Method and device for controlling vehicle back door, vehicle and storage medium

Abstract

The invention provides a method and device for controlling a vehicle back door, a vehicle and a storage medium, the method is applied to the technical field of vehicle back door control, and the method comprises the steps that if it is detected that the vehicle is interfered by external force, whether a sky door and a ground door have collision risks or not is determined according to operation parameters of the back door; under the condition that the sky door and the ground door have the collision risk, at least one target door body causing the collision risk is determined; determining a control strategy of the target door body according to the collision risk level corresponding to the target door body; and controlling the target door body to operate based on the control strategy of the target door body. According to the method, whether the sky door and the ground door collide or not can be recognized in advance when the vehicle is interfered by external force, and the collision risk is pre-judged. When the sky door and the ground door have the collision risk, the door body causing the collision risk is controlled through the control strategy, collision of the sky door and the ground door is avoided from the source, the effect of protecting the safety of the vehicle is achieved, and meanwhile the use experience of a user is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle tailgate control technology, and more specifically, to a method, apparatus, vehicle, and storage medium for controlling a vehicle tailgate in the field of vehicle tailgate control technology. Background Technology

[0002] To improve the loading convenience of vehicle trunks, a top-and-bottom rear door design (hereinafter referred to as "top-and-bottom door") is proposed, which divides the door body into two parts: the top door (or upper door) and the bottom door (or lower door). Users can control the two parts of the door separately or simultaneously.

[0003] The Heaven-Earth Gate often employs a structure where the Heaven Gate covers the Earth Gate, meaning the Heaven Gate partially covers the Earth Gate. Based on this mechanical structure, when closing the Heaven-Earth Gate, the Earth Gate must be closed first, followed by the Heaven Gate.

[0004] When the Heaven and Earth Gates are disturbed by external forces (such as wind) during their opening process, their trajectories may deviate from the expected trajectory, thus posing a potential collision risk.

[0005] Therefore, in the presence of external interference, how to reasonably control the opening of the Heaven and Earth Gates and avoid collisions between them has become an urgent problem to be solved. Summary of the Invention

[0006] This application provides a method, apparatus, vehicle, and storage medium for controlling the tailgate of a vehicle. The method can identify in advance whether the top and bottom doors are likely to collide when the vehicle is subjected to external interference, thus predicting the risk of collision. Furthermore, when there is a risk of collision between the top and bottom doors, a control strategy is used to control the door that is causing the collision risk, preventing collisions between the top and bottom doors at the source, thereby protecting vehicle safety and improving the user experience.

[0007] In a first aspect, a method for controlling a vehicle's tailgate is provided. This method is applied to a vehicle whose tailgate includes a top door and a bottom door. When both the top door and the bottom door are closed, the top door covers the bottom door. The method includes: when the tailgate is in operation, if external interference is detected affecting the vehicle, determining whether there is a collision risk between the top door and the bottom door based on the tailgate's operating parameters, where the operating parameters represent the tailgate's operating position and motor output state; if there is a collision risk between the top door and the bottom door, identifying at least one target door body from the top door and the bottom door that causes the collision risk; for any one of the at least one target door body, determining a control strategy for the target door body based on its corresponding collision risk level, using the control strategy to control the target door body's operation so that the top door and the bottom door do not collide; and controlling the operation of the target door body based on the control strategy.

[0008] In the above technical solution, this application provides a method for controlling a vehicle's tailgate. During implementation, if the vehicle detects external interference while the tailgate is in operation, the method determines whether there is a collision risk between the tailgate and the rear door based on the tailgate's operating parameters. This process predicts collision risk by identifying the potential collision between the tailgate and the rear door in advance. When a collision risk exists, a control strategy for the target door is determined based on its corresponding collision risk level, and the target door's operation is controlled according to this strategy. This process can prevent collisions between the tailgate and the rear door from the source, protecting vehicle safety and improving the user experience.

[0009] In conjunction with the first aspect, in some possible implementations, the operating parameters of the rear door include a first opening degree of the top door, a first operating current and a first driving force of the top door motor, a second opening degree of the bottom door, a second operating current and a second driving force of the bottom door motor, and determining whether there is a collision risk between the top door and the bottom door based on the operating parameters of the rear door includes: determining that there is no collision risk between the top door and the bottom door when the first opening degree is greater than a first preset opening degree, or when the second opening degree is greater than a second preset opening degree, wherein the first preset opening degree is the critical opening degree of the top door when the top door and the bottom door do not collide, and the second preset opening degree is the critical opening degree of the bottom door when the top door and the bottom door do not collide; and determining whether there is a collision risk between the top door and the bottom door based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current and the second driving force when the first opening degree is less than or equal to the first preset opening degree and the second opening degree is less than or equal to the second preset opening degree.

[0010] In the above technical solution, when determining whether there is a collision risk between the top and bottom doors, if the trajectory of at least one of the doors is outside the collision zone, the possibility of a collision is directly ruled out, eliminating the need for complex multi-parameter calculations and saving vehicle computing resources. If both the top and bottom doors' trajectories are within the collision zone, the vehicle further identifies the degree of deviation of the two doors' trajectories by analyzing the opening degree of the two doors, the operating current of the corresponding motors, and the motor driving force, thereby determining whether there is a collision risk. This process does not rely on additional hardware equipment and can accurately identify collision risks through multiple parameters without increasing vehicle production costs or hardware costs.

[0011] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, determining whether there is a collision risk between the sky gate and the earth gate based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current, and the second driving force includes: determining a first reference opening degree of the sky gate from a preset sky gate trajectory curve based on the first operating current and the first driving force; determining a second reference opening degree of the earth gate from a preset earth gate trajectory curve based on the second operating current and the second driving force; and determining whether there is a collision risk between the sky gate and the earth gate based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree.

