Vehicle door control method and vehicle

Abstract

The invention relates to the field of vehicle control, in particular to a vehicle door control method and a vehicle. The method comprises the steps that the real-time operation condition of a power system in a vehicle is obtained; analyzing whether the electronic control function of the vehicle has a failure risk or not based on the real-time operation condition; and if the electronic control function has the failure risk, controlling a vehicle door of the vehicle to execute active safe unlocking. By continuously collecting the real-time operation condition of the power supply system, the potential failure risk of the electric control function can be analyzed without depending on a collision signal, the electric control failure risk is judged in advance, the vehicle door is actively controlled to execute the unlocking operation, and a mechanical unlocking path is established. According to the technical scheme, when the power supply system is not completely disabled, the activator is unlocked, even if a subsequent electric control system fails, a user can still open a door in a mechanical mode, a non-collision hidden risk scene which cannot be detected in the prior art is covered, and the problems that a traditional scheme is incomplete in scene coverage and lagged in response are solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and particularly to a door control method and a vehicle. Background Art

[0002] In modern vehicles, especially high-end models and electric vehicles, electrically released doors have been popularized due to their convenience and intelligence advantages. However, their dependence on the electronic control system leads to a risk of door opening failure in specific scenarios.

[0003] Although existing solutions use an in-vehicle emergency mechanical cable or a collision unlock to drive a release motor to connect to an external handle cable to achieve mechanical door opening when the electronic control fails after a collision, they cannot cover scenarios where the collision unlock function is not triggered (such as progressive failures of the power system, non-collision electronic control abnormalities), and there are defects such as lagging risk prediction and incomplete scenario coverage. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a door control method and a vehicle to solve the problems in the prior art that scenarios where the collision unlock function is not triggered cannot be covered, and there are defects such as lagging risk prediction and incomplete scenario coverage.

[0005] In a first aspect, embodiments of the present invention provide a door control method, which includes:

[0006] Obtain the real-time operating condition of the power system in the vehicle;

[0007] Analyze whether there is a risk of failure of the electronic control function of the vehicle based on the real-time operating condition;

[0008] If there is a risk of failure of the electronic control function, control the doors of the vehicle to perform active safety unlocking.

[0009] Further, the power system includes a first power supply system and a second power supply system;

[0010] The obtaining the real-time operating condition of the power system in the vehicle includes:

[0011] Obtain the system state of the first power supply system in the vehicle, where the system state is determined according to the operating condition data of each load associated with the first power supply system;

[0012] Obtain the charge and discharge data of the battery in the second power supply system of the vehicle, where the charge and discharge data includes the charging state and the battery power;

[0013] Use the system state of the first power supply system, and / or the charge and discharge data of the battery in the second power supply system as the real-time operating condition, where the supply voltage of the second power supply system is less than the supply voltage of the first power supply system.

[0014] Further, analyzing whether there is a failure risk of the vehicle's electronic control function based on the real-time operation conditions includes:

[0015] If the system state of the first power supply system is a fault state, and / or the battery in the second power supply system is in an uncharged state, then detect whether the battery power is less than the power risk threshold to obtain a detection result;

[0016] Determine whether there is a failure risk of the vehicle's electronic control function based on the detection result.

[0017] Further, determining whether there is a failure risk of the vehicle's electronic control function based on the detection result includes:

[0018] If the detection result is that the battery power is less than the power risk threshold, then detect whether the vehicle is in an unlocked state; if the vehicle is in an unlocked state, then determine that there is a failure risk of the vehicle's electronic control function; or, if the vehicle is not in an unlocked state, then determine that there is no failure risk of the vehicle's electronic control function; or,

[0019] If the detection result is that the battery power is greater than or equal to the power risk threshold, then detect whether the vehicle is in an unlocked state; if the vehicle is in an unlocked state, then continuously monitor the battery power until the battery power is less than the power risk threshold, and then determine that there is a failure risk of the vehicle's electronic control function; or, if the vehicle is not in an unlocked state, then determine that there is no failure risk of the vehicle's electronic control function.

[0020] Further, before detecting whether the battery power is less than the power risk threshold, the method further includes:

[0021] Detect whether the vehicle is in an unlocked state;

[0022] If the vehicle is in an unlocked state, then detect whether the battery power is less than the power risk threshold, where if the battery power is less than the power risk threshold, then determine that there is a failure risk of the vehicle's electronic control function; or, if the battery power is greater than or equal to the power risk threshold, then continuously monitor the battery power until the battery power is less than the power risk threshold, and then determine that there is a failure risk of the vehicle's electronic control function. Further, the method further includes:

[0023] Detect whether there is a user-set power risk threshold;

[0024] If there is no user-set power risk threshold, then obtain the battery charge and discharge data of the battery in the second power supply system and the climate characteristics of the environment where the vehicle is located;

[0025] Calculate the power risk threshold based on the battery charge and discharge data and the climate characteristics.

[0026] Further, controlling the vehicle door to perform active safety unlocking includes:

[0027] Controlling the driving device of the vehicle to drive the locking mechanism of the door to rotate to the pre-unlocking position, wherein when the locking mechanism rotates to the pre-unlocking position, the cable of the vehicle's outside door handle is connected to the locking mechanism.

[0028] In a second aspect, an embodiment of the present invention provides a vehicle, which includes a power supply system and a door control system, and the power supply system is communicatively connected to the door control system;

[0029] The power supply system is configured to transmit the real-time operation status to the door control system;

[0030] The door control system is configured to obtain the real-time operation status of the power supply system in the vehicle, analyze whether there is a risk of failure in the electric control function of the vehicle based on the real-time operation status; if there is a risk of failure in the electric control function, control the vehicle door to perform active safety unlocking.

[0031] Further, the power supply system includes a first power supply system, a second power supply system, and a controller, and the supply voltage of the second power supply system is less than the supply voltage of the first power supply system;

[0032] The first power supply system is configured to obtain the working condition data of each load associated with the first power supply system, and determine the system status of the first power supply system based on the working condition data;

[0033] The second power supply system is configured to detect the charge and discharge data of the battery in the second power supply system, wherein the charge and discharge data includes the charging state and the battery power;

[0034] The controller is configured to use the system status of the first power supply system, and / or the charge and discharge data of the battery in the second power supply system as the real-time operation status.

