Vehicle door control method, device, system and intelligent driving device

Abstract

A vehicle door control method, device, system and intelligent driving equipment, the vehicle door control device is connected with the airbag controller of the vehicle, the vehicle door control device is connected with the vehicle integrated unit of the vehicle, and the vehicle door control device is connected with each of the at least one door lock actuator of the vehicle. More specifically, the vehicle door control device comprises a control module and a power supply module, the power supply module is used to supply power to the control module, the control module controls the at least one door lock actuator to execute the vehicle door unlocking when receiving the collision signal from the airbag controller and / or the vehicle integrated unit; the collision signal indicates that the vehicle has collided. The technical scheme can be applied to the field of intelligent vehicle safety related to electric vehicles, new energy vehicles and the like, which helps to improve the success rate of vehicle door unlocking in the case of vehicle collision, thereby improving the safety of the driver and passenger in the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle safety, and more specifically, to a door control method, device, system, and intelligent driving device. Background Technology

[0002] In the event of a vehicle collision, to reduce the difficulty of rescue for personnel outside the vehicle, it is necessary to ensure that at least one door of the vehicle can be unlocked so that at least one door can be opened. For mechanical doors, after unlocking, rescuers can simply pull the door handle from the outside to open the door. For electrically released doors, two levels of unlocking are required to open the door. The first level of unlocking controls the door to a state where it can be opened via the electrically released door motor, and the second level of unlocking is used to unlock the door lock via the electrically released door motor.

[0003] However, in the current door control system architecture, after a collision, the airbag controller's collision signal is transmitted to the vehicle's controller, which then sends a door unlocking command to the door lock actuator to control the door unlocking. However, if a power outage occurs during the door lock actuator's unlocking process, the door will fail to unlock, increasing the difficulty and time of rescue and affecting occupant safety. Summary of the Invention

[0004] This application provides a door control method, device, system, and intelligent driving device that helps improve the success rate of door unlocking in the event of a vehicle collision, thereby improving the safety of occupants inside the vehicle.

[0005] In a first aspect, a vehicle door control device is provided, the device including a first interface for communication connection with an airbag controller of a vehicle, a second interface for communication connection with a vehicle integration unit of the vehicle, and a third interface for communication connection with each of at least one door lock actuator of the vehicle; wherein the device includes a control module and a power supply module, the power supply module being used to supply power to the control module, and the control module controlling at least one door lock actuator to perform door unlocking upon receiving a collision signal from the airbag controller and / or the vehicle integration unit.

[0006] In some implementations, the communication connection between the door control unit and the airbag controller is a hardwired connection, as is the communication connection between the door control unit and the door lock actuator; that is, the first and third interfaces are used for connecting hardwired connections. The communication connection between the door control unit and the vehicle integration unit is a controller area network (CAN) connection, meaning the second interface is a CAN interface.

[0007] It should be noted that door unlocking here refers to unlocking the central locking system, and may also include unlocking the child lock, or, for concealed door handles, the pop-out door handle operation. In other words, for mechanical doors, door unlocking here means unlocking to the point where pulling the door handle from the inside or outside of the door will open the door; for electrically released doors, door unlocking here means unlocking to the point where, with the door handle sensor and the electrically released door motor powered normally, pulling the door handle from the inside or outside of the door will open the door. That is to say, for electrically released doors, after at least one door lock actuator performs door unlocking, the electrically released door will not open directly; it needs to receive a signal from the door handle sensor before the door motor will activate and open the door; if the door handle sensor and / or the electrically released door motor loses power, pulling the door handle from the outside will also fail to open the door.

[0008] In the above technical solution, the door control device and the airbag controller are connected in communication. When a collision occurs, even if the door control device cannot obtain a collision signal from the vehicle integrated unit, the door control device can still control the door to unlock. This helps to improve the reliability of the door control system, increase the success rate of door unlocking when a collision occurs, and thus reduce the difficulty of rescue.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, the device is arranged between the A-pillar and C-pillar of the vehicle.

[0010] In the above technical solution, placing the door control device in a relatively safe area between the A-pillar and the C-pillar can reduce the risk of the door control device failing in a collision scenario. Placing it between the A-pillar and the C-pillar can ensure that in the event of a rear-end collision or side collision, when the power supply on one side is instantly cut off, there is still a portion of the power supply line on the opposite side of the accident to ensure that the corresponding door can be opened. It can also maximize the protection of the device itself from damage and at least preserve the corresponding power supply circuit when the vehicle is sandwiched between two sides, such as when it is rear-ended and the vehicle in front of it rear-ends the vehicle in front, or when collisions occur in both the front and rear, as well as in other extreme situations.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle door is an electrically released door, the control module is used to communicate with at least one door handle sensor of the vehicle, each of the at least one door handle sensor is used to activate a motor of an electrically released door; a first switch is provided between the power supply module and the at least one door handle sensor, and when the first switch is closed, the power supply module supplies power to the at least one door handle sensor.

[0012] In some implementations, the control module communicates with at least one door handle sensor via hardwiring. Furthermore, upon receiving an unlock request from the first door handle sensor, the control module controls the motor of the electrically released door associated with the first door handle sensor to perform the unlocking action.

[0013] In some implementations, the motor of the electrically released door is activated so that the vehicle door can be opened via the electrically released door motor (e.g., controlled by a microswitch or capacitive switch). Each door handle sensor detects whether the outer door handle of an electrically released door is pulled. When the vehicle is in a first-level unlocked state, the door handle sensor sends a pull signal (which can be considered an example of the aforementioned unlocking request) to the control module. The control module then controls the electrically released door motor to unlock and reset based on this pull signal. After the electrically released door motor unlocks and resets, the electrically released door can spring open. In the aforementioned case, the power supply module can also supply power to the electrically released door motor to enable its operation. The aforementioned Level 1 unlock state refers to the state in which the car door can be opened by electrically releasing the door motor (such as through a micro switch or capacitor switch). In other words, Level 1 unlock state means that both the central locking and child locks are unlocked. If the door handle is a hidden door handle, Level 1 unlock state means that both the central locking and child locks are unlocked and the hidden door handle has popped out.