[0012] In the above technical solution, the vehicle determines a first reference opening degree of the top door based on a first operating current and a first driving force, and determines a second reference opening degree of the bottom door based on a second operating current and a second driving force. The first reference opening degree is the ideal opening degree of the top door corresponding to the first operating current and the first driving force when there is no external interference. The second reference opening degree is the ideal opening degree of the bottom door corresponding to the second operating current and the second driving force when there is no external interference. By comparing the first opening degree and the first reference opening degree, the vehicle can accurately quantify the trajectory deviation of the top door when there is external interference, and by comparing the second opening degree and the second reference opening degree, the vehicle can accurately quantify the trajectory deviation of the bottom door when there is external interference. Furthermore, based on the quantified results of the trajectory deviation of the top door and the bottom door, the vehicle can accurately identify collision risks, improving the reliability and stability of the collision risk identification results.

[0013] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, determining whether there is a collision risk between the sky gate and the earth gate based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree includes: subtracting the first opening degree from the first reference opening degree to obtain the opening degree difference value of the sky gate, and subtracting the second opening degree from the second reference opening degree to obtain the opening degree difference value of the earth gate; determining whether the sky gate meets the first opening degree deviation condition based on the opening degree difference value of the sky gate, and determining whether the earth gate meets the second opening degree deviation condition based on the opening degree difference value of the earth gate; determining that there is a collision risk between the sky gate and the earth gate if the sky gate meets the first opening degree deviation condition or the earth gate meets the second opening degree deviation condition; determining that there is no collision risk between the sky gate and the earth gate if the sky gate does not meet the first opening degree deviation condition and the earth gate does not meet the second opening degree deviation condition.

[0014] In the above technical solution, for different door types, the real-time opening degree of the door is subtracted from the corresponding reference opening degree to independently determine the degree of deviation of the door's trajectory. This allows for targeted identification of various deviation scenarios, such as whether only one door deviates or both doors deviate simultaneously, achieving full coverage identification of deviation scenarios corresponding to various collision risks. Furthermore, the above deviation determination process does not require complex parameter calculations, thus improving the efficiency of collision risk identification.

[0015] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining whether the sky gate meets the first opening deviation condition based on the opening difference of the sky gate, and determining whether the ground gate meets the second opening deviation condition based on the opening difference of the ground gate, includes: determining that the sky gate meets the first opening deviation condition when the absolute value of the opening difference of the sky gate is greater than the first preset difference and the opening difference of the sky gate is negative; determining that the ground gate meets the second opening deviation condition when the absolute value of the opening difference of the ground gate is greater than the second preset difference and the opening difference of the ground gate is positive; determining that the sky gate does not meet the first opening deviation condition when the absolute value of the opening difference of the sky gate is less than or equal to the first preset difference, or when the opening difference of the sky gate is positive; and determining that the ground gate does not meet the second opening deviation condition when the absolute value of the opening difference of the ground gate is less than or equal to the second preset difference, or when the opening difference of the ground gate is negative.

[0016] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, determining at least one target door body causing the collision risk from the sky gate and the earth gate when there is a collision risk between the sky gate and the earth gate includes: obtaining the opening difference value of the sky gate and the opening difference value of the earth gate; determining whether the sky gate meets a first opening deviation condition based on the opening difference value of the sky gate, and determining whether the earth gate meets a second opening deviation condition based on the opening difference value of the earth gate; determining the at least one target door body as the sky gate when the sky gate meets the first opening deviation condition and the earth gate does not meet the second opening deviation condition; determining the at least one target door body as the earth gate when the earth gate meets the second opening deviation condition and the sky gate does not meet the first opening deviation condition; and determining that the at least one target door body includes both the sky gate and the earth gate when both the sky gate and the earth gate meet the second opening deviation condition.

[0017] In the above technical solution, during the process of determining at least one target door, the opening deviation state of the top door and the bottom door is determined by the opening difference value of the top door and the bottom door respectively, and the at least one target door is accurately located by combining the deviation state. This realizes the determination of the target door in all collision risk scenarios, accurately identifies the source of collision risk, and thus provides a reliable adjustment basis for subsequent prevention of collisions between the top door and the bottom door.

[0018] In conjunction with the first aspect and the above-described implementation, in some possible implementations, the method further includes: for any one of the at least one target door bodies, acquiring the opening difference value of the target door body and multiple rates of change of the opening difference value of the target door body at multiple consecutive times, wherein the opening difference value of the target door body is the difference between the actual opening of the target door body and the reference opening of the target door body, the actual opening of the target door body is the first opening of the top door or the second opening of the bottom door, and the reference opening of the target door body is the first reference opening of the top door or the second reference opening of the bottom door; when the opening difference value of the target door body is within the first opening range and all of the multiple rates of change of the opening difference value are less than or equal to... Under a preset rate of change, the collision risk level corresponding to the target door is determined to be Level 1; if the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within a second opening range, the collision risk level corresponding to the target door is determined to be Level 2, and the minimum opening of the second opening range is greater than the maximum opening of the first opening range; if the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within a third opening range, the collision risk level corresponding to the target door is determined to be Level 3, and the minimum opening of the third opening range is greater than the maximum opening of the second opening range.

[0019] In the above technical solution, the vehicle determines the collision risk level of the target door by combining the range of the opening difference and the rate of change of the opening difference. By setting differentiated judgment conditions, the collision risk level can cover a variety of different risk conditions, achieving a gradient judgment of the collision risk level and accurately identifying the collision risk level. This facilitates the subsequent adoption of targeted preventive measures for the target door based on different collision risk levels.

