Electric tail wing anti-pinch method and device

Abstract

The present application provides an electric tail wing anti-pinch method and device, which relates to the field of automotive electronic technology. The method acquires the tail wing control instruction, collects the current value and the Hall signal in real time during the start-up preheating stage of the drive motor and the operation stage of the tail wing, and obtains the corresponding current value sequence and Hall signal sequence. According to the sequence data, it can be judged whether the tail wing is in a stalled or anti-pinch state, and the drive can be stopped in time. At the same time, the duty cycle of the drive signal can be dynamically adjusted according to the Hall signal sequence to optimize the operation of the tail wing. By real-time monitoring of the current and Hall signal, the stalled and anti-pinch states of the tail wing can be detected quickly and accurately, and the drive can be stopped in time, thereby effectively preventing the electric tail wing from clamping foreign objects and improving the reliability and safety of the tail wing.

Description

Technical Field

[0001] The present application relates to the field of automotive electronic technology, and in particular to an electric rear wing anti-pinch method and device. Background Art

[0002] In recent years, with the booming automobile market, electric rear wings have become standard features of many sedan models. The electric rear wing can effectively improve the vehicle's driving stability and aerodynamic performance by automatically deploying when the vehicle is driving at high speed. Users can operate the electric rear wing mechanism through a switch to achieve the deployment and retraction functions of the rear wing. In order to meet the increasing functional safety requirements, the electric rear wing mechanism must have an anti-pinch function during the retraction process. That is to say, when the rear wing is retracted under the drive of the motor, if it encounters foreign objects that hinder the operation of the mechanism, in order to prevent the rear wing from damaging the obstacle, it must be able to identify and stop running in time. This function is crucial to protecting pedestrians and the vehicle itself.

[0003] At present, the common electric tail control systems on the market mainly detect the motor current to determine whether there is an obstruction when implementing anti-pinch protection. Specifically, when the system receives the retraction command, the tail mechanism begins to retract under the drive of the motor. If the current detected during this process exceeds the set threshold, it is determined that there is a foreign object obstruction and the mechanism stops running. However, this single anti-pinch control method based on current threshold has certain limitations. Due to differences in mechanical structure, motor characteristics, obstruction position and other factors, the same amount of resistance may cause completely different current changes under different working conditions. In some cases, the resistance is large but the current does not reach the threshold, which will cause the anti-pinch function to not be triggered in time or reliably. The greater the obstruction force, the easier it is to damage the mechanism and foreign objects. Summary of the invention

[0004] The present application provides an electric tail wing anti-pinch method and device, which improves the anti-pinch triggering capability of the electric tail wing.

[0005] In a first aspect, the present application provides an electric tail wing anti-pinch method, comprising:

[0006] Obtaining a tail control instruction, and detecting whether the tail state meets the execution condition according to the tail control instruction;

[0007] If the execution conditions are met, the drive motor is started and preheated;

[0008] In the startup preheating stage, the current value of the drive motor is collected at a preset frequency to obtain a first current value sequence, and the Hall signal of the drive motor is collected at a preset frequency to obtain a first Hall signal sequence;

[0009] determining a current reference value according to the first current value sequence;

[0010] After the startup preheating is completed, an initial drive signal is generated according to the tail control instruction to drive the tail to operate, and the Hall signal of the drive motor when operating is collected at a preset frequency to obtain a second Hall signal sequence, and the current value of the drive motor when operating is collected at a preset frequency to obtain a second current value sequence, and the duty cycle of the initial drive signal is adjusted according to the first Hall signal sequence and the second Hall signal sequence;

[0011] When the tail wing is running, if the Hall signal is not obtained for more than a preset time threshold, it is determined that the tail wing is in a stalled state, and the driving of the tail wing is stopped;

[0012] When the current value at the current moment in the second current value sequence exceeds a preset current value threshold, it is determined that the tail wing is in an anti-pinch state, and driving of the tail wing is stopped.

[0013] In a second aspect of the present application, an electric tail wing anti-pinch device is provided, comprising:

[0014] An execution condition judgment module is used to obtain a tail control instruction and detect whether the tail state meets the execution condition according to the tail control instruction;

[0015] A preheating start module is used to start preheating the drive motor if the execution conditions are met;

[0016] A preheating module, used for collecting the current value of the drive motor at a preset frequency to obtain a first current value sequence, and collecting the Hall signal of the drive motor at a preset frequency to obtain a first Hall signal sequence during the startup preheating stage;

[0017] A current reference value determination module, configured to determine a current reference value according to the first current value sequence;

[0018] a drive adjustment module, configured to generate an initial drive signal to drive the tail wing to operate according to the tail wing control instruction after the startup preheating is completed, collect the Hall signal when the drive motor is operating at a preset frequency to obtain a second Hall signal sequence, collect the current value when the drive motor is operating at a preset frequency to obtain a second current value sequence, and adjust the duty cycle of the initial drive signal according to the first Hall signal sequence and the second Hall signal sequence;

[0019] A stall processing module, used for determining that the tail wing is in a stall state and stopping driving the tail wing when the Hall signal is not obtained for more than a preset time threshold when the tail wing is running;

[0020] The anti-pinch processing module is used to determine that the tail wing is in an anti-pinch state and stop driving the tail wing when the current value at the current moment in the second current value sequence exceeds a preset current value threshold.

[0021] In a third aspect of the present application, a computer storage medium is provided, wherein 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.

[0022] 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 executes the above method.

[0023] In summary, one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0024] 1. By obtaining the tail control command and detecting whether the tail state meets the execution conditions, it can ensure that the tail is controlled under appropriate conditions, thereby improving the safety and reliability of control.