[0035] Further, the door control system includes a controller, a driving device, and a locking mechanism;

[0036] The controller is configured to send a control instruction to the driving device;

[0037] The driving device is configured to respond to the control instruction and drive the locking mechanism to rotate to the pre-unlocking position, wherein when the locking mechanism rotates to the pre-unlocking position, the cable of the vehicle's outside door handle is connected to the locking mechanism.

[0038] In a third aspect, an embodiment of the present invention provides an electronic device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the method according to the first aspect or any corresponding implementation manner thereof.

[0039] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to cause a computer to execute the method according to the first aspect or any corresponding implementation manner thereof.

[0040] By continuously collecting the real-time operation of the power supply system, this application can analyze the potential failure risks of the electronic control function without relying on collision signals, determine the electronic control failure risks in advance, and actively control the door to perform the unlocking operation, establishing a mechanical unlocking path. It ensures that physical unlocking is activated when the power supply system has not completely lost power. Even if the subsequent electronic control system fails, the user can still open the door mechanically, covering non-collision hidden risk scenarios that cannot be detected by the prior art, and solving the problems of incomplete scenario coverage and response lag in traditional solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0042] Figure 1 It is a schematic flowchart of a door control method according to some embodiments of the present invention;

[0043] Figure 2 It is a schematic flowchart of another door control method according to some embodiments of the present invention;

[0044] Figure 3 It is a schematic flowchart of yet another door control method according to some embodiments of the present invention;

[0045] Figure 4 It is a schematic flowchart of yet another door control method according to some embodiments of the present invention;

[0046] Figure 5 It is a structural block diagram of a door control device according to an embodiment of the present invention;

[0047] Figure 6 It is a structural block diagram of a power supply system according to an embodiment of the present invention;

[0048] Figure 7 It is a structural block diagram of a door lock system according to an embodiment of the present invention;

[0049] Figure 8 It is a schematic diagram of a pre-unlock position according to an embodiment of the present invention;

[0050] Figure 9 It is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed implementation manners

[0051] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0052] According to an embodiment of the present invention, a vehicle door control method and a vehicle are provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0053] In this embodiment, a vehicle door control method is provided. Figure 1 It is a flowchart of a vehicle door control method according to an embodiment of the present invention. As Figure 1 shown, the process includes the following steps:

[0054] Step S101, obtain the real-time operation status of the power system in the vehicle.

[0055] In the embodiments of the present application, data is collected in real time through various sensors distributed in the power system. For example: in the first power supply system, voltage sensors and current sensors continuously monitor the voltage value and current fluctuation of the high-voltage bus, as well as the operating parameters of associated loads such as drive motors and chargers (such as operating temperature and load rate); in the second power supply system, the battery management module obtains the charging status (charging, full charge, or not charging), remaining power, and battery health status of the low-voltage battery in real time, and records the on-off status and voltage stability data of the charging circuit. The real-time data in the above first power supply system and the second power supply system is finally summarized to the controller of the door control system to obtain the real-time operation status of the power system.

[0056] Step S102, analyze whether there is a risk of failure of the vehicle's electronic control function based on the real-time operation status.

[0057] In the embodiment of the present application, first, for the first power supply system, if it is detected that the high-voltage bus voltage is lower than the safe operating threshold, the abnormal current fluctuation duration exceeds the set duration, or a fault report (such as overcurrent and overheat fault codes) of loads such as the drive motor controller is received, it is determined that the first power supply system has a risk of causing the failure of the electronic control function.

[0058] Secondly, for the second power supply system, if the low-voltage battery is in an uncharged state and the battery power is lower than the pre-calibrated power risk threshold (such as SOC < 20%), or the state of health of the battery (SOH) is lower than the critical value (such as SOH < 30%) and the charging efficiency drops significantly, it is determined that the second power supply system has a risk of electronic control failure due to power feed.

[0059] Finally, based on the risk judgment results of the first power supply system and the second power supply system, if any system has a risk, it is determined that there is a risk of electronic control function failure.

[0060] Step S103, if there is a risk of electronic control function failure, control the vehicle door to perform active safety unlocking.

[0061] In the embodiment of the present application, first, the controller of the door control system sends a control signal to the driving device of the vehicle door, the driving device operates and drives the locking mechanism to rotate to the pre-unlocking position, so that the cable of the vehicle door outside handle is mechanically connected to the locking mechanism (such as gear engagement or link positioning), thereby establishing a mechanical unlocking path independent of the electronic control signal.

[0062] Subsequently, confirm that the pre-unlocking action is completed through the position sensor installed on the locking mechanism, and send a status signal to the in-vehicle instrument panel (such as lighting the "Safety Unlock Ready" indicator light), and at the same time inform the user through voice prompt that "Mechanical unlocking has been activated". If the subsequent electronic control system fails completely, when the user pulls the vehicle door outside handle, the connected cable can directly drive the locking mechanism to open the vehicle door, ensuring safe escape even in extreme situations such as power interruption and controller failure, and avoiding the risk of the vehicle door being unable to open due to the failure of the electronic control function.

[0063] Figure 2 is a flowchart of a vehicle door control method according to an embodiment of the present invention, as Figure 2 shown, and this process includes the following steps:

[0064] Step S201, obtain the real-time operation status of the power supply system in the vehicle.

[0065] In the embodiment of the present application, the power supply system includes a first power supply system and a second power supply system, and the supply voltage of the second power supply system is less than that of the first power supply system. Among them, obtaining the real-time operation status of the power supply system in the vehicle includes:

[0066] Step A1, obtain the system status of the first power supply system in the vehicle, where the system status is determined according to the operating condition data of each load associated with the first power supply system.

[0067] It should be noted that the first power supply system (high-voltage system) refers to the power supply system that provides energy for high-power electrical equipment and drive systems in the vehicle. Usually, a power source with a voltage higher than the safety voltage (such as more than 60V DC voltage) is the core, and it mainly includes key components such as power batteries, motor controllers, and drive motors. By collecting the operating condition data (such as current, voltage, temperature, speed, power, etc.) of each associated load (such as drive motor, air-conditioning compressor, electric drive oil pump, etc.) in real time. When the load operating condition data exceeds the preset safety threshold (such as motor overheating, circuit short circuit, abnormal battery voltage fluctuation, etc.), it is confirmed that the system status of the first power supply system is a fault status.