[0020] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the control strategy for the target door is determined according to the collision risk level corresponding to the target door, including: when the collision risk level corresponding to the target door is level one, the control strategy is to increase the driving force of the motor of the target door to reduce the degree of shaking during the operation of the target door; when the collision risk level corresponding to the target door is level two, the control strategy is to control the motor of the target door to rotate in the opposite direction until the horizontal offset of the target door reaches the target offset, and the absolute value of the difference between the target offset and the current offset of the target door is within a preset offset range; when the collision risk level corresponding to the target door is level three, the control strategy is to control the motor of the target door to stop running, and the probability of the sky gate and the earth gate colliding with each level increases sequentially from level one to level two to level three.

[0021] In the above technical solution, differentiated control strategies are matched to the target door body according to the gradient characteristics of collision risk levels from low to high. This makes the intervention intensity of the control strategy precisely matched with the collision risk level, realizes graded and precise protection against collision risks, effectively avoids the collision risk between the top door and the bottom door, and greatly improves the safety and stability of the electric door opening and closing.

[0022] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: obtaining the yaw rate and lateral acceleration of the vehicle; determining the actual external force acting on the vehicle based on the yaw rate and the lateral acceleration; determining that the vehicle is subject to external force interference if the actual external force is greater than or equal to a preset external force; and determining that the vehicle is not subject to external force interference if the actual external force is less than the preset external force.

[0023] In the above technical solution, the vehicle collects two state parameters, yaw rate and lateral acceleration, in real time and converts them into quantifiable external force magnitude. This allows the vehicle to determine whether the operation of the vehicle or the tailgate will be disturbed based on the magnitude of the external force, providing an accurate judgment opportunity for subsequent collision risk prediction.

[0024] Secondly, a device for controlling a vehicle's tailgate is provided. This device is applied to a vehicle whose tailgate includes a top door and a bottom door. When both the top door and the bottom door are closed, the top door covers the bottom door. The device includes: a determining module, configured to, when the tailgate is in operation, determine whether there is a collision risk between the top door and the bottom door based on the operating parameters of the tailgate, if the vehicle is detected to be subjected to external interference, the operating parameters representing the operating position and motor output state of the tailgate; the determining module is further configured to, when there is a collision risk between the top door and the bottom door, determine at least one target door body that causes the collision risk; the determining module is further configured to, for any one of the at least one target door bodies, determine a control strategy for the target door body based on the collision risk level corresponding to the target door body, so that the top door and the bottom door do not collide when the target door body is in operation according to the control strategy; and a control module, configured to control the operation of the target door body based on the control strategy.

[0025] In conjunction with the second aspect, in some possible implementations, the operating parameters of the rear door include the first opening degree of the top door, the first operating current and the first driving force of the top door motor, the second opening degree of the bottom door, the second operating current and the second driving force of the bottom door motor, and the determining module is specifically used to: determine that there is no collision risk between the top door and the bottom door when the first opening degree is greater than the first preset opening degree, or when the second opening degree is greater than the second preset opening degree, wherein the first preset opening degree is the critical opening degree of the top door when the top door and the bottom door do not collide, and the second preset opening degree is the critical opening degree of the bottom door when the top door and the bottom door do not collide; and determine whether there is a collision risk between the top door and the bottom door based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current and the second driving force when the first opening degree is less than or equal to the first preset opening degree and the second opening degree is less than or equal to the second preset opening degree.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine a first reference opening of the sky gate from a preset sky gate trajectory curve based on the first operating current and the first driving force; determine a second reference opening of the ground gate from a preset ground gate trajectory curve based on the second operating current and the second driving force; and determine whether there is a collision risk between the sky gate and the ground gate based on the first opening, the second opening, the first reference opening, and the second reference opening.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: subtract the first opening degree from the first reference opening degree to obtain the opening degree difference value of the top door, and subtract the second opening degree from the second reference opening degree to obtain the opening degree difference value of the bottom door; determine whether the top door meets the first opening degree deviation condition based on the opening degree difference value of the top door, and determine whether the bottom door meets the second opening degree deviation condition based on the opening degree difference value of the bottom door; determine that there is a collision risk between the top door and the bottom door if the top door meets the first opening degree deviation condition or the bottom door meets the second opening degree deviation condition; determine that there is no collision risk between the top door and the bottom door if the top door does not meet the first opening degree deviation condition and the bottom door does not meet the second opening degree deviation condition.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine that the top gate meets the first opening deviation condition when the absolute value of the opening difference of the top gate is greater than the first preset difference and the opening difference of the top gate is negative; determine that the bottom gate meets the second opening deviation condition when the absolute value of the opening difference of the bottom gate is greater than the second preset difference and the opening difference of the bottom gate is positive; determine that the top gate does not meet the first opening deviation condition when the absolute value of the opening difference of the top gate is less than or equal to the first preset difference, or when the opening difference of the top gate is positive; and determine that the bottom gate does not meet the second opening deviation condition when the absolute value of the opening difference of the bottom gate is less than or equal to the second preset difference, or when the opening difference of the bottom gate is negative.

[0029] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: obtain the opening difference value of the top gate and the opening difference value of the bottom gate; determine whether the top gate meets the first opening deviation condition based on the opening difference value of the top gate, and determine whether the bottom gate meets the second opening deviation condition based on the opening difference value of the bottom gate; if the top gate meets the first opening deviation condition and the bottom gate does not meet the second opening deviation condition, determine that the at least one target door is the top gate; if the bottom gate meets the second opening deviation condition and the top gate does not meet the first opening deviation condition, determine that the at least one target door is the bottom gate; if the top gate meets the first opening deviation condition and the bottom gate meets the second opening deviation condition, determine that the at least one target door includes both the top gate and the bottom gate.