[0025] When the execution conditions are met, the drive motor is started and preheated, and the current value and Hall signal of the drive motor are collected at a preset frequency during the start-up and preheating stage to obtain a first current value sequence and a first Hall signal sequence. By collecting and analyzing the current and Hall signal during the start-up and preheating stage, the characteristic parameters of the drive motor under normal working conditions can be obtained, providing an important reference for subsequent fault diagnosis and adaptive control. At the same time, by determining the current reference value based on the first current value sequence, the current threshold can be dynamically established to improve the sensitivity and reliability of the anti-pinch function.

[0026] After the start-up preheating is completed, the initial drive signal is generated according to the tail control instruction to drive the tail to operate, and the Hall signal and current value of the drive motor are continuously collected during operation to obtain the second Hall signal sequence and the second current value sequence. By comparing the second Hall signal sequence collected in real time with the first Hall signal sequence in the start-up preheating stage, the deviation between the drive signal and the actual operating state of the motor can be discovered in time, and the duty cycle of the initial drive signal can be adaptively adjusted accordingly, making the operation of the tail more stable and efficient. This adaptive control strategy based on dual feedback can effectively cope with changes in mechanism characteristics and external interference, and improve the robustness of the system.

[0027] 2. The present invention adopts a judgment strategy to distinguish between the two working conditions of deployment and retraction when detecting whether the state of the tail meets the execution conditions according to the tail control instruction. When the received tail control instruction is a tail deployment instruction, the system will first detect whether the current position of the tail has reached the deployment state. Only when the current position of the tail has not reached the deployment state, the tail state is considered to meet the execution conditions and the deployment operation needs to be continued. Similarly, when the tail retraction instruction is received, the system will also detect whether the current tail position has reached the retraction state. Only when it has not reached the retraction state is it considered to meet the execution conditions and the retraction operation needs to be continued. This method of matching and judging based on the control instruction and the current state can effectively avoid the occurrence of repeated or erroneous actions of the tail. Imagine that if the current tail is already in the deployment state, but the system does not effectively identify the deployment instruction, but continues to perform the deployment operation, it will cause consequences such as motor idling or mechanism damage. Similarly, if the tail has been fully retracted, but the retraction action is performed again, similar problems will also arise. The present invention compares the current position of the tail wing with the target state in real time to ensure that the corresponding operation is performed only when the states are inconsistent, thereby greatly improving the accuracy and safety of control.

[0028] 3. The present invention adopts a method of gradually increasing the PWM duty cycle when starting and preheating the drive motor. During the preset preheating time, the system does not apply the maximum drive voltage to the motor at the beginning, but starts with a smaller PWM duty cycle, and then gradually increases the duty cycle with a preset increment until it reaches the preset maximum value. After the duty cycle reaches the maximum value, the system will maintain the duty cycle and continue to drive the motor until the preheating time ends. This progressive preheating strategy can effectively alleviate the impact of the instantaneous current at startup and extend the service life of the motor and the drive circuit. When the motor is started, due to the existence of the winding inductance, the current cannot be established instantaneously, but requires a gradual process. If a larger drive voltage is directly applied at the moment of startup, a larger peak value may be generated during the current establishment process, causing a greater impact on the motor windings and power electronic devices. Long-term accumulation may cause insulation degradation or component damage and other problems, affecting the reliability of the system. By gradually increasing the duty cycle, the current can rise slowly and be always controlled below the rated value during the startup process, thereby reducing the impact of the impact current on the system and extending the service life of each component. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 A schematic diagram of a flow chart of an electric tail wing anti-pinch method provided in an embodiment of the present application;

[0030] Figure 2 A structural diagram of an electric rear wing anti-pinch device provided in an embodiment of the present application;

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

[0032] In order to enable technicians in this field 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 the present application, words such as "for example" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "for example" or "for example" is intended to present related concepts in a specific way.

[0034] In the description of the embodiments of the present application, the meaning of the term "multiple" refers to 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 cannot 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 "include", "comprise", "have" 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 embodiment of the present application, before introducing the embodiment of the present application, the background of the embodiment of the present application is first introduced. Electric rear wings have become standard configurations for many cars, which can improve the driving stability and aerodynamic performance of the vehicle. In order to meet the increasing functional safety requirements, the electric rear wing mechanism must have an anti-pinch function during the retraction process, that is, when the rear wing encounters foreign objects obstructing it during retraction, it must be identified and stopped in time to protect the safety of pedestrians and vehicles. At present, the common electric rear wing control system mainly determines whether there is an obstruction by detecting the motor current, that is, if the current exceeds the set threshold during the retraction of the rear wing, it is determined that there is a foreign object obstruction and stops running. However, this single anti-pinch control method based on current threshold has limitations, and the anti-pinch function may not be triggered in a timely and reliable manner under different working conditions. The greater the obstruction force, the easier it is to damage the mechanism and foreign objects. Therefore, it is necessary to develop a more intelligent and robust anti-pinch control strategy for electric rear wing.

[0036] 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 conjunction 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.

[0037] Based on the above background technology, please refer to Figure 1 , Figure 1 A flow chart of an electric rear wing anti-pinch method provided in an embodiment of the present application. The system can be implemented by a computer program or can be run as an independent tool application. Specifically, in an embodiment of the present application, the method can be applied on a server, but can also be applied to electronic devices such as servers. An electric rear wing anti-pinch method includes the following steps:

[0038] S101, obtaining a tail control instruction, and detecting whether a tail state meets an execution condition according to the tail control instruction;

[0039] Specifically, when the system receives a tail deployment instruction (S201), it is necessary to check whether the tail is currently in a fully deployed state. The purpose of this step is to avoid repeated deployment actions, thereby reducing unnecessary energy consumption and mechanical wear.

