Tailgate auxiliary stable hovering method and device

Abstract

The present application provides a method and device for assisting a tailgate in stabilizing hovering, relating to the field of automotive electronics. The method comprises: obtaining a tailgate's hovering range and physical data, and determining a forward drive value based on the tailgate's hovering range and physical data; adjusting the forward drive value based on a first tailgate drive compensation value to obtain a target drive value, and driving the tailgate based on the target drive value; stopping the tailgate when the tailgate reaches a preset hovering deceleration range, and predicting the tailgate's stopping position based on the current speed, current acceleration, and current position; and when the tailgate's stopping position exceeds the tailgate's hovering range, determining a second tailgate drive compensation value based on the current speed, current acceleration, current position, the tailgate's physical data, and the tailgate's hovering range, and driving the tailgate within the hovering range based on the second tailgate drive compensation value. This allows for precise control of the tailgate's motion trajectory, achieving a stable tailgate hover.

Description

Technical Field

[0001] The present application relates to the field of automotive electronics technology, and in particular to a tailgate auxiliary stable hovering method and device. Background Art

[0002] With the increasing intelligence of vehicles, automated tailgate control has become an important research topic. Traditional tailgate opening methods mostly rely on manual operation. Even with electric control, existing motor-operated methods cannot precisely control the tailgate's trajectory and speed during the opening process, resulting in jitter and positional deviation, which affects the smoothness and accuracy of the opening. Summary of the Invention

[0003] The present application provides a tailgate auxiliary stable hovering method and device, which obtains the tailgate's hovering range, physical data and other parameters, calculates the forward drive value, monitors the acceleration in real time and performs compensation, thereby achieving precise control of the tailgate's motion trajectory and achieving the purpose of stable tailgate hovering.

[0004] In a first aspect, the present application provides a tailgate assisted stable hovering method, the method comprising:

[0005] Obtaining a hovering range of the tailgate and physical data of the tailgate, and determining a forward drive value based on the hovering range of the tailgate and the physical data of the tailgate;

[0006] When the positive driving value drives the tailgate to open, the acceleration during the tailgate opening process is obtained, and a first tailgate driving compensation value is determined according to the acceleration;

[0007] adjusting the forward driving value based on the first tailgate driving compensation value to obtain a target driving value, and driving the tailgate based on the target driving value;

[0008] When the tailgate reaches the preset hovering deceleration range, the tailgate stops driving and the current speed, acceleration, and position of the tailgate are obtained in real time;

[0009] Predict the tailgate's stopping position based on the current speed, current acceleration, and current position;

[0010] When the tailgate's stopped position exceeds the tailgate's hovering range, a second tailgate drive compensation value is determined based on the current speed, current acceleration, current position, physical data of the tailgate, and the tailgate's hovering range, and the tailgate is driven to move within the tailgate's hovering range based on the second tailgate drive compensation value.

[0011] By adopting the above technical solution, a multi-compensation control strategy is adopted during the tailgate opening process, which can effectively assist the tailgate in achieving stable hovering while preventing the tailgate from moving too violently or losing control. The main advantages and technical effects are manifested in the following aspects:

[0012] First, by acquiring the tailgate's hovering range and physical data, and combining this data with parameters such as the tailgate's mass, inertia, swing arm length, and friction, the actuation value required to positively drive the tailgate open is accurately calculated. This physics-based calculation method better matches the tailgate's actual motion state and lays the foundation for subsequent compensation control.

[0013] Secondly, during the tailgate opening process, the tailgate's acceleration data is acquired in real time. Based on the deviation between this acceleration and the preset target acceleration, a PID control algorithm is used to calculate a first tailgate drive compensation value. This compensation value dynamically adjusts the forward drive value to obtain a target drive value. The tailgate is then driven based on this target value, promptly correcting acceleration deviations during the tailgate opening process and ensuring smoother tailgate movement. Thirdly, when the tailgate enters the preset hovering deceleration range, the tailgate is promptly stopped, and its current speed, acceleration, and position data are acquired in real time. Based on this real-time data, the tailgate's final stopping position is predicted. If the stopping position exceeds the hovering range, a second tailgate drive compensation value is again calculated based on the physical data and the hovering range. This compensation value is then used to perform a final auxiliary adjustment of the tailgate, ensuring that it hovers stably within the expected hovering range.

[0014] This multi-compensation control strategy divides the tailgate opening process into multiple stages, monitors each stage in real time, and makes dynamic adjustments based on the specific status. This can minimize deviations during tailgate opening and ensure that the tailgate can hover stably along the expected trajectory, thereby significantly improving the accuracy and reliability of the tailgate-assisted hovering.

[0015] Furthermore, the hovering range is determined in a very rational way. By combining the tailgate's own dimensions, environmental obstacle information, and user preferences, it comprehensively considers multiple constraints to determine a safer and more reasonable hovering range, preventing the tailgate from being blocked by obstacles or affecting normal vehicle operation while hovering.

[0016] In a second aspect of the present application, a tailgate auxiliary stable hovering device is provided, comprising:

[0017] a first data acquisition module, configured to acquire a hoverable range of the tailgate and physical data of the tailgate, and determine a forward driving value based on the hoverable range of the tailgate and the physical data of the tailgate;

[0018] a first compensation value determining module, configured to obtain acceleration during the tailgate opening process when the forward driving value drives the tailgate to open, and determine a first tailgate driving compensation value based on the acceleration;

[0019] a current driving value determining module, configured to adjust the forward driving value based on the first tailgate driving compensation value to obtain a target driving value, and drive the tailgate based on the target driving value;

[0020] A second data acquisition module is used to stop driving the tailgate when the tailgate reaches a preset hovering deceleration range and obtain the current speed, current acceleration and current position of the tailgate in real time;

[0021] A stop position prediction module is used to predict the stop position of the tailgate based on the current speed, current acceleration and current position;

[0022] The second compensation value determining module is configured to determine a second tailgate driving compensation value based on the current speed, current acceleration, current position, physical data of the tailgate, and the tailgate's hovering range when the tailgate's stopped position exceeds the tailgate's hovering range, and to drive the tailgate to move within the tailgate's hovering range based on the second tailgate driving compensation value.

[0023] In a third aspect of the present application, a computer storage medium is provided. The computer storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor and executing the above method steps.

[0024] In the fourth aspect of the present application, an electronic device is provided, including a processor, a memory, a user interface and a network interface, the memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device performs the above method.

[0025] In summary, one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. This application obtains the tailgate's hovering range and physical data, and based on this data, combines parameters such as the tailgate's mass, inertia, swing arm length, and friction to accurately calculate the drive value required to positively drive the tailgate open. This physical model-based calculation method can better match the tailgate's actual motion state, laying the foundation for subsequent compensation control. Secondly, during the tailgate opening process, the tailgate's acceleration data is acquired in real time. Based on the deviation between this acceleration and a preset target acceleration, a first tailgate drive compensation value is calculated using a PID control algorithm. The positive drive value is dynamically adjusted using the compensation value to obtain a target drive value. The tailgate is then driven based on this target value, which can promptly correct acceleration deviations during the tailgate opening process and ensure smoother tailgate movement. Thirdly, when the tailgate enters the preset hovering deceleration range, the tailgate is promptly stopped, and its current velocity, acceleration, and position data are acquired in real time. Based on this real-time data, the tailgate's final stopping position is predicted. If the stop position exceeds the hovering range, a second tailgate drive compensation value is calculated again based on the physical data and the hovering range, and the tailgate is adjusted in the final step based on the compensation value to make it hover stably within the expected hovering range.

[0026] This multi-compensation control strategy divides the tailgate opening process into multiple stages, monitors each stage in real time, and makes dynamic adjustments based on the specific status. This can minimize deviations during tailgate opening and ensure that the tailgate can hover stably along the expected trajectory, thereby significantly improving the accuracy and reliability of the tailgate-assisted hovering.