[0030] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: for any one of the at least one target door bodies, acquire the opening difference value of the target door body and the rate of change of multiple opening difference values ​​of the target door body at multiple consecutive times, wherein the opening difference value of the target door body is the difference between the actual opening of the target door body and the reference opening of the target door body, the actual opening of the target door body is the first opening of the top door or the second opening of the bottom door, and the reference opening of the target door body is the first reference opening of the top door or the second reference opening of the bottom door; when the opening difference value of the target door body is within the first opening range and all of the multiple rates of change of opening difference values ​​are less than or equal to... Under a preset rate of change, the collision risk level corresponding to the target door is determined to be Level 1; if the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within a second opening range, the collision risk level corresponding to the target door is determined to be Level 2, and the minimum opening of the second opening range is greater than the maximum opening of the first opening range; if the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within a third opening range, the collision risk level corresponding to the target door is determined to be Level 3, and the minimum opening of the third opening range is greater than the maximum opening of the second opening range.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine that the control strategy is to increase the driving force of the motor of the target door when the collision risk level corresponding to the target door is the first level, so as to reduce the degree of shaking of the target door during operation; determine that the control strategy is to control the motor of the target door to rotate in the opposite direction when the collision risk level corresponding to the target door is the second level, until the horizontal offset of the target door reaches the target offset, and the absolute value of the difference between the target offset and the current offset of the target door is within a preset offset range; determine that the control strategy is to control the motor of the target door to stop running when the collision risk level corresponding to the target door is the third level, and the probability of the sky gate and the earth gate colliding with the first level, the second level, and the third level respectively increases sequentially.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: obtain the yaw rate and lateral acceleration of the vehicle; determine the actual external force acting on the vehicle based on the yaw rate and the lateral acceleration; determine that the vehicle is subject to external force interference if the actual external force is greater than or equal to a preset external force; and determine that the vehicle is not subject to external force interference if the actual external force is less than the preset external force.

[0033] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0034] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0035] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the structure of a vehicle top and bottom door provided in an embodiment of this application; Figure 2 This is a schematic diagram of the trajectory of a celestial gate in different states, provided in an embodiment of this application; Figure 3 This is a schematic diagram of the trajectory of a celestial gate provided in an embodiment of this application; Figure 4 This is a schematic flowchart illustrating a method for controlling a vehicle's tailgate according to an embodiment of this application; Figure 5 This is a schematic flowchart of another method for controlling the tailgate of a vehicle provided in an embodiment of this application; Figure 6 This is a schematic diagram of a device for controlling the rear door of a vehicle, provided in an embodiment of this application. Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0037] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0039] Before introducing the solutions of the embodiments of this application, the technical terms that may be involved in the embodiments of this application will be explained first.

[0040] A split-opening door, also known as a "double-opening rear door" or "vertical double-opening door," is a common type of split-opening structure found in vehicles. Its characteristic feature is that the door is divided into two parts horizontally. The upper part is called the top door or upper door, and the lower part is called the bottom door or lower door. Due to this split-opening structure, the upper and lower doors can open independently or simultaneously, or close simultaneously.

[0041] After introducing the technical terms of the embodiments of this application, the application scenarios of the embodiments of this application will be introduced below.

[0042] Currently, vehicles typically feature a tailgate at the rear to facilitate access to items from the trunk area. Traditional tailgate structures are usually single tailgates, requiring the entire tailgate to be lifted upwards to open. This necessitates significant vertical and rear space. When the vehicle is parked in a narrow area, insufficient space may make it difficult to access items from the trunk.

[0043] Therefore, some vehicles are gradually adopting multi-door doors instead of a single tailgate. Both parts of the multi-door door can be opened independently. Compared to a single tailgate, multi-door doors require less opening space, making it more convenient for users to retrieve items.

[0044] Let's go through the following first. Figure 1 The structure of the top and bottom gates in the embodiments of this application will be described.

[0045] Figure 1 This is a schematic diagram of the structure of a vehicle top and bottom door provided in an embodiment of this application.

[0046] For example, such as Figure 1 As shown, the vehicle's top and bottom doors include a top door 101 and a bottom door 102. These doors typically employ a structure where the top door 101 covers part of the bottom door 102. Based on this structure, the bottom edges of the top door 101 and the bottom door 102 overlap when closed. This overlap aims to solve the sealing problem at the joint between the top door 101 and the bottom door 102, while also ensuring the overall structural stability after the top door 101 and the bottom door 102 are closed.

[0047] Specifically, the "top door 101 covering the bottom door 102" means that when the bottom door 102 is fully closed, its top will have a raised sealing edge, and when the top door 101 is fully closed, its bottom edge will press against this sealing edge, thus forming an overlapping state where the top door 101 covers the bottom door 102. Optionally, the size of the overlapping area between the top door 101 and the bottom door 102 is not limited in this embodiment.

[0048] Optionally, the control method of the door can be either automatic or manual. The automatic method refers to the user controlling the door via buttons, while the manual method allows the user to open or close the door.

[0049] Based on the aforementioned structure of the Heavenly Gate and Earthly Gate 102, the specific control methods for Heavenly Gate 101 and Earthly Gate 102 include: Figure 2 The following are some of the situations shown.

[0050] Figure 2 This is a schematic diagram of the trajectory of a celestial gate in different states, provided in an embodiment of this application.