[0040] Based on the above embodiment, as an optional embodiment, the step of detecting whether the tail state meets the execution condition according to the tail control instruction includes:

[0041] S201, when the tail control instruction is a tail deployment instruction, detecting whether the current position of the tail has not reached the deployment state, if not, the tail state meets the execution condition;

[0042] Specifically, in the automobile tail wing control method of the present invention, in order to more accurately determine whether the tail wing state meets the execution condition, we provide a specific detection step (S201) for the deployment instruction. The purpose of this step is to avoid repeating the deployment action when the tail wing has been fully deployed, thereby reducing unnecessary energy consumption and mechanical wear.

[0043] Specifically, when the system receives the tail deployment command, it will first obtain the current angle of the tail through the position sensor. This angle reflects the real-time position of the tail and is an important basis for judging the state of the tail. The system will compare the current angle obtained with the preset deployment angle threshold to determine whether the tail has reached the deployment state.

[0044] If the current angle is less than the deployment angle threshold, it means that the tail has not been fully deployed and the state of the tail meets the execution conditions. The system can continue to perform the deployment action until the tail angle reaches or exceeds the threshold. During this process, the position sensor will continue to monitor the changes in the tail angle and feed back real-time data to the controller to achieve closed-loop control and precise positioning.

[0045] On the contrary, if the current angle is greater than or equal to the deployment angle threshold, it means that the tail has been fully deployed and the state of the tail does not meet the execution conditions. The system should ignore the deployment instruction to avoid repeated deployment actions, wasting energy and increasing wear on mechanical components.

[0046] Through this state detection of the deployment command, the system can control the action of the tail more intelligently and avoid unnecessary repeated operations. This can not only extend the service life of the tail mechanism and reduce the energy consumption of the system, but also improve the efficiency of the control response, making the tail deployment action more timely and accurate.

[0047] S202, when the tail control instruction is a tail retracting instruction, detecting whether the current position of the tail has not reached a retracted state, if not, the tail state meets the execution condition.

[0048] Specifically, when the system receives a tail retraction command, it will first obtain the current angle of the tail through the position sensor. This angle reflects the real-time position of the tail and is an important basis for judging the state of the tail. The system will compare the current angle obtained with the preset retraction angle threshold to determine whether the tail has reached the retracted state.

[0049] If the current angle is greater than the retraction angle threshold, it means that the tail has not been fully retracted, and the state of the tail meets the execution conditions. The system can continue to perform the retraction action until the tail angle is equal to or less than the threshold. During this process, the position sensor will continue to monitor the changes in the tail angle and feed back real-time data to the controller to achieve closed-loop control and precise positioning. On the contrary, if the current angle is less than or equal to the retraction angle threshold, it means that the tail has been fully retracted, and the state of the tail does not meet the execution conditions. The system should ignore the retraction instruction to avoid repeated retraction actions, wasting energy and increasing wear on mechanical components. Through this state detection of the retraction instruction, the system can control the action of the tail more intelligently and avoid unnecessary repeated operations. This can not only extend the service life of the tail mechanism and reduce the energy consumption of the system, but also improve the efficiency of the control response, making the tail retraction action more timely and accurate.

[0050] S102, if the execution conditions are met, the drive motor is started and preheated;

[0051] Specifically, once it is confirmed that the tail state meets the execution conditions, the start-up preheating stage of the drive motor (S102) is entered. The main purpose of this step is to avoid the impact of excessive starting current on the drive motor and power supply system through soft starting, and at the same time, it can also improve the response speed and control accuracy of the tail action and extend the service life of the drive motor.

[0052] Based on the above embodiment, as an optional embodiment, the starting preheating of the drive motor includes:

[0053] S301, gradually increasing the preheating PWM duty cycle of the drive motor by a preset increment within a preset preheating time until the preheating PWM duty cycle reaches a preset maximum duty cycle;

[0054] Specifically, after entering the preheating stage, the system will first determine a preset preheating time and a preset increment based on factors such as the model of the drive motor and the ambient temperature. The preheating time usually ranges from a few seconds to tens of seconds, which is used to control the duration of the entire preheating process; and the preset increment is used to control the increase in the preheating PWM duty cycle at each step, which is usually between 1% and 5%. During the preheating process, the system will gradually increase the preheating PWM duty cycle of the drive motor with the preset increment as the step size. In specific operation, the controller will calculate the corresponding PWM waveform based on the current preheating PWM duty cycle, and apply it to the drive motor through the power drive circuit to gradually heat its windings and bearings. Each time the preheating PWM duty cycle is increased, the system will maintain it for a period of time to stabilize the temperature and resistance of the drive motor before proceeding to the next step. This gradual increase process will continue until the preheating PWM duty cycle reaches the preset maximum duty cycle. The maximum duty cycle is usually determined based on the rated operating current and preheating time of the drive motor, and generally does not exceed 50% to avoid excessive preheating power and damage to the drive motor. When the preheating PWM duty cycle reaches the maximum value, the system will maintain the duty cycle for a period of time to ensure that the temperature and resistance of the drive motor are completely stable in the optimal working range.

[0055] Through this progressive PWM control strategy, the preheating power of the drive motor can be increased smoothly and controllably, avoiding a sudden increase in the starting current, effectively reducing the impact and damage to the drive motor and power system. At the same time, since the preheating power is gradually increased, the temperature and resistance of the drive motor can also rise more smoothly, reducing the concentration of thermal and electrical stresses, which helps to extend the service life of the drive motor.

[0056] In addition, since the preheating PWM duty cycle is adjustable, the system can dynamically optimize parameters such as preheating time and increment according to actual working conditions and needs, improving the adaptability and flexibility of the preheating process. For example, in a low temperature environment, the system can appropriately extend the preheating time and reduce the increment to ensure that the drive motor is fully preheated; while in a high temperature environment, the system can shorten the preheating time and increase the increment to save energy and time.

[0057] S302: When the preheating PWM duty cycle reaches a maximum value, the preheating PWM duty cycle is maintained to drive the motor until the preset preheating time is reached.

[0058] Specifically, when the preheating PWM duty cycle gradually increases according to the preset increment and reaches the maximum duty cycle, the system will not immediately determine that the preheating is over, but will start timing and continue to maintain the maximum duty cycle to drive the motor to operate. During this delay maintenance stage, the preheating power of the drive motor is maintained at the maximum value, and its winding and bearing temperatures also rise further until they reach the optimal operating range. At the same time, under constant preheating power, the electromagnetic parameters of the drive motor, such as current and magnetic flux, gradually tend to stabilize, providing favorable conditions for subsequent precise control.

[0059] The delay time is usually determined by factors such as the drive motor model, power, and ambient temperature, and is generally 10% to 20% of the total preheating time. For example, if the total preheating time is set to 10 seconds, then after the preheating PWM duty cycle reaches the maximum value, the system needs to maintain the maximum duty cycle drive for 1 to 2 seconds to complete the entire preheating process. Of course, this delay time is not fixed. The system can dynamically adjust the delay time according to actual working conditions and needs to achieve the best preheating effect.

[0060] This delayed maintenance method can ensure that all parameters of the drive motor are completely stable in the optimal working state, avoiding problems such as difficulty in starting and unstable operation due to insufficient preheating. Especially for high-power, high-precision drive motors, the temperature field and electromagnetic field distribution during the preheating process are often more complicated, and it takes longer to reach a steady-state balance. If the preheating time is too short, there may be temperature gradients and magnetic field distortions inside the motor, affecting its performance and life. Therefore, moderate delayed maintenance is very necessary.

[0061] S103, in the startup preheating stage, collecting the current value of the drive motor at a preset frequency to obtain a first current value sequence, and collecting the Hall signal of the drive motor at a preset frequency to obtain a first Hall signal sequence;

[0062] Specifically, during the startup preheating phase, the system will synchronously collect the current value and Hall signal of the drive motor at a preset frequency. For current sampling, the system measures the actual current of the drive motor in real time through the current sensor, and samples it at a fixed time interval (such as 1ms) to obtain a discrete current value sequence, which we call the first current value sequence. This sequence reflects the dynamic changes in the current of the drive motor during the preheating process and can be used to analyze the power, temperature, impedance and other characteristics of the motor.

[0063] At the same time, the system will also collect the speed and position signals of the drive motor in real time through the Hall sensor, and sample at the same frequency as the current sampling to obtain a Hall signal sequence synchronized with the first current value sequence, which we call the first Hall signal sequence. This sequence reflects the dynamic changes in the speed and position of the drive motor during the preheating process, and can be used to analyze the acceleration, torque, angle and other characteristics of the motor.

[0064] S104, determining a current reference value according to the first current value sequence;

[0065] Specifically, the current reference value is calculated based on the first current value sequence. Since the first current value sequence reflects the current variation characteristics of the drive motor during the preheating stage, some key statistical parameters such as the average value, maximum value, minimum value, standard deviation, etc. can be extracted from the sequence, and then a suitable current reference value can be obtained based on these parameters through a certain calculation formula or algorithm.

[0066] For example, a commonly used method is to take the average value of the first current value sequence as the current reference value. The advantage of this method is that it is simple and intuitive, and can reflect the average current level of the motor during the preheating stage. However, if individual abnormal values ​​appear in the sequence (such as current mutations), it may cause the average value to shift and affect the accuracy of the reference value. Therefore, in practical applications, it is usually necessary to preprocess the original sequence to remove obvious abnormal points in order to improve the robustness of the average value.

[0067] Based on the above embodiment, as an optional embodiment, the preset current value threshold is determined according to the current reference value, wherein Inow>Ibase+0.5A, Inow is the preset current value threshold, and Ibase is the current reference value.

[0068] S105, when the startup preheating is completed, generating an initial drive signal according to the tail control instruction to drive the tail to operate, collecting the Hall signal of the drive motor when it is operating at a preset frequency to obtain a second Hall signal sequence, collecting the current value of the drive motor when it is operating at a preset frequency to obtain a second current value sequence, and adjusting the duty cycle of the initial drive signal according to the first Hall signal sequence and the second Hall signal sequence;

[0069] Specifically, during the operation of the tail, the system will continuously collect the Hall signal and current value of the drive motor at a preset frequency to obtain the second Hall signal sequence and the second current value sequence respectively. These two sequences reflect the speed, position and current characteristics of the drive motor under the actual load state, and are more representative of the actual working condition of the motor than the first Hall signal sequence and the first current value sequence in the preheating stage.

[0070] In order to achieve optimal control of the tail operation, the system will compare the first Hall signal sequence and the second Hall signal sequence in real time, and dynamically adjust the duty cycle of the initial drive signal according to the difference between the two sequences. The duty cycle here refers to the ratio of the on-time of the drive signal in one cycle to the total time, which is a key parameter for controlling the motor speed and torque. By adjusting the duty cycle, precise control of the tail operation status can be achieved.

[0071] The basic principle of adjusting the duty cycle is that if the frequency or amplitude of the second Hall signal sequence is lower than that of the first Hall signal sequence, it means that at the current duty cycle, the speed or torque of the drive motor is insufficient, and the duty cycle needs to be appropriately increased to provide greater driving force for the motor; conversely, if the frequency or amplitude of the second Hall signal sequence is higher than that of the first Hall signal sequence, it means that at the current duty cycle, the speed or torque of the drive motor is too large, and the duty cycle needs to be appropriately reduced to avoid motor overload or loss of control.