[0068] Specifically, for the drive motor associated with the first power supply system, use a current sensor to accurately measure the working current of the motor, use a temperature sensor to monitor the operating temperature of the motor, and at the same time obtain the real-time speed of the motor through a speed sensor. For loads such as air-conditioning compressors, detect their internal pressure through a pressure sensor and obtain their power consumption through a power sensor. These sensors continuously collect data in a high-frequency sampling manner, and the sampling frequency can be set according to the load characteristics. For example, the sampling frequency of the drive motor can be set to 500Hz to ensure the real-time and accuracy of the data.

[0069] By comparing and analyzing the real-time collected operating condition data with the normal range, for example, when the current of the drive motor exceeds 120% of the rated current and lasts for more than 500ms, it is determined as abnormal. At the same time, identify potential fault hazards. According to the analysis results of each load, comprehensively evaluate the system status of the first power supply system, and the system status can be divided into different levels such as normal, warning, and fault.

[0070] Step A2, obtain the charge and discharge data of the battery in the second power supply system in the vehicle, where the charge and discharge data includes the charge state and the battery power.

[0071] It should be noted that the second power supply system (low-voltage system) refers to the power supply system that provides energy for low-power electrical equipment in the vehicle. Usually, a storage battery (such as lead-acid battery or lithium-ion low-voltage battery) with a safety voltage (such as 12V or 24V DC voltage) is used as the core power source, and it mainly supplies power for in-vehicle electronic equipment (such as instrument panel, lights, windshield wipers, door controllers, etc.), starting motors, and some sensors.

[0072] Through the battery management module, the charge and discharge status of the low-voltage battery is monitored in real time, including whether it is in the charging state (judged by detecting the direction and magnitude of the charging circuit current), the battery power (estimated by methods such as ampere-hour integration method, open-circuit voltage method, etc.), and the health status.

[0073] Step A3: Use the system status of the first power supply system or the charge and discharge data of the battery in the second power supply system as the real-time operating condition.

[0074] It should be noted that in terms of supplementing the control strategy for extreme collision or fault scenarios, when the vehicle has a concealed collision that does not trigger the traditional collision sensor (such as a low-speed scrape causing damage to the high-voltage line) or a non-collision fault (such as abnormal voltage in the early stage of high-voltage battery thermal runaway, or the low-voltage battery continuously discharging to below the threshold), by real-time collecting the working condition data of the high-voltage system-related loads (such as the drive motor, battery pack) (such as abnormal current fluctuations, sudden temperature rise), monitoring the charge and discharge status of the low-voltage battery (such as not charging and the battery level being lower than the discharge threshold), defining a single-system anomaly or a combination of cross-system anomalies (such as high-voltage load fault + low-voltage discharge) as a real-time operating anomaly.

[0075] Subsequently, the door control system does not need to rely on the collision signal, directly determines the risk of failure of the electronic control function based on the power supply system anomaly, actively controls the drive device to drive the lock mechanism to the pre-unlock position, and completes the mechanical connection between the outer handle cable and the lock mechanism in advance, ensuring that the user can open the door mechanically before the traditional collision unlock is not triggered or the electronic control system completely fails, thus supplementing the unlocking ability in non-collision scenarios.

[0076] In addition, in terms of predicting the risk of electronic control system failure, pre-fault intervention is achieved through continuous multi-system status monitoring: the load condition data of the high-voltage system (such as periodic overcurrent alarms of the motor controller) can reflect potential risks of circuit aging or poor contact, and the charge and discharge data of the low-voltage system (such as continuous decline of battery SOH and reduced charging efficiency) can indicate the trend of discharge failure. Subsequently, when the high-voltage system has a non-fatal but persistent anomaly (such as the voltage fluctuation frequency exceeding the threshold) or the low-voltage battery level gradually drops below the threshold, an early warning of the risk of electronic control function failure is triggered, and a mechanical unlock redundancy is actively established before the door electronic control system is completely disabled, avoiding unlocking lag caused by complete reliance on electronic control signals, realizing the upgrade from passive fault response to active risk prediction, and effectively reducing the risk of being unable to open the door due to sudden system failure.

[0077] Step S202: Analyze whether there is a risk of failure of the vehicle's electronic control function based on the real-time operating condition.

[0078] In the embodiment of the present application, analyzing whether there is a risk of failure of the vehicle's electronic control function based on the real-time operating condition includes the following steps B1 - B2:

[0079] Step B1: If the system status of the first power supply system is a fault status, and / or the battery in the second power supply system is in an uncharged state, then detect whether the battery level is less than the power level risk threshold to obtain a detection result.

[0080] Monitor the status of the first power supply system (high-voltage system) and the second power supply system (low-voltage system) in real time. If the high-voltage system is determined to be in a fault state, such as abnormal high-voltage bus voltage, the drive motor controller reporting a fault code, etc., or the low-voltage battery in the low-voltage system is in an uncharged state, the detection of the low-voltage battery power is triggered.

[0081] Step B2, determine whether there is a risk of failure of the vehicle's electronic control function based on the detection result.

[0082] Specifically, determining whether there is a risk of failure of the vehicle's electronic control function based on the detection result includes: if the detection result is that the battery power is less than the power risk threshold, then detect whether the vehicle is in an unlocked state; if the vehicle is in an unlocked state, it is determined that there is a risk of failure of the vehicle's electronic control function; or, if the vehicle is not in an unlocked state, it is determined that there is no risk of failure of the vehicle's electronic control function.

[0083] When the detection result shows that the battery power is less than the preset power risk threshold, further obtain the vehicle door lock state to determine whether the vehicle is in an unlocked state. The unlocked state includes: powered on, started, or dormant state with the vehicle not locked. If the vehicle is in an unlocked state, it means that the electronic control system is in a working or standby state and continuously consumes power. When the high-voltage fault or low-voltage uncharged situation coexists with insufficient power, it will directly cause the electronic control unit to face the risk of failure due to insufficient power supply, so it is determined that there is a risk of failure of the vehicle's electronic control function; if the vehicle is not in an unlocked state, that is, the situation where the electronic control system continuously consumes power and causes insufficient power supply in the unlocked state is excluded, then it is determined that there is no risk of failure of the vehicle's electronic control function.