[0027] 2. This application addresses situations where the tailgate is about to exceed its hovering range. First, by predicting the tailgate's stopping position and comparing it with the hovering range, this situation can be detected promptly, laying the foundation for subsequent compensation control. The tailgate's driving direction is also determined based on the prediction results, preparing for subsequent torque synthesis. Secondly, when calculating the second tailgate drive compensation value, the second tailgate static torque is first calculated based on parameters such as the tailgate's current speed, acceleration, position, mass, and center of gravity distance. This static torque reflects the gravitational torque acting on the tailgate in its current position and serves as the basic torque to assist in adjustment. Thirdly, the second dynamic torque is calculated by combining the tailgate's moment of inertia, current speed, and acceleration. The dynamic torque represents the inertial torque that the tailgate must overcome in its current state of motion. Considered together with the static torque, it provides a more comprehensive and accurate description of the forces acting on the tailgate. Furthermore, the second tailgate friction torque is calculated based on parameters such as the tailgate's mass, center of gravity distance, and the friction coefficient of the rotating axis, fully accounting for resistance during motion and further improving calculation accuracy. Finally, the three torques are combined differently based on the tailgate's drive direction to produce the second tailgate drive compensation value. When the drive direction is positive, all three torques are in the same direction and can simply be added together. When the drive direction is negative, the dynamic torque is in the opposite direction of the other two, so the static torque and friction torque must be added together before the dynamic torque is subtracted. This differential processing, distinguishing between positive and negative directions, accurately reflects the impact of changes in the tailgate's motion direction on the total torque, thereby improving the accuracy of the compensation calculation.

[0028] 3. This application can fully consider the impact of the external environment on the opening of the tailgate by obtaining environmental data around the tailgate and detecting whether there are any obstacles. If an obstacle is detected, the preliminary hovering range will be narrowed according to the specific location of the obstacle to obtain the first hovering range. This range adjustment based on environmental detection can effectively prevent the tailgate from colliding with obstacles during the opening process, thereby ensuring the safety of the tailgate and surrounding objects. Secondly, in addition to considering external environmental factors, this method also introduces the user's tailgate opening preference data. By analyzing the user's habits and needs, a second hovering range can be obtained. This range is compared with the preliminary range or the first hovering range, and the intersection of the two is taken as the final hovering range. This method of combining user preferences not only improves the humanized experience of opening the tailgate, but also avoids the situation where the tailgate is opened too wide and causes trouble to the user. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 A schematic flow chart of a tailgate assisted stable hovering method provided in an embodiment of the present application;

[0030] Figure 2 This is a structural diagram of a tailgate auxiliary stable hovering device provided in an embodiment of the present application;

[0031] Figure 3 This is a schematic diagram of the structure of an electronic device provided in this application. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0033] In the description of the embodiments of this application, words such as "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "for example" or "for instance" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "for example" or "for instance" is intended to present the relevant concepts in a concrete manner.

[0034] In the description of the embodiments of the present application, the term "multiple" means two or more. For example, multiple systems refer to two or more systems, and multiple screen terminals refer to two or more screen terminals. In addition, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0035] In order to facilitate understanding of the method and system provided by the embodiments of the present application, before introducing the embodiments of the present application, the background of the embodiments of the present application is first introduced.

[0036] With the increasing intelligence and user-friendliness of vehicles, automated tailgate control is becoming a significant research topic. Traditional tailgate opening methods often rely on manual operation, which is not only cumbersome but also difficult to ensure smooth and precise opening. Even with electric control, the limitations of existing motor drive systems often prevent precise control of the tailgate's trajectory and speed during opening. This can lead to undesirable situations such as jitter and positional deviation. This not only affects the smoothness and user experience of tailgate opening, but can also pose safety risks.

[0037] Currently, some high-end models are equipped with automatic opening control functions, but most control strategies are still relatively simple and fail to fully consider the influencing factors under various operating conditions, making it difficult to achieve truly "precise control." For example, under loaded or zero-load conditions, due to the changing dynamic load, using a fixed opening torque may cause the tailgate to overshoot or stagnate. Furthermore, in special environments such as sloped roads, if external forces such as gravity are not compensated, the tailgate may open abnormally or fail to reach the desired position. Furthermore, most solutions fail to fully consider the possibility of the tailgate encountering obstacles during opening, lacking effective obstacle avoidance and protection measures.

[0038] Therefore, achieving precise automatic tailgate opening control to ensure it reaches the desired target position smoothly, reliably, and efficiently has become a pressing technical challenge. This requires in-depth research across multiple aspects, including sensing, control algorithms, and drive systems, to establish a highly integrated and intelligent control system that meets the stringent requirements of diverse operating conditions and continuously enhances vehicle intelligence and user experience.

[0039] After the background introduction of the above content, those skilled in the art can understand the problems existing in the prior art. The technical solutions in the embodiments of the present application will be clearly and completely described below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments.

[0040] On the basis of the above background technology, further, please refer to Figure 1 , Figure 1 This is a flow chart of a tailgate assisted stable hovering method provided in an embodiment of the present application. The system can be implemented by a computer program or run as an independent tool application. Specifically, in the embodiment of the present application, the method can be applied on a server, but can also be applied to electronic devices such as servers. The tailgate assisted stable hovering method includes the following steps:

[0041] S101, obtaining a hovering range of the tailgate and physical data of the tailgate, and determining a forward driving value based on the hovering range of the tailgate and the physical data of the tailgate;

[0042] Specifically, to achieve precise automatic tailgate opening control, the tailgate's hovering range and physical data must first be acquired. The hovering range refers to the range of positions the tailgate is allowed to reach during opening, and is determined by considering multiple factors, including tailgate size, external environment, and user preferences. Physical data includes parameters such as the tailgate's mass, moment of inertia, center of gravity, and friction coefficient of the hinge axis. These parameters reflect the various forces and constraints acting on the tailgate during its movement.

[0043] The purpose of acquiring this data is to accurately calculate the required driving force or torque based on the tailgate's current motion and physical characteristics, so that the tailgate ultimately hovers smoothly at the desired position within the hovering range. Specifically, by establishing a kinematic and dynamic model of the tailgate, using the hovering range and physical data as input, the various forces and torques acting on the tailgate during opening are calculated and analyzed, including gravitational torque, inertial torque, friction torque, and so on.

[0044] Based on the results of the above analysis, we can use an inverse solution to determine the forward drive value required to achieve the desired hovering position. This value, in other words, the torque or moment output by the control drive system, must not only overcome the various resistances encountered by the tailgate during movement but also accurately control its final stopping position within the hovering range.

[0045] Determining the optimal forward drive value in this way effectively avoids the drawbacks of traditional fixed drive torque, ensuring a smooth, controllable tailgate movement throughout the opening process, ultimately stopping precisely at the desired position without drift or out-of-range situations. Compared to manual operation, this automated control solution is more precise and reliable, improving tailgate opening efficiency and user experience while significantly reducing the risk of accidents, ultimately enhancing the overall vehicle intelligence level.

[0046] Based on the above embodiment, as an optional embodiment, the physical data of the tailgate includes the mass of the tailgate, the moment of inertia of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis; based on the hovering range of the tailgate and the physical data of the tailgate, the forward drive value is determined, including:

[0047] S201, determining a first tailgate static torque based on the mass of the tailgate, the distance between the tailgate rotation axis and the tailgate center of gravity, and the tailgate hovering range;

[0048] Specifically, during the control process of the tailgate automatic opening system, it is necessary to pre-calculate and determine the appropriate forward drive value based on the physical characteristics of the tailgate itself and its preset hovering range to guide the subsequent closed-loop drive control.

[0049] The physical data of the tailgate primarily includes parameters such as its mass, moment of inertia, distance from the tailgate's rotation axis to its center of gravity, and the coefficient of friction at the tailgate's rotation axis. These parameters reflect the inertial force and resistance that the tailgate must overcome during rotation and are crucial for determining the appropriate driving torque.

[0050] As a first step, the control system needs to calculate and determine the first tailgate static torque based on the mass of the tailgate, the distance from the tailgate rotation axis to the tailgate center of gravity, and the tailgate's hovering range.

[0051] The so-called first tailgate static torque refers to the gravitational torque exerted on the tailgate in the hovering state. The magnitude of this gravitational torque is determined by the tailgate's mass and centrifugal distance, and is closely related to the tailgate's hovering range.