[0072] Based on the above embodiment, as an optional embodiment, adjusting the duty cycle of the initial driving signal according to the first Hall signal sequence and the second Hall signal sequence includes:

[0073] S401, calculating the real-time pulse period of two second Hall signals at the end of the timestamp based on the second Hall signal sequence;

[0074] Specifically, during the operation of the tail wing, the system will collect the Hall sensor signal of the drive motor at a preset frequency (such as 1kHz) to obtain the second Hall signal sequence. This sequence can be regarded as a series of high and low level jump events, each event corresponds to a timestamp. In order to calculate the pulse period, we only need to find the two adjacent jump events at the end of the sequence (such as the last rising edge and the second to last rising edge), record their timestamps, and then do the difference. This method is simple, efficient, and easy to implement in hardware.

[0075] When selecting the two terminal jump events, the following points should be noted: First, avoid calculations within the same pulse, that is, the two events must span at least one complete pulse; second, try to select a pair of events with the latest timestamp to reflect the current speed of the motor; third, consider possible signal jitter and interference, and take certain software filtering and verification measures to improve the accuracy and robustness of the calculation.

[0076] Through this timestamp-based pulse period calculation method, we can obtain a parameter closely related to the real-time speed of the motor, denoted as T_pulse. The physical meaning of this parameter is the time required for the motor to rotate one Hall cycle (usually corresponding to one pole pair), and its inverse is proportional to the motor speed. In the subsequent duty cycle adjustment algorithm, T_pulse can be used as a speed feedback quantity and compared with the target speed (which can be calculated based on the nominal period of the first Hall signal sequence) to obtain the speed error, and the duty cycle adjustment amount is calculated accordingly.

[0077] It should be noted that the pulse period is only one way to reflect the motor speed. In practical applications, other methods can also be used, such as pulse counting method, frequency measurement method, etc. The selection of which method needs to comprehensively consider factors such as speed range, accuracy requirements, and computational complexity. In addition, on the basis of speed feedback, other feedback quantities such as acceleration and torque can also be introduced to construct a more complete adaptive control algorithm to further improve the performance and robustness of tail wing control.

[0078] S402, calculating an average pulse period of the first Hall signal based on the first Hall signal sequence;

[0079] Specifically, while obtaining the real-time speed feedback of the motor, in order to achieve the adaptive adjustment of the duty cycle, a target speed is also required as a reference. In the present invention, we choose to use the average pulse period of the first Hall signal sequence to calculate the target speed (S402). The first Hall signal sequence is collected during the tail initialization stage and reflects the speed characteristics of the motor under the standard duty cycle. By analyzing the sequence, a nominal pulse period T_avg can be obtained, and the nominal speed can be calculated accordingly. In subsequent control, the real-time speed can be compared with the nominal speed to obtain the speed error, and the duty cycle can be adjusted accordingly.

[0080] In specific implementation, the system will read the first Hall signal sequence collected in advance from the memory after the tail initialization is completed. The sequence contains a certain number (such as 100) of complete pulses, each of which has its start and end timestamps. In order to calculate the average pulse period, we can take the following steps: first, for each pulse in the sequence, calculate its period (end timestamp minus start timestamp); then, sum up all pulse periods and divide by the number of pulses to get the average value T_avg. This method is simple and intuitive and easy to implement.

[0081] When calculating the average period, the following points should be noted: first, select as many complete pulses as possible to improve statistical reliability; second, eliminate possible abnormal pulses (such as pulses with periods much higher or lower than the average) to avoid data distortion; third, consider possible speed fluctuations and use certain smoothing filtering algorithms (such as moving average) to obtain more stable results.

[0082] S403: Adjust the duty cycle of the initial driving signal based on the difference between the real-time pulse period and the average pulse period.

[0083] Specifically, after obtaining the real-time speed feedback (pulse period T_pulse) and the target speed reference value (average pulse period T_avg), the core step of the present invention is to adjust the duty cycle of the initial drive signal so that the motor speed tracks the target value (S403). The basic principle of this step is to obtain the speed error by calculating the difference between the real-time period and the average period; then, according to the size and direction of the error, a certain control algorithm is used to calculate the adjustment of the duty cycle; finally, the adjustment is superimposed on the initial duty cycle to obtain a new drive signal, and applied to the motor, thereby realizing closed-loop control of the speed.

[0084] In specific implementation, the system first calculates the difference between the real-time cycle and the average cycle, that is, T_diff = T_pulse -T_avg. The physical meaning of this difference is the deviation of the current motor speed relative to the target speed, in units of time (such as us). If T_diff is positive, it means that the current speed is lower than the target speed and the duty cycle needs to be increased; conversely, if T_diff is negative, it means that the current speed is higher than the target speed and the duty cycle needs to be reduced. The larger the absolute value of the difference, the greater the speed deviation and the greater the adjustment required.

[0085] After obtaining the speed deviation, the controller needs to decide how to adjust the duty cycle. A simple method is to directly multiply T_diff by a proportional coefficient K to obtain the duty cycle adjustment amount D_diff, that is, D_diff = K * T_diff. Among them, the value of K needs to be set according to the dynamic characteristics and control requirements of the system, and can usually be optimized through experiments or simulations. Then, D_diff is added to the initial duty cycle D_init to obtain a new duty cycle D_new, that is, D_new = D_init + D_diff. Finally, a new PWM drive signal is generated based on D_new and output to the motor drive circuit.

[0086] S106, when the tail wing is running, if the Hall signal is not obtained for more than a preset time threshold, it is determined that the tail wing is in a stalled state, and the driving of the tail wing is stopped;

[0087] Specifically, in order to timely detect and handle the stall fault of the tail wing, we introduced a stall judgment mechanism based on the Hall signal timeout (S106). The basic principle of this mechanism is that under normal circumstances, the drive motor should continue to output the Hall signal to reflect the position and speed of the rotor; however, if a stall fault occurs, the motor rotor will stop rotating and the Hall signal will disappear. Therefore, by monitoring the continuity of the Hall signal, it is possible to indirectly determine whether the tail wing is stalled.

[0088] In specific implementation, the system will continuously record the timestamp of the last Hall signal acquisition during the operation of the tail wing and compare it with the current time. If no new Hall signal is obtained for more than a preset time threshold (such as 500ms), it can be preliminarily determined that the tail wing is in a stalled state. The time threshold here needs to be reasonably set according to parameters such as the rated speed of the motor and the resolution of the Hall encoder. It must be able to tolerate certain signal delays and interference, and be able to detect real stall faults in a timely manner.

[0089] In order to improve the reliability of stall judgment, the system will also consider other conditions, such as current value, temperature, etc. For example, if the current value exceeds the rated value (such as stall current) or the temperature exceeds the warning value when the Hall signal times out, it can be further confirmed that the stall fault is caused. This multi-condition joint judgment can effectively avoid false alarms caused by signal delays, poor contact, etc.

[0090] S107, when the current value at the current moment in the second current value sequence exceeds a preset current value threshold, it is determined that the tail wing is in an anti-pinch state, and driving of the tail wing is stopped.

[0091] Specifically, in addition to the stall fault, an anti-pinch protection mechanism based on current threshold is also introduced (S107). The purpose of this mechanism is to prevent the tail wing from being damaged or causing safety accidents due to being pinched by foreign objects or human bodies during movement. The basic principle is that when the tail wing is hindered by external force, the drive motor needs to overcome a greater load and the current will increase sharply; therefore, by monitoring the current value in real time and comparing it with the preset threshold, the pinching situation can be discovered in time.

[0092] In specific implementation, the system will collect the current sensor signal of the drive motor at a preset frequency (such as 100Hz) during the operation of the tail wing to obtain a second current value sequence. For each current value in the sequence, the system will compare it with a preset current threshold (such as 1.5 times the rated current). If the current value at the current moment exceeds the threshold and the duration exceeds a certain range (such as 50ms), it can be determined that the tail wing is in an anti-pinch state. The current threshold and duration here need to be reasonably set according to factors such as the rated parameters of the motor, load characteristics, and the degree of harm of the pinch obstacle. It is necessary to be able to reliably detect the pinch obstacle and avoid misjudging the instantaneous impact as a pinch obstacle.

[0093] In order to further improve the accuracy of anti-pinch judgment, the system will also comprehensively consider other conditions, such as speed changes, torque changes, etc. For example, if the speed suddenly decreases or the torque suddenly increases while the current exceeds the threshold, it can be further confirmed that it is caused by a pinch obstacle. This multi-parameter fusion judgment can effectively reduce the false alarm rate and improve the reliability of anti-pinch protection.

[0094] Once the tail is determined to be in the anti-pinch state, the system will immediately perform a series of protective actions: first, stop the drive motor, cut off the control signal and power supply to prevent the motor from burning or mechanical damage; second, record the time, position, current and other parameters of the pinch obstacle, and report them to the central control unit for fault diagnosis and early warning; third, perform anti-pinch reversal, that is, control the tail to move a certain distance (such as 1cm) in the opposite direction to release the pinch obstacle; finally, restart the tail and restore normal control. The whole process has clear control logic and can be completed automatically without human intervention.

[0095] Based on the above embodiment, as an optional embodiment, when the current value at the current moment in the second current value sequence exceeds the preset current value threshold, it is determined that the tail wing is in an anti-pinch state, and the driving of the tail wing is stopped, and then it also includes:

[0096] S501, when the tail wing stops driving, a reverse driving signal is generated, and a second Hall signal sequence before the tail wing stops and a Hall signal of the driving motor when the tail wing moves in the reverse direction are acquired to obtain a third Hall signal sequence;

[0097] Specifically, in the anti-pinch protection scheme of the present invention, when the controller detects that the real-time current value exceeds the preset threshold value, it determines that the tail wing is in a pinching state. At this time, in order to prevent damage to the motor and mechanical structure, it is necessary to immediately stop driving the tail wing and cut off the power supply. However, simply stopping the drive may not completely eliminate the pinching obstacle, because the tail wing will continue to move a certain distance under the action of inertia. In order to get out of the pinching state as soon as possible, the present invention immediately applies a reverse drive signal to the motor after stopping the drive, so that the tail wing moves in the opposite direction and actively retreats to a safe position (S501).

[0098] In specific implementation, the controller first records the moment t_stop when the tail stops driving, and the second Hall signal sequence H2_stop at this time. These two data reflect the position and speed state of the tail when the obstacle occurs, which can be used for subsequent fault analysis and statistics. Then, the controller generates a reverse drive signal opposite to the original drive signal and applies it to the motor. The amplitude and duration of the signal can be pre-set according to parameters such as the inertia and damping of the tail, or dynamically adjusted according to real-time feedback. During the reverse drive process, the controller continues to collect the Hall signal of the motor to obtain the third Hall signal sequence H3. This sequence reflects the position and speed changes of the tail during the reverse movement, which can be used to determine whether it has successfully escaped from the obstacle.

[0099] S502, determining a current position of the tail wing according to the second Hall signal sequence at the moment when the tail wing stops, and determining a target displacement according to the current position;

[0100] Specifically, after the obstacle is caught, in order to make the tail wing get out of the obstacle state as soon as possible, the present invention not only applies reverse driving, but also reasonably controls the distance of reverse movement, that is, the target displacement. If the displacement is too small, it may not be able to completely get out of the obstacle; if the displacement is too large, it will affect the normal working range and efficiency of the tail. Therefore, it is necessary to dynamically determine the optimal target displacement according to the actual position of the tail (S502).

[0101] In step S501, the controller has obtained the second Hall signal sequence H2_stop when the tail stops. This sequence contains a set of pulse signals output by the Hall encoder, and each pulse corresponds to a basic step length (such as 1° or 1mm) of the tail movement. By counting and decoding H2_stop, the current position Pos_stop of the tail at the stop moment can be obtained. This position is based on a fixed origin (such as the maximum expansion position of the tail) and is expressed in physical quantities such as angle or length.

[0102] After obtaining Pos_stop, the controller needs to further determine the target displacement Disp_tgt. A simple method is to set Disp_tgt to a fixed value (such as 10° or 50mm) to make the fin move reversely to a relatively safe position. However, this method does not consider the actual position of the fin and may cause overshoot or insufficiency. To more precisely control the reverse movement, the present invention adopts a position-based adaptive strategy, that is, dynamically adjusts Disp_tgt according to Pos_stop.

[0103] S503. Determine the current displacement according to the third Hall signal sequence. When the previous displacement is equal to the target displacement, stop driving the fin.

[0104] Specifically, after determining the target displacement, the controller needs to monitor the reverse movement process of the fin in real time and stop driving in time when the target displacement is reached to avoid overshoot or secondary jamming. The present invention uses the third Hall signal sequence H3 collected during the reverse movement process to accurately track the current displacement of the fin and compare it with the target displacement, thereby realizing closed-loop control (S503).

[0105] Specifically, when implementing, while applying the reverse drive signal, the controller starts to collect the output pulses of the motor Hall encoder in real time and records the starting time t_start. According to the resolution and installation position of the encoder, each pulse corresponds to a basic displacement step s_res of the fin movement (such as 0.1° or 0.5mm). By counting and integrating the pulses, the controller can obtain the cumulative displacement from t_start to the current time t_now: Disp_now = s_res * ΣH3[t_start : t_now]

[0106] where, ΣH3[t_start : t_now] represents the sum of the number of pulses in the third Hall signal sequence H3 from t_start to t_now.

[0107] In each control cycle, the controller updates the value of Disp_now and compares it with the target displacement Disp_tgt. If Disp_now < Disp_tgt, it means that the fin has not reached the target position, and the controller will continue to maintain the reverse drive signal until the next control cycle. If Disp_now >= Disp_tgt, it means that the fin has reached or exceeded the target position, and the controller will immediately stop the reverse drive and cut off the power supply of the motor to stop the movement of the fin.

[0108] Please refer to Figure 2 , Figure 2The present invention provides an electric rear wing anti-pinch device structure diagram, which may include:

[0109] Obtaining a tail control instruction, and detecting whether the tail state meets the execution condition according to the tail control instruction;

[0110] If the execution conditions are met, the drive motor is started and preheated;

[0111] In the startup preheating stage, the current value of the drive motor is collected at a preset frequency to obtain a first current value sequence, and the Hall signal of the drive motor is collected at a preset frequency to obtain a first Hall signal sequence;

[0112] determining a current reference value according to the first current value sequence;

[0113] After the startup preheating is completed, an initial drive signal is generated according to the tail control instruction to drive the tail to operate, and the Hall signal of the drive motor when operating is collected at a preset frequency to obtain a second Hall signal sequence, and the current value of the drive motor when operating is collected at a preset frequency to obtain a second current value sequence, and the duty cycle of the initial drive signal is adjusted according to the first Hall signal sequence and the second Hall signal sequence;

[0114] When the tail wing is running, if the Hall signal is not obtained for more than a preset time threshold, it is determined that the tail wing is in a stalled state, and the driving of the tail wing is stopped;

[0115] When the current value at the current moment in the second current value sequence exceeds a preset current value threshold, it is determined that the tail wing is in an anti-pinch state, and driving of the tail wing is stopped.

[0116] Please refer to Figure 3 The 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 .

[0117] The communication bus 302 is used to realize the connection and communication between these components.

[0118] 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.

[0119] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0120] Among them, the processor 301 may include one or more processing cores. The processor 301 uses various interfaces and lines to connect various parts in the entire server, and executes various functions of the server and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 305, and calling data stored in the memory 305. Optionally, the processor 301 can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field~Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor 301 can integrate one or a combination of a central processing unit (Central Processing Unit, CPU), a graphics processing unit (Graphics Processing Unit, GPU) and a modem. Among them, the CPU mainly 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; the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 301, and it can be implemented separately through a chip.

[0121] 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 optionally be at least one storage system located away from the aforementioned processor 301. Refer to 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 of an electric tail wing anti-pinch method.

[0122] 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 simple description, they are all expressed as a series of action combinations, but those skilled in the art should know that the present application is not limited to the described order of actions, because according to the present 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 the present application. In the above embodiments, the description of each embodiment has its own emphasis. For the parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0123] In the several implementations 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 only schematic, such as the division of units, which is only a logical function division. There may be other division methods in actual implementation, 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 interfaces, and the indirect coupling or communication connection of the system or unit can be electrical or other forms.

[0124] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0125] 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 in the figure can be found in the specific implementation process. Figure 1 The specific description of the illustrated embodiment will not be repeated here.

[0126] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0127] 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, including a number of instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform 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.

[0128] The above are only exemplary embodiments of the present disclosure and cannot be used to limit the scope of the present disclosure. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. After considering the disclosure of the specification and the truth of practice, those skilled in the art will easily think of other embodiments of the present disclosure.

[0129] This application is intended to cover any variation, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the art not described in the present disclosure. The description and examples are to be regarded as exemplary only, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. An electric tail wing anti-pinch method, characterized in that: The method comprises: Obtaining a tail control instruction, and detecting whether the tail state meets the execution condition according to the tail control instruction; If the execution conditions are met, the drive motor is started and preheated; The starting and preheating of the drive motor comprises: During a preset preheating time, gradually increasing the preheating PWM duty cycle of the drive motor by a preset increment until the preheating PWM duty cycle reaches a preset maximum duty cycle; When the preheating PWM duty cycle reaches a maximum value, the preheating PWM duty cycle is maintained to drive the motor until the preset preheating time is reached; In the startup preheating stage, the current value of the drive motor is collected at a preset frequency to obtain a first current value sequence, and the Hall signal of the drive motor is collected at a preset frequency to obtain a first Hall signal sequence; determining a current reference value according to the first current value sequence; After the startup preheating is completed, an initial drive signal is generated according to the tail control instruction to drive the tail to operate, and the Hall signal of the drive motor when operating is collected at a preset frequency to obtain a second Hall signal sequence, and the current value of the drive motor when operating is collected at a preset frequency to obtain a second current value sequence, and the duty cycle of the initial drive signal is adjusted according to the first Hall signal sequence and the second Hall signal sequence; When the tail wing is running, if the Hall signal is not obtained for more than a preset time threshold, it is determined that the tail wing is in a stalled state, and the driving of the tail wing is stopped; When the current value at the current moment in the second current value sequence exceeds a preset current value threshold, it is determined that the tail wing is in an anti-pinch state, and driving of the tail wing is stopped.

2. The method according to claim 1, characterized in that The step of detecting whether the tail state meets the execution condition according to the tail control instruction includes: When the tail control instruction is a tail deployment instruction, detecting whether the current position of the tail has not reached the deployment state, if not, the tail state meets the execution condition; When the tail control instruction is a tail retraction instruction, it is detected whether the current position of the tail has not reached the retracted state. If not, the tail state meets the execution condition.

3. The method according to claim 1, characterized in that The step of adjusting the duty cycle of the initial driving signal according to the first Hall signal sequence and the second Hall signal sequence includes: Based on the second Hall signal sequence, calculating the real-time pulse period of two second Hall signals at the end of the timestamp; Based on the first Hall signal sequence, calculating an average pulse period of the first Hall signal; Based on the difference between the real-time pulse period and the average pulse period, the duty cycle of the initial driving signal is adjusted.

4. The method according to claim 1, characterized in that: The preset current value threshold is determined according to the current reference value, wherein Inow>Ibase+0.5A, Inow is the preset current value threshold, and Ibase is the current reference value.

5. The method according to claim 1, characterized in that The determining of the current reference value according to the first current value sequence comprises: The current values ​​in the first current value sequence are calculated as an average value to obtain the current reference value.

6. The method according to claim 1, characterized in that When the current value at the current moment in the second current value sequence exceeds the preset current value threshold, it is determined that the tail wing is in an anti-pinch state, and the driving of the tail wing is stopped, and then it also includes: When the driving of the tail wing stops, a reverse driving signal is generated, and the tail wing is driven to move in the reverse direction according to the reverse driving signal; Acquire a second Hall signal sequence at the moment when the tail wing stops, and collect the Hall signal of the drive motor when the tail wing moves in the reverse direction to obtain a third Hall signal sequence; Determining the current position of the tail wing according to the second Hall signal sequence at the moment when the tail wing stops, and determining the target displacement according to the current position; The current displacement is determined according to the third Hall signal sequence, and when the current displacement is equal to the target displacement, the driving of the tail wing is stopped.

7. An electric tail wing anti-pinch device, characterized in that: The device comprises: An execution condition judgment module is used to obtain a tail control instruction and detect whether the tail state meets the execution condition according to the tail control instruction; A preheating start module, used for starting and preheating the drive motor if the execution conditions are met; the starting and preheating of the drive motor includes: gradually increasing the preheating PWM duty cycle of the drive motor by a preset increment within a preset preheating time until the preheating PWM duty cycle reaches a preset maximum duty cycle; when the preheating PWM duty cycle reaches the maximum value, maintaining the preheating PWM duty cycle to drive the motor until the preset preheating time is reached; A preheating module, used for collecting the current value of the drive motor at a preset frequency to obtain a first current value sequence, and collecting the Hall signal of the drive motor at a preset frequency to obtain a first Hall signal sequence during the startup preheating stage; A current reference value determination module, configured to determine a current reference value according to the first current value sequence; a drive adjustment module, configured to generate an initial drive signal to drive the tail wing to operate according to the tail wing control instruction after the startup preheating is completed, collect the Hall signal when the drive motor is operating at a preset frequency to obtain a second Hall signal sequence, collect the current value when the drive motor is operating at a preset frequency to obtain a second current value sequence, and adjust the duty cycle of the initial drive signal according to the first Hall signal sequence and the second Hall signal sequence; A stall processing module, used for determining that the tail wing is in a stall state and stopping driving the tail wing when the Hall signal is not obtained for more than a preset time threshold when the tail wing is running; The anti-pinch processing module is used to determine that the tail wing is in an anti-pinch state and stop driving the tail wing when the current value at the current moment in the second current value sequence exceeds a preset current value threshold.

8. 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 executing the method according to any one of claims 1 to 6.

9. An electronic device, characterized in that: It includes a processor, a memory and a transceiver, 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 6.

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