[0051] For example, such as Figure 2 As shown, combined with Figure 1 , Figure 2 (a) in the diagram shows the trajectory of the Heaven and Earth Gates when they are closed. In this diagram, both Heaven Gate 101 and Earth Gate 102 are completely closed.

[0052] Figure 2 (b) in the diagram shows the trajectory of the Heaven and Earth Gates in the open state. In this diagram, both Heaven Gate 101 and Earth Gate 102 are fully open. The opening degree of Heaven Gate 101 is the maximum opening degree that Heaven Gate 101 can open, and the opening degree of Earth Gate 102 is the maximum opening degree that Earth Gate 102 can open.

[0053] Figure 2 (c) in the diagram shows the trajectory of the Heaven and Earth Gates in a partially open state. Heaven Gate 101 is partially open, with its opening degree less than its maximum possible opening. Earth Gate 102 is completely closed.

[0054] Figure 2 (d) in Figure 2 The same as (c) in the diagram is also a schematic diagram of the trajectory when the Heaven and Earth Gates are in a partially open state. After the Heaven Gate 101 opens to a certain degree, the Earth Gate 102 can be opened.

[0055] Therefore, based on the structure of the Heaven and Earth Gate, when controlling the opening of the Heaven and Earth Gate, the vehicle needs to first control the opening of the Heaven Gate 101, and then control the opening of the Earth Gate 102. When controlling the closing of the Heaven and Earth Gate, the vehicle needs to first control the closing of the Earth Gate 102, and then control the closing of the Heaven Gate 101.

[0056] Depend on Figure 2 As can be seen from the movement trajectories of the Heaven Gate 101 and the Earth Gate 102 in (a)-(d), based on the structure between the Heaven Gate 101 and the Earth Gate 102, since the Heaven Gate 101 will partially cover the Earth Gate 102 when it is completely closed, there must be an intersection area between the Heaven Gate 101 and the Earth Gate 102 during the opening process. This intersection area is also the "collision area" between the Heaven Gate 101 and the Earth Gate 102.

[0057] The following is through Figure 3 The collision area of ​​Tianmen 101 and Dimen 102 is illustrated.

[0058] Figure 3 This is a schematic diagram of the trajectory of a Heaven and Earth Gate provided in an embodiment of this application.

[0059] For example, such as Figure 3 As shown, combined with Figure 2 , Figure 3 (a) and Figure 2 The same as (a) in the diagram, both are schematic diagrams of the trajectory when the Heaven Gate 101 and Earth Gate 102 are completely closed.

[0060] Figure 3 (b) in the figure shows the motion trajectory of the top gate 101 and the bottom gate 102 as they open from the fully closed state to their respective maximum open positions.

[0061] When Heaven Gate 101 opens to its corresponding maximum opening position, the opening degree of Heaven Gate 101 is the maximum opening degree that Heaven Gate 101 can open. Similarly, when Earth Gate 102 opens to its corresponding maximum opening position, the opening degree of Earth Gate 102 is the maximum opening degree that Earth Gate 102 can open.

[0062] When the top door 101 and the bottom door 102 move from a fully closed state to a fully open state (i.e., the maximum open position), there is an overlapping region 103 (i.e., a collision region 103) between their movement trajectories. The critical position corresponding to the overlapping region 103 is M, which refers to the open position of either the top door 101 or the bottom door 102 when they do not collide.

[0063] like Figure 3 As shown in (b), when the sky gate 101 moves to the critical position M, the opening angle (i.e., the opening degree) of the sky gate 101 is recorded as "α"; when the earth gate 102 moves to the critical position M, the opening degree of the earth gate 102 is recorded as "β".

[0064] It should be understood that when controlling the opening of the top door 101 and the bottom door 102, for the same opening position, the offset of the top door 101 at that position is the same as the offset of the bottom door 102 at that position. However, the opening degree of the top door 101 at that position may be different from that of the bottom door. This is because the opening degree is the opening angle of the door itself, which is closely related to the structural design of the door (e.g., the position of the fulcrum and the length of the door). Even to reach the same spatial position, the required opening degree may differ.

[0065] The offset refers to the horizontal displacement of the door, which is the horizontal distance between the door's open position and its reference position. The reference position refers to the position where both the top and bottom doors are fully closed. For example... Figure 3 As shown in (b), with the same open position as the critical position M, the horizontal distance between the offset point M of the sky gate 101 at the critical position M and the fully closed position of the rear door.

[0066] Therefore, for the same critical position M, the opening α of the sky gate 101 may be different from the opening β of the earth gate 102.

[0067] Based on the aforementioned collision area 103, if the current weather is windy during the operation of the Heaven and Earth Gates, the operating trajectories of Heaven Gate 101 and Earth Gate 102 may deviate from the expected operating trajectories, thereby posing a collision risk to Heaven Gate 101 and Earth Gate 102.

[0068] For example, taking the case where both the top door 101 and the bottom door 102 are open, as described above, during the opening process, the vehicle must follow the opening sequence of opening the top door 101 first, followed by opening the bottom door 102. Figures 2 to 3 As shown, in a windless environment, by first controlling the opening of the top door 101 and then controlling the opening of the bottom door 102, and by reasonably controlling the opening speed of the two doors, the top door 101 and the bottom door 102 can pass through the collision area 103 in sequence without colliding.

[0069] If the vehicle is subjected to external interference (such as strong winds, surrounding airflow, parking slope, or parking posture), within the collision area 103, the external force may interfere with the movement trajectory of the top door 101 and the bottom door 102. The following example of wind interference illustrates the potential impact of wind interference on the movement trajectories of the top door 101 and the bottom door 102.