[0052] Specifically, the control system first obtains the input data of the tailgate's mass and the distance from the tailgate's rotation axis to its center of gravity. Then, by substituting these data into classical mechanics formulas, it calculates the gravitational moment acting on the tailgate in the hovering state. This is the first static torque value of the tailgate that needs to be determined.

[0053] During the actual calculation process, the control system also needs to make appropriate corrections to this static torque value based on the tailgate's hovering range. For example, if the hovering range is set to a horizontal position, the static torque is zero; if it is set to a vertical position, the static torque is equal to the product of the tailgate's weight and the distance from its center of gravity. After determining the initial tailgate static torque, the control system can use it as a basis to continue calculating the other torque components required for dynamic drive, ultimately obtaining the complete forward drive value. The reason for determining this static torque component first is that whether the tailgate is open or hovering, it needs to overcome the potential energy influence of gravity. Only by first determining this basic component can the dynamic drive requirements to overcome the remaining inertia and resistance be accurately calculated.

[0054] By accurately calculating static torque, the control system can comprehensively assess the various torque components that need to be overcome during the tailgate opening process, thereby more accurately determining the forward drive value, laying the foundation for subsequent closed-loop drive control, and improving the control accuracy and reliability of the entire system.

[0055] S202, determining a first dynamic torque based on the rotational inertia of the tailgate and a preset tailgate opening speed;

[0056] Specifically, when calculating the forward drive value required for tailgate opening control, in addition to the already determined first tailgate static torque, the control system also needs to consider the dynamic torque component required to overcome the tailgate's rotational inertia. During the tailgate's rotational opening process, due to a certain amount of rotational inertia, a continuous torque output is required to overcome this inertial force in order to maintain or reach the preset opening speed. Ignoring this dynamic torque requirement may result in the tailgate opening speed not meeting expectations, impacting the entire control process. Therefore, the control system needs to calculate and determine the magnitude of the first dynamic torque based on the tailgate's rotational inertia and the preset tailgate opening speed. The so-called first dynamic torque refers to the continuous torque required to overcome the tailgate's rotational inertia and enable it to reach and maintain the preset opening angular velocity. The magnitude of this torque is proportional to the tailgate's rotational inertia and the square of the preset opening angular velocity. During the calculation, the control system first obtains the known tailgate moment of inertia parameters and a preset ideal opening angular velocity. Then, these two parameters are substituted into classical dynamics formulas to calculate the required first dynamic torque. It's worth noting that to ensure smooth and comfortable tailgate opening, the preset opening angular velocity should not be too fast. The control system takes into account various factors, including vehicle operating conditions and ergonomics, to set a reasonable ideal value range. Once the first dynamic torque is determined, the control system adds it to the previously calculated first tailgate static torque to obtain a relatively complete forward drive torque requirement, which serves as the basis for subsequent closed-loop drive control. By accurately calculating and compensating for the dynamic torque requirement, the inertia effect during the tailgate opening process can be effectively overcome, allowing the desired opening velocity to be reached quickly and smoothly, thereby ensuring the efficiency and smoothness of the entire opening control process. This step also lays the foundation for subsequent deceleration control of the tailgate. When approaching the hovering position, the control system can apply a reverse braking torque based on this dynamic torque value to eliminate the tailgate's residual inertia and achieve precise positioning control.

[0057] S203, determining a first tailgate friction torque based on the mass of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis;

[0058] Specifically, when calculating the forward driving value required for the tailgate opening control, in addition to the determined first tailgate static torque and first dynamic torque, the control system also needs to consider the torque component required to overcome the frictional resistance during the tailgate rotation process.

[0059] Whether at the tailgate's pivot or other moving parts, frictional resistance consumes some of the driving torque, affecting the tailgate's opening efficiency and control accuracy. Failure to assess and compensate for this friction torque requirement may result in insufficient driving torque, preventing the tailgate from opening smoothly and smoothly along the intended trajectory and speed.

[0060] Therefore, the control system needs to accurately calculate and determine the magnitude of the first tailgate friction torque based on the mass of the tailgate, the distance from the tailgate rotation axis to the tailgate center of gravity, and the friction coefficient at the tailgate rotation axis.

[0061] The so-called first tailgate friction torque refers to the torque component required to continuously output to overcome the various frictional resistances encountered during the tailgate's rotation. This torque is related to factors such as the tailgate's mass and distance from its center of gravity, and is closely related to the friction coefficient at the rotation axis.

[0062] During the calculation, the control system first obtains known parameters such as the tailgate's mass, center of gravity distance, and the friction coefficient of the rotating axis. It then uses classical mechanics formulas to calculate the total friction force experienced by the tailgate during opening. This is then converted into the corresponding friction torque value, which is the first tailgate friction torque to be determined.

[0063] It is worth mentioning that to improve calculation accuracy, the control system not only considers the sliding friction at the tailgate rotation axis, but also evaluates the influence of various factors such as rolling friction and viscous resistance between other possible components, and quantifies these influences and incorporates them into the final calculation results.

[0064] Once the first tailgate friction torque is successfully determined, the control system can add it to the previously calculated first tailgate static torque and first dynamic torque to obtain a more complete and accurate forward drive torque demand value, laying a solid foundation for subsequent closed-loop drive control.

[0065] By quantifying and compensating for friction torque requirements, the impact of various resistances on tailgate opening control can be minimized, ensuring that the drive system can continuously output sufficient torque to enable the tailgate to open smoothly along the intended trajectory and speed, thereby improving the accuracy and efficiency of the entire control process.

[0066] This step also leaves room for subsequent actions such as deceleration control. Based on the calculated friction torque requirements, the control system can appropriately adjust the braking torque when the tailgate enters the deceleration phase to offset residual inertia and resistance, achieving precise and reliable positioning.

[0067] S204 : Determine a forward driving value based on the first tailgate static torque, the first tailgate friction torque, and the first dynamic torque.

[0068] Specifically, after calculating the three primary torque components—the first tailgate static torque, the first dynamic torque, and the first tailgate friction torque—the control system can determine the final forward drive value based on the combined calculation of these components. The forward drive value refers to the total torque required to continuously output to the drive system to ensure the tailgate opens smoothly along the desired trajectory and speed. This drive value must simultaneously meet multiple requirements, including overcoming gravity, inertia, and various resistances. The three components must be combined because the various torque effects on the tailgate during the entire opening process are additive. Only by combining these components can the actual required driving torque for tailgate opening be fully assessed. When determining the forward drive value, the control system directly adds the previously calculated first tailgate static torque, first dynamic torque, and first tailgate friction torque components to obtain a representative sum. This sum is the desired forward drive value, reflecting the total torque required to overcome various effects, including gravity, inertia, and friction, during the tailgate opening process.

[0069] Based on the above embodiment, as an optional embodiment, determining the forward drive value based on the first tailgate static torque, the first tailgate friction torque, and the first dynamic torque includes:

[0070] A value obtained by adding the first tailgate static torque, the first tailgate friction torque, and the first dynamic torque is used as a total torque, and a forward drive value is determined based on the total torque and a preset tailgate drive arm length.

[0071] Specifically, after completing the calculation of the three main torque components of the first tailgate static torque, the first dynamic torque and the first tailgate friction torque, the control system needs to add them together to obtain a value representing the total torque required to open the tailgate. However, in reality, the drive system does not directly apply torque, but force. In order to convert the calculated total torque into the corresponding driving force, the control system also needs to convert it based on the known parameter of the tailgate's force arm length. The so-called driving force arm length refers to the effective distance between the driving system's force and the tailgate's rotation axis. This distance is usually a known structural parameter, representing the length of the mechanical arm between the force applied and the force received.

[0072] During the calculation process, the control system first directly adds the previously calculated components of the first tailgate static torque, the first dynamic torque, and the first tailgate friction torque to obtain a value representing the total torque requirement. Next, the control system obtains the known tailgate actuation arm length parameter and divides the total torque requirement by this arm length. Based on the basic relationship between torque and arm length, this conversion is used to obtain the required driving force, which is the forward drive value. This additional conversion step is necessary because torque and force are different physical quantities. The drive system cannot directly output the corresponding drive according to the torque. The torque must first be converted into a specific force to provide the correct drive command to the actuator.