[0084] Specifically, determining whether there is a risk of failure of the vehicle's electronic control function based on the detection result includes: if the detection result is that the battery power is greater than or equal to the power risk threshold, then detect whether the vehicle is in an unlocked state; if the vehicle is in an unlocked state, continuously monitor the battery power until the battery power is less than the power risk threshold, and then determine that there is a risk of failure of the vehicle's electronic control function; or, if the vehicle is not in an unlocked state, it is determined that there is no risk of failure of the vehicle's electronic control function.

[0085] When the detection result shows that the battery power is greater than or equal to the preset power risk threshold, obtain the vehicle door lock state through the body controller to determine whether the vehicle is in an unlocked state (including powered on, started, or dormant state with the vehicle not locked). If the vehicle is in an unlocked state, since the electronic control system is in a working or standby state and will continuously consume power, at this time, it is necessary to continuously monitor the battery power. Once the battery power drops to less than the power risk threshold, it is determined that there is a risk of failure of the vehicle's electronic control function; if the vehicle is not in an unlocked state, that is, there is no hidden danger of insufficient power caused by the electronic control system working and consuming power, it can be determined that there is no risk of failure of the vehicle's electronic control function.

[0086] It should be noted that when the vehicle is not in the unlocked state, the vehicle is in the sleep or low-power mode, and the power consumption is extremely low. At this time, if a high-voltage system fault and / or the low-voltage battery is in an uncharged state is detected, even if the battery power is less than the power risk threshold, the failure risk of the electronic control function will not be immediately determined. Instead, since the vehicle is not running and the electronic control system does not continuously consume power, the failure determination is not triggered temporarily. It only needs to re-monitor the status when the vehicle is unlocked later or prompt the user to pay attention to the power supply system status through other means (such as remote reminder).

[0087] The method provided by the embodiment of the present application determines the situation of high-voltage fault and / or low-voltage uncharged combined with insufficient power as a failure risk only when the vehicle is in the unlocked state (that is, the vehicle is powered on, started or in the sleep state without locking the car), avoiding misjudgment caused by extremely low power consumption when the vehicle is locked. Secondly, when the battery power is sufficient, the vehicle is allowed to continue running in the unlocked state and dynamically monitor the power, avoiding premature triggering of safety unlocking. In this way, taking the unlocked state as the trigger condition ensures that the risk determination always focuses on the scenario where the vehicle actually faces the threat of power supply interruption, reducing false alarms and being able to identify the real electronic control failure risk in time before the power runs out.

[0088] In the embodiment of the present application, based on the real-time running situation, it is analyzed whether there is a failure risk of the electronic control function of the vehicle, including: if the system state of the first power supply system is a non-fault state, and / or the battery in the second power supply system is in the charging state, and the battery power is not less than the power risk threshold, it is determined that there is no failure risk of the electronic control function of the vehicle.

[0089] It can be understood that if the state of the first power supply system is "non-fault state" (that is, the working condition data are all within the safety threshold), regardless of the state of the low-voltage system, it can be determined that the high-voltage side has no direct threat to the electronic control function. If the battery in the second power supply system is in the "charging state" or the power is "not less than the power risk threshold", then at least one of "normal energy supply" or "sufficient remaining energy" is satisfied, avoiding electronic control failure caused by low-voltage power feed.

[0090] Through the "and / or" logic, the low-voltage system is allowed to "exempt" the power threshold determination in the charging state (even if the power is temporarily lower than the threshold, the charging process can supplement the energy), or "exempt" the charging state requirement when the power is sufficient (even if it is not charged, the existing power is sufficient to maintain the electronic control function), reflecting the adaptability of the determination rule to the dynamic charging scenario and avoiding misjudgment.

[0091] In an embodiment of the present application, the method further includes: detecting whether there is a power risk threshold set by the user; if there is no power risk threshold set by the user, obtaining the battery charge and discharge data of the battery in the second power supply system and the climate characteristics of the environment where the vehicle is located; calculating the power risk threshold based on the battery charge and discharge data and the climate characteristics.

[0092] Specifically, first, detect whether there is a user-defined power risk threshold through the parameter configuration module of the on-vehicle human-machine interface (such as the central control screen), and this threshold is used to determine whether the low-voltage battery power is lower than the safe range to trigger a power feed risk warning.

[0093] If it is detected that the user has not set a personalized threshold (that is, the system default threshold has not been modified), then start the adaptive threshold calculation process: First, obtain the charge and discharge data of the battery in the second power supply system, including the current state of charge (SOC) of the battery, state of health (SOH), charge and discharge current (I_chg / I_dchg), and temperature (T_bat). At the same time, obtain the climate characteristic data (such as ambient temperature, humidity, altitude, etc.) of the area where the vehicle is located through the on-vehicle environment sensor or vehicle networking.

[0094] Then, dynamically adjust the threshold reference according to the SOH value (for example, when SOH = 80%, the reference threshold is 20% SOC; when SOH = 50%, it is increased to 25% SOC) to avoid insufficient actual available power due to capacity attenuation of aging batteries; combine the charge and discharge current to judge the vehicle's power consumption load intensity (for example, increase the threshold to reserve more power when the motor is frequently started).

[0095] If the ambient temperature is lower than 0°C, based on the battery low-temperature performance attenuation characteristics (such as the capacity drops by about 15% for every 10°C decrease), increase the threshold by 5% - 10% to compensate for the discharge efficiency loss at low temperatures; if the vehicle is in a high-altitude area (the atmospheric pressure is low, resulting in increased power consumption of on-vehicle electronic devices), then increase the threshold by 3% - 5% accordingly.

[0096] Finally, weight and fuse the battery charge and discharge data with the climate characteristic parameters to generate a dynamic power risk threshold (power risk threshold = reference value + SOH correction coefficient × ambient temperature correction coefficient × load correction coefficient). In this way, through an automated data-driven mechanism, intelligent adaptation of the threshold is achieved without user intervention, ensuring that the power feed risk determination of the low-voltage system not only conforms to the actual performance of the battery but also adapts to regional climate differences, improving the accuracy and reliability of the risk warning.

[0097] Step S203, if there is a risk of failure of the electronic control function, then control the vehicle's door to perform active safety unlocking.

[0098] In the embodiments of the present application, controlling the vehicle door to perform active safety unlocking includes: controlling the driving device of the vehicle to drive the locking mechanism of the door to rotate to a pre-unlocking position, wherein when the locking mechanism rotates to the pre-unlocking position, the cable of the vehicle's outside door handle is connected to the locking mechanism.

[0099] Specifically, when there is a risk of failure in the electric control function, the controller of the door control system sends a control signal to the driving device (such as a motor), and the driving device drives the door locking mechanism (such as a latch driving cam, an unlocking dial) to rotate to the pre-unlocking position through a gear transmission or a linkage mechanism. This position is calibrated by a mechanical limit structure to ensure that when the locking mechanism rotates to a specific angle (such as 45°), the cable of the outside door handle is rigidly connected or meshed with the transmission components inside the locking mechanism. At this time, even if the electric control system fails completely later, the mechanical force applied by the user when pulling the outside door handle can be directly transmitted to the locking mechanism through the cable, driving the latch to retract to open the door, thereby establishing a reliable mechanical unlocking path before the electric control system fails and avoiding the risk of being unable to open the door due to power interruption or loss of control signal. In this way, through the precise control of the motor drive and the physical connection of the mechanical structure, a dual safety guarantee of "electric control pre-operation + mechanical redundancy" is achieved.

[0100] Figure 3 is a flowchart of a vehicle door control method according to an embodiment of the present invention, as Figure 3 shown, the process includes the following steps:

[0101] Step S301, obtaining the real-time operating condition of the power supply system in the vehicle.

[0102] In the embodiments of the present application, obtaining the real-time operating condition of the power supply system in the vehicle includes: obtaining the system state of the first power supply system in the vehicle, wherein the system state is determined according to the operating condition data of each load associated with the first power supply system; obtaining the charge and discharge data of the battery in the second power supply system in the vehicle, wherein the charge and discharge data includes the charging state and the battery power; using the system state of the first power supply system, and / or the charge and discharge data of the battery in the second power supply system as the real-time operating condition, wherein the supply voltage of the second power supply system is less than the supply voltage of the first power supply system.

[0103] Specifically, collect the operating condition data of each load associated with the first power supply system in the vehicle, and determine the system state of the first power supply system based on these data, such as judging whether there are abnormal high-voltage bus voltages, driving motor controller failures, etc.; at the same time, obtain the charge and discharge data of the battery in the second power supply system in the vehicle, including the current charging state and the battery power value of the battery; finally, use the system state of the first power supply system alone, or the charge and discharge data of the battery in the second power supply system alone, or a combination of the two as the real-time operating condition of the vehicle power supply system.

[0104] Step S302: Analyze whether there is a risk of failure in the vehicle's electronic control function based on the real-time operation status.

[0105] In the embodiment of the present application, analyzing whether there is a risk of failure in the vehicle's electronic control function based on the real-time operation status includes the following steps C1 - C3:

[0106] Step C1: If the system status of the first power supply system is a fault status, and / or the battery in the second power supply system is in an uncharged state, then detect whether the battery power is less than the power risk threshold to obtain a detection result.

[0107] Specifically, when the first power supply system has a fault status such as abnormal high-voltage bus voltage or the drive motor controller reports a fault code, or the battery in the second power supply system is in an uncharged state, detect the battery power and compare the detected power value with the preset power risk threshold, so as to obtain the detection result of whether the battery power is less than the power risk threshold.

[0108] Step C2: Detect whether the vehicle is in an unlocked state.

[0109] Specifically, there is a communication connection between the body controller and the vehicle door lock system to obtain the status information of the door lock in real time, including the operation signal of the door lock motor, the feedback data of the door switch sensor, etc. By analyzing and processing this information, determine whether the vehicle is currently in an unlocked state. Among them, if the vehicle has a power-on behavior, that is, the power system has been turned on and some in-vehicle electrical appliances start to work; or the vehicle is in a starting state and the engine or drive motor is running normally; or the vehicle is in a dormant state without being locked, although most systems are running at low power consumption, but the doors are still in an openable state, all of the above situations are determined that the vehicle is in an unlocked state.

[0110] Step C3: If the vehicle is in an unlocked state, then detect whether the battery power is less than the power risk threshold. Among them, if the battery power is less than the power risk threshold, it is determined that there is a risk of failure in the vehicle's electronic control function; or, if the battery power is greater than or equal to the power risk threshold, continuously monitor the battery power until the battery power is less than the power risk threshold, and then determine that there is a risk of failure in the vehicle's electronic control function.

[0111] Specifically, when it is determined that the vehicle is in the unlocked state, since the electronic control system is in the working or standby state and continuously consumes power, the battery power is detected again at this time and compared with the power risk threshold. If it is detected that the battery power is less than the power risk threshold, based on the principle that high-voltage faults or low-voltage non-charging combined with insufficient power will cause the electronic control unit to fail due to insufficient power supply, it is determined that there is a risk of failure of the vehicle's electronic control function; if it is detected that the battery power is greater than or equal to the power risk threshold, the battery power is continuously monitored in real time. Once it is monitored that the battery power drops to less than the power risk threshold, it is also determined that there is a risk of failure of the vehicle's electronic control function.

[0112] Step S303, if there is a risk of failure of the electronic control function, control the vehicle's door to perform active safety unlocking.

[0113] In the embodiment of the present application, controlling the vehicle's door to perform active safety unlocking includes: controlling the driving device of the vehicle to drive the locking mechanism of the door to rotate to the pre-unlocking position, wherein when the locking mechanism rotates to the pre-unlocking position, the cable of the vehicle's outside door handle is connected to the locking mechanism.

[0114] Specifically, when there is a risk of failure of the electronic control function, the controller of the door control system sends a control signal to the driving device (such as a motor), and the driving device drives the door locking mechanism (such as a lock tongue driving cam, an unlocking dial) to rotate to the pre-unlocking position through a gear transmission or a linkage mechanism. This position is calibrated by a mechanical limiting structure to ensure that when the locking mechanism rotates to a specific angle (such as 45°), the cable of the outside door handle is rigidly connected or engaged with the transmission component inside the locking mechanism. At this time, even if the electronic control system completely fails later, the mechanical force applied by the user when pulling the outside door handle can be directly transmitted to the locking mechanism through the cable, driving the lock tongue to retract to open the door, thereby establishing a reliable mechanical unlocking path before the electronic control system fails and avoiding the risk of being unable to open the door caused by power interruption or loss of control signal. In this way, through the precise control of the motor drive and the physical connection of the mechanical structure, the dual safety guarantee of "electronic control pre-operation + mechanical redundancy" is realized.

[0115] Figure 4 is a flowchart of a door control method according to an embodiment of the present invention, as Figure 4 shown, this process includes the following steps:

[0116] Step S401, obtain the real-time operation status of the power supply system in the vehicle.

[0117] In the embodiment of the present application, the power supply system includes a first power supply system and a second power supply system, and the supply voltage of the second power supply system is less than the supply voltage of the first power supply system. Among them, obtaining the real-time operation status of the power supply system in the vehicle includes the following steps D1-D3:

[0118] Step D1, obtain the system status of the first power supply system in the vehicle, where the system status is determined according to the operating condition data of each load associated with the first power supply system.

[0119] Specifically, sensors (such as current sensors, temperature sensors, speed sensors, etc.) deployed on each load associated with the first power supply system (such as drive motors, air conditioning compressors) are used to collect operating condition data (such as current, temperature, speed, pressure, power, etc.) in real time. The data is compared and analyzed with the preset normal range to identify abnormal or fault signals, and the system status (normal, warning, or fault) of the first power supply system is determined by comprehensively considering the status of each load.

[0120] Step D2, obtain the charge and discharge data of the battery in the second power supply system of the vehicle, where the charge and discharge data includes the charge state and the battery power.

[0121] Specifically, the battery management system is used to monitor the charge and discharge state of the battery in the second power supply system in real time. Whether it is in the charging state (charging, fully charged, or not charged) is judged by detecting the direction and magnitude of the current in the charging circuit, and the battery power (SOD) is calculated by combining the ampere-hour integration method, open-circuit voltage method, etc., to form the charge and discharge data including the charge state and the battery power.

[0122] Step D3, use the system status of the first power supply system and the charge and discharge data of the battery in the second power supply system as the real-time operating conditions.

[0123] Specifically, the obtained system status of the first power supply system (such as whether there is a fault) and the obtained charge and discharge data of the second power supply system (such as not charged and low power) are integrated to form a dataset reflecting the real-time operating conditions of the vehicle power supply system.

[0124] Step S402, detect whether the vehicle is in the unlocked state.

[0125] In the embodiment of the present application, a status sensor is provided in the door lock control system to sense the mechanical position of the door lock, such as a micro switch or a Hall sensor. When the door lock is in the locked position, the sensor will output a specific electrical signal, and it is determined that the vehicle is in the locked state after receiving this signal. On the contrary, if the signal output by the sensor indicates that the door lock is in the openable position, it is determined that the vehicle is in the unlocked state.

[0126] It should be noted that when the vehicle is in the unlocked state, it means that the user may be operating the vehicle (such as getting in and out of the vehicle, starting, etc.) or the vehicle is in a non-fully fortified state. At this time, if the electronic control system is about to fail, it may directly affect the normal functions of key components such as the doors and motors, and there are potential risks of personnel being trapped or safety hazards (such as being unable to unlock and escape after a collision).

[0127] If the vehicle is in a locked state (such as after turning off the engine and locking the car), the system defaults that the user is not in the vehicle and the vehicle is in an armed state. At this time, even if there is a risk of failure in the electronic control system, giving priority to triggering the motor action may lead to unauthorized unlocking and pose a safety hazard (such as the risk of theft). Therefore, performing this operation only in the unlocked state can balance safety and functionality and ensure that the emergency response mechanism is only activated when needed.

[0128] Step S403, if the vehicle is in an unlocked state, analyze whether there is a risk of failure in the vehicle's electronic control function based on the real-time operating conditions.

[0129] In the embodiment of the present application, analyzing whether there is a risk of failure in the vehicle's electronic control function based on the real-time operating conditions includes: if the system state of the first power supply system is a fault state, and / or the battery in the second power supply system is in an uncharged state and the battery power is less than the power risk threshold, it is determined that there is a risk of failure in the vehicle's electronic control function.

[0130] It can be understood that if the real-time state of the first power supply system (high-voltage system) is determined to be a "fault state" (such as abnormal high-voltage bus voltage, or a fatal fault code reported by the drive motor controller), regardless of the state of the low-voltage system, a risk determination is directly triggered, reflecting the direct threat of high-voltage system faults to the electronic control function (such as power interruption causing the controller to lose power).

[0131] If the battery in the second power supply system (low-voltage system) is in an "uncharged state" and the power is lower than the "power risk threshold", it is determined to be a risk state. This logic emphasizes that the low-voltage system needs to meet both conditions of "energy supply interruption" (uncharged) and "insufficient remaining energy" (too low power) to cause the electronic control unit (such as ECU, sensor) to fail due to insufficient power supply.

[0132] In the embodiment of the present application, if the vehicle is not in an unlocked state, wait for the vehicle to be powered on next time and re-execute the process of determining whether there is a risk of failure in the electronic control function.

[0133] The high-voltage fault and low-voltage power supply risk are combined for determination, that is, if any system meets the risk conditions, it is determined that there is a risk of failure in the electronic control function, ensuring comprehensive coverage of single-point or multi-point faults in the power supply system.

[0134] Step S404, if there is a risk of failure in the electronic control function, control the vehicle's doors to perform active safety unlocking.

[0135] In the embodiment of the present application, controlling the vehicle's doors to perform active safety unlocking includes: controlling the vehicle's driving device to drive the lock mechanism of the door to rotate to the pre-unlocking position, where when the lock mechanism rotates to the pre-unlocking position, the cable of the vehicle's outside door handle is connected to the lock mechanism.