[0070] Specifically, Tianmen 101 folds upwards during its opening process. If strong winds cause the upward-folded surface to directly bear the wind pressure, the driving resistance of Tianmen 101 increases and the driving force decreases, causing the actual opening degree of Tianmen 101 to lag behind the expected opening degree of Tianmen 101 at the current moment.

[0071] For the ground door 102, it folds downwards during the opening process. If a strong wind causes the force-bearing surface of the ground door 102 to be pushed by the wind, the driving force of the ground door 102 will increase, causing the actual opening degree of the ground door 102 to exceed the expected opening degree of the ground door 102 at the current moment.

[0072] In related technologies, in response to the risk of collision between the sky gate 101 and the earth gate 102 caused by the aforementioned external interference, a passive response method of post-event warning is usually adopted. That is, a warning is sent to the user and the movement of the sky gate 101 and the earth gate 102 is forcibly stopped only after the sky gate 101 and the earth gate 102 have already physically collided.

[0073] The problem with the above method is that the technology cannot identify the potential collision risk between the top door 101 and the bottom door 102 before they collide. This method, which only provides a warning after a collision has occurred, means the doors are already damaged, increasing repair costs for users and resulting in a poor user experience.

[0074] In view of this, embodiments of this application provide a method for controlling the rear door of a vehicle. This method can identify in advance whether there is a collision between the top and bottom doors when the vehicle is subjected to external interference, thus predicting the risk of collision. Furthermore, when there is a risk of collision between the top and bottom doors, a control strategy is used to control the door that causes the collision risk, preventing collisions between the top and bottom doors from the source, thereby protecting vehicle safety and improving the user experience.

[0075] The following is through Figure 4 The methods provided in the embodiments of this application will be described in detail.

[0076] Figure 4 This is a schematic flowchart illustrating a method for controlling a vehicle's tailgate according to an embodiment of this application. It should be understood that this method can be applied to vehicles equipped with split tailgates, such as... Figure 1 The vehicle 100 shown is an example. Specifically, this method can be applied to any electronic control unit (ECU) in the vehicle, for example, the ECU could be the tailgate ECU.

[0077] As can be seen from the above introduction, for vehicles equipped with top and bottom doors, when both the top and bottom doors are closed, the top door covers the bottom door.

[0078] For example, such as Figure 4 As shown, the method 400 includes the following steps 401 to 404.

[0079] 401. When the tailgate is in operation, if the vehicle is detected to be subjected to external interference, the system determines whether there is a risk of collision between the top door and the bottom door based on the tailgate's operating parameters. The operating parameters are used to indicate the operating position of the tailgate and the motor output status of the tailgate.

[0080] It should be understood that the core of the method in this application embodiment lies in identifying the potential collision risk between the tailgate and the rear door when the vehicle is subjected to external interference. When a collision risk exists, the ECU can promptly implement appropriate control strategies to prevent it. Therefore, this method relies on the tailgate being in operation.

[0081] Optionally, the running state includes either the on state or the off state.

[0082] The rear door being in operation means that both the top door and the bottom door are either open or both are closed.

[0083] Taking Tianmen (Heavenly Gate) as an example, "Tianmen is in the opening state" refers to the movement state of Tianmen at any position during the process of Tianmen moving from the fully closed position to the fully open position. "Tianmen is in the closing state" refers to the movement state of Tianmen at any position during the process of Tianmen moving from the fully open position to the fully closed position.

[0084] The ECU can determine the operating status of the tailgate by the opening degree of the top door and the bottom door.

[0085] For example, the ECU can obtain the opening degree of the top door through an angle sensor installed on the top door, and obtain the opening degree of the bottom door through an angle sensor installed on the bottom door.

[0086] When the opening degrees of both the top and bottom doors are detected to be non-0°, and the trends of change in the opening degrees of both doors are increasing, the ECU determines that both the top and bottom doors are in an open state, meaning the tailgate is in an open operating state. Alternatively, when the opening degrees of both the top and bottom doors are detected to be non-0°, and the trends of change in the opening degrees of both doors are decreasing, the ECU determines that both the top and bottom doors are in a closing state, meaning the tailgate is in a closing operating state.

[0087] In addition, the ECU needs to further determine whether the vehicle is being interfered with by external forces.

[0088] Specifically, the ECU can determine whether the vehicle is being disturbed by external forces by using the vehicle's status parameters.

[0089] One possible implementation method also includes: Obtain the vehicle's yaw rate and lateral acceleration; The actual external forces acting on the vehicle are determined based on the yaw rate and lateral acceleration. When the actual external force is greater than or equal to the preset external force, it is determined that the vehicle is subjected to external force interference; If the actual external force is less than the preset external force, it is determined that the vehicle is not affected by external forces.

[0090] Optionally, the vehicle's state parameters include yaw rate and lateral acceleration.

[0091] For example, the ECU can acquire yaw rate through a yaw rate sensor or gyroscope mounted on the vehicle body, and acquire lateral acceleration through a side-mounted acceleration sensor.

[0092] It should be understood that, regardless of whether the tailgate is open or closed, the vehicle needs to be stationary to ensure vehicle safety during tailgate operation. Under conditions of no external force or negligible external interference, the yaw rate and lateral acceleration of a stationary vehicle are generally zero. However, if the external interference is significant, the vehicle will exhibit non-zero yaw rate and non-zero lateral acceleration even when stationary.

