Vehicle door lock catch control method and device and vehicle

Abstract

The invention discloses a vehicle door lock catch control method and device and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that under the condition that it is detected that a vehicle door is opened, a vehicle door action signal is obtained; according to the vehicle door action signal, the action direction and the real-time travel of the vehicle door are determined; the action direction comprises an opening direction and a closing direction; and according to the action direction and the real-time stroke, the door lock catch is controlled to execute a pop-up action or a hiding action, dynamic linkage of the action of the door lock catch and the movement of the vehicle door is achieved through double judgment of the action direction and the real-time stroke, potential safety hazards are avoided under the condition that user intervention is not needed, and meanwhile the reliability of the locking function is maintained.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a door lock control method, device and vehicle. Background Art

[0002] With the continuous improvement of automobile intelligence and user experience, users' requirements for the overall quality of vehicles are constantly rising. The hidden design of exterior trims has become a core trend in the industry. Technologies such as hidden door handles, electronic pop-up charging covers, and retractable cameras have been rapidly popularized.

[0003] However, the door locks of the main and passenger doors of a car are high-frequency mechanical components and mostly adopt a fixed structure. This design not only affects the overall appearance of the vehicle, but also easily hits the bodies of passengers outside the car when the doors are not closed, posing certain safety hazards.

[0004] Therefore, how to solve the shortcomings of traditional fixed door locks in terms of aesthetics and safety has become a technical problem that technicians in this field urgently need to solve. Summary of the Invention

[0005] In view of the above problems, the present disclosure provides a vehicle door lock strike control method that overcomes or at least partially solves the above problems. The method is applied to a control system including a central domain controller and a door lock strike that can pop out or hide. The technical solution is as follows:

[0006] When the door is detected to be open, a door action signal is obtained;

[0007] Determining the movement direction of the door and the real-time travel of the door according to the door movement signal; the movement direction includes an opening direction and a closing direction;

[0008] According to the movement direction and the real-time travel, the door lock buckle is controlled to perform a pop-up action or a hidden action.

[0009] The system obtains the door movement signal and analyzes the movement direction and real-time travel, and controls the door lock buckle to perform pop-up or hide movement based on the movement direction and real-time travel, so that the door lock buckle state switching strictly follows the door movement trajectory. When the door moves in the opening direction, the door lock buckle is controlled to hide to maintain the flatness of the vehicle body surface, so that the passengers can avoid the protruding structure when getting off the vehicle, and prevent the door lock buckle from scratching the passengers when the door is open. When it is recognized that the door is moving in the closing direction, the door lock buckle is controlled to perform the pop-up action in advance to ensure that the lock buckle is ready when the lock tongue reaches the locked position, ensuring that the door can be successfully closed. The dynamic linkage between the door lock buckle movement and the door movement is realized through the dual judgment of the movement direction and travel, avoiding safety hazards without user intervention, while maintaining the reliability of the locking function.

[0010] Optionally, controlling the door lock to perform a pop-up action or a hidden action according to the action direction and the real-time travel specifically includes:

[0011] When the movement direction is a closing direction, determining a first travel speed and a travel speed change rate of the door movement according to the real-time travel;

[0012] determining whether a door lock catch performs an ejection action condition based on the real-time stroke, the first stroke speed, and the stroke speed change rate;

[0013] When the door lock buckle performs the pop-up action condition, the door lock buckle is controlled to perform the pop-up action.

[0014] During the door closing process, the first stroke speed and stroke speed change rate of the door movement are sensed in real time, which can reflect the current door closing force from the side. Then, according to the real-time stroke of the door and the door movement status, the door lock performs the pop-up action when the real-time stroke of the door meets the conditions for the door lock to execute the pop-up action. In this way, the door lock can adapt to different door closing forces, dynamically determine the timing of the pop-up action according to the door closing force, and can accurately respond to various door closing conditions to ensure that the door lock can pop out in time to complete the door closing operation.

[0015] Optionally, before determining whether a condition for the door lock catch to perform an ejection action is met based on the real-time stroke, the first stroke speed, and the stroke speed change rate, the method further includes:

[0016] A travel threshold of the vehicle door is determined according to the first travel speed and the travel speed change rate.

[0017] The door travel threshold is dynamically determined based on the door's first travel speed and the travel speed change rate. When a fast door closing speed is detected, the travel threshold is increased to ensure that the door lock performs the pop-up action at an earlier travel point to match the high-speed movement requirements of the door. By adaptively adjusting the latest travel position that triggers the door lock to pop up, it is ensured that the door lock can be fully prepared before the door is locked.

[0018] Optionally, determining whether a condition for the door lock buck to perform an ejection action is met based on the real-time stroke, the first stroke speed, and the stroke speed change rate specifically includes:

[0019] When the first travel speed is not less than a preset speed threshold, determining a remaining travel time required for the door to travel from a current position to a closed state based on the real-time travel, the first travel speed, and the travel speed change rate;

[0020] According to the remaining travel time and the door lock buckle pop-up time, it is determined whether the door lock buckle performs the pop-up action condition.

[0021] When the first travel speed of the car door is not less than the preset speed threshold, the car door closing process is predicted in advance, and the remaining travel time required for the car door to move from the current position to the closed state is calculated. Combined with the door lock pop-up time, the door lock pop-up timing is comprehensively judged to effectively avoid safety hazards and component damage caused by the door lock not popping out in time due to the door closing speed being too fast.

[0022] Optionally, determining whether a condition for the door lock buck to perform an ejection action is met according to the real-time stroke, the first stroke speed, and the stroke speed change rate specifically includes:

[0023] When the first travel speed is less than a preset speed threshold, it is determined whether a condition for the door lock buck to perform an ejection action is met according to the real-time travel and the travel threshold.

[0024] When the first stroke speed is less than the preset speed threshold, the vehicle door is in a normal or slow movement state. The conditions for the door lock to execute the pop-up action are judged by the real-time stroke and stroke threshold, which can ensure that the door lock is in place in time before the vehicle door is locked. It can also avoid the time estimation error in low-speed conditions, reduce unnecessary pop-ups, and ensure the consistency and convenience of user operations.

[0025] Optionally, controlling the door lock to perform a pop-up action or a hidden action according to the action direction and the real-time travel specifically includes:

[0026] When the movement direction is an opening direction, determining a second travel speed of the door movement according to the real-time travel;

[0027] determining, based on the real-time travel and the second travel speed, whether a condition for the door lock buckle to perform a hiding action is satisfied;

[0028] When the door lock performs the hiding action condition, determining whether the vehicle occupant corresponding to the door intends to get out of the vehicle within a preset time;

[0029] If so, control the door lock to perform a hiding action.

[0030] When the conditions for the door lock buckle to execute the hidden action are met, combined with the judgment of the intention to get off the vehicle, the door lock buckle is controlled to execute the hidden action only when it is determined that the occupant has the intention to get off the vehicle. This can reduce unnecessary door lock buckle pop-up actions, and effectively avoid other emergencies such as the passenger changing his mind temporarily or the door being slightly opened or temporarily shaken, which causes the door lock buckle to be operated incorrectly. This makes the control of the door lock buckle more intelligent and accurate, and avoids the frequent extension and retraction of the door lock buckle. This greatly reduces the operating frequency of devices such as the drive motor and transmission mechanism, reduces power consumption, effectively improves the vehicle's endurance, and can also effectively reduce the wear and fatigue of mechanical parts, extend the service life of the door lock buckle device, and reduce the maintenance frequency and cost expenditure.

[0031] Optionally, before determining whether a condition for the door lock catch to perform a hiding action is satisfied based on the real-time travel and the second travel speed, the method further includes:

[0032] Determine a first moment when any vehicle door meets the door lock catch execution concealment action condition, and detect a second moment when other vehicle doors are opened;

[0033] When the time interval between the first moment and the second moment is less than the preset interval, the preset travel threshold corresponding to the door lock buckle executing the hiding action condition of the other vehicle doors is corrected to determine whether the other vehicle doors meet the door lock buckle executing the hiding action condition through the corrected preset travel threshold.

[0034] During multi-door interaction, when it is detected that multiple doors are opened continuously in a short period of time, the travel thresholds of subsequent doors will be automatically corrected so that other doors can trigger the hidden action of the door lock with a smaller opening stroke, avoiding the redundant need for passengers to open the door significantly to trigger the hidden action, and simultaneously improving the response speed of the door lock, thereby enhancing the user experience.

[0035] Optionally, according to the movement direction and the real-time travel, controlling the door lock to perform a pop-up action or a hidden action specifically includes:

[0036] When the movement direction is a closing direction, determining the door type; the door type includes an electric sliding door;

[0037] In the case where the vehicle door type is an electric sliding door, a travel threshold corresponding to a condition for the door lock catch to perform an ejection action is determined according to the real-time travel of the vehicle door and the ejection time of the door lock catch.

[0038] In view of the linear uniform motion characteristics of the electric side sliding door, a travel threshold is set according to the real-time travel of the door and the duration of the door lock pop-up. The door lock pop-up is predicted in advance and triggered when the travel threshold is met, ensuring that the door and the body locking mechanism are precisely connected, and preventing the door from being loosely closed due to inappropriate timing of the door lock pop-up.

[0039] A vehicle door lock catch control device, comprising a door lock catch and a hidden pop-up structure provided on the door lock catch, wherein the hidden pop-up structure comprises a sliding cavity, a sliding structure, and an elastic member;

[0040] When the door lock buckle performs the pop-up action, the elastic member pushes the sliding mechanism to drive the door lock buckle to slide outward along the sliding cavity until the door lock buckle reaches the pop-up end point and returns to the pop-up state;

[0041] When the door lock buckle performs the hiding action, the motor drives the sliding mechanism to slide inward along the sliding cavity until the elastic member is fully compressed, and the door lock buckle is converted from the pop-up state to the hidden state.

[0042] A vehicle comprising:

[0043] at least one processor; and,

[0044] a memory communicatively connected to the at least one processor; wherein,

[0045] The memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to:

[0046] When the door is detected to be open, a door action signal is obtained;

[0047] Determining the movement direction of the door and the real-time travel of the door according to the door movement signal; the movement direction includes an opening direction and a closing direction;

[0048] According to the movement direction and the real-time travel, the door lock buckle is controlled to perform a pop-up action or a hidden action.

[0049] By means of the above technical solution, the present disclosure provides a vehicle door lock buckle control method, device and vehicle, which obtain the vehicle door movement signal and analyze the movement direction and real-time travel, and control the door lock buckle to perform a pop-up or hide action based on the movement direction and real-time travel, so that the door lock buckle state switching strictly follows the vehicle door movement trajectory. When the vehicle door moves in the opening direction, the door lock buckle is controlled to be hidden to maintain the flatness of the vehicle body surface, so that the occupant avoids the protruding structure during the process of getting off the vehicle, and prevents the door lock buckle from scratching the occupant when the vehicle door is open. When it is recognized that the vehicle door is moving in the closing direction, the door lock buckle is controlled to perform a pop-up action in advance, ensuring that the lock buckle is ready when the lock tongue reaches the locked position, and ensuring that the vehicle door can be successfully closed. The dynamic linkage between the door lock buckle action and the vehicle door movement is realized through the dual judgment of the movement direction and travel, avoiding safety hazards without user intervention, while maintaining the reliability of the locking function.

[0050] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present disclosure. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0052] Figure 1 A schematic flow chart of a door lock control method provided in an embodiment of the present application is shown;

[0053] Figure 2 A schematic diagram of the control logic flow of the middle door lock of an electric sliding door in a situation provided by an embodiment of the present application is shown;

[0054] Figure 3 A schematic diagram of a side-opening door middle door lock control logic flow diagram provided by an embodiment of the present application is shown;

[0055] Figure 4 A schematic diagram of a hidden state of a vehicle door lock control device provided by an embodiment of the present application is shown;

[0056] Figure 5 A schematic diagram of a door lock control device in an ejection state provided by an embodiment of the present application is shown;

[0057] Figure 6 A schematic structural diagram of a vehicle door lock control device provided in an embodiment of the present application is shown;

[0058] Figure 7 A structural schematic diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0059] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0060] With the continuous improvement of automobile intelligence and user experience, users' requirements for the overall quality of vehicles are constantly rising. The hidden design of exterior trims has become a core trend in the industry. Technologies such as hidden door handles, electronic pop-up charging covers, and retractable cameras have been rapidly popularized.

[0061] However, the door locks of the main and passenger doors of a car are high-frequency mechanical components and mostly adopt a fixed structure. This design not only affects the overall appearance of the vehicle, but also easily hits the bodies of passengers outside the car when the doors are not closed, posing certain safety hazards.

[0062] Therefore, how to solve the shortcomings of traditional fixed door locks in terms of aesthetics and safety has become a technical problem that technicians in this field urgently need to solve.

[0063] Based on the above application scenarios, in order to solve the technical problems of the traditional fixed door lock in terms of aesthetics and safety, the present application provides a door lock control method, such as Figure 1 As shown, Figure 1 This is a schematic flow chart of a vehicle door lock control method provided in an embodiment of the present application. The method can be applied to a control system including a central domain controller and a door lock that can pop out or hide. The method includes:

[0064] S101: When it is detected that the vehicle door is opened, a vehicle door action signal is obtained.

[0065] The Central Electronic Module (CEM) is the core control unit in the automotive electronic system, responsible for controlling and operating the vehicle body electronic equipment. The door module is used to control the movement of the door latch, and drives the door latch to hide or pop out by receiving commands from the CEM. Generally, a door module is installed on the inside of a door. For example, a four-door sedan usually has four door modules, which are installed on the left front door, right front door, left rear door and right rear door respectively. Each door module independently controls the movement of the corresponding door latch. For electric sliding doors, the door module needs to be installed on the inner panel of the sliding door and must work closely with components such as guide rails and pulleys. At the same time, the installation of the door module needs to take into account the movement trajectory and spatial layout of the sliding door to ensure that the sliding door can slide and open smoothly.

[0066] Vehicle doors are typically equipped with various sensors to monitor their movement. These sensors can be angle sensors or laser displacement sensors, and each door requires one. Angle sensors are typically installed on the inside of the door, near the door catch or hinge. Laser displacement sensors are installed on the inside of the door or near the guide rail to measure the distance change between the door and the sensor. When the door opens or closes, the sensor detects the actual movement of the door in real time. For example, an angle sensor measures the angle between the door and the vehicle body to determine the degree of door opening or closing. A laser displacement sensor precisely measures the distance change between the door and the sensor by emitting a laser beam and receiving the reflected light. The sensor converts the physical movement of the door into an electrical signal, which is then received and processed by the CEM to generate a corresponding door movement signal, indicating the specific position of the door.

[0067] Door latches, a crucial component of a vehicle's safety system, are generally divided into front and rear door latches. The latch body (i.e., the door latch) is fixed to the vehicle body, while the bolt is mounted on the door. When the door is closed, the hook engages a slot in the lock base, locking the latch through a locking mechanism. The door latch can typically withstand lateral or longitudinal impacts of 30-50g and remain locked, preventing the door from accidentally opening.

[0068] In an embodiment of the present application, the central domain controller communicates with other electronic modules, and when it detects that the vehicle door is opened, it obtains the vehicle door action signal through the vehicle door sensor (such as an angle sensor, a laser displacement sensor), and through real-time analysis of the vehicle door action signal and in combination with the vehicle door status, controls the door module to drive the door lock to perform the corresponding pop-up action or hide action. Compared with the traditional fixed door lock, this method realizes the intelligent control of the door lock, so that the door lock can dynamically adjust its position according to the actual movement state of the vehicle door, thereby maintaining the smoothness and integrity of the vehicle appearance during the door opening and closing process, greatly improving the appearance of the vehicle. Secondly, by precisely controlling the pop-up and hiding timing of the door lock, the time that the door lock is exposed is reduced, effectively reducing the risk of passengers being scratched by the door lock when entering and exiting the vehicle or during daily use, thereby improving the safety of the vehicle.

[0069] The generation of the door action signal is inevitably accompanied by the movement of the door. Therefore, it is necessary to ensure that the door action signal can only be collected when the door is open. The Passive Keyless Entry (PKE) system of a car is a smart key system that allows the driver to unlock or lock the door and start the vehicle without actively pressing any buttons on the key. To open the door, you first need to activate the PKE unlocking function, that is, touch the sensing area on the inside of the door handle with your hand. After the CEM detects that the PKE unlocking function is triggered, once the door is in the open state, the door will further open or close. In response to the opening and closing action of the door, the sensor installed on the door will detect the corresponding physical changes, such as magnetic field changes, angle changes or displacement changes, and convert them into electrical signals and send them to the CEM.

[0070] S102: Determine the movement direction of the door and the real-time travel of the door according to the door movement signal; the movement direction includes an opening direction and a closing direction.

[0071] Movement direction refers to whether the door is opening or closing, while real-time travel refers to the door's specific position at each moment during its movement, specifically expressed as door angle or door displacement. For example, when a door opens from a fully closed position, it will gradually move to different angles over time, such as 10°, 30°, and 90°. Real-time travel accurately reflects the door's dynamic position at each moment during its movement. As the door continuously moves, the CEM collects continuously generated door movement signals. Based on these door movement signals at different moments, the CEM can determine the door's movement direction and real-time travel based on the angle changes or displacement changes reflected by these continuous door movement signals. Traditional side-opening doors mostly use angle sensors to detect the open and closed status of the door. For the angle sensor, as the door opens and closes, the angle change of the magnet is captured by the sensor, and the angle information of the door is output in real time, thereby determining the real-time travel of the door; most electric side sliding doors use laser displacement sensors to emit laser beams and measure the displacement of reflected light to determine the actual displacement of the side sliding door. During the movement of the door, the displacement change of the reflected light is determined by the door action signal, thereby determining the real-time travel of the door at each moment.

[0072] S103: Control the door lock to perform a pop-up action or a hidden action according to the action direction and the real-time travel.

[0073] In the embodiment of the present application, the door lock catch is provided with a hidden pop-up structure. By combining the hidden pop-up structure with the door lock catch, the door lock catch is no longer fixed in a fixed state, but can be dynamically popped out or hidden. The door lock catch's pop-up or hidden action is determined by the actual door movement direction and the real-time travel of the door. In other words, when the door is moving in the direction of opening, it means that the user is opening the door and may need to enter or exit from the side of the door. In order to reduce the risk of scratches caused by the protruding door lock catch when the occupants enter or exit, it is necessary to consider the real-time travel of the door. When the door moves to a certain position, the CEM controls the door lock catch to perform a hidden action. In this way, the door lock catch is no longer protruding, and the side of the door will remain flat, eliminating the risk of scratches when the occupants enter or exit the door. When the car door moves in the closing direction, it means that the user is closing the door. Since the door lock is already in a hidden state when the car door is opened, in order to ensure that the lock tongue can close the lock in time, the CEM needs to control the door lock to perform the pop-up action in advance when the car door moves to a certain position based on the real-time travel of the car door, thereby restoring the hidden door lock to the pop-up state to ensure that the car door can be closed smoothly.

[0074] From a safety and user experience perspective, the traditional protruding door latch structure can easily cause collisions between passengers and the latch during driving, especially on bumpy roads or when passengers are frequently entering and exiting the vehicle. This can lead to injuries and affect the safety and comfort of the ride. The hidden door latch design effectively prevents this problem when passengers are entering and exiting the vehicle, reducing the possibility of injury from structural issues. This provides a safer and more comfortable riding environment for passengers and enhances the overall user experience.

[0075] In one embodiment, the door lock catch automatically executes an ejection or retraction action based on the actual movement of the vehicle door. This action depends not only on the door's direction of movement and real-time travel, but also on the door's speed and acceleration. Different occupants have different door opening and closing habits, resulting in varying degrees of force applied when opening and closing the door. Furthermore, the closing force applied varies when the occupant is inside the vehicle versus outside. When inside, the occupant is typically seated, with limited arm reach. Closing the door primarily relies on the wrist and forearm, making it difficult to apply significant torque. Consequently, the closing force is significantly less than when outside the vehicle. Determining the door lock catch's ejection or retraction timing solely based on the fixed real-time travel of the vehicle door fails to account for the occupant's different door opening and closing habits and their position when opening and closing the door. Consequently, when faced with significant closing force, the door lock catch may not fully engage just as the door is about to close. This can result in the door not closing tightly, which not only reduces the user experience but also damages the door lock catch structure and reduces its service life.

[0076] Therefore, when the door moves in the closing direction, the CEM needs to determine the first travel speed and travel speed change rate based on the door's real-time travel. The first travel speed reflects the door's instantaneous speed during closing, while the travel speed change rate reflects the door's acceleration or deceleration, that is, the acceleration of the door closing. The door movement signal indicates the current door position and also records the corresponding acquisition time. The first travel speed can be calculated based on the changes in angle or distance values at different moments. For example, if the door takes 0.5 seconds to close from 45° to 30°, the first travel speed can be calculated as 30° / s. Furthermore, based on the changing trend of the first travel speed, the corresponding travel speed change rate must be calculated to indicate whether the door closing speed is gradually accelerating or decelerating.

[0077] After calculating the first travel speed and the travel speed change rate, the system determines whether the door meets the door striker ejection conditions at each moment based on the door's operating status and the door's current real-time travel (i.e., position). The door striker ejection conditions ensure that the door striker can be ejected early, ensuring reliable locking, just as the door is about to fully close and come to a stop. These conditions can include a minimum travel condition, requiring the door striker to reach a certain travel position to ensure sufficient clearance for ejection. For example, the door striker must be closed to a distance of 20°. Alternatively, they can include a minimum time requirement, requiring the door striker to fully eject within a certain travel time. For example, if the door striker requires 0.2 seconds to eject, the door striker must initiate ejection when the door still has 0.2 seconds left to fully close. The specific door striker ejection conditions used vary depending on the door's speed. At slow speeds, the door may not close suddenly. In these situations, focusing on the travel condition allows for more precise timing of the door striker ejection. When the speed is fast, the emphasis is on time conditions, and the door lock can be ejected in advance to adapt to the inertia caused by rapid closing, thereby reducing the risk of locking failure due to door speed problems.

[0078] When the CEM determines that the door striker's ejection conditions are met, it sends a control command to the door module. Upon receiving the command, the door module activates the striker's actuator, causing the striker to emerge from its hidden position and engage with the striker on the vehicle body, locking the door. For example, a motor drives the striker's mechanical structure, causing it to extend from the inside of the door and engage with the striker slot on the vehicle body, locking the door.

[0079] In one embodiment, the door striker's ejection condition can be either travel- or time-based. For the travel condition, the door striker's ejection condition effectively sets a minimum travel point for the door, known as a travel threshold. A fully open door is defined as 90°, while a fully closed door is defined as 0°. In practice, the opening angle may range from 80° to 110° depending on the vehicle model, but 90° is used as the baseline. The travel threshold indicates the remaining degree of door closure required to trigger the door striker's ejection. For example, a travel threshold of 5° means the door striker will prematurely eject 5° from fully closed to mitigate impact. When the door continuously moves from its initial state to the travel threshold, the door striker's ejection control logic is triggered. As the door moves from the travel threshold to the closed state, the door striker will execute the ejection action, returning from its hidden state to its popped-out state, ensuring the door striker remains in place until the door is fully closed.

[0080] The travel threshold setting is linked to the door's motion state, specifically the first travel speed and the rate of change of travel speed. Generally speaking, a faster first travel speed and a greater rate of change of speed indicate a greater door closing force. In these cases, the travel threshold should be increased to allow the door strike to deploy earlier and ensure it can return to its deployed state more quickly. Conversely, if the door closing speed is slow and steady, the travel threshold can be appropriately lowered. This way, even if the door strike deploys later, the door's gentler speed ensures it remains in place before fully closing. Furthermore, appropriately lowering the travel threshold prevents the strike from deploying prematurely and interfering with normal door closing.

[0081] Therefore, after determining the door's first travel speed and travel speed change rate, this can be achieved by searching a mapping table between the real-time first travel speed, travel speed change rate, and travel threshold. This mapping table is designed based on experimental door dynamics data and industry standards (such as ISO 12213, the standard for door closing performance). For a traditional side-opening door, real-time travel is represented by an angle value. According to the mapping table, when the first travel speed is no more than 30° / s, the door is in a low-speed closing state. The travel threshold at this point can be set between 15° and 20°, depending on the travel speed change rate. When the first travel speed is between 30° / s and 80° / s, the door is in a medium-speed normal closing state. The travel threshold can be set between 20° and 25°, depending on the travel speed change rate. When the first travel speed is no less than 80° / s, the door is in a high-speed closing state. The travel threshold can be set between 25° and 35°, depending on the travel speed change rate.

[0082] It should be noted that the setting of the above-mentioned travel threshold is only an example. The specific value can be set according to the actual vehicle model, and this application does not limit this.

[0083] In one embodiment, the above process describes how to determine the travel threshold for a traditional side-opening door. However, for a power sliding door, the difference is that it automatically opens or closes upon triggering, and its movement speed is uniform. Therefore, before setting the travel threshold, it is necessary to determine the specific door type and then adopt different travel threshold determination methods for different door types. For a power sliding door, the travel threshold corresponding to the door latch's ejection action condition can be determined simply by the door's real-time travel and the door latch's ejection time. It should be noted that the real-time travel here is different from that of a side-opening door. It is no longer an angle, but a displacement, that is, the amount of displacement required to move from the current position to the closed state.

[0084] Specifically, the door strike's ejection duration is determined based on the strike's mechanical properties. To ensure the strike fully ejects before the power sliding door closes, the amount of displacement the power sliding door can achieve during the time it takes for the strike to fully eject is determined. This displacement represents the travel threshold that triggers the strike's ejection. Therefore, the travel threshold is determined by multiplying the door's travel speed by the strike's ejection duration. When the door's actual travel is less than or equal to the travel threshold, the strike's ejection condition is met.

[0085] It's important to note that in addition to detecting displacement, microswitch signals can also be used to detect whether a power sliding door has opened or closed. A microswitch is a contact sensor that detects the position or motion of an object through the closing and opening of mechanical contacts. It's typically installed at either end of the sliding door's guide rail or at a specific location to detect whether the door has reached the preset opening or closing position. When a power sliding door uses a microswitch to detect the door's opening and closing, once the sliding door signal is detected, it simultaneously controls the door lock to either close or pop out.

[0086] Figure 2 The following is a schematic diagram of the control logic flow of the electric side sliding door middle door lock in one situation, such as Figure 2 As shown in the figure, when the sliding door is open, the central domain controller will detect the sliding door signal generated by the electric sliding door. If the electric sliding door is in the opening motion, the central domain controller will drive the door module to hide the door lock. If the door lock is in the hidden state and the central domain controller detects the sliding door signal again and the electric sliding door is in the closing motion, the central domain controller will drive the door module to eject the door lock, and the door lock will return from the hidden state to the popped state.

[0087] In one embodiment, the aforementioned travel conditions primarily apply to low-speed door closing and normal door closing scenarios. Specifically, a preset speed threshold is set as the basis for determining the door travel speed state. When the first travel speed is less than the preset speed threshold, it indicates that the current door closing force is moderate. Based solely on the fixed travel threshold, the door striker can fully eject before the door closes. In this scenario, during door movement, the CEM determines whether the door striker meets the ejection conditions based on the door's real-time travel and the travel threshold. When the door's real-time travel is less than or equal to the travel threshold, the door striker is triggered to eject. At this point, the door striker returns from its hidden state to its ejected state and fully ejects before the door closes, effectively locking the door.

[0088] Figure 3 A side door middle door lock control logic flow diagram provided in an embodiment of the present application is as follows: Figure 3 As shown, when the side door is open, the central domain controller uses the angle sensor to collect door motion signals and determine the door's real-time travel. If the real-time travel exceeds the travel threshold, the central domain controller activates the door module to hide the door strike. When the door strike is hidden and the door moves toward closing, the central domain controller uses the angle sensor to collect door motion signals and determine the door's real-time travel. If the real-time travel is less than or equal to the travel threshold, the central domain controller activates the door module to eject the door strike, restoring the door strike from its hidden state to its popped-out state.

[0089] In one possible implementation, CEM can determine whether the occupant is the driver based on the currently open door position. If so, as a frequent user of the vehicle, CEM can determine the driver's door-closing habits by using the door latch's travel thresholds recorded in historical records for each door-closing action. The system then retrieves the travel thresholds corresponding to each door-closing event within a preset timeframe (e.g., one week, one month, or two months). These travel thresholds are analyzed and their variance determined to determine whether the driver has a relatively stable door-closing habit. A low variance indicates minimal variation between data points, meaning the driver applies consistent force each time they close the door, suggesting they maintain a consistent closing force over time.

[0090] Based on this, the travel thresholds in the historical records are averaged, and the calculated average reflects the driver's typical door-closing force. For drivers who frequently use the system, after understanding their door-closing habits, the average travel threshold can be used as the door lock's ejection condition. When the door's real-time travel is less than or equal to the average travel threshold, the door lock is activated. Compared to the traditional recognition method, this eliminates the need for a mapping table to determine the travel threshold, significantly improving door lock control efficiency. Furthermore, by reducing data search and processing steps, it also significantly saves computing resources.

[0091] In one possible implementation, the present invention provides multiple preset door lock buckle control modes, such as comfort mode, safety mode, and energy-saving mode. In comfort mode, the door lock buckle's actions are more consistent with most users' habits; in safety mode, the door lock buckle performs its concealment action earlier, minimizing the risk of scratches; and in energy-saving mode, the door lock buckle's actions are minimized to reduce energy consumption. Based on different scenarios and needs, passengers can select the appropriate preset mode on the central control screen or mobile terminal application. Based on the different door lock buckle control modes, the CEM will adaptively adjust the travel threshold to enhance the user experience.

[0092] In one embodiment, the door striker's ejection conditions, in addition to the aforementioned travel conditions, also include a time condition. The difference between the time condition and the travel condition is that the time condition no longer determines whether the door striker ejection conditions are met based on the vehicle door's real-time travel and travel threshold. Instead, the time condition determines the door striker's ejection timing based on the remaining travel time until the vehicle door reaches the closed state. In other words, whether the remaining travel time ensures the door striker's complete ejection determines whether the door striker's ejection conditions are met.

[0093] The system determines whether the door lock strike meets the conditions for ejection based on the remaining travel time, which is applicable to high-speed door movements. When the first travel speed exceeds a preset speed threshold, it indicates that the door is closing with considerable force. If the door lock strike is still controlled by a fixed travel threshold, the timing of its ejection is often overlooked. During high-speed movement, the door can quickly move from the travel threshold to the closed state, making it impossible to guarantee that the door lock strike will fully eject within this timeframe. If the door lock strike fails to fully eject, not only will the door not fully close, but the impact can also damage the door lock strike itself.

[0094] Therefore, when the door is in a high-speed movement state, the remaining travel time required for the door to move from the current position to the door closed state is determined based on the real-time travel, the first travel speed, and the travel speed change rate. The remaining travel time can be calculated using the following formula:

[0095]

[0096] Where θ0 represents the real-time travel, that is, the current door angle, v represents the first travel speed, a represents the rate of change of travel speed, and θ is the door angle when the vehicle is in the closed state, which is usually 0.

[0097] To ensure the door lock strike can fully eject within the remaining travel time, the door lock strike's ejection time, which is the time it takes for the strike to fully eject after receiving the eject command, must also be considered. This ejection time is typically a fixed value determined by the strike strike's mechanical properties.

[0098] It should be noted that in actual vehicle usage scenarios, door locks are subject to frequent use, high temperature, high humidity and other complex environmental conditions for a long time. Problems such as wear of mechanical components, reduced lubrication performance or dirt accumulation can cause the pop-up duration to gradually deviate from the initial design value. The accuracy of the door lock pop-up duration directly affects the corresponding pop-up timing of the door lock. If it is not corrected in time, the door lock may be hit by the car door before it is fully popped out when closing the door at high speed. Therefore, in order to ensure that the door is closed and avoid the situation where the door lock pop-up duration cannot be fully popped out within the original door lock pop-up duration due to mechanical performance degradation, the door lock pop-up duration needs to be corrected.

[0099] Generally, a preset number of times is set as the standard for determining whether the door lock has mechanical performance degradation. The pop-up duration of the most recent preset number and the historical preset number are obtained. The historical preset number here refers to the preset number before the most recent preset number. For example, if the preset number is 10, the pop-up duration of the most recent preset number and the historical preset number are obtained, that is, the pop-up duration between the most recent 10 times, the most recent 20 times, and the most recent 10 times is obtained. The pop-up duration of the most recent preset number and the historical preset number are averaged to obtain the average pop-up duration. If there is a deviation between the average pop-up duration of the most recent preset number and the average pop-up duration of the historical preset number, for example, when the average pop-up duration is monitored to extend from the initial 0.3 seconds to 0.4 seconds, then it indicates that the mechanical performance of the door lock has deteriorated. In this case, the door lock pop-up duration needs to be dynamically corrected. The corrected door lock pop-up duration will be used to subsequently determine whether the vehicle door meets the conditions for the door lock to execute the pop-up action.

[0100] The adaptive correction mechanism for the door lock pop-up time not only effectively avoids safety hazards caused by component aging and environmental factors, but also reduces door impact noise and component damage caused by inappropriate pop-up timing, effectively reducing the risk of component damage caused by impact, and accurately controlling the pop-up time to avoid excessive impact between the door lock and the door, thereby extending the service life of the door lock and related components, and reducing the maintenance cost and frequency of the vehicle.

[0101] After determining the remaining travel time of the door and the door strike release time, the system compares the two to determine whether the door meets the strike release conditions. If the remaining travel time is greater than the strike release time, it indicates that the strike has sufficient time to close the door before it releases and locks. The door will continue to move, and the CEM will monitor the remaining travel time until it equals the strike release time, indicating that the strike can fully release from this position to the closed state. At this point, the strike is considered to have met the strike release conditions. The CEM then sends a control command to the door module, which activates the strike's internal motor, causing the strike to release and lock the door.

[0102] When the door is moving in the opening direction, it is gradually opening. At this point, the CEM controls the door striker to perform a concealing action, and the striker will also change from the pop-up state to the concealed state. However, the frequent movement of the striker, whether from pop-up to concealed or from concealed to pop-up, will cause a certain degree of wear on the striker's mechanical structure. This wear is mainly reflected in the frequent movement of the striker, which may cause accelerated wear of mechanical components, thereby shortening the striker's service life. In addition, the striker's movement is typically driven by a motor or electromagnet. Frequent movement requires these driving components to operate more frequently, which not only increases mechanical wear but also may lead to additional energy consumption in the electrical system. Therefore, to reduce the losses and additional energy consumption caused by the frequent movement of the striker, it is necessary to optimize the striker's operation logic and frequency while maintaining the original control logic.

[0103] In one embodiment, when a vehicle door moves in the opening direction, conventional door striker control logic automatically assumes that the door opening is accompanied by exiting the vehicle. Once the CEM determines that the door meets the door striker's concealment action conditions, it controls the door striker to perform the concealment action. However, in real-world scenarios, vehicle doors may be opened for a variety of reasons, not just exiting the vehicle. For example, a occupant may simply open the door for ventilation or briefly open the door to pass an item outside without intending to leave the vehicle. In this case, the door striker's concealment action is meaningless. This unnecessary concealment action causes unnecessary wear and tear on the door striker's mechanical components. Frequent opening and closing actions accelerate wear and tear, reducing their service life, increasing repair costs and the risk of failure. Furthermore, each door striker action consumes a certain amount of power. Frequent and unnecessary door striker actions waste valuable battery life, particularly for electric vehicles, which directly impacts their range. Therefore, to address the issue of power loss caused by unnecessary door striker actions, when the door moves in the opening direction, it is necessary to comprehensively determine whether the door striker should perform the concealment action, taking into account whether the occupant intends to exit the vehicle.

[0104] Specifically, the second travel speed of the door's movement is determined based on the real-time travel. Because the door's inertia during opening is low and is typically controlled manually, the speed change is relatively gradual. Even if the door opens quickly, it doesn't generate the same significant impact as when closing. Therefore, the rate of change in travel speed has a minimal impact on the timing of the door lock's concealment. Therefore, during the door opening process, the real-time travel and second travel speeds are sufficient to determine whether the door lock meets the conditions for concealment. The logic for determining whether the door lock meets the concealment conditions is similar to the logic for determining whether the door lock meets the pop-up conditions during low-speed closing. In both cases, a preset travel threshold is calculated using the real-time travel and second travel speeds. The real-time travel and preset travel threshold are then used to determine whether the door lock meets the concealment conditions.

[0105] Furthermore, if the real-time travel is greater than or equal to a preset travel threshold, the door is determined to meet the conditions for the door striker to execute the concealment action. If, during the door opening process, the real-time travel does not fully match the preset travel threshold, the subsequent real-time travel detected may exceed the preset travel threshold. In this case, the first time the preset travel threshold is exceeded is used as the time to activate the door striker to execute the concealment action. For example, if the preset travel threshold is 20°, and the partial real-time travel is 18°, 18.9°, 19.7°, and 20.3°, then when the door is at 20.3°, the door striker should be pre-activated to conceal.

[0106] Furthermore, whether the door lock latch is necessary to be hidden requires determining within a preset time whether the occupant of the corresponding door intends to exit the vehicle. To identify this intention, pressure sensors, infrared sensors, or millimeter-wave radar sensors can be installed on the seat surface, inside the door, or elsewhere. When the door is opened, if the sensor detects a decrease in seat pressure and a continuous human presence near the door, it is considered an intention to exit. For example, if a passenger stands up and leaves the seat, the pressure sensor detects a sudden decrease in pressure, while the infrared sensor simultaneously senses movement toward the door, confirming the intention to exit. Furthermore, computer vision technology can be used to analyze the interior image using in-vehicle cameras to identify the occupant's movements, such as standing up, lifting a leg, or reaching for the door handle. Combined with the door's open state, this can be used to determine whether the occupant intends to exit. For example, if the camera captures a sequence of a passenger leaning forward and reaching for the door handle, and the door is open, this is considered an intention to exit.

[0107] Only after confirming the occupant's intention to exit the vehicle, and provided the door lock's concealment conditions are met, will the CEM actually control the door lock to retract. By adjusting the existing door lock retraction control logic based on the exit intention, this prevents unnecessary retraction of the door lock when the door is temporarily opened, reducing mechanical wear and energy consumption.

[0108] In one embodiment, in automotive use scenarios, particularly for vehicles carrying multiple passengers, such as families or groups, multiple doors often need to be opened sequentially within a short period of time. In this case, if each door of the vehicle uses independent control logic to perform the concealment action, this may result in a delay in control response, thereby reducing the efficiency of door operation and the user experience. Therefore, the embodiments of the present application coordinate the concealment action control logic of multiple doors, using a linkage strategy of time interval and travel threshold correction to improve the response speed of the door lock.

[0109] Specifically, when any door is detected to meet the door lock's concealment action conditions, this moment is recorded as the first moment. The system simultaneously monitors other doors. If another door is subsequently detected opening, the corresponding second moment is recorded. The time interval between the first and second moments is compared with a preset interval, which is set based on human operating habits and the door's mechanical response time. If the time interval is less than the preset interval, it indicates that multiple doors opened nearly simultaneously, possibly indicating that multiple people were exiting the vehicle at the same time. If the time interval is greater than the preset interval, the door is treated as an independent door opening event and handled according to the standard door lock control logic.

[0110] Furthermore, when the time interval is less than a preset interval, the CEM adjusts the preset travel thresholds for the door latches of other doors that require them to perform a hidden action. Typically, this correction strategy involves lowering the preset travel thresholds. For example, after detecting multiple doors opened in a short period of time, the preset travel thresholds for the subsequent doors opened might be adjusted from 20° to 15°. This is because when multiple doors are opened simultaneously, the CEM needs to process the door latch control logic for multiple doors simultaneously. Simplifying the judgment criteria reduces the CEM's processing complexity, reduces the system resource usage associated with processing multiple door logic, and avoids system response delays or failures caused by excessive computational load. Furthermore, lowering the preset travel thresholds enables faster response times for the door latch hidden action, ensuring that door operation closely matches user intent and enhancing user experience and comfort.

[0111] In summary, the door movement signal is obtained and the movement direction and real-time travel are analyzed. The door lock buckle is controlled to perform a pop-up or hide action based on the movement direction and real-time travel, so that the door lock buckle state switching strictly follows the movement trajectory of the door. When the door moves in the opening direction, the door lock buckle is controlled to hide to maintain the flatness of the vehicle body surface, so that the occupants can avoid the protruding structure during the getting off process, and prevent the door lock buckle from scratching the occupants when the door is open. When it is recognized that the door is moving in the closing direction, the door lock buckle is controlled to perform a pop-up action in advance to ensure that the lock buckle is ready when the lock tongue reaches the locked position, and ensure that the door can be successfully closed. The dynamic linkage between the door lock buckle action and the door movement is realized through the dual judgment of the movement direction and travel, avoiding safety hazards without user intervention, while maintaining the reliability of the locking function.

[0112] In addition, if Figure 4 and Figure 5 As shown, an embodiment of the present application provides a vehicle door lock striker control device, comprising a door lock striker 1 and a hidden pop-up structure provided on the door lock striker 1. The door lock striker 1 performs a pop-up or hidden action via the hidden pop-up structure, which is provided within the vehicle door side guard. The hidden pop-up structure includes a sliding cavity 2, a sliding structure 3, and an elastic member 8.

[0113] When the door lock buckle 1 performs the pop-up action, the elastic member 8 pushes the sliding mechanism 3 to drive the door lock buckle 1 to slide outward along the sliding cavity 2 until the door lock buckle 1 reaches the pop-up end point and returns to the pop-up state;

[0114] When the door lock catch 1 performs the hiding action, the motor drives the sliding mechanism 3 to slide inward along the sliding cavity 2 until the elastic member 8 is fully compressed, and the door lock catch 1 is converted from the pop-up state to the hidden state.

[0115] Specifically, if Figure 4 A schematic diagram of a hidden state of a door lock control device shown in FIG. Figure 5The figure shows a schematic diagram of the pop-up state of a vehicle door lock control device, in which a hidden pop-up structure is provided on the door lock 1, and a sliding cavity 2, a sliding structure 3, a blocking block 4, a guide blocking block 5, guide grooves 6 and 7, an elastic member 8, a rotation limit device 9 and a spring positioning column 10 are provided on the hidden pop-up structure.

[0116] When the door lock 1 performs the ejection movement, it transitions from a hidden state to an ejected state. The motor releases the lock on the sliding mechanism 3, releasing the stored energy in the elastic member 8, which pushes the sliding mechanism 3 and causes the door lock 1 to slide outward within the sliding cavity 2. As the sliding mechanism 3 moves, it pushes the blocking block 4 along the guide grooves 6 and 7. The inclined sections of the guide grooves 6 and 7 cause the blocking block 4 and the guide blocking block 5 to retract laterally. When the sliding mechanism 3 reaches its maximum travel, the rotational stopper 9 engages the stopper groove, freeing the blocking block 4 and the guide blocking block 5 from obstructing the sliding mechanism 3. At this point, the door lock 1 reaches the ejection endpoint and remains in the ejected state.

[0117] When the door lock buckle 1 performs the hiding action, the door lock buckle 1 will change from the pop-up state to the hidden state. After the rotation limit device 9 releases the limit, the motor drives the sliding mechanism 3 to slide inward along the sliding cavity 2, and the inclined surface of the sliding mechanism 3 contacts the blocking block 4. When the sliding mechanism 3 is fully retracted, the blocking block 4 and the sliding blocking block 5 are stuck in the groove at the bottom of the sliding mechanism 3, and the elastic part 8 is fully compressed. At this time, the hidden pop-up structure is completely embedded in the door side guard plate, ready for the next pop-up.

[0118] In addition, if Figure 6 As shown, Figure 6 : is a schematic structural diagram of a door lock control device provided in an embodiment of the present application, the device comprising:

[0119] An acquisition module 601 is used to acquire a door motion signal when detecting that a door is opened;

[0120] The travel determination module 602 is used to determine the movement direction of the door and the real-time travel of the door according to the door movement signal; the movement direction includes the opening direction and the closing direction;

[0121] The control module 603 is used to control the door lock to perform a pop-up action or a hidden action according to the action direction and real-time travel.

[0122] In one possible implementation, the control module is specifically configured to determine, when the movement direction is a closing direction, a first travel speed and a travel speed change rate of the door movement according to the real-time travel;

[0123] determining whether a door lock catch performs an ejection action condition based on the real-time stroke, the first stroke speed, and the stroke speed change rate;

[0124] When the door lock buckle performs the pop-up action condition, the door lock buckle is controlled to perform the pop-up action.

[0125] In one possible implementation, the control module is specifically used to determine whether the door lock buckle performs a pop-up action condition based on the real-time stroke, the first stroke speed and the stroke speed change rate, and to determine the stroke threshold of the door lock buckle based on the first stroke speed and the stroke speed change rate.

[0126] In one possible implementation, the control module is specifically configured to determine, when the first travel speed is not less than a preset speed threshold, a remaining travel time required for the door to travel from a current position to a closed state based on the real-time travel, the first travel speed, and the travel speed change rate;

[0127] According to the remaining travel time and the door lock buckle pop-up time, it is determined whether the door lock buckle performs the pop-up action condition.

[0128] In one possible implementation, the control module is specifically configured to determine whether a condition for the door lock to perform an ejection action is met based on the real-time travel and the travel threshold when the first travel speed is less than a preset speed threshold.

[0129] In one possible implementation, the control module is specifically configured to determine a second travel speed of the door movement according to the real-time travel when the movement direction is an opening direction;

[0130] determining, based on the real-time travel and the second travel speed, whether a condition for the door lock buckle to perform a hiding action is satisfied;

[0131] When the door lock performs the hiding action condition, determining whether the vehicle occupant corresponding to the door intends to get out of the vehicle within a preset time;

[0132] If so, control the door lock to perform a hiding action.

[0133] In one possible implementation, the control module is specifically configured to, before determining whether a condition for the door lock strike to perform a concealing action is satisfied based on the real-time travel distance and the second travel speed, determine a first moment at which any vehicle door satisfies the condition for the door lock strike to perform a concealing action, and detect a second moment at which the other vehicle door is opened;

[0134] When the time interval between the first moment and the second moment is less than the preset interval, the preset travel threshold corresponding to the door lock buckle executing the hiding action condition of the other vehicle doors is corrected to determine whether the other vehicle doors meet the door lock buckle executing the hiding action condition through the corrected preset travel threshold.

[0135] In a possible implementation, the control module is specifically configured to determine the door type when the movement direction is a closing direction; the door type includes an electric sliding door;

[0136] In the case where the vehicle door type is an electric sliding door, a travel threshold corresponding to a condition for the door lock catch to perform an ejection action is determined according to the real-time travel of the vehicle door and the ejection time of the door lock catch.

[0137] Regarding the apparatus in the above embodiment, the specific manner in which each unit performs operations has been described in detail in the embodiment of the method, and will not be elaborated on here.

[0138] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0139] For example, Figure 7 As shown, the vehicle includes: a memory 701 and a processor 702, wherein the memory 701 stores an executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a door lock control method.

[0140] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0141] In the case of dividing each functional module into corresponding functional modules, the vehicle may include:

[0142] An acquisition module, used to acquire a door action signal when detecting that the door is opened;

[0143] A travel determination module is used to determine the movement direction of the door and the real-time travel of the door according to the door movement signal; the movement direction includes the opening direction and the closing direction;

[0144] The control module is used to control the door lock to perform pop-up or hide action according to the action direction and real-time travel.

[0145] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0146] The vehicle provided in this embodiment is used to execute the above-mentioned door lock control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0147] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0148] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0149] This embodiment also provides a computer-readable storage medium, which stores computer program code (including but not limited to disk storage, CD-ROM, optical storage, etc.). When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle remote control method provided in the above embodiment.

[0150] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle remote control method provided by the above embodiment.

[0151] Among them, the beneficial effects of the above embodiments can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0152] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0153] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0154] In the description of the present disclosure, it should be understood that if the terms "up", "down", "front", "back", "left" and "right" are used to indicate directions or positional relationships, they are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the positions or elements referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limitations of the present disclosure.

[0155] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. It should also be noted that the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, commodity, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, commodity, or device comprising the element.

[0156] The above are merely examples of the present disclosure and are not intended to limit the present disclosure. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure are intended to be included within the scope of the claims of the present disclosure.

Claims

1. A door lock control method, characterized in that: Applied to a control system comprising a central domain controller and a door lock that can pop out or hide, the method comprises: When the door is detected to be open, a door action signal is obtained; Determining the movement direction of the door and the real-time travel of the door according to the door movement signal; the movement direction includes an opening direction and a closing direction; According to the movement direction and the real-time travel, the door lock buckle is controlled to perform a pop-up action or a hidden action.

2. A vehicle door lock control method according to claim 1, characterized in that: According to the movement direction and the real-time travel, controlling the door lock to perform an ejection action or a concealment action specifically includes: When the movement direction is a closing direction, determining a first travel speed and a travel speed change rate of the door movement according to the real-time travel; determining whether a door lock catch performs an ejection action condition based on the real-time stroke, the first stroke speed, and the stroke speed change rate; When the door lock buckle performs the pop-up action condition, the door lock buckle is controlled to perform the pop-up action.

3. A vehicle door lock control method according to claim 2, characterized in that: Before determining whether a door lock striker performs an ejection action condition based on the real-time stroke, the first stroke speed, and the stroke speed change rate, the method further includes: A travel threshold of the vehicle door is determined according to the first travel speed and the travel speed change rate.

4. A vehicle door lock control method according to claim 3, characterized in that: The determining, based on the real-time travel, the first travel speed, and the travel speed change rate, whether a condition for the door lock to execute an ejection action is satisfied specifically includes: When the first travel speed is not less than a preset speed threshold, determining a remaining travel time required for the door to travel from a current position to a closed state based on the real-time travel, the first travel speed, and the travel speed change rate; According to the remaining travel time and the door lock buckle pop-up time, it is determined whether the door lock buckle performs the pop-up action condition.

5. The vehicle door lock control method according to claim 3, characterized in that: Determining whether a door lock catch performs an ejection action condition based on the real-time stroke, the first stroke speed, and the stroke speed change rate specifically includes: When the first travel speed is less than a preset speed threshold, it is determined whether a condition for the door lock buck to perform an ejection action is met according to the real-time travel and the travel threshold.

6. The vehicle door lock control method according to claim 1, characterized in that: According to the movement direction and the real-time travel, controlling the door lock to perform an ejection action or a concealment action specifically includes: When the movement direction is an opening direction, determining a second travel speed of the door movement according to the real-time travel; determining, based on the real-time travel and the second travel speed, whether a condition for the door lock buckle to perform a hiding action is satisfied; When the door lock performs the hiding action condition, determining whether the vehicle occupant corresponding to the door intends to get out of the vehicle within a preset time; If so, control the door lock to perform a hiding action.

7. The vehicle door lock control method according to claim 6, characterized in that: Before determining whether a condition for the door lock to perform a hiding action is satisfied based on the real-time travel and the second travel speed, the method further includes: Determine a first moment when any vehicle door meets the door lock catch execution concealment action condition, and detect a second moment when other vehicle doors are opened; When the time interval between the first moment and the second moment is less than the preset interval, the preset travel threshold corresponding to the door lock buckle executing the hiding action condition of the other vehicle doors is corrected to determine whether the other vehicle doors meet the door lock buckle executing the hiding action condition through the corrected preset travel threshold.

8. The vehicle door lock control method according to claim 1, characterized in that: According to the movement direction and the real-time travel, controlling the door lock to perform an ejection action or a concealment action specifically includes: When the movement direction is a closing direction, determining the door type; the door type includes an electric sliding door; In the case where the vehicle door type is an electric sliding door, a travel threshold corresponding to a condition for the door lock catch to perform an ejection action is determined according to the real-time travel of the vehicle door and the ejection time of the door lock catch.

9. A door lock control device, characterized in that: The device includes a door lock buckle and a hidden pop-up structure provided on the door lock buckle, wherein the hidden pop-up structure includes a sliding cavity, a sliding structure, and an elastic member; When the door lock buckle performs the pop-up action, the elastic member pushes the sliding mechanism to drive the door lock buckle to slide outward along the sliding cavity until the door lock buckle reaches the pop-up end point and returns to the pop-up state; When the door lock buckle performs the hiding action, the motor drives the sliding mechanism to slide inward along the sliding cavity until the elastic member is fully compressed, and the door lock buckle is converted from the pop-up state to the hidden state.

10. A vehicle, characterized in that: include: at least one processor; as well as, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to: the vehicle door lock control method according to any one of claims 1 to 8.

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