[0014] In the above technical solution, when the first switch is closed, the door control device can supply power to the door handle sensor and the electric release door motor, so that in the event of a vehicle integrated unit failure and / or abnormal battery power supply, the door handle sensor and the electric release door motor can receive a continuous power supply, increasing the probability of the door being opened from the outside of the vehicle, thereby reducing the difficulty of rescue.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, after the control module receives the collision signal, the control module receives status information from the vehicle integration unit; if the control module does not receive status information from the vehicle integration unit within a first time period, it controls the first switch to close.

[0016] In some implementations, after receiving a collision signal, the vehicle integration unit can periodically send status information to the door control device. This status information indicates that the vehicle integration unit is in normal operating condition, and when in normal operating condition, it can control the door unlocking. If the door control device does not receive status information within a certain period of time after receiving the collision signal, or if it does not receive status information again within a certain period of time after receiving status information from the door control device, it can be determined that the vehicle integration unit itself has malfunctioned and / or its power supply has been interrupted.

[0017] In some implementations, the status information can be actively sent by the door control device; or, the status information can be the response information sent by the door control device in response to the heartbeat message sent by the door control device.

[0018] In the above technical solution, when the vehicle integration unit can no longer receive status information from the vehicle integration unit, the first switch is closed. This ensures that the door handle sensor and the electric release door motor can receive a continuous power supply, and also ensures the duration for which the whole vehicle supplies power to the door handle sensor and the electric release door motor, which helps to extend the vehicle's waiting time for rescue.

[0019] In conjunction with the first aspect, in some implementations of the first aspect, after receiving a collision signal, the control module controls each of at least one door lock actuator to unlock the door sequentially.

[0020] In the above technical solution, controlling each door lock actuator to unlock the car door sequentially helps to reduce the voltage drop when the power supply module discharges, thereby improving the power supply module's battery life, increasing the number of unlocking attempts, and improving the unlocking success rate.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, the device begins to control at least one door lock actuator to unlock the door at a first moment after receiving the collision signal; wherein the first moment and the moment when the device receives the collision signal are separated by a first time duration threshold.

[0022] In the above technical solution, the door control device waits for a certain period of time after receiving a collision signal before performing the door unlocking operation, which can avoid the conflict between the door unlocking command issued by the door control device and the door unlocking command issued by the vehicle integration unit.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, the power supply module includes at least one capacitor, the total capacitance of the at least one capacitor being greater than or equal to 25 farads.

[0024] In the aforementioned technical solutions, capacitors generally have a long discharge life (e.g., more than 15 years). Using capacitor power can reduce the frequency of power supply module replacement throughout the vehicle's lifespan, and may even eliminate the need for power supply module replacement altogether. Furthermore, the small size of capacitors makes it easier to place door control devices within collision safety zones, reducing the risk of door control device failure in collision scenarios. Additionally, capacitors are low-cost and pose no risk of thermal failure after a collision.

[0025] Secondly, a vehicle door control system is provided, comprising a vehicle door control device, an airbag controller, a vehicle integration unit, and at least one door lock actuator; the door control device has a communication connection with the airbag controller, a communication connection with the vehicle integration unit, and a communication connection between the door control device and each of the at least one door lock actuator; wherein, the door control device includes a control module and a power supply module, the power supply module supplies power to the control module, and the control module controls at least one door lock actuator to unlock the door when it receives a collision signal from the airbag controller and / or the vehicle integration unit; the vehicle integration unit controls at least one door lock actuator to unlock the door when it receives a collision signal from the airbag controller; the collision signal indicates that a collision has occurred.

[0026] In the aforementioned technical solution, both the door control device and the vehicle integration unit can control the door lock actuator to unlock the door, which helps improve the unlocking success rate. Furthermore, the door control device is connected to the airbag controller via hardwiring. Even if the vehicle's CAN network fails during a collision, preventing the door control device from obtaining a collision signal from the vehicle integration unit, it can still control the door to unlock. This helps improve the reliability of the door control system, increases the door unlocking success rate during a collision, and thus reduces the difficulty of rescue operations.

[0027] In conjunction with the second aspect, in some implementations of the second aspect, the door control device is located between the A-pillar and C-pillar of the vehicle.

[0028] In conjunction with the second aspect, in some implementations of the second aspect, the system further includes at least one door handle sensor for the vehicle, the vehicle door being an electrically released door, a communication connection existing between the control module and the at least one door handle sensor, each of the at least one door handle sensor being used to activate a motor of an electrically released door; a first switch is provided between the power supply module and the at least one door handle sensor, and when the first switch is closed, the power supply module supplies power to the at least one door handle sensor.

[0029] In conjunction with the second aspect, in some implementations of the second aspect, after the control module receives the collision signal, the control module receives status information from the vehicle integration unit; if the control module does not receive status information from the vehicle integration unit within a first time period, it controls the first switch to close.

[0030] In conjunction with the second aspect, in some implementations of the second aspect, the system also includes a battery for supplying power to the vehicle integration unit and at least one door handle sensor.

[0031] In the above technical solution, before the first switch is closed, the battery can supply power to the door handle sensor and the electric release door motor. After the first switch is closed, the power supply module in the door control device supplies power to the door handle sensor and the electric release door motor. This ensures that the battery can continuously supply power to the door handle sensor and the electric release door motor, and also guarantees the duration for which the whole vehicle supplies power to the door handle sensor and the electric release door motor, which helps to extend the vehicle's waiting time for rescue.

[0032] In conjunction with the second aspect, in some implementations of the second aspect, when both the vehicle integration unit and the door control device receive a collision signal, the vehicle integration unit starts controlling at least one door lock actuator to unlock the door at a second moment, and the door control device starts controlling at least one door lock actuator to unlock the door at a first moment; wherein the first moment is later than the second moment, and the time interval between the first moment and the moment when the door control device receives the collision signal is a first duration threshold.

[0033] In the above technical solution, the door control device waits for a period of time after receiving a collision signal before performing the door unlocking operation. This can avoid conflicts between the door unlocking command issued by the door control device and the door unlocking command issued by the vehicle integration unit. It also helps to simplify the control logic of the entire system and reduce the complexity of the system design.

[0034] In conjunction with the second aspect, in some implementations of the second aspect, after receiving a collision signal, the control module controls each of at least one door lock actuator to unlock the door sequentially.

[0035] In conjunction with the second aspect, in some implementations of the second aspect, the power supply module includes at least one capacitor, the total capacitance of the at least one capacitor being greater than or equal to 25 farads.

[0036] Thirdly, a door control method is provided, which is applied to a door control device of a vehicle. The method includes: receiving a collision signal from an airbag controller of the vehicle and / or a vehicle integration unit of the vehicle, the collision signal indicating that a collision has occurred in the vehicle; and controlling at least one door lock actuator of the vehicle to unlock the door according to the collision signal.

[0037] In conjunction with the third aspect, in some implementations of the third aspect, at least one door of the vehicle is an electrically released door, and the door control device includes a power supply module. A first switch is disposed between the power supply module and at least one door handle sensor of the vehicle. Each of the at least one door handle sensor is used to activate a motor of an electrically released door. The method includes: upon receiving a collision signal, sending a first heartbeat message to a vehicle integration unit, the collision signal indicating that a collision has occurred; and if no response information for the first heartbeat message from the vehicle integration unit is received within a first time period, controlling the first switch to close; wherein, when the first switch is closed, the power supply module supplies power to the at least one door handle sensor.

[0038] In some implementations, the response information of the first heartbeat message can be the status information from the vehicle integration unit mentioned in the first aspect and / or the second aspect.

[0039] In the above technical solution, when the door control device can no longer receive status information from the vehicle integrated unit, closing the first switch ensures a continuous power supply to the door handle sensor and the electrically released door motor, as well as extending the duration for which the entire vehicle powers these components, thus helping to prolong the vehicle's waiting time for assistance. Furthermore, in the absence of a collision, the vehicle integrated unit may enter a silent state due to restarts, initialization, or other reasons, thus ceasing information transmission and reception. Therefore, sending a heartbeat message to the vehicle integrated unit only after receiving a collision signal avoids situations where the door control device fails to receive the heartbeat message response due to vehicle integrated unit restarts or other reasons, preventing unnecessary closure of the first switch and improving the reliability of the door control system.

[0040] In conjunction with the third aspect, in some implementations of the third aspect, controlling at least one door lock actuator of the vehicle to unlock the door based on the collision signal includes: starting to control at least one door lock actuator to unlock the door at a first moment after receiving the collision signal; wherein the first moment and the moment of receiving the collision signal are spaced apart by a first duration threshold.

[0041] In conjunction with the third aspect, in some implementations of the third aspect, at least one door lock actuator of the vehicle is controlled to unlock the door based on a collision signal. The method further includes: upon receiving a collision signal, controlling each of the at least one door lock actuators to unlock the door sequentially.

[0042] In conjunction with the third aspect, in some implementations of the third aspect, at least one door is an electrically released door, and the method further includes: upon receiving an unlocking request from a first door handle sensor, controlling the motor of the electrically released door associated with the first door handle sensor to perform unlocking.

[0043] The beneficial effects not described in detail in the second and third aspects can be referred to the description in the first aspect, and will not be repeated here.

[0044] Fourthly, a control device is provided, which is disposed in the door control device of a vehicle. The device includes a transceiver unit and a processing unit, wherein the transceiver unit is used to: receive a collision signal from the airbag controller and / or the vehicle integration unit of the vehicle, the collision signal indicating that a collision has occurred in the vehicle; and the processing unit is used to: control at least one door lock actuator of the vehicle to unlock the door according to the collision signal.

[0045] It is understood that the control device can be a control module in either the first aspect or the second aspect.

[0046] In conjunction with the fourth aspect, in some implementations of the fourth aspect, at least one door of the vehicle is an electrically released door, and the door control device includes a power supply module, with a first switch disposed between the power supply module and at least one door handle sensor. The transceiver unit is further configured to: upon receiving a collision signal, send a first heartbeat message to the vehicle integration unit, the collision signal indicating a vehicle collision; the processing unit is further configured to: upon receiving a collision signal, send a first heartbeat message to the vehicle integration unit, the collision signal indicating a vehicle collision; and if no response information for the first heartbeat message from the vehicle integration unit is received within a first time period, control the first switch to close; wherein, when the first switch is closed, the power supply module supplies power to the at least one door handle sensor.

[0047] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the processing unit is configured to: start controlling at least one door lock actuator to perform door unlocking at a first moment after the transceiver unit receives the collision signal; wherein the first moment and the moment of receiving the collision signal are spaced apart by a first duration threshold.

[0048] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the processing unit is used to: control each of at least one door lock actuator to sequentially unlock the vehicle door when the transceiver unit receives a collision signal.

[0049] In conjunction with the fourth aspect, in some implementations of the fourth aspect, at least one door is an electrically released door, and the processing unit is further configured to: when the transceiver unit receives an unlocking request from the first door handle sensor, control the motor of the electrically released door associated with the first door handle sensor to perform unlocking.

[0050] Fifthly, a control device is provided, comprising: a processor for executing a computer program stored in the memory, such that the device performs the method in any possible implementation of the third aspect described above.

[0051] In conjunction with the fifth aspect, in some implementations of the fifth aspect, the device also includes a memory.

[0052] Sixthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer or processor, causes the computer or processor to perform the method in any possible implementation of the third aspect.

[0053] It should be noted that the above computer program code can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0054] In a seventh aspect, a computer-readable storage medium is provided, the computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement the method in any possible implementation of the third aspect.

[0055] Eighthly, a chip is provided that includes circuitry for performing the methods in any of the possible implementations of the third aspect described above.

[0056] Ninthly, a smart driving device is provided, which includes means as in any possible implementation of the first aspect, or the smart driving device includes a system as in any possible implementation of the second aspect, or the smart driving device includes means as in any possible implementation of the fourth to fifth aspects, or the smart driving device includes computer-readable storage as in any possible implementation of the seventh aspect, or the smart driving device includes a chip as in any possible implementation of the eighth aspect, or the smart driving device is loaded with computer program code as in any possible implementation of the sixth aspect.

[0057] In conjunction with the ninth aspect, in some implementations of the ninth aspect, the intelligent driving device is a vehicle.

[0058] For the beneficial effects not described in detail in aspects four through nine, please refer to the descriptions in aspects one through three, which will not be repeated here. Attached Figure Description

[0059] Figure 1 This is a schematic block diagram of the car door control system;

[0060] Figure 2 This is a schematic diagram illustrating the division of different collision safety zones within a vehicle;

[0061] Figure 3 This is a schematic block diagram of the door control system provided in an embodiment of this application;

[0062] Figure 4 This is another schematic block diagram of the door control system provided in the embodiments of this application;

[0063] Figure 5 This is another schematic block diagram of the door control system provided in the embodiments of this application;

[0064] Figure 6 This is another schematic block diagram of the door control system provided in the embodiments of this application;

[0065] Figure 7 This is a timing diagram illustrating the door control system of this application performing unlocking upon a collision, as provided in an embodiment of the present application.

[0066] Figure 8 This is a schematic flowchart of the door control method provided in the embodiments of this application;

[0067] Figure 9 This is a schematic block diagram of the control device provided in the embodiments of this application;

[0068] Figure 10 This is another schematic block diagram of the control device provided in the embodiments of this application. Detailed Implementation

[0069] As mentioned above, in order to reduce the difficulty of rescue by rescue personnel outside the vehicle when a vehicle collision occurs, it is necessary to ensure that at least one door of the vehicle can be unlocked so that at least one door can be opened. Figure 1 A schematic block diagram of a vehicle door control system in the current technological context is shown. The system includes a battery, a power distribution box, a vehicle integration unit (VIU), an airbag module (ABM), and door lock actuators. The battery supplies power to the VIU through the power distribution box. The ABM is hardwired to the VUI, the VIU, and the door lock actuators. When the ABM detects a collision signal, it sends a collision signal to the VIU, which then controls the door lock actuators to unlock the door. After the door lock actuators execute the unlock signal, the door can be opened by pulling the door handle from the outside or triggering a microswitch associated with the door handle. However, for… Figure 1 As shown in the system, if any of the battery, power distribution box, or VIU fails before the door lock actuator completes the unlocking action, unlocking will fail, preventing the door from being opened. Generally, the battery, power distribution box, and VIU are deployed in the vehicle as follows: Figure 2 In regions b1 and / or b2, the failure risk in the event of a collision is lower than that of regions c1 and c2, but higher than that of region a. Therefore, Figure 1The reliability and security of the system shown still need to be improved.

[0070] Furthermore, with the development of vehicles, car doors have gradually evolved from mechanical doors to electrically released doors. The difference between electrically released doors and mechanical doors lies in their operation. For mechanical doors, after unlocking (i.e., unlocking the central locking system and child locks), rescue personnel can simply pull the door handle from the outside to open the door; this process does not require battery power. For electrically released doors, two levels of unlocking are required to open the door. The first level controls the door to a state where it can be opened via the electrically released door motor (e.g., controlled by a microswitch or capacitor switch), such as unlocking the central locking system and child locks. The second level unlocks the electrically released door lock via the motor. This second-level unlocking process requires battery power. Specifically, during the second-level unlocking process, power needs to be supplied to the microswitch or capacitor switch so that the pull signal detected at the outer door handle can be sent to the vehicle's controller (e.g., VIU); additionally, power needs to be supplied to the electrically released door motor so that it can unlock and reset, thereby allowing the electrically released door to open. During the secondary unlocking process, if the battery power supply is abnormally interrupted, the microswitch or capacitor switch will fail to send a pull signal when rescuers pull the door using the outer door handle, and / or the electric release door motor will fail to unlock and reset, preventing the electric release door from opening. In some emergency situations, such as a collision, the vehicle will cut off the power supply to the high-voltage battery. At this time, all vehicle loads rely on the low-voltage battery for power, and the battery's charge can only support the vehicle for half an hour to one hour. After the battery is depleted, the door lock of the electric release door will lose power, and the aforementioned secondary unlocking will not be possible. Rescue personnel will not be able to open the door directly from the outside of the vehicle, increasing the difficulty and time of rescue and affecting the safety of the occupants.

[0071] Therefore, embodiments of this application provide a vehicle door control method, device, and system that can improve the success rate of unlocking the vehicle door and the probability of it being opened in the event of a vehicle collision.

[0072] Specifically, the vehicle door control system provided in this application embodiment includes a door control device, an airbag controller, a vehicle integration unit, and at least one door lock actuator. The door control device is connected to the vehicle integration unit via a CAN cable, and the device is also hardwired to the at least one door lock actuator. The door control device includes a control module and a power supply module. The power supply module supplies power to the control module. Upon receiving a collision signal, the control module controls the at least one door lock actuator to unlock the door. Upon receiving a collision signal from the airbag controller, the vehicle integration unit controls the at least one door lock actuator to unlock the door. The collision signal indicates a vehicle collision. The vehicle includes the aforementioned device, airbag controller, vehicle integration unit, and at least one door lock actuator.

[0073] In some implementations, the door control device and the airbag controller are connected via hardwired. When the control module receives a collision signal from the airbag controller and / or the vehicle integration unit, it controls at least one door lock actuator to unlock the door.

[0074] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0075] Figure 3 A schematic block diagram of a vehicle door control system provided in an embodiment of this application is shown. The system includes a battery, a power distribution box, a vehicle integrated unit (VIU), an airbag controller (ABM), a door lock actuator, and a collision unlocking module. The battery supplies power to the VIU through the power distribution box. The collision unlocking module and the door lock actuator, as well as the VIU and the door lock actuator, are connected via hardwiring. The ABM and the VIU are also connected via hardwiring. Furthermore, communication between the collision unlocking module and the VIU, and between the ABM and the VIU, is conducted via CAN. It should be noted that... Figure 3 The system shown includes multiple collision unlocking modules (e.g., m modules) and multiple door lock actuators (e.g., m actuators). Each collision unlocking module controls one door lock actuator to unlock one door in the vehicle. Additionally, a battery, power distribution box, and VIU can be deployed in... Figure 2 In areas b1 and / or b2, each collision unlocking module can be deployed at the door it controls for unlocking.

[0076] Figure 4 This diagram illustrates another schematic block diagram of the vehicle door control system provided in an embodiment of this application. The system includes a battery, a power distribution box, a vehicle integrated unit (VIU), an airbag controller (ABM), a door lock actuator, and a collision unlocking module. The battery supplies power to the VIU via the power distribution box. Communication between the collision unlocking module and the VIU, and between the ABM and the VIU, is via CAN communication. The collision unlocking module and the door lock actuator, and between the VIU and the door lock actuator, are connected via hardwired connections. The ABM is also connected to the VIU and the collision unlocking module via hardwired connections. This allows the collision unlocking module to still obtain collision signals from the ABM even if the in-vehicle CAN network fails. It should be noted that... Figure 4 The system shown includes only one collision unlocking module, which controls multiple door lock actuators (e.g., m door lock actuators) to unlock multiple doors of the vehicle. Additionally, the battery, power distribution box, and VIU can be deployed in... Figure 2 The collision unlocking module can be deployed in areas b1 and / or b2 as shown. Figure 2 The area shown is region a. Region a can be the area between the A-pillar and C-pillar of the vehicle.

[0077] Understandable, Figure 3 and Figure 4 The collision unlocking module in the door control system shown can be considered as some examples of the aforementioned door control devices.

[0078] Figure 3 and Figure 4 The collision unlocking module shown includes a power supply module and a control module, or alternatively, a driver. More specifically, taking the collision unlocking module used to control multiple door lock actuators as an example, such as... Figure 5 As shown, the collision unlocking module may include a supercapacitor, a charge / discharge management module, a control module, and drivers 1 to N (N being an integer greater than 1). The supercapacitor can be understood as an example of the aforementioned power supply module. When the vehicle is normally powered on, the charge / discharge management module controls the battery to charge the supercapacitor. The charge / discharge management module may have functions such as backflow prevention, overvoltage protection, overcurrent protection, and overtemperature protection to ensure the safety of the supercapacitor during charging. The supercapacitor can supply power to the control module and drivers 1 to N respectively. The control module is used to control the operation of at least one of drivers 1 to N according to the collision signal. Each driver 1 to N drives a door lock actuator to unlock the door. When any driver 1 to N receives an unlocking signal from the control module, that driver drives its corresponding door lock actuator to unlock the door. When the control module controls multiple door unlocks, the control module controls each driver in a timing sequence to sequentially drive each door lock actuator to unlock the door, thereby reducing the voltage drop during supercapacitor discharge, thus improving the supercapacitor's endurance, increasing the number of unlocks, and improving the unlocking success rate.

[0079] Understandably, when the collision unlocking module is used to control only one door lock actuator, it can include only one driver. In actual implementation, a short-circuit protection circuit is set for the driver so that when the driver is short-circuited, the circuit between the driver and the supercapacitor can be cut off, causing the supercapacitor to stop supplying power to the driver, thereby avoiding abnormal consumption of power in the supercapacitor.

[0080] When ABM detects a collision, for Figure 3 In the architecture shown, the ABM can send a collision signal to the VIU, which in turn can send a collision signal to one or more collision unlocking modules, causing the collision unlocking modules to control the door lock actuators to unlock the doors; for Figure 4As shown in the architecture, the ABM can send collision signals to both the VIU and the collision unlocking module. Both the VIU and the collision unlocking module can then control the door lock actuators to unlock the doors based on the collision signals. It is understandable that the direct connection between the collision unlocking module and the ABM improves the reliability of the door control system. For example, in the event of a single point of failure in the CAN communication network between the VIU and the collision unlocking module, the ABM can hardwire the collision signal to the collision unlocking module, thereby increasing the success rate of the collision unlocking module in receiving the collision signal and ultimately improving the door unlocking success rate.

[0081] It should be noted that the aforementioned door unlocking refers to unlocking the door to a state where it can be opened by pulling the door handle from the inside or outside of the door. This includes unlocking the central locking system, unlocking the child lock, popping out the door handle (such as for concealed door handles), and supplying power to the door handle sensor. In other words, for electrically released doors, the aforementioned door unlocking is a level one unlocking.

[0082] In some implementations, when the door is an electrically released door, the control module in the door control device is hardwired to at least one door handle sensor. Each of the at least one door handle sensor is used to activate the motor of the electrically released door. The power supply module is hardwired to at least one door handle sensor, and a first switch is provided between the power supply module and at least one door handle sensor. When the first switch is closed, the power supply module supplies power to at least one door handle sensor.

[0083] In addition, the door handle sensor can also be connected to the VIU via hardwiring. The door handle sensor is used to detect whether there is a pull signal from the exterior door handle. For example, the door handle sensor may include a micro switch or a capacitive switch. When the micro switch or capacitive switch is closed, the door handle sensor generates a signal requesting to open the door and sends the signal to the collision unlocking module and / or the VIU. The collision unlocking module or the VIU can respond to the signal by controlling the electric release of the door lock to unlock, so that the door can be opened.

[0084] In some implementations, for electrically released doors, such as Figure 6As shown, a heartbeat mechanism switch is installed between the door handle sensor and the supercapacitor. This heartbeat mechanism switch can be considered as an example of the aforementioned first switch. After the collision unlocking module receives a collision signal, it periodically sends heartbeat messages to the VIU. When the collision unlocking module receives a response from the VIU, the heartbeat mechanism switch is in the off state. If the collision unlocking module does not receive a response from the VIU within a certain period of time (e.g., the duration corresponding to n heartbeat message transmission cycles, where n is greater than 1), the collision unlocking module can determine that the VIU is damaged or the battery is depleted. It then controls the heartbeat mechanism switch to be in the off (or closed) state via the control module. The supercapacitor supplies power to the door handle sensor (and the electric release door motor), enabling the door handle sensor to generate a request to open the door based on the door being pulled and send this signal to the control module. This allows the control module to unlock the electric release door when it receives the request to open the door signal from the door handle sensor.

[0085] In some implementations, in the door control system described in the foregoing embodiments, when the battery can normally power the VIU and both the VIU and the collision unlocking module receive a collision signal, the VIU starts controlling at least one door lock actuator to unlock the door at a second moment, and the collision unlocking module starts controlling at least one door lock actuator to unlock the door at a first moment. The first moment is later than the second moment, and the interval between the first moment and the moment when the door control device receives the collision signal is a first duration threshold. For example, the first duration threshold can be 8 seconds, 10 seconds, or other thresholds.

[0086] Assuming the battery power supply and VIU are both normal after a collision, a more detailed sequence of door unlocking control actions is as follows: Figure 7 As shown in (a), when the battery can supply power to the VIU, the VIU and the collision unlocking module can sequentially control the door lock actuator to unlock the door. In other words, after the VIU controls the door lock actuator to unlock, the collision unlocking module will control the door lock to unlock again, regardless of whether the door is successfully unlocked. Furthermore, while the battery supplies power to the VIU, it also supplies power to other loads, including the door handle sensor. If the door handle sensor does not detect the outer door handle being pulled while the battery is supplying power to it, the supercapacitor in the collision unlocking module will continue to supply power to the door handle sensor after the battery is depleted.

[0087] In some implementations, if the VIU cannot control the door unlocking in the event of a battery power supply abnormality (such as a power line interruption), the collision unlocking module will start controlling at least one door lock actuator to unlock the door immediately after receiving the collision signal. The interval between the first moment and the moment the door control device receives the collision signal is a first time duration threshold.

[0088] In the event of a battery power failure following a collision, a more detailed sequence of door unlocking control actions is as follows: Figure 7 As shown in (b), when the battery cannot supply power normally, the collision unlocking module controls the door lock actuator to unlock the door. Furthermore, an abnormal battery power supply will cause the VIU (Vehicle Unlocking Unit) to malfunction, meaning the collision unlocking module will not receive heartbeat messages from the VIU. When the collision unlocking module does not receive heartbeat messages from the VIU, it controls the heartbeat mechanism switch to close, allowing the supercapacitor to power the door handle sensor and the electric release door motor.

[0089] It should be noted that the VIU involved in this application may have gateway functions, used to connect its local area network to the backbone network, and may have data format conversion (or encapsulation) and forwarding functions. For example, it can convert data from the local area network into a data format supported by the backbone network for forwarding, or encapsulate data from the backbone network into a data format supported by the local area network for forwarding. The aforementioned format conversion process can be a process of encapsulating data according to a supported protocol, and therefore can also be called an encapsulation process or a protocol conversion process. In addition to gateway functions, the VIU may also have electronic control functions, which can provide some or all of the data processing and / or control functions for at least one vehicle component. That is, the VIU realizes the electronic control functions provided by the electronic control unit (ECU) of some or all vehicle components. The aforementioned local area network is used for communication between the VIU and actuators and / or sensors, and the backbone network is used for communication between the VIU and the domain controller or vehicle central computer (VCC). For example, the aforementioned domain controller may be at least one of the following: an advanced driving domain controller (ADC), also known as a mobile data center (MDC); a vehicle domain controller (VDC); and a cockpit domain controller (CDC). Among them, ADC or MDC is used to realize the perception, decision-making and control functions related to intelligent driving. In actual implementation, ADC or MDC may also be called other names, such as special equipment system (SAS), intelligent driving server ICAS2, ADAS super core, etc.; VDC is used to realize vehicle control functions. VDC can be regarded as the integration of power domain, chassis domain and body domain. In actual implementation, VDC may also be called other names, such as body domain controller (BDC), vehicle control server ICAS1, body super core (BSC), etc.; CDC is used to realize cockpit intelligent functions such as human-machine interaction. In actual implementation, CDC may also be called other names, such as media graphics unit (MGU), intelligent cockpit server ICAS3, cockpit supercore (CSC), etc. Among them, ICAS stands for in-car application-server (ICAS).

[0090] The above combination Figures 3 to 7 The apparatus provided in the embodiments of this application has been described in detail below, in conjunction with... Figure 8 This application introduces a door control method provided in its embodiments. This method can be executed by the collision unlocking module in the foregoing embodiments, and more specifically, by the control module within the collision unlocking module. The method includes:

[0091] S801 receives a collision signal from the vehicle's airbag controller and / or the vehicle's vehicle integration unit, the collision signal indicating that a collision has occurred.

[0092] S802 controls at least one door lock actuator of the vehicle to unlock the door based on the collision signal.

[0093] In some implementations, S802 can be further refined to: controlling at least one door lock actuator to unlock the door at the first moment after receiving the collision signal.

[0094] In some implementations, S802 can be refined to: upon receiving a collision signal, controlling each of the at least one door lock actuators to sequentially unlock the vehicle door. More specifically, the control can be implemented at the very first moment after receiving the collision signal, where the first moment can be the first moment described in the aforementioned embodiments. Furthermore, controlling each of the at least one door to sequentially unlock can be refined to: the control module sequentially controls each of the at least one driver to drive the door lock actuators, thereby enabling the door lock actuators to control the unlocking of the vehicle door.

[0095] In some other implementations, at least one door is an electrically released door, and the method further includes: upon receiving an unlock request from a first door handle sensor, controlling the motor of the electrically released door associated with the first door handle sensor to perform unlocking. Exemplarily, the first door handle sensor can be any of the door handle sensors described in the foregoing embodiments.

[0096] In some implementations, when a collision signal is received, a first heartbeat message is sent to the VIU. If no response information for the first heartbeat message from the VIU is received within a first time period, the first switch is controlled to close.

[0097] For example, the collision signal can come from the VIU or from the ABM. When the collision unlocking module can receive collision signals from both the VIU and the ABM, it can send a first heartbeat message to the VIU upon receiving the first collision signal.

[0098] For example, the first switch can be the aforementioned heartbeat mechanism switch.

[0099] For example, the first time period can be the duration corresponding to n heartbeat message transmission cycles, where n is greater than 1. More specifically, when the collision unlocking module sends the first heartbeat message and no response information for the first heartbeat message is received within the first time period, a VIU fault can be determined. This fault may be due to a hardware and / or software fault of the VIU itself caused by a collision, or it may be due to a battery power supply fault causing the VIU to lose power.

[0100] The door control method provided in this application embodiment can still unlock the door after a collision, even if the VIU (Vehicle Unlock Unit) malfunctions or is powered off. It also ensures the continuity of power supply to the door handle sensor and the electric release door motor after a collision, thereby improving the success rate of door unlocking and reducing the difficulty of rescue for rescue personnel outside the vehicle.

[0101] Figure 9 A schematic block diagram of a control device provided in an embodiment of this application is shown. The device 2000 may include units for executing the method described in the foregoing embodiments. Furthermore, each unit in the device 2000 implements a corresponding process of the above-described method embodiments. The device 2000 includes a transceiver unit 2010, which can be used to implement corresponding data acquisition or transmission / reception functions. The device 2000 also includes a processing unit 2020, which can be used to implement corresponding processing functions.

[0102] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit so that the device can perform the relevant actions in the aforementioned method embodiments.

[0103] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0104] It should also be understood that the device 2000 described herein is embodied in the form of a functional unit. The terms “module” or “unit” may refer to application-specific ASICs, electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0105] The apparatuses described above are capable of implementing the corresponding steps performed by the computing platform 150 in the methods described above. These functions can be implemented in hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the functions described above; for example, the transceiver unit 2010 can be replaced by a transceiver, and other units, such as processing units, can be replaced by a processor, used to execute the relevant processing operations in each method embodiment.

[0106] For example, the transceiver unit 2010 and the processing unit 2020 can be configured in the aforementioned collision unlocking module. The operations performed by the transceiver unit 2010 and the processing unit 2020 can be performed by one processor, or they can be performed by different processors.

[0107] In the specific implementation process, the units in the above device can be fully or partially integrated together, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0108] Figure 10 This is another schematic block diagram of the control device provided in the embodiments of this application. Figure 10 The control device 2100 shown may include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, transceiver 2120, and memory 2130 are connected via internal interconnection paths. The memory 2130 stores instructions, and the processor 2110 executes the instructions stored in the memory 2130 to implement the methods in the above embodiments. Optionally, the memory 2130 may be coupled to the processor 2110 via an interface or integrated with the processor 2110.

[0109] It should be noted that the transceiver 2120 mentioned above may include, but is not limited to, transceiver devices such as input / output interfaces, to realize communication between device 2100 and other devices or communication networks.

[0110] In one implementation, the processor 2110 can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), or a digital signal processor (DSP). In another implementation, the processor 2110 can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor 2110 loading a configuration document and configuring the hardware circuit can be understood as the process of the processor 2110 loading instructions to implement some or all of the functions of the aforementioned units. In addition, a processor can also be a hardware circuit designed for artificial intelligence, which can be understood as a type of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0111] Memory 2130 can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes various forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0112] Transceiver 2120 uses transceiver devices, such as but not limited to transceivers, to enable communication between device 2100 and other devices or communication networks to receive / send data / information for implementing the methods in the above embodiments.

[0113] It should be noted that, Figure 9 and Figure 10 The control device shown can be installed in the aforementioned door control device (i.e., collision unlocking module), specifically it can be the control module in the collision unlocking module.

[0114] This application also provides an intelligent driving device, which includes the control device or door control device described in the above embodiments; or, the intelligent driving device includes the door control system described in the foregoing embodiments.

[0115] The intelligent driving devices involved in the embodiments of this application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, intelligent driving devices may be vehicles, which are vehicles in a broad sense, including transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0116] In some implementations, the aforementioned intelligent driving device can be Figure 1 Vehicle 100 is shown.

[0117] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0118] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0119] This application also provides a chip, including circuitry, for performing the methods described in the above embodiments of this application.

[0120] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0121] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0122] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0123] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0124] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0125] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0126] The units described as separate components may or may not be physically separate. The 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 the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0127] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0128] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle door control device, characterized in that, The device is used to control at least one electrically released door, the at least one electrically released door including a first door, the device including a first interface for communication connection with the airbag controller of the vehicle, the device including a second interface for communication connection with the vehicle integration unit of the vehicle, and the device including a third interface for communication connection with each of at least one door lock actuator of the vehicle. The vehicle integration unit is used to control the at least one door lock actuator to unlock the vehicle door; The device includes a control module and a power supply module, wherein the power supply module is used to supply power to the control module; The device further includes a first switch disposed between the power supply module and at least one door handle sensor of the vehicle. When the first switch is open, the vehicle's battery supplies power to the at least one door handle sensor; when the first switch is closed, the power supply module supplies power to the at least one door handle sensor. The control module is configured to, upon receiving a collision signal from the airbag controller and / or the vehicle integration unit: Control the at least one door lock actuator to unlock the vehicle door; Wherein, the collision signal indicates that the vehicle has collided, and the electrically released door corresponding to the door unlocking is in the unlocked and not opened state; Control the first switch to switch from the open state to the closed state; When the first switch is closed and the first door is in the unlocked and unopened state, in response to the at least one door handle sensor detecting a pull signal from the first outer door handle, the motor associated with the first outer door handle is controlled to perform unlocking to drive the first door to open, the first door including the first outer door handle.

2. The apparatus according to claim 1, characterized in that, The device is positioned between the A-pillar and C-pillar of the vehicle.