[0093] Specifically, yaw rate is the rotational angular velocity of a vehicle about its vertical axis perpendicular to the ground. Larger external forces can exert uneven lateral pressure on the vehicle body or an open tailgate. For example, in strong winds, the wind will exert a thrust on the windward side of the tailgate, while the lower side experiences less force. This difference in force will cause the vehicle body to twist slightly around its vertical axis. Even if the vehicle does not undergo overall displacement, this torsional motion will be detected by the yaw rate or a gyroscope, resulting in a non-zero yaw rate generated by the vehicle.

[0094] Lateral acceleration is the acceleration of a vehicle in the horizontal or transverse direction, directly caused by the lateral component of an external force. A large lateral component of an external force will push the vehicle body to produce a lateral movement tendency. Even if the vehicle is stationary and has not undergone actual displacement, the vehicle body will still be subjected to this force, allowing the lateral angular velocity sensor to detect instantaneous non-zero lateral acceleration.

[0095] When determining the actual external force based on lateral acceleration and yaw rate, the ECU can calculate it based on pre-calibrated data.

[0096] Specifically, during the testing phase, technicians can simulate all possible external force interference scenarios through wind tunnel, bench, and real vehicle experiments, and collect the external force value, corresponding yaw rate and lateral acceleration under each external force interference scenario.

[0097] Since each external force corresponds to a yaw rate and a lateral acceleration, technicians can establish a mapping table between yaw rate, lateral acceleration, and the magnitude of the external force, and store it in the ECU. The ECU constructs a binary linear fitting model based on multiple sets of data on yaw rate, lateral acceleration, and the magnitude of the external force. The expression of the binary linear fitting model is shown in the following formula (1).

[0098] Formula (1) In formula (1): F Actual external force, unit: Newton (N); ω Yaw rate, unit: degrees per second (° / s); a y Lateral acceleration, unit: meters per second squared (m / s²). k 1: Fitting coefficient for yaw rate, unit: Newton-second per degree (N·s / °); k 2: Fitting coefficients for lateral acceleration, unit: Newton-second square meters (N·s² / m). b : Fitting constant term, unit: Newton (N).

[0099] Based on the aforementioned binary linear fitting model, the ECU can use the least squares method to fit the calibration data in the mapping table to obtain the results. k 1. k 2 and b The specific values ​​are obtained, thus deriving the expression relationship between the magnitude of the external force and the yaw rate and lateral acceleration.

[0100] Based on this, the ECU can substitute the current yaw rate and lateral acceleration of the vehicle into the above formula (1) to obtain the actual external force currently acting on the vehicle.

[0101] Since different magnitudes of external forces have different effects on a vehicle, in order to assess whether the actual external forces currently acting on the vehicle will affect its state, the technicians in this application embodiment pre-calibrate and store preset external forces in the ECU. The preset external force is the minimum external force that affects a stationary vehicle, or it can be understood as the minimum external force that produces non-zero lateral acceleration and non-zero yaw rate when the vehicle is stationary. For example, the preset external force can be 20N.

[0102] When the actual external force is less than the preset external force, it means that the current actual external force will not interfere with the vehicle and can be ignored; that is, the current actual external force will not affect the operation of the tailgate. Therefore, the ECU determines that the vehicle is not subject to external interference. Conversely, when the actual external force is greater than or equal to the preset external force, it means that the current external force will interfere with the vehicle, that is, it will interfere with the operation of the tailgate, and the ECU determines that the vehicle is subject to external interference.

[0103] In the above technical solution, the vehicle collects two state parameters, yaw rate and lateral acceleration, in real time and converts them into quantifiable external force magnitude. This allows the vehicle to determine whether the operation of the vehicle or the tailgate will be disturbed based on the magnitude of the external force, providing an accurate judgment opportunity for subsequent collision risk prediction.

[0104] When it's determined that the vehicle is being subjected to external force interference, it indicates that the force will disrupt the tailgate's trajectory. This interference manifests in several ways: the external force causes the actual opening degree of the tailgate to deviate from the expected opening degree, or the external force causes the actual horizontal offset of the tailgate to deviate from the expected offset. In such cases, if the trajectories of the tailgate and tailgate deviate significantly from their respective expected trajectories, there is a potential for a collision between them. Therefore, the ECU needs to identify the risk of collision between the tailgate and tailgate based on their operating parameters.

[0105] When introducing the influence of external forces on the trajectory of the Tiandi Gate, we will use wind as an example. The influence of other types of external forces on the trajectory is similar to that of wind.

[0106] The operating parameters of the tailgate are used to represent the tailgate's operating position and the output status of its motor. The tailgate's operating position can be quantified by its actual opening degree, including the actual opening degree of the top door and the bottom door. The tailgate's motor output status can be represented by the operating current and driving force of the tailgate motor, specifically including the operating current and driving force of the top door motor and the bottom door motor.

[0107] It should be understood that, taking a rear-mounted gate as an example, during the gate's operation, the gate motor is the core power source and regulating actuator. The gate motor outputs torque according to control commands, thereby driving the gate to complete the folding action according to a preset trajectory. The output torque, operating current, and driving force of the gate motor have a positively correlated linear relationship.

[0108] Specifically, the greater the operating current of the Tianmen motor, the greater the output torque of the Tianmen motor. The output torque of the Tianmen motor can be further converted into the driving force for the movement of the Tianmen through the transmission mechanism, thereby driving the Tianmen to a certain opening degree.

[0109] When wind interference is present, the operating resistance of the sky gate increases. Compared to a windless environment, when the sky gate opening remains constant, the sky gate motor needs to output greater torque to operate the sky gate at the same opening degree, thus increasing the motor's operating current and driving force. Therefore, when wind interference is present, if the sky gate motor's output torque remains constant, the sky gate opening will inevitably deviate from the opening degree under windless conditions.