[0136] Specifically, when there is a risk of failure in the electric control function, the controller of the door control system sends a control signal to the drive device (such as a motor), and the drive device drives the lock mechanism of the vehicle door to rotate to the pre-unlock position through a gear transmission or a linkage mechanism. This position is calibrated by a mechanical limit structure to ensure that when the lock mechanism rotates to a specific angle, the cable of the outside handle is rigidly connected or engaged with the transmission component inside the lock mechanism. At this time, even if the electric control system fails completely later, the mechanical force applied by the user pulling the outside handle can be directly transmitted to the lock mechanism through the cable, driving the lock tongue to retract to open the door, thereby establishing a reliable mechanical unlocking path before the electric control system fails and avoiding the risk of being unable to open the door due to power interruption or loss of control signal. In this way, through the precise control of the motor drive and the physical connection of the mechanical structure, a dual safety guarantee of "electric control pre-operation + mechanical redundancy" is achieved.

[0137] It should be noted that the pre-unlock position is accurately calibrated by setting mechanical limit structures (such as positioning pins, limit blocks, angular limit cams, etc.) on the transmission path of the vehicle door lock mechanism. These mechanical structures form a physical constraint relationship with the motion trajectory of the drive device. When the drive device (such as a motor) drives the lock mechanism to rotate through a gear transmission or a linkage mechanism, the mechanical limit structure will contact the lock mechanism when it reaches the preset pre-unlock angle (such as 45°), and forcibly limit the rotation range of the lock mechanism by means of mechanical stop to ensure that it accurately stays at a specific position. At this time, the cable of the outside handle and the transmission components inside the lock mechanism (such as a lever, rack, gear) can accurately complete rigid connection or engagement under the constraint of the mechanical limit structure, forming a stable mechanical transmission path, so that when the electric control system fails, it is ensured that the mechanical force applied by the occupant pulling the outside handle can directly drive the lock mechanism to open the door, realizing the physical redundancy of the unlocking function.

[0138] In this embodiment, a vehicle is also provided. This device is used to implement the above-mentioned embodiments and preferred implementation manners, and those that have been described will not be repeated here. As used hereinafter, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware is also possible and contemplated.

[0139] This embodiment provides a vehicle, as Figure 5 shown, including: a power supply system 501 and a door control system 502, and the power supply system 501 is communicatively connected to the door control system 502;

[0140] The power supply system 501 is used to transmit the real-time operating conditions to the door control system;

[0141] A gating system 502 is used to obtain the real-time operation status of the power system in a vehicle, analyze whether there is a risk of failure in the vehicle's electronic control functions based on the real-time operation status; if there is a risk of failure in the electronic control functions, it controls the vehicle's doors to perform active safety unlocking.

[0142] The power system establishes a communication connection with the gating system. The power system is responsible for collecting its own real-time operation data and transmitting this data to the gating system. After receiving the data, the gating system analyzes whether the vehicle's electronic control functions are at risk of failure, for example, by judging indicators such as whether the power system is faulty and whether the battery power is lower than the safety threshold to identify potential anomalies. If it is determined that there is a risk of failure, the gating system immediately triggers an active safety mechanism, controls the driving device of the door to act, adjusts the locking mechanism to the pre-unlocked position, and completes the mechanical connection between the cable of the outside opening handle and the locking mechanism. In this way, even if the subsequent electronic control system fails, the occupants can still open the door by physically pulling the outside opening handle, thus establishing a mechanical unlocking redundancy in advance when the power system is abnormal and improving the escape reliability under extreme conditions.

[0143] In the embodiment of the present application, as Figure 6 shown, the power system includes a first power supply system 5011, a second power supply system 5012, and a processor 5013. The supply voltage of the second power supply system is less than the supply voltage of the first power supply system;

[0144] The first power supply system 5011 is used to obtain the operating condition data of each load associated with the first power supply system and determine the system status of the first power supply system based on the operating condition data;

[0145] The second power supply system 5012 is used to detect the charge and discharge data of the battery in the second power supply system. Among them, the charge and discharge data includes the charge state and the battery power;

[0146] The processor 5013 is used to use the system status of the first power supply system and / or the charge and discharge data of the battery in the second power supply system as the real-time operation status.

[0147] In the embodiment of the present application, as Figure 7 shown, the gating system includes: a controller 5021, a driving device 5022, and a locking mechanism 5023;

[0148] The controller 5021 is used to send a control instruction to the driving device;

[0149] The driving device 5022 is used to respond to the control instruction and drive the locking mechanism 5023 to rotate to the pre-unlocked position. Among them, when the locking mechanism rotates to the pre-unlocked position, the cable of the outside opening handle of the vehicle is connected to the locking mechanism.

[0150] The controller can send precise control instructions to the driving device according to the risk determination result. After receiving the instructions, the driving device (such as a motor) transfers the power to the locking mechanism through mechanical structures such as gear transmission and link mechanisms, driving it to rotate to a preset pre-unlocking position. This position is accurately calibrated by a mechanical limit device to ensure that when the locking mechanism rotates to a specific angle, the cable of the outward-opening handle is rigidly connected or engaged with the internal transmission components (such as a lever and a rack) of the locking mechanism. At this time, even if the electronic control system fails subsequently, the mechanical force applied by the occupant pulling the outward-opening handle can directly act on the locking mechanism through the cable to unlock the door.

[0151] As Figure 8 shown, the pre-unlocking position is the position reached by driving the locking mechanism to rotate in advance by the driving device when it is predicted that the electronic control function may fail. At this time, the cable of the outward-opening handle is connected to the locking mechanism to establish a mechanical unlocking redundancy, which is different from the initial state of the reset position and the conventional electronic control unlocking of the electric release position. The pre-unlocking position is a safeguard constructed for escaping in extreme situations, enabling the door to be opened mechanically even if the electronic control fails. The reset position is the standard state in which the locking mechanism is initial or restored; the electric release position is the position where unlocking is achieved by electric drive when the electronic control is normal.

[0152] Please refer to Figure 9 , Figure 9 which is a schematic structural diagram of an electronic device provided by an optional embodiment of the present invention. As Figure 9 shown, the electronic device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common main board or installed in other ways as needed. The processor can process instructions executed within the electronic device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple electronic devices can be connected, and each device provides some necessary operations (such as an array of servers, a set of blade servers, or a multi-processor system).

[0153] The processor 10 can be a central processor, a network processor, or a combination thereof. Among them, the processor 10 can further include a hardware chip. The above hardware chip can be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above programmable logic device can be a complex programmable logic device, a field programmable gate array, a general array logic, or any combination thereof.

[0154] Among them, the memory 20 stores instructions executable by at least one processor 10, so that the at least one processor 10 executes the method shown in the above embodiments.

[0155] The memory 20 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of an electronic device presented by a kind of landing page of a small program, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely provided with respect to the processor 10, and these remote memories may be connected to the electronic device through a network. Examples of the above network include but are not limited to the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0156] The memory 20 may include a volatile memory, for example, a random access memory; the memory may also include a non-volatile memory, for example, a flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above types of memories.

[0157] The electronic device further includes a communication interface 30 for communicating the electronic device with other devices or a communication network.

[0158] The embodiments of the present invention further provide a computer-readable storage medium. The method according to the embodiments of the present invention can be implemented in hardware or firmware, or can be implemented as computer code that can be recorded on a storage medium, or can be implemented as computer code originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and to be stored in a local storage medium, so that the method described herein can be processed by such software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium may be a magnetic disk, an optical disc, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium may further include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code, and when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0159] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A door control method, characterized in that The method includes: Obtaining the real-time operating condition of the power supply system in the vehicle; Analyzing whether there is a risk of failure in the electronic control function of the vehicle based on the real-time operating condition; If there is a risk of failure in the electronic control function, controlling the vehicle door to perform active safety unlocking.

2. The method according to claim 1, wherein The power supply system includes a first power supply system and a second power supply system; The obtaining the real-time operating condition of the power supply system in the vehicle includes: Obtaining the system state of the first power supply system in the vehicle, where the system state is determined according to the operating condition data of each load associated with the first power supply system; Obtaining the charge and discharge data of the battery in the second power supply system of the vehicle, where the charge and discharge data includes the charging state and the battery power; Taking the system state of the first power supply system and / or the charge and discharge data of the battery in the second power supply system as the real-time operating condition, where the supply voltage of the second power supply system is less than the supply voltage of the first power supply system.

3. The method according to claim 2, wherein The analyzing whether there is a risk of failure in the electronic control function of the vehicle based on the real-time operating condition includes: If the system state of the first power supply system is a fault state and / or the battery in the second power supply system is in an uncharged state, detecting whether the battery power is less than the power risk threshold to obtain a detection result; Determining whether there is a risk of failure in the electronic control function of the vehicle based on the detection result.

4. The method according to claim 3, characterized in that, The determining whether there is a risk of failure in the electronic control function of the vehicle based on the detection result includes: If the detection result is that the battery power is less than the power risk threshold, detecting whether the vehicle is in an unlocked state; if the vehicle is in an unlocked state, determining that there is a risk of failure in the electronic control function of the vehicle; or, if the vehicle is not in an unlocked state, determining that there is no risk of failure in the electronic control function of the vehicle; or, If the detection result is that the battery power is greater than or equal to the power risk threshold, detecting whether the vehicle is in an unlocked state; if the vehicle is in an unlocked state, continuously monitoring the battery power until the battery power is less than the power risk threshold, and then determining that there is a risk of failure in the electronic control function of the vehicle; or, if the vehicle is not in an unlocked state, determining that there is no risk of failure in the electronic control function of the vehicle.

5. The method according to claim 3, wherein Before detecting whether the battery power is less than the power risk threshold, the method further includes: Detecting whether the vehicle is in an unlocked state; If the vehicle is in an unlocked state, detecting whether the battery power is less than the power risk threshold, where if the battery power is less than the power risk threshold, determining that there is a risk of failure in the electronic control function of the vehicle; or, if the battery power is greater than or equal to the power risk threshold, continuously monitoring the battery power until the battery power is less than the power risk threshold, and then determining that there is a risk of failure in the electronic control function of the vehicle.

6. The method according to claim 3, characterized in that, The method further includes: Detecting whether there is a power risk threshold set by the user; If there is no power risk threshold set by the user, obtaining the charge and discharge data of the battery in the second power supply system and the climate characteristics of the environment where the vehicle is located; Calculate the power risk threshold based on the battery charge and discharge data and the climate characteristics.

7. The method according to claim 1, characterized in that The control for the vehicle door to perform active safety unlocking includes: Controlling the driving device of the vehicle to drive the locking mechanism of the door to rotate to a pre-unlocking position, wherein when the locking mechanism rotates to the pre-unlocking position, the cable of the external door handle of the vehicle is connected to the locking mechanism.

8. A vehicle, characterized in that, The vehicle includes: a power supply system and a door control system, and the power supply system and the door control system are communicatively connected; The power supply system is configured to transmit the real-time operation status to the door control system; The door control system is configured to obtain the real-time operation status of the power supply system in the vehicle, analyze whether there is a risk of failure in the electronic control function of the vehicle based on the real-time operation status; if there is a risk of failure in the electronic control function, then control the vehicle door to perform active safety unlocking.

9. The vehicle according to claim 8, wherein The power supply system includes a first power supply system, a second power supply system, and a controller, and the supply voltage of the second power supply system is less than the supply voltage of the first power supply system; The first power supply system is configured to obtain the operating condition data of each load associated with the first power supply system, and determine the system state of the first power supply system based on the operating condition data; The second power supply system is configured to detect the charge and discharge data of the battery in the second power supply system, wherein the charge and discharge data includes the charge state and the battery power; The controller is configured to use the system state of the first power supply system, and / or the charge and discharge data of the battery in the second power supply system as the real-time operation status.

10. The vehicle according to claim 8, characterized in that, The door control system includes: a controller, a driving device, and a locking mechanism; The controller is configured to send a control instruction to the driving device; The driving device is configured to respond to the control instruction and drive the locking mechanism to rotate to a pre-unlocking position, wherein when the locking mechanism rotates to the pre-unlocking position, the cable of the external door handle of the vehicle is connected to the locking mechanism.

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