3. The apparatus according to claim 1 or 2, characterized in that, After receiving the collision signal, the control module receives status information from the vehicle integration unit; When the control module does not receive status information from the vehicle integration unit within a first time period, it controls the first switch to close.

4. The apparatus according to claim 1 or 2, characterized in that, After receiving the collision signal, the control module controls each of the at least one door lock actuators to unlock the car door in sequence.

5. The apparatus according to claim 1 or 2, characterized in that, The device begins controlling at least one door lock actuator to unlock the vehicle door immediately after receiving the collision signal. The interval between the first moment and the moment when the device receives the collision signal is a first time duration threshold.

6. The apparatus according to claim 1 or 2, characterized in that, The power supply module includes at least one capacitor, and the total capacitance of the at least one capacitor is greater than or equal to 25 farads.

7. A vehicle door control system, characterized in that, The system includes a vehicle door control device, an airbag controller, a vehicle integration unit, and at least one door lock actuator; the door control device is used to control at least one electrically released door, the at least one electrically released door including a first door, the door control device has a communication connection with the airbag controller, the door control device has a communication connection with the vehicle integration unit, and the door control device has a communication connection with each of the at least one door lock actuator; The vehicle integration unit is used to control the at least one door lock actuator to unlock the vehicle door; The door control device includes a control module and a power supply module, wherein the power supply module is used to supply power to the control module; The door control device further includes a first switch, which is disposed between the power supply module and at least one door handle sensor of the vehicle. When the first switch is open, the vehicle's battery supplies power to the at least one door handle sensor; when the first switch is closed, the power supply module supplies power to the at least one door handle sensor. The control module is configured to, upon receiving a collision signal from the airbag controller and / or the vehicle integration unit: Control the at least one door lock actuator to unlock the vehicle door; Control the first switch to switch from the open state to the closed state; Wherein, the collision signal indicates that the vehicle has collided and the electrically released door corresponding to the door unlocking is in an unlocked and not opened state; When the first switch is closed and the first door is in the unlocked and unopened state, in response to the at least one door handle sensor detecting a pull signal from the first outer door handle, the motor associated with the first outer door handle is controlled to perform unlocking to drive the first door to open, the first door including the first outer door handle.

8. The system according to claim 7, characterized in that, The door control device is located between the A-pillar and C-pillar of the vehicle.

9. The system according to claim 7 or 8, characterized in that, After receiving the collision signal, the control module receives status information from the vehicle integration unit; When the control module does not receive status information from the vehicle integration unit within a first time period, it controls the first switch to close.

10. The system according to claim 7 or 8, characterized in that, The system also includes a battery for supplying power to the vehicle integration unit and the at least one door handle sensor.

11. The system according to claim 7 or 8, characterized in that, When both the vehicle integration unit and the door control device receive the collision signal, the vehicle integration unit starts controlling the at least one door lock actuator to unlock the door at a second moment, and the door control device starts controlling the at least one door lock actuator to unlock the door at a first moment. Wherein, the first moment is later than the second moment, and the first moment and the moment when the door control device receives the collision signal are separated by a first time duration threshold.

12. The system according to claim 7 or 8, characterized in that, After receiving the collision signal, the control module controls each of the at least one door lock actuators to unlock the car door in sequence.

13. The system according to claim 7 or 8, characterized in that, The power supply module includes at least one capacitor, and the total capacitance of the at least one capacitor is greater than or equal to 25 farads.

14. A method for controlling a vehicle door, characterized in that, Applied to vehicles including at least one electrically released door, said at least one electrically released door including a first door; The method is executed by a door control device, which includes a power supply module and a first switch. The first switch is disposed between the power supply module and at least one door handle sensor of the vehicle. When the first switch is open, the vehicle's battery supplies power to the at least one door handle sensor. When the first switch is closed, the power supply module supplies power to the at least one door handle sensor; The method includes: Receive a collision signal from the airbag controller of the vehicle and / or the vehicle integration unit of the vehicle, the collision signal indicating that the vehicle has collided; The collision signal controls at least one door lock actuator of the vehicle to unlock the door, wherein the electrically released door corresponding to the door unlocking is in the unlocked and not opened state; The first switch is controlled to switch from an open state to a closed state according to the collision signal; When the first switch is closed and the first door is in the unlocked and unopened state, in response to the at least one door handle sensor detecting a pull signal from the first outer door handle, the motor associated with the first outer door handle is controlled to perform unlocking to drive the first door to open, the first door including the first outer door handle.

15. The method according to claim 14, characterized in that, The method further includes: Upon receiving the collision signal, a first heartbeat message is sent to the vehicle integration unit; If no response information for the first heartbeat message is received from the vehicle integration unit within the first time period, the first switch is controlled to close.

16. The method according to claim 14 or 15, characterized in that, The step of controlling at least one door lock actuator of the vehicle to unlock the door based on the collision signal includes: Upon receiving the collision signal, control at least one door lock actuator to unlock the vehicle door immediately. The interval between the first moment and the moment when the collision signal is received is a first time duration threshold.

17. The method according to claim 14 or 15, characterized in that, The step of controlling at least one door lock actuator of the vehicle to unlock the door based on the collision signal includes: Upon receiving the collision signal, control each of the at least one door lock actuators to unlock the vehicle door sequentially.

18. The method according to claim 14 or 15, characterized in that, At least one door of the vehicle is an electrically released door, and the method further includes: Upon receiving an unlock request from the first door handle sensor, the motor of the electrically released door associated with the first door handle sensor is controlled to perform the unlocking.

19. A control device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 14 to 18.

20. A computer program product, characterized in that, The computer program product includes: computer program code that, when executed by a processor, implements the method as described in any one of claims 14 to 18.

21. An intelligent driving device, characterized in that, Includes the apparatus as described in any one of claims 1 to 6, or the system as described in any one of claims 7 to 13, or the apparatus as described in claim 19, or the intelligent driving device is loaded with the computer program product as described in claim 20.

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