[0110] Based on the influence of the rear door motor's output parameters on the rear door's operation, the ECU can determine whether there is a risk of collision between the rear door and the rear door based on the operating position of the top door, the output parameters of the top door motor, the operating position of the bottom door, and the output parameters of the bottom door.

[0111] Specifically, the process by which the ECU identifies whether there is a collision risk between the top and bottom doors is as follows.

[0112] In one possible implementation, the operating parameters of the rear door include the first opening degree of the top door, the second opening degree of the bottom door, the first operating current and the first driving force of the top door motor, and the second operating current and the second driving force of the bottom door motor. Based on the operating parameters of the rear door, it is determined whether there is a risk of collision between the top door and the bottom door, including: If the first opening is greater than the first preset opening, or if the second opening is greater than the second preset opening, it is determined that there is no risk of collision between the top gate and the bottom gate. The first preset opening is the critical opening of the top gate when the top gate and the bottom gate do not collide, and the second preset opening is the critical opening of the bottom gate when the top gate and the bottom gate do not collide. If the first opening degree is less than or equal to the first preset opening degree and the second opening degree is less than or equal to the second preset opening degree, the risk of collision between the top door and the bottom door is determined based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current and the second driving force.

[0113] Optionally, the operating parameters of the rear door include the first opening degree of the top door (i.e., the actual opening degree of the top door mentioned above) and the second opening degree of the bottom door (i.e., the actual opening degree of the bottom door mentioned above), as well as the first operating current and first driving force of the top door motor, and the second operating current and second driving force of the bottom door motor. The first operating current of the top door motor is the same as the operating current of the top door motor mentioned above. The first driving force of the top door motor is the same as the driving force of the top door motor mentioned above. Here, to distinguish between the top door motor and the bottom door motor, they are represented by first and second, respectively.

[0114] For example, the ECU can obtain the first opening degree of the top door through an angle sensor installed on the top door, and obtain the second opening degree of the bottom door through an angle sensor installed on the bottom door.

[0115] In another example, the ECU can also acquire the first opening degree of the top door through a Hall sensor mounted on the electric strut of the top door, and the second opening degree of the bottom door through a Hall sensor mounted on the electric strut of the bottom door.

[0116] The following example, using the tailgate in the rear door, illustrates the detailed process by which the ECU obtains the first opening degree of the tailgate through a Hall sensor mounted on the electric strut of the tailgate.

[0117] It should be understood that the aforementioned gantry motor and transmission mechanism are both built-in components of the gantry's electric strut. When controlling the gantry's operation, the ECU can send control commands to the motor controller of the gantry's electric strut. Upon receiving the control commands, the motor controller drives the gantry motor to operate, which in turn drives the gantry's movement through the transmission mechanism.

[0118] When the electric support rods of the sky gate move with the gate, the magnetic elements (e.g., magnets) on the rods move along with them, passing through Hall effect sensors in sequence. Each time an element passes a magnetic element, the Hall effect sensor outputs a pulse signal, i.e., a Hall count. During the sky gate's operation, the Hall counts accumulate, resulting in a cumulative Hall count. Specifically, during the sky gate's opening, the Hall count gradually increases. During the sky gate's closing, the Hall count gradually decreases. Furthermore, each time an element passes a magnetic element, the Hall effect sensor changes its Hall count, and the sky gate rotates by a corresponding fixed angle. The magnetic elements are evenly distributed along the length of the support rods.

[0119] Therefore, during the operation of the gate, the ECU can detect the first opening degree of the gate in real time based on the Hall sensor on the electric support rod of the gate.

[0120] Based on the same principle, during the operation of the ground door, the ECU can detect the second opening degree of the ground door in real time through the Hall sensor on the electric support rod of the ground door.

[0121] For example, the ECU can obtain the first operating current of the top-mounted motor through the Hall current sensor corresponding to the top-mounted motor. Similarly, the ECU can obtain the second operating current of the bottom-mounted motor through the Hall current sensor corresponding to the bottom-mounted motor.

[0122] The ECU can indirectly obtain the initial driving force of the Tianmen motor by converting it into the initial operating current of the Tianmen motor. The ECU can first obtain the output torque of the Tianmen motor based on the initial operating current, and then obtain the initial driving force of the Tianmen motor based on the output torque.

[0123] Specifically, the ECU can calculate the output torque of the vent using the following formula (2).

[0124] Formula (2) In formula (2): T Output torque of Tianmen motor, unit: Newton-meter (N·m); k t The torque coefficient of the Tianmen motor, in Newton-meter per ampere (N·m / A), is a fixed value. I : The first operating current of the Tianmen motor, in amperes (A).

[0125] Based on the above formula (2), the ECU can obtain the output torque of the Tianmen motor through the first working current of the Tianmen motor.

[0126] Furthermore, the process by which the ECU determines the first driving force of the Tianmen motor based on the output torque of the Tianmen motor can be represented by the following formula (3).

[0127] Formula (3) In formula (3): F The primary driving force of the Tianmen motor, in Newtons (N). T Output torque of Tianmen motor, unit: Newton-meter (N·m); i The reduction ratio of the transmission mechanism inside the electric strut of Tianmen is a fixed value with no unit. r The lever arm or radius at the output end of the transmission mechanism, in meters (m), is a fixed value.

[0128] After obtaining the output torque of the Tianmen motor, the ECU can calculate the first driving force of the Tianmen motor using formula (3).

[0129] Similarly, the ECU can calculate the second driving force of the ground gate motor based on the second operating current passing through the ground gate motor.

[0130] After obtaining all the above parameