold, it is confirmed that the tailgate movement has an abnormal push. The first duration refers to the duration during which the actual speed is greater than the first measured speed. That is, when the actual speed is greater than the first measured speed, it means that the push force on the tailgate is already large enough to cause the actual speed to exceed the upper limit of the normal deviation of the tailgate from the current target speed (i.e., the first preset deviation). If the first duration of the actual speed being greater than the upper limit of the normal deviation of the tailgate from the current target speed is greater than the first preset duration threshold (for example, the first preset duration threshold can be set to the duration corresponding to 10-20 Hall counts), it can be considered that the state of applying the push force is stable and is not due to a random event caused by accidental collision or current fluctuation. Therefore, it can be immediately determined that the tailgate movement has an abnormal push. Conversely, if the actual speed of movement is greater than the first measured speed, but the first duration is less than or equal to the first preset duration threshold (at this time, the boost force detected may be due to accidental unstable events caused by accidental collisions or current fluctuations, which will not be included in the judgment of boost force in order to improve control accuracy), then it is not considered that the movement of the car tailgate has an abnormal boost.

[0047] When the actual movement speed is less than the second measured speed and the second duration is greater than the second preset duration threshold, it is confirmed that the car tailgate movement has an anti-pinch abnormality. The second duration refers to the duration during which the actual movement speed is less than the second measured speed. That is, when the actual movement speed is less than the second measured speed, it means that the anti-pinch force on the car tailgate has become large enough that the actual movement speed is lower than the normal deviation limit of the car tailgate relative to the current target speed (i.e., the second preset deviation) due to the reaction resistance of the anti-pinch force. At this time, if the second duration of the actual movement speed being lower than the normal deviation limit of the car tailgate relative to the current target speed is greater than the second preset duration threshold (for example, the second preset duration threshold can be set to the duration corresponding to 10-20 Hall counts), it can be considered that the state of applying the anti-pinch force is stable and is not due to accidental events such as accidental collisions or current fluctuations. Therefore, it can be immediately determined that the car tailgate movement has an anti-pinch abnormality. Conversely, if the actual movement speed is less than the second measured speed, but the second duration is less than or equal to the second preset duration threshold (in this case, the detected anti-pinch force may be due to accidental unstable events caused by accidental collisions or current fluctuations, which will not be included in the judgment of the anti-pinch force to improve control accuracy), then the movement of the car tailgate is not considered to have an anti-pinch abnormality. When the actual movement speed is less than or equal to the first measured speed, and the actual movement speed is greater than or equal to the second measured speed, it is confirmed that the movement of the car tailgate has not been abnormal. That is, if the actual speed is less than or equal to the first measured speed and the actual speed is greater than or equal to the second measured speed, it means that the actual speed is fluctuating within the normal deviation range of the current target speed. At this time, even if it is subjected to a force that is opposite to or the same as the direction of movement of the tailgate, the magnitude of the decrease or increase in the actual speed is very small, so it is not enough to determine that it is an anti-pinch abnormality (when an anti-pinch abnormality occurs, the movement may stop or move in the opposite direction) or a push abnormality (when a push abnormality occurs, the tailgate motor may reduce its power and stop operating, and only the push force can push the movement). At this time, the tailgate will continue to move in the same direction as the original direction of movement under the drive of the tailgate motor.

[0048] S203, when the movement of the car tailgate is abnormal, the operating state of the car tailgate is determined according to the current movement stage of the car tailgate.

[0049] In one embodiment, the preset target speed curve includes the following four sequentially connected motion stages: initial acceleration motion stage A, smooth acceleration motion stage B, full-speed constant speed motion stage C, and deceleration motion stage D; further, step S203, that is, determining the operating state of the car tailgate according to the current motion stage of the car tailgate when the car tailgate motion malfunctions, includes:

[0050] When an abnormality occurs in the movement of the vehicle tailgate, if a preset boosting condition is met, the vehicle tailgate's operating state is determined to be a boosting operating state; the preset boosting condition includes any one of the following conditions:

[0051] The current movement phase of the car tailgate is either the initial acceleration phase A or the smooth acceleration phase B, and the current of the tailgate motor meets a preset stability condition. The preset stability condition means that the tailgate motor current remains stable within a preset current stability period (fluctuations within a preset current range represent current stability). Understandably, both the preset current stability period and the preset current range can be set according to requirements. Furthermore, in this embodiment, since the initial acceleration phase A or smooth acceleration phase B are the beginning stages of the car tailgate movement, the tailgate motor has just started, and the current is prone to unstable fluctuations. Therefore, when the tailgate motor current meets the preset stability condition during initial acceleration phase A or smooth acceleration phase B, it indicates that the current operating state of the tailgate motor is stable. Determining the car tailgate's operating state as a booster operation state at this time can improve the accuracy of the final judgment on booster anomalies.

[0052] The current motion stage of the vehicle tailgate is either the full-speed constant-speed motion stage C or the deceleration motion stage D. Understandably, during the full-speed constant-speed motion stage C or the deceleration motion stage D, since the tailgate motor has been running for a period of time, the current is usually stable. Therefore, the tailgate motor current is no longer monitored, and the vehicle tailgate's operating state can be determined directly as a booster operation state when an abnormality in the booster is detected, which can reduce the computational workload and load of the control system.

[0053] Furthermore, after step S203, that is, after determining the operating state of the car tailgate based on its current stage of movement when the car tailgate movement malfunctions, the method further includes:

[0054] After determining that the tailgate is in the boosted operation state, if the tailgate is currently in the full-speed uniform motion stage C and the tailgate motor current meets the preset boosted current condition, then the tailgate operation state is controlled to remain in the boosted operation state. Simultaneously, the boosted motion speed of the tailgate is acquired in real time until the boosted motion speed decreases to a preset proportion of the preset maximum target speed. Then, the tailgate operation state is switched to normal operation. The preset maximum target speed refers to the target speed at which the tailgate moves at a constant speed during the full-speed uniform motion stage C, as shown in the preset target speed curve. The preset maximum target speed is the maximum value among all target speeds corresponding to the preset target speed curve.

[0055] Understandably, after determining that the tailgate is in a boost operation state, it means that the current boost force in the same direction as the tailgate's movement causes the actual operating speed to increase to exceed the upper limit of the current target speed deviation. At this time, the boost operation state will control the tailgate motor output power to decrease or even reduce the tailgate motor output power to zero. Afterward, if the boost force disappears, the load on the tailgate relative to the tailgate motor output power will be too large, which may lead to a misjudgment of the tailgate's operation state as an anti-pinch operation state. Therefore, in this embodiment, after determining that the tailgate is in a boost operation state, if the tailgate is currently in a full-speed uniform motion stage C (in other motion stages, the tailgate is in an acceleration or deceleration stage, and the corresponding first preset deviation speed and / or second preset deviation speed will be greater than that in the full-speed uniform motion stage C, and the speed changes significantly during the motion process, therefore, in order to improve the accuracy of the determination of the above-mentioned situation where the boost force is small, it is not used as the judgment object in this embodiment), and the current of the tailgate motor meets the preset boost current condition, then the tailgate is controlled to continuously maintain the boost operation state (to avoid switching to the anti-pinch operation state when the boost force suddenly disappears). Afterwards, the tailgate will not stop moving or move in the opposite direction due to switching to the anti-pinch operation state (if it stops or moves in the opposite direction, it will shake violently and contradict the original intention of the push-pull movement), but will continue to move in the original direction of movement. At this time, the actual movement speed of the tailgate will be recorded as the push-pull movement speed, and this push-pull movement speed will gradually decrease due to the disappearance of the push-pull force, until the push-pull movement speed decreases to a preset percentage of the preset maximum target speed (set according to the time required for opening and closing the tailgate and the smoothness requirements, etc.). (The preset percentage can be set according to the requirements, such as 40%-60% of the preset maximum target speed, and further, the preset percentage can be 50%). At this time, the tailgate operation state will be switched to the normal operation state, and the tailgate motor will execute the non-anti-pinch control strategy.

[0056] Furthermore, in the above embodiments, satisfying the preset boost current condition means meeting all of the following conditions:

[0057] The tailgate motor current meets the preset stability condition; wherein, the preset stability condition means that the tailgate motor current remains stable within a preset current stability period (fluctuation within a preset current range represents current stability). Understandably, both the preset current stability period and the preset current range can be set according to requirements. When the tailgate motor current meets the preset stability condition, it indicates that the current operating state of the tailgate motor is stable. If the tailgate motor current does not meet the preset stability condition, then in the previous embodiment, it will be considered that the tailgate motor current does not meet the preset boost current condition.

[0058] The average current of the tailgate motor within a preset time period (which can be set as needed) is less than or equal to a preset boost current threshold. The preset boost current threshold is determined based on the starting distance information, the starting time of the tailgate, and the actual movement speed. The preset boost current threshold refers to the normal operating current (or the difference between the operating current and a preset deviation current value) when the tailgate motor, along with the boost force, propels the tailgate. This operating current can be determined based on the aforementioned starting distance information, the starting time of the tailgate, and the actual movement speed, etc., and will not be elaborated further here. That is, corresponding to the previous embodiment, after determining that the tailgate's operating state is a boost operation state, if the tailgate is currently in a full-speed uniform motion stage C, and the average current of the tailgate motor within the preset time period is less than or equal to the preset boost current threshold, it indicates that the boost force may be decreasing from present to absent. If the average current of the tailgate motor within the preset time period is greater than the preset boost current threshold, then in the previous embodiment, the tailgate motor current would be considered not to meet the preset boost current condition.

[0059] The duration for which the average current is less than or equal to a preset boost current threshold is greater than a third preset duration threshold. That is, if the duration for which the average current is less than or equal to the preset boost current threshold is greater than the third preset duration threshold, and the previous two other conditions are met, it can be determined that the current situation is a transition from the presence of boost force to its disappearance. However, if the duration for which the average current is greater than the preset boost current threshold is less than or equal to the third preset duration threshold, it is still impossible to determine whether the current situation is a transition from the presence of boost force to its disappearance; it could be another situation. Therefore, in the previous embodiment, it would be considered that the tailgate motor current does not meet the preset boost current condition. The duration refers to the total duration for which the average current is less than or equal to the preset boost current threshold; the third preset duration threshold can be set according to requirements.

[0060] That is, in this embodiment, after the boosting force disappears from its presence, after determining that the tailgate is in a boosting operation state, if the tailgate is currently in a full-speed uniform motion stage C and the current of the tailgate motor meets the preset boosting current condition (the three conditions in the above embodiment are met simultaneously, the current is detected to meet the preset stability condition and is effective, and the average current is less than or equal to the preset boosting current threshold, and has lasted for a third preset duration threshold), then the tailgate is controlled to remain in the boosting operation state, that is, the tailgate continues to be in the boosting motion state, and the boosting motion speed of the tailgate is acquired in real time until the boosting motion speed decreases to a preset proportion of the preset maximum target speed, then the tailgate is controlled to switch to the normal operation state, so as not to accidentally trigger the anti-pinch motion state.

[0061] In one embodiment, the preset target speed curve includes a smooth acceleration phase B, a full-speed constant-speed phase C, and a deceleration phase D; further, step S203, that is, determining the operating state of the car tailgate based on its current movement phase when the car tailgate movement malfunctions, includes:

[0062] When an anti-pinch malfunction occurs in the movement of the car tailgate, if the current movement phase of the car tailgate is a smooth acceleration phase B, a full-speed constant speed phase C, or a deceleration phase D, then the operating state of the car tailgate is determined to be an anti-pinch operating state. That is, in the initial acceleration phase A, during the opening process, because the starting distance of the car tailgate is too small, it usually will not pinch any items, and there is no need to consider anti-pinch measures during the gradual opening process; and in the closing process, because the car tailgate has just closed, there is also no need to consider anti-pinch measures; therefore, even if an anti-pinch malfunction has been determined, it is not necessary to determine the operating state of the car tailgate to be an anti-pinch operating state during the initial acceleration phase A. Therefore, in this embodiment, the anti-pinch operation state is only considered in three stages: the steady acceleration phase B, the full-speed uniform motion phase C, or the deceleration phase D. That is, if an anti-pinch abnormality occurs in the steady acceleration phase B, the full-speed uniform motion phase C, or the deceleration phase D, the current operation state of the car tailgate is determined to be the anti-pinch operation state, and then the anti-pinch control strategy is executed. This ensures the safety of people and avoids the frequent triggering of the anti-pinch control strategy, thus reducing the workload of calculation.

[0063] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0064] This invention also provides a controller for executing the aforementioned vehicle tailgate control method. Specific limitations of the controller can be found in the above description of the vehicle tailgate control method, and will not be repeated here. Each module in the controller can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0065] The present invention also provides a vehicle tailgate control system, including a controller for performing the aforementioned vehicle tailgate control method. Further specific limitations regarding the vehicle tailgate control system and controller can be found in the above-described limitations of the vehicle tailgate control method, and will not be repeated here.

[0066] The present invention also provides an automobile including the aforementioned controller.

[0067] The present invention also provides an automobile, including the above-described automobile tailgate control system.

[0068] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method of controlling a tailgate of a vehicle, characterized by, include: When the tailgate motor of the car is started and the tailgate is not in anti-pinch operation mode, the starting distance information and actual movement speed of the tailgate are obtained. Determine the current target speed corresponding to the starting distance information, and determine the operating status of the car tailgate based on the current target speed and the actual movement speed; The step of determining the operating state of the car tailgate based on the current target speed and the actual movement speed includes: determining the current movement stage of the car tailgate based on the start-up time of the tailgate motor and the preset target speed curve; determining whether the movement of the car tailgate is abnormal based on the current target speed and the actual movement speed; and determining the operating state of the car tailgate based on the current movement stage of the car tailgate when the movement of the car tailgate is abnormal. Execute the tailgate control strategy based on the vehicle tailgate's operating status; The step of determining whether the movement of the car tailgate is abnormal based on the current target speed and the actual movement speed includes: It is determined whether the actual movement speed is greater than a first measured speed, and simultaneously it is determined whether the actual movement speed is less than a second measured speed; the first measured speed is the sum of the current target speed and a first preset deviation speed; the second measured speed is the difference between the current target speed and a second preset deviation speed; the first measured speed is greater than the second measured speed; When the actual movement speed is greater than the first measured speed and the first duration is greater than the first preset duration threshold, it is confirmed that the movement of the car tailgate has an abnormality. The first duration refers to the duration during which the actual movement speed is greater than the first measured speed. When the actual movement speed is less than the second measured speed and the second duration is greater than the second preset duration threshold, it is confirmed that the movement of the car tailgate has an anti-pinch abnormality. The second duration refers to the duration during which the actual movement speed is less than the second measured speed.

2. The control method of claim 1, wherein Determining the current target speed corresponding to the start distance information includes: Obtain a preset target speed curve, wherein the preset target speed curve includes target speeds corresponding to different opening durations; The start-up time of the tailgate motor is obtained based on the start-up distance information. The opening time that matches the start-up time in the preset target speed curve is determined. The target speed corresponding to the matched opening time is recorded as the current target speed.

3. The control method of claim 1, wherein The step of determining the current movement stage of the car tailgate based on the start-up time of the tailgate motor and a preset target speed curve includes: Obtain all opening duration ranges in the preset target speed curve; the preset target speed curve includes at least two motion stages; each motion stage corresponds to an opening duration range; Determine the range of opening durations that match the start-up duration of the tailgate motor, and determine the movement stage corresponding to the matched range of opening durations as the current movement stage of the car tailgate.

4. The control method of claim 1, wherein The step of determining whether the movement of the car tailgate is abnormal based on the current target speed and the actual movement speed also includes: When the actual movement speed is less than or equal to the first measured speed and the actual movement speed is greater than or equal to the second measured speed, it is confirmed that the movement of the car tailgate is not abnormal.

5. The control method of claim 1, wherein The preset target speed curve includes the following four sequentially connected motion stages: the initial acceleration motion stage, the smooth acceleration motion stage, the full-speed constant speed motion stage, and the deceleration motion stage. When the movement of the vehicle tailgate malfunctions, determining the operating state of the vehicle tailgate based on its current stage of movement includes: When an abnormality occurs in the movement of the vehicle tailgate, if a preset boosting condition is met, the vehicle tailgate's operating state is determined to be a boosting operating state; the preset boosting condition includes any one of the following conditions: The current movement phase of the car tailgate is either the starting acceleration phase or the smooth acceleration phase, and the current of the tailgate motor meets the preset stability conditions. The current motion phase of the car tailgate is either the full-speed uniform motion phase or the deceleration motion phase.

6. The automobile tailgate control method as described in claim 5, characterized in that, When the movement of the vehicle tailgate malfunctions, after determining the operating state of the vehicle tailgate based on its current stage of movement, the method further includes: After determining that the tailgate is in the boosted operation state, if the tailgate is currently in the full-speed uniform motion stage and the tailgate motor current meets the preset boosted current condition, then the tailgate operation state is controlled to remain in the boosted operation state. Simultaneously, the boosted motion speed of the tailgate is acquired in real time until the boosted motion speed decreases to a preset proportion of the preset maximum target speed. Then, the tailgate operation state is controlled to switch to normal operation. The preset maximum target speed refers to the target speed at which the tailgate moves at a constant speed during the full-speed uniform motion stage, as shown in the preset target speed curve. The preset maximum target speed is the maximum value among all target speeds corresponding to the preset target speed curve.

7. The automobile tailgate control method as described in claim 6, characterized in that, Satisfying the preset boost current condition means meeting all of the following conditions: The current of the tailgate motor meets the preset stability condition; The average current of the tailgate motor within a preset time period is less than or equal to a preset boost current threshold, which is determined based on the starting distance information, the starting time of the car tailgate, and the actual movement speed. The duration during which the average current value is less than or equal to the preset boost current threshold is greater than the third preset duration threshold.

8. The automobile tailgate control method as described in claim 1, characterized in that, The preset target speed curve includes a smooth acceleration phase, a full-speed uniform motion phase, and a deceleration phase. When the movement of the vehicle tailgate malfunctions, determining the operating state of the vehicle tailgate based on its current stage of movement includes: When the tailgate of a vehicle experiences an anti-pinch malfunction, if the current movement stage of the tailgate is the smooth acceleration stage, the full-speed uniform movement stage, or the deceleration stage, then the tailgate's operating state is determined to be an anti-pinch operating state.

9. The automobile tailgate control method as described in claim 1, characterized in that, Before executing the tailgate control strategy based on the vehicle tailgate operating state, the method further includes: When the current of the tailgate motor is determined to be greater than or equal to the preset stall current, the tailgate operation state is determined to be the anti-pinch operation state.

10. The automobile tailgate control method as described in claim 1, characterized in that, The step of executing the tailgate control strategy based on the vehicle tailgate's operating state includes: When the tailgate is in either the push-operation state or the normal operation state, the tailgate is controlled to execute a non-anti-pinch control strategy; the normal operation state refers to any other operating state of the tailgate besides the anti-pinch operation state or the push-operation state. When the tailgate of the vehicle is in the anti-pinch operation state, the tailgate is controlled to execute the anti-pinch control strategy.

11. A controller, characterized in that, Used to perform the vehicle tailgate control method as described in any one of claims 1 to 10.

12. A vehicle tailgate control system, characterized in that, Includes a controller for performing the vehicle tailgate control method as described in any one of claims 1 to 10.

13. A car, characterized in that, Includes the controller as described in claim 11, or includes the vehicle tailgate control system as described in claim 12.

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