[0073] By properly calculating the total torque requirement and lever arm length, the control system can successfully determine the precise forward drive value required to open the tailgate, providing a clear force target for the drive system, thereby ensuring the accuracy and reliability of the entire opening control.

[0074] It is worth mentioning that in addition to the above calculation process, the control system in actual application will also perform further unit conversion or compensation calculation on the forward drive value according to different drive system types and working principles to match the specific actuator and drive mode.

[0075] For example, for a motor drive system, it may be necessary to convert the force value into the corresponding current or voltage; for a hydraulic drive system, it is necessary to convert the force value into the corresponding hydraulic pressure, etc.

[0076] Through this step-by-step calculation and conversion process, the control system can ultimately provide the drive system with accurate, directly executable forward drive instructions, allowing the tailgate to always remain in the ideal open state, thereby comprehensively improving the control accuracy and intelligence level of the entire automatic opening system and providing users with a high-quality and smooth user experience.

[0077] Based on the above embodiment, as an optional embodiment, obtaining the hoverable range of the tailgate includes:

[0078] S401, before opening the tailgate, obtaining environmental data surrounding the tailgate, tailgate size parameters, and user's tailgate opening preference data, and determining a preliminary hovering range based on the tailgate size parameters;

[0079] Specifically, before opening the tailgate, the control system must first determine the tailgate's hovering range, which serves as a key constraint for subsequent tailgate opening. The hovering range refers to the maximum angle within which the tailgate can safely and effectively open and maintain stability under specific circumstances.

[0080] The first step in determining the hovering range is to collect relevant environmental data, tailgate dimensions, and user preferences before opening the tailgate. This preliminary estimate of the hovering range is determined based on the tailgate dimensions. This step is necessary because the hovering range is influenced by multiple factors, and relying solely on the tailgate dimensions is insufficient. Additional information, such as surrounding environmental conditions and user preferences, must be collected and analyzed in advance to provide a reasonable preliminary estimate of the hovering range.

[0081] During implementation, the control system first uses onboard sensors to acquire 3D environmental data around the tailgate, such as the location and shape of obstacles behind it. Simultaneously, it retrieves known dimensional parameters of the tailgate itself, such as its overall length and center of gravity, from a database.

[0082] The control system also needs to obtain the user's personalized preference data for the tailgate opening angle. Some users may prefer the tailgate to open wider, while others prefer it to open less. This preference data will have a certain impact on the estimation of the hovering range.

[0083] With these three pieces of data, the control system can begin calculating the initial hovering range. First, based on the tailgate's overall length and other dimensions, it estimates the maximum possible opening angle under ideal, unobstructed conditions. This serves as the upper bound of the initial hovering range.

[0084] Next, the control system gradually narrows this initial range. It incorporates acquired environmental data to determine whether the tailgate is at risk of colliding with an obstacle in the current environment. If so, it appropriately reduces the upper limit of the hovering range to avoid the obstacle.

[0085] The control system also takes user preferences into account. If the user prefers a smaller tailgate opening, the upper limit of the hovering range will be adjusted downward. Otherwise, it will be relaxed appropriately.

[0086] Based on the above embodiment, as an optional embodiment, the size parameters of the tailgate include the width of the tailgate, the length of the tailgate, and the opening and closing angle data of the tailgate, wherein the length of the tailgate is the straight-line distance from the hinge point of the tailgate to the end of the tailgate;

[0087] Determine the initial hovering range based on the tailgate's dimensional parameters, including:

[0088] Take the tailgate hinge point as the center point, the tailgate length as the radius, and the tailgate opening and closing angle data as the angle of the central angle of the sector. Then, N sectors are combined into a sector body, where the height of the sector body is the width of the tailgate.

[0089] The fan-shaped area is used as the initial hovering range.

[0090] Specifically, determining the initial hovering range is the most critical step in the entire process. Based on the known dimensions of the tailgate, the control system needs to establish a reasonable 3D geometric model to preliminarily estimate the maximum opening range of the tailgate under ideal, unobstructed conditions.

[0091] S402, determining whether there are any obstacles around the tailgate based on the environmental data, and if so, determining the location data of the obstacle based on the environmental data, and determining a first hovering range based on the location data and the preliminary hovering range;

[0092] Specifically, after obtaining a preliminary estimated hovering range, the control system needs to further combine the actual environmental data around the tailgate to perform more detailed calculations and adjustments to the hovering range, which requires executing the step of determining a first hovering range.

[0093] Specifically, the control system first determines whether there are any obstacles around the tailgate based on the acquired environmental data. If so, it then needs to further determine the precise three-dimensional position data of these obstacles.

[0094] Obstacle confirmation is necessary because its presence will directly limit the maximum angle the tailgate can open. Ignoring obstacles and blindly opening the tailgate within the initial hovering range can cause the tailgate to collide with the obstacle, causing damage to the vehicle and property, and potentially threatening personal safety.

[0095] In practice, the control system uses onboard sensors and computer vision algorithms to perform a three-dimensional reconstruction of the area behind the tailgate to detect obstacles. Once an obstacle is detected, it automatically locks onto and tracks its position, acquiring precise three-dimensional coordinate data.

[0096] After obtaining the obstacle location data, the control system can couple the calculation with the preliminary hovering range obtained previously to determine the first hovering range.

[0097] Specifically, the control system first creates a three-dimensional model of the tailgate at various opening angles based on the known dimensions of the tailgate. It then maps the obstacle's position data onto these 3D models to determine whether the tailgate will actually collide with the obstacle at each opening angle.

[0098] Once a collision risk is detected within a certain angle range, the control system will exclude this angle range from the hovering range and only retain the safe and collision-free part as the first hovering range.

[0099] S403: Determine a second hoverable range based on the user's tailgate opening preference data, and compare the first hoverable range with the second hoverable range. When the first hoverable range is larger than the second hoverable range, use the second hoverable range as the tailgate's hoverable range. When the first hoverable range is smaller than the second hoverable range, use the first hoverable range as the tailgate's hoverable range.

[0100] Specifically, after determining the first hovering range, the control system does not directly use it as the final tailgate hovering range. Instead, it cross-checks this with the user's tailgate opening preference data to determine the second hovering range. Finally, the control system compares the first and second hovering ranges and takes the minimum of the two as the actual tailgate hovering range. This step is necessary for two main reasons: first, to fully respect and meet the user's personalized opening requirements; second, to provide the user with a better opening experience within the maximum safety range.

[0101] In practice, the control system first analyzes the user's desired tailgate opening angle from previously acquired user preference data and determines the second hovering range based on this desired value. For example, if the user desires a larger tailgate opening angle, the control system will set the upper limit of the second hovering range to a larger value. Conversely, if the user prefers a smaller tailgate opening angle, the control system will appropriately reduce the second hovering range.

[0102] After determining the second hovering range, the control system will compare it with the first hovering range previously calculated based on environmental data.

[0103] If the first hovering range is larger than the second hovering range, it means that the maximum opening range allowed by environmental conditions has exceeded the user's expectations. At this time, the control system will directly determine the second hovering range as the final hovering range of the tailgate, thereby fully meeting user needs.

[0104] On the contrary, if the first hoverable range is smaller than the second hoverable range, it means that the user's opening expectation exceeds the safety range allowed by the current environment. At this time, the control system needs to determine the first hoverable range as the final hoverable range of the tailgate to ensure the safety of the opening movement, although this may not fully meet the user's expectations.

[0105] By making a reasonable comparison and trade-off between the first and second hovering ranges, the control system can seek an optimal balance between safety and user experience.

[0106] S102, when the positive driving value drives the tailgate to open, obtaining the acceleration during the tailgate opening process, and determining a first tailgate driving compensation value based on the acceleration;

[0107] Specifically, after determining a reasonable forward drive value, the control system uses this drive value to drive the tailgate open. However, due to various uncertainties, such as load variations and external interference, relying solely on pre-calculated forward drive values ​​cannot fully guarantee the stability and accuracy of the tailgate opening process. Therefore, real-time monitoring and feedback of the tailgate's motion state are required during the actual opening process. Based on detected deviations, dynamic compensation adjustments are then made to achieve precise control.

[0108] Specifically, the system captures acceleration data during the tailgate opening process as a key measurement. The magnitude and variation of tailgate acceleration directly reflects the overall force and motion of the tailgate during opening. If the acceleration value deviates significantly from the control model's predictions, it indicates that the actual driving force differs from the expected one, requiring compensation adjustments.

[0109] After obtaining the tailgate acceleration, the control system recalculates and analyzes the various forces currently acting on the tailgate, combining it with the tailgate's physical data, to determine a first tailgate actuation compensation value. This compensation value takes into account physical parameters such as the tailgate's mass and inertia, and reflects the overall deviation torque caused by the acceleration deviation.

[0110] By adding the first tailgate drive compensation value to the original forward drive value, the control system can adjust the total drive torque output to the drive system in real time, thereby dynamically correcting the tailgate's motion state. This dynamic closed-loop feedback control strategy can promptly eliminate the impact of acceleration deviations, ensuring that the tailgate's actual motion trajectory and velocity curve remain in the ideal control state, ultimately allowing it to smoothly reach the desired hovering position without problems such as jitter, overshoot, or position offset.

[0111] At the same time, the control system continuously monitors changes in tailgate acceleration in real time. Based on any new deviations detected, it further adjusts the compensation value and updates the total drive torque output, forming a dynamic closed-loop adaptive control process. This high-frequency detection-analysis-compensation cycle can fully address various complex situations that may occur during the tailgate opening process, greatly improving control accuracy and robustness.

[0112] Based on the above embodiment, as an optional embodiment, determining the first tailgate driving compensation value according to the acceleration includes:

[0113] Determine the acceleration error according to the acceleration and the preset target acceleration;

[0114] According to the acceleration error, a first tailgate driving compensation value is obtained by a preset compensation value calculation formula, wherein the preset compensation value calculation formula is:

[0115]

[0116] Where u(t) is the first tailgate drive compensation value, e(t) is the acceleration error, K p is the ratio of the PID controller, K i is the integral of PID control, K d is the differential gain of PID control.

[0117] Specifically, during the automatic opening control process of the tailgate, in addition to pre-calculating a reasonable forward drive value based on physical parameters, the control system also needs to monitor the movement state of the tailgate in real time and dynamically compensate and adjust the forward drive value based on the actual acceleration monitored.

[0118] This drive compensation step is necessary because, in real-world conditions, the tailgate's movement is affected by numerous complex factors, making it difficult to precisely open according to the intended trajectory. Relying solely on precalculated forward drive values ​​would hinder control accuracy.

[0119] Therefore, the control system will continuously obtain the current actual acceleration data of the tailgate, compare it with the preset ideal target acceleration, and calculate the acceleration deviation value, that is, the acceleration error.

[0120] The target acceleration refers to the ideal acceleration curve required to ensure the tailgate opens smoothly and smoothly along the intended trajectory. This curve is usually pre-planned by the control system.

[0121] Once the acceleration error is obtained, the control system can accurately calculate the first tailgate drive compensation value based on a preset compensation value calculation formula according to the classic PID control theory.

[0122] In this compensation value formula, the acceleration error is the controlled quantity, and the three parameters of the PID controller, namely proportional, integral and differential gains, are adjustment coefficients that need to be set in advance.

[0123] Specifically, the proportional gain determines the intensity of the response to the current error; the integral gain determines the degree of response to the historical accumulated error; and the differential gain determines the degree of response to the rate of change of the error.

[0124] By properly setting and adjusting these three parameters, the control system can dynamically calculate a reasonable first tailgate drive compensation value according to the size, duration and change trend of the error.

[0125] Once the compensation value is determined, the control system can integrate it with the previously calculated forward drive value to obtain an adjusted new drive command value, thereby guiding the drive system to output a more precise driving force, so that the actual motion trajectory of the tailgate can be tracked and corrected in time, reducing deviations and approaching the ideal state.

[0126] Through this closed-loop control compensation and adjustment process, the control system can continuously optimize and improve the drive output according to changes in the actual movement of the tailgate, thereby effectively overcoming the influence of various interference factors and greatly improving the stability and accuracy of the opening control.

[0127] S103, adjusting the forward driving value based on the first tailgate driving compensation value to obtain a target driving value, and driving the tailgate based on the target driving value;

[0128] Specifically, after obtaining the acceleration data during the tailgate opening process and calculating the first tailgate drive compensation value, the control system needs to reasonably adjust the compensation value with the previously determined forward drive value to obtain a target drive value, and continue to drive the tailgate opening movement based on the target drive value.

[0129] This adjustment step is necessary because the previously determined forward drive value is an expected value derived from a calculation model under ideal conditions. However, due to various uncertainties in practice, relying solely on this theoretical value cannot guarantee accurate tailgate motion control. Therefore, the drive value must be dynamically adjusted and compensated based on actual deviations in the tailgate's motion state to eliminate the effects of these deviations and maintain the desired trajectory and speed under ideal control.

[0130] Specifically, the control system adjusts the original forward drive value based on the magnitude and direction of the calculated first tailgate drive compensation value to obtain a new target drive value. This adjustment process follows the principle of torque superposition, combining the torque vector represented by the compensation value with the torque vector corresponding to the original drive value to obtain the final target torque.

[0131] The control system then uses this target drive value as its new output to continue driving the tailgate open. Because this target drive value incorporates the compensation for acceleration deviation, it effectively eliminates any deviations in the tailgate's previous motion, allowing its trajectory and speed to be corrected promptly, ensuring the tailgate maintains its desired, ideal state.

[0132] S104, when the tailgate reaches a preset hovering deceleration range, driving the tailgate is stopped, and the current speed, current acceleration, and current position of the tailgate are acquired in real time;

[0133] Specifically, during the closed-loop drive control of the tailgate, when the tailgate is about to reach the expected hovering position, the control system will stop applying driving torque and enter the deceleration control phase. Specifically, the system pre-sets a hovering deceleration range, and when the tailgate approaches and enters this range, the original drive output is stopped.

[0134] The reason for stopping the tailgate at this point is to prevent it from moving beyond the intended hovering position due to excessive inertia. Even though the previously closed-loop control ensures the accuracy of the tailgate's trajectory and speed, continuing full-speed operation near the endpoint could still cause the tailgate to overshoot due to a certain delay in the control system's response.

[0135] Therefore, it's necessary to stop the drive output at the appropriate time, leveraging the tailgate's own inertia to naturally decelerate and eventually stop at the desired position. Simultaneously, the control system also needs to obtain real-time information about the tailgate's current speed, acceleration, and position during this phase, providing crucial information for calculating deceleration and adjusting the hovering position.

[0136] Specifically, the control system uses sensors installed on the tailgate to monitor its motion in real time, obtaining information on its current speed, acceleration, and position relative to the vehicle body. This real-time data is fed into the control algorithm for analysis and processing.

[0137] Based on the current speed and acceleration, the control system predicts the tailgate's trajectory under natural inertia and compares it with the ideal hovering position. It then calculates the braking torque required to keep the tailgate precisely in the desired position.

[0138] If the tailgate is predicted to exceed the hovering range, the control system applies an appropriate negative braking torque to decelerate the tailgate. Conversely, it applies a positive acceleration torque to offset the remaining inertia. This dynamic braking / acceleration control allows the tailgate to decelerate smoothly and ultimately stop precisely at the desired location.

[0139] At the same time, the control system will continuously monitor the current position of the tailgate. Once it approaches or reaches the ideal hovering point, it will output an appropriate holding torque to keep the tailgate stationary, ensuring the accuracy and stability of the hovering position.

[0140] This deceleration control strategy, combined with the previously described closed-loop drive control, enables precise control of the tailgate from opening to hovering. By initially driving the tailgate quickly at high speed, and then switching to deceleration control to precisely locate the hovering point, this strategy not only improves control efficiency but also ensures smooth and reliable tailgate opening.

[0141] S105, predicting the tailgate stop position based on the current speed, current acceleration, and current position;

[0142] Specifically, after the tailgate enters the preset hovering deceleration range and stops driving, the control system needs to predict and calculate its final stopping position based on the current motion state of the tailgate, that is, the current speed, current acceleration and current position.

[0143] This step is necessary to precisely control the tailgate's position under the influence of its natural inertia. Due to inertia, the tailgate doesn't stop immediately after entering the deceleration zone. Instead, it continues moving at its current speed and acceleration for a certain distance before finally coming to rest. Without an accurate prediction of this final stopping position, it's impossible to apply the appropriate braking or acceleration torque to the tailgate, making precise hovering position control difficult.

[0144] Therefore, the control system needs to calculate and predict the tailgate's future motion trajectory based on its current motion parameters, combined with its physical model and kinematic dynamics formulas, to obtain the final predicted stopping position. This process mainly involves two calculation steps:

[0145] The first step is to calculate the theoretical deceleration process of the tailgate under the action of natural inertia based on the current speed, acceleration and known physical parameters, and obtain the functional relationship between its speed and displacement over time.

[0146] The second step is to integrate the above functional relationship to find the tailgate's final position coordinates when it comes to a complete stop. This position coordinate is the predicted stop position.

[0147] During specific implementation, the control system will substitute the current speed, acceleration and position data of the tailgate obtained in real time into the above formula, and perform a rapid calculation based on physical parameters (such as mass, moment of inertia, etc.) to obtain the theoretical final stop position coordinate value.

[0148] Once this predicted position is obtained, the control system compares it with the pre-set ideal hovering position. If there is a deviation between the two, the system will output braking torque or acceleration torque accordingly, decelerating or accelerating the tailgate, so that it will ultimately stop precisely at the expected hovering position.

[0149] S106 , when the tailgate's stopped position exceeds the tailgate's hovering range, determining a second tailgate drive compensation value based on the current speed, current acceleration, current position, physical data of the tailgate, and the tailgate's hovering range, and driving the tailgate to move within the tailgate's hovering range based on the second tailgate drive compensation value.

[0150] Specifically, when controlling the tailgate's hovering deceleration, the control system predicts its final stopping position under the influence of natural inertia based on the tailgate's current motion data (including current speed, acceleration, and position). If the predicted stopping position exceeds the pre-set tailgate hovering range, there is a risk of the tailgate "overshooting," meaning it may exceed the expected position too far and fail to reliably hover in the ideal position.

[0151] To avoid this situation, the control system needs to calculate and determine a second tailgate drive compensation value based on the tailgate's current motion state and physical parameters (such as mass, moment of inertia, etc.) before the tailgate is about to exceed the hovering range, and brake the tailgate based on this compensation value so that it can decelerate in time and eventually stay within the hovering range.

[0152] The so-called second tailgate drive compensation value refers to the braking torque or negative acceleration torque required to offset the tailgate's current residual inertia, allowing it to accurately stop at the desired hovering position. This compensation value is determined by comprehensively considering multiple parameters such as the tailgate's current speed, acceleration, position, and mass, and is calculated using kinematic formulas.

[0153] Specifically, the control system first calculates the theoretical deceleration process under the natural inertia of the tailgate based on its physical model. It then compares this theoretical deceleration trajectory with the preset hovering range to determine whether it will exceed the range.

[0154] If the control system determines that the vehicle is about to exceed the hovering range, it will combine the tailgate's current actual motion data to calculate the required braking torque or negative acceleration to ensure the tailgate's deceleration trajectory is timely and accurately stopped at the edge of the hovering range. This required braking torque value is the determined second tailgate drive compensation value.

[0155] After obtaining the compensation value, the control system will immediately issue a corresponding braking command to the drive system and implement appropriate braking control on the tailgate based on the size of the compensation value, thereby actively curbing its inertia, causing it to decelerate in time and eventually stay steadily within the expected hovering range.

[0156] Compared with simply relying on inertial deceleration, this prediction-based active braking strategy can more reliably control the stopping position of the tailgate, effectively avoiding the risk that the tailgate may exceed the ideal range and fail to hover completely.

[0157] At the same time, through comprehensive analysis and calculation of various motion state parameters and physical conditions, the strategy also has good adaptability and can cope with a variety of situations under different working conditions, ensuring that the tailgate can reliably stay within the ideal hovering range under any circumstances, thereby comprehensively improving the robustness and control accuracy of the automatic tailgate opening system.

[0158] Based on the above embodiment, as an optional embodiment, the physical data of the tailgate includes the mass of the tailgate, the moment of inertia of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis; and determining the second tailgate drive compensation value based on the current speed, current acceleration, current position, the physical data of the tailgate, and the hovering range of the tailgate includes:

[0159] S301, determining a driving direction of the tailgate based on the tailgate's stop position and the tailgate's hovering range;

[0160] Specifically, in the automatic tailgate opening control system, in addition to real-time monitoring of the tailgate's acceleration and making corresponding compensation adjustments, the control system also needs to calculate a reasonable second tailgate drive compensation value based on the tailgate's current motion state, physical parameters, and preset target position range, thereby guiding the drive system to perform deceleration and braking, achieving precise and reliable position positioning control.

[0161] Among them, the first step is to determine the current driving direction of the tailgate based on the target stopping position and hovering range of the tailgate.

[0162] Determining the driving direction is crucial because the direction of the braking torque applied by the drive system during deceleration braking depends on the current direction of the tailgate's movement. Only by accurately understanding the tailgate's current direction of movement can the control system issue the appropriate reverse braking command; otherwise, effective deceleration will be impossible.

[0163] To determine the specific driving direction, the control system first obtains the tailgate's preset stopping position data, such as the fully open position or other specific position coordinates. It also needs to obtain the tailgate's hovering range parameters, which are the position error tolerance range during the tailgate opening process. Next, the control system compares the tailgate's current actual position with the preset stopping position. If the current position is within the acceptable stopping position range, the tailgate is considered to have approached or reached the target position and no further driving is required. If the current position is outside the acceptable range, the tailgate needs to be decelerated and braked.

[0164] In the latter case, the control system further determines the tailgate's current direction of movement. If the tailgate's current position is closer to the vehicle body than the target position, it's moving toward the vehicle body, and a positive braking torque away from the vehicle body is applied. Conversely, if the tailgate's current position is further away from the vehicle body than the target position, it's moving away from the vehicle body, and a negative braking torque toward the vehicle body is applied.

[0165] S302, determining a second tailgate static torque based on the current speed, current acceleration, current position, mass of the tailgate, and the distance from the tailgate rotation axis to the center of gravity of the tailgate;

[0166] Specifically, after determining the current driving direction of the tailgate, the control system needs to further calculate the magnitude of the static torque of the second tailgate as an important reference for subsequently determining the deceleration braking torque.

[0167] The so-called second tailgate static torque refers to the torque component that the tailgate needs to continuously output to overcome its own gravity during deceleration. This torque is closely related to physical parameters such as the tailgate's mass and center of gravity distance.

[0168] The need to calculate this static torque component separately is because, unlike during the opening phase, the effect of gravity on the tailgate changes during deceleration and braking. Depending on the tailgate's actual direction and position, gravity may sometimes act as a resistance or a force to be overcome. Only by accurately estimating this static torque requirement can the control system appropriately allocate the total braking torque.

[0169] During the specific calculation, the control system will obtain the current speed, acceleration, position of the tailgate, as well as known physical parameter data such as the tailgate mass and center of gravity distance.

[0170] First, based on the current position, the control system can determine the current opening angle of the tailgate. Combined with parameters such as the center of gravity distance, it then calculates the torque exerted by the tailgate mass on the rotation axis, which is the required initial value of the second tailgate static torque.

[0171] Next, the control system dynamically adjusts the initial value of the second tailgate's static torque based on kinematic data such as current speed and acceleration. If the tailgate is decelerating, the static torque demand is increased; if accelerating, the static torque demand is decreased.

[0172] Through the above step-by-step calculation, the control system can ultimately obtain a relatively accurate static torque value for the second tailgate, which fully reflects the torque required to continuously output by the tailgate to offset the influence of gravity during deceleration and braking.

[0173] Once the second tailgate static torque is successfully determined, the control system can use it as a basic component and combine it with other torque requirements of the tailgate to comprehensively calculate the total braking torque that needs to be applied, providing accurate braking torque instructions to the drive system.

[0174] At the same time, the static torque of the second tailgate itself also leaves room for further optimization of braking control. For example, the control system can dynamically adjust the weight coefficient of the static torque according to the actual working conditions to cope with different deceleration stages and position requirements.

[0175] S303, determining a second dynamic torque based on the rotational inertia, current speed, and current acceleration of the tailgate;

[0176] Specifically, in addition to the second tailgate static torque, the control system also needs to consider the tailgate's rotational inertia and the resulting second dynamic torque component when calculating the total braking torque required for tailgate deceleration. This second dynamic torque refers to the torque component required to offset the inertial moment generated by the tailgate during deceleration. This inertial moment is closely related to the tailgate's rotational inertia and kinematic parameters such as current speed and acceleration. The need to separately calculate this dynamic torque component stems from the crucial role in tailgate deceleration and braking. Ignoring the influence of inertia makes it difficult to accurately assess the actual braking demand, which in turn affects the accuracy and smoothness of braking control.

[0177] S304, determining a second tailgate friction torque based on the mass of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis;

[0178] Specifically, when calculating the total torque required for tailgate deceleration and braking, in addition to the second tailgate static torque and the second dynamic torque, the control system also needs to consider the second tailgate friction torque component caused by the friction force at the rotating shaft. The so-called second tailgate friction torque refers to the torque component that needs to be continuously output during the deceleration process of the tailgate to overcome the friction resistance generated at the rotating shaft. This friction torque is closely related to parameters such as the mass of the tailgate, the distance from the center of gravity, and the friction coefficient of the rotating shaft. The reason for calculating this friction torque component separately is that even during the deceleration and braking process, due to the mass of the tailgate, a certain degree of friction will still be generated at the rotating shaft, which will become one of the resistances that need to be overcome. Ignoring the influence of friction will make it difficult to fully assess the braking needs.

[0179] To calculate the second tailgate friction torque, the control system first needs to obtain known parameters such as the tailgate's mass, distance from its center of gravity, and the friction coefficient of the rotating axis. Based on the tailgate's current open position, the control system can calculate the normal force exerted by the tailgate's mass on the rotating axis. Combined with the known friction coefficient, the resulting friction force can be further calculated. The control system then uses the torque theorem to couple this friction force with the distance from the tailgate's center of gravity to determine the final value of the second tailgate friction torque that needs to be offset. It is worth noting that the magnitude of the second tailgate friction torque is not only related to the aforementioned parameters but also closely related to the tailgate's current state of motion. For example, if the tailgate is currently stationary, the friction torque will be calculated using the maximum static friction force; if it is in motion, the smaller dynamic friction force will be used.

[0180] Therefore, in the actual calculation process, the control system needs to dynamically adjust the value of the second tailgate friction torque according to the real-time motion state of the tailgate to ensure the accuracy of the calculation results.

[0181] S305 , when the driving direction of the tailgate is positive, taking the sum of the second tailgate static torque, the second tailgate friction torque, and the second dynamic torque as the second tailgate driving compensation value;

[0182] Specifically, after successfully calculating the three primary torque components—the second tailgate static torque, the second dynamic torque, and the second tailgate friction torque—the control system performs a reasonable coupling operation based on the tailgate's current drive direction to determine the final second tailgate drive compensation value. If the tailgate's current drive direction is positive, that is, away from the vehicle body, the control system uses the algebraic sum of the three torque components as the second tailgate drive compensation value. This is necessary because, in this case, the drag vectors represented by the second tailgate static torque, the second dynamic torque, and the second tailgate friction torque all have the same direction, opposing the direction of the tailgate's forward motion. Therefore, the control system must apply a braking torque of equal magnitude and direction to offset their combined effects, achieving deceleration braking.

[0183] Specifically, when the tailgate is driven in the positive direction, the second tailgate static torque represents the gravitational torque component that needs to be offset; the second dynamic torque represents the inertia torque component that needs to be offset; and the second tailgate friction torque represents the friction torque component that needs to be offset. The control system first obtains the current values ​​of these three torque components, which are scalar quantities and can be positive or negative. The control system then calculates their algebraic sum to obtain a total braking torque requirement. This total braking torque requirement is the magnitude of the second tailgate drive compensation value. The control system transmits this as a braking command to the drive system, instructing it to apply the appropriate braking torque to achieve smooth deceleration of the tailgate.

[0184] S306 , when the driving direction of the tailgate is negative, a value obtained by adding the second tailgate static torque and the second tailgate friction torque and then subtracting the second dynamic torque is used as the second tailgate driving compensation value.

[0185] Specifically, unlike the previous positive driving situation, when the current driving direction of the tailgate is negative, that is, toward the vehicle body, the control system needs to perform different calculation combinations on the three main torque components when calculating the second tailgate driving compensation value.

[0186] In this case, the control system first adds the second tailgate static torque and the second tailgate friction torque to form a subtotal. It then subtracts the second dynamic torque from this subtotal. The resulting difference represents the second tailgate actuation compensation value. This is necessary because when the tailgate is actuated in the negative direction, the vector directions represented by the three torque components diverge. The drag vector represented by the second tailgate static torque and the second tailgate friction torque still opposes the direction of tailgate motion, requiring the control system to apply a braking torque in the same direction to offset it. However, the inertia component represented by the second dynamic torque has a vector direction aligned with the direction of tailgate motion, creating a positive torque that needs to be overcome. Therefore, the control system must add the second tailgate static torque and the second tailgate friction torque to obtain a total positive braking demand value. The second dynamic torque, on the other hand, must be subtracted from this total value to avoid offsetting the positive effect of inertia.

[0187] See also Figure 2 , Figure 2 This is a diagram of the structure of a tailgate auxiliary stable hovering device provided in an embodiment of the present application. The tailgate auxiliary stable hovering device may include:

[0188] a first data acquisition module, configured to acquire a hoverable range of the tailgate and physical data of the tailgate, and determine a forward driving value based on the hoverable range of the tailgate and the physical data of the tailgate;

[0189] a first compensation value determining module, configured to obtain acceleration during the tailgate opening process when the forward driving value drives the tailgate to open, and determine a first tailgate driving compensation value based on the acceleration;

[0190] a current driving value determining module, configured to adjust the forward driving value based on the first tailgate driving compensation value to obtain a target driving value, and drive the tailgate based on the target driving value;

[0191] A second data acquisition module is used to stop driving the tailgate when the tailgate reaches a preset hovering deceleration range and obtain the current speed, current acceleration and current position of the tailgate in real time;

[0192] A stop position prediction module is used to predict the stop position of the tailgate based on the current speed, current acceleration and current position;

[0193] The second compensation value determining module is configured to determine a second tailgate driving compensation value based on the current speed, current acceleration, current position, physical data of the tailgate, and the tailgate's hovering range when the tailgate's stopped position exceeds the tailgate's hovering range, and to drive the tailgate to move within the tailgate's hovering range based on the second tailgate driving compensation value.

[0194] Please refer to Figure 3 The present application also discloses an electronic device. Figure 3 The electronic device 300 may include: at least one processor 301 , at least one network interface 304 , a user interface 303 , a memory 305 , and at least one communication bus 302 .

[0195] The communication bus 302 is used to implement the connection and communication between these components.

[0196] The user interface 303 may include a display screen (Display) and a camera (Camera). Optionally, the user interface 303 may also include a standard wired interface and a wireless interface.

[0197] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0198] The processor 301 may include one or more processing cores. The processor 301 utilizes various interfaces and circuits to connect various parts of the entire server. By running or executing instructions, programs, code sets, or instruction sets stored in the memory 305, and calling data stored in the memory 305, the processor 301 performs various server functions and processes data. Optionally, the processor 301 may be implemented using at least one hardware form selected from the group consisting of digital signal processing (DSP), field programmable gate array (FPGA), and programmable logic array (PLA). The processor 301 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing the content to be displayed on the display screen; and the modem is responsible for handling wireless communications. It is understood that the modem may not be integrated into the processor 301 and may be implemented separately on a single chip.

[0199] Among them, the memory 305 may include a random access memory (Random Access Memory, RAM) and may also include a read-only memory (Read-Only Memory). Optionally, the memory 305 includes a non-transitory computer-readable medium. The memory 305 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 305 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc.; the data storage area may store data involved in the above-mentioned various method embodiments, etc. The memory 305 may also optionally be at least one storage system located away from the aforementioned processor 301. Reference Figure 3 The memory 305 as a computer storage medium may include an operating system, a network communication module, a user interface module, and an application program for a tailgate auxiliary stable hovering method.

[0200] exist Figure 3In the electronic device 300 shown, the user interface 303 is mainly used to provide an input interface for the user and obtain the data input by the user; and the processor 301 can be used to call the application program storing the road assessment method in the memory 305. When executed by one or more processors 301, the electronic device 300 executes one or more methods in the above-mentioned embodiments. It should be noted that for the aforementioned method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should know that this application is not limited to the described order of actions, because according to this application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required for this application. In the above-mentioned embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0201] In the several embodiments provided in this application, it should be understood that the disclosed system can be implemented in other ways. For example, the system embodiments described above are merely illustrative. For example, the division of units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some service interface, and the indirect coupling or communication connection of the system or unit can be electrical or other forms.

[0202] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0203] The present application also provides a computer storage medium that can store multiple instructions, which are suitable for being loaded and executed by a processor as described above. Figure 1 The road assessment method of the embodiment shown, the specific execution process can be found in Figure 1 The detailed description of the illustrated embodiment will not be repeated here.

[0204] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0205] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a memory and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the various embodiments of the present application. The aforementioned memory includes various media that can store program codes, such as USB flash drives, mobile hard drives, magnetic disks or optical disks.

[0206] The above are merely exemplary embodiments of the present disclosure and are not intended to limit the scope of the present disclosure. In other words, any equivalent variations and modifications made in accordance with the teachings of the present disclosure are still within the scope of the present disclosure. Those skilled in the art will readily conceive of other embodiments of the present disclosure after considering the disclosure and the practical implications thereof.

[0207] This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not described herein. The description and examples are to be considered as exemplary only, and the scope and spirit of the present disclosure are to be defined by the claims.

Claims

1. A tailgate auxiliary stable hovering method, characterized in that: The method comprises: Acquiring a hoverable range of the tailgate and physical data of the tailgate, and determining a forward drive value according to the hoverable range of the tailgate and the physical data of the tailgate; When the forward driving value drives the tailgate to open, acquiring the acceleration during the tailgate opening process, and determining a first tailgate driving compensation value according to the acceleration; adjusting the forward driving value based on the first tailgate driving compensation value to obtain a target driving value, and driving the tailgate based on the target driving value; When the tailgate reaches a preset hovering deceleration range, the tailgate is stopped from being driven, and the current speed, current acceleration, and current position of the tailgate are acquired in real time; predicting a stopping position of the tailgate based on the current speed, current acceleration, and current position; When the tailgate stops at a position beyond the tailgate's hovering range, determining a second tailgate drive compensation value based on the current speed, the current acceleration, the current position, physical data of the tailgate, and the tailgate's hovering range, and driving the tailgate to move within the tailgate's hovering range based on the second tailgate drive compensation value; Determining a first tailgate driving compensation value according to the acceleration includes: determining an acceleration error based on the acceleration and a preset target acceleration; According to the acceleration error, the first tailgate driving compensation value is obtained by a preset compensation value calculation formula, wherein the preset compensation value calculation formula is: Where, is the first tailgate driving compensation value, is the acceleration error, is the ratio of the PID controller, is the integral of PID control, is the differential gain of PID control; The physical data of the tailgate includes the mass of the tailgate, the moment of inertia of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis; determining a second tailgate driving compensation value based on the current speed, the current acceleration, the current position, the physical data of the tailgate, and the hoverable range of the tailgate, including: determining a driving direction of the tailgate according to a stop position of the tailgate and a hovering range of the tailgate; determining a second tailgate static torque according to the current speed, the current acceleration, the current position, the mass of the tailgate, and the distance from the tailgate rotation axis to the center of gravity of the tailgate; determining a second dynamic torque based on the moment of inertia of the tailgate, the current speed, and the current acceleration; determining a second tailgate friction torque according to the mass of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis; When the driving direction of the tailgate is positive, a sum of the second tailgate static torque, the second tailgate friction torque, and the second dynamic torque is used as the second tailgate driving compensation value; When the driving direction of the tailgate is negative, a value obtained by adding the second tailgate static torque and the second tailgate friction torque and then subtracting the second dynamic torque is used as the second tailgate driving compensation value.

2. The method according to claim 1, characterized in that The physical data of the tailgate include the mass of the tailgate, the moment of inertia of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis; determining the forward drive value based on the hovering range of the tailgate and the physical data of the tailgate includes: determining a first tailgate static torque according to the mass of the tailgate, the distance from the tailgate rotation axis to the center of gravity of the tailgate, and the hovering range of the tailgate; determining a first dynamic torque according to the rotational inertia of the tailgate and a preset tailgate opening speed; determining a first tailgate friction torque according to the mass of the tailgate, the distance between the tailgate rotation axis and the center of gravity of the tailgate, and the friction coefficient of the tailgate rotation axis; The forward drive value is determined based on the first tailgate static torque, the first tailgate friction torque, and the first dynamic torque.

3. The method according to claim 2, characterized in that The determining the forward drive value based on the first tailgate static torque, the first tailgate friction torque, and the first dynamic torque includes: A value obtained by adding the first tailgate static torque, the first tailgate friction torque, and the first dynamic torque is used as a total torque, and the forward drive value is determined based on the total torque and a preset tailgate drive arm length.

4. The method according to claim 1, wherein The step of obtaining the hovering range of the tailgate includes: Before opening the tailgate, obtaining environmental data surrounding the tailgate, tailgate size parameters, and user tailgate opening preference data, and determining a preliminary hovering range based on the tailgate size parameters; determining whether there is an obstacle around the tailgate according to the environmental data, and if there is an obstacle, determining position data of the obstacle according to the environmental data, and determining a first hoverable range according to the position data and the preliminary hoverable range; A second hoverable range is determined based on the user's tailgate opening preference data, and the first hoverable range and the second hoverable range are compared. When the first hoverable range is larger than the second hoverable range, the second hoverable range is used as the tailgate's hoverable range; and when the first hoverable range is smaller than the second hoverable range, the first hoverable range is used as the tailgate's hoverable range.

5. The method according to claim 4, characterized in that The size parameters of the tailgate include the width of the tailgate, the length of the tailgate and the opening and closing angle data of the tailgate, wherein the length of the tailgate is the straight-line distance from the hinge point of the tailgate to the end of the tailgate; The preliminary hovering range is determined based on the size parameters of the tailgate, including: A sector is formed with the hinge point of the tailgate as the center point, the length of the tailgate as the radius, and the opening and closing angle data of the tailgate as the central angle. N sectors are combined into a sector body, wherein the height of the sector body is the width of the tailgate; The area of ​​the fan-shaped body is used as the preliminary hovering range.

6. A tailgate auxiliary stable hovering device, using the method of claim 1, characterized in that: The device comprises: a first data acquisition module, configured to acquire a hoverable range of the tailgate and physical data of the tailgate, and determine a forward driving value based on the hoverable range of the tailgate and the physical data of the tailgate; a first compensation value determining module, configured to obtain an acceleration during the tailgate opening process when the forward driving value drives the tailgate to open, and determine a first tailgate driving compensation value according to the acceleration; a current driving value determining module, configured to adjust the forward driving value based on the first tailgate driving compensation value to obtain a target driving value, and drive the tailgate based on the target driving value; a second data acquisition module, configured to stop driving the tailgate when the tailgate reaches a preset hovering deceleration range, and acquire the current speed, current acceleration, and current position of the tailgate in real time; a stop position prediction module, configured to predict a stop position of the tailgate based on the current speed, current acceleration, and current position; a second compensation value determining module configured to determine, when the stop position of the tailgate exceeds the hoverable range of the tailgate, a second tailgate driving compensation value based on the current speed, the current acceleration, the current position, physical data of the tailgate, and the hoverable range of the tailgate, and to drive the tailgate to move within the hoverable range of the tailgate based on the second tailgate driving compensation value.

7. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor and executed by a method according to any one of claims 1 to 5.

8. An electronic device, characterized in that: The electronic device comprises a processor, a memory and a transceiver, wherein the memory is used to store instructions, the transceiver is used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device executes the method according to any one of claims 1 to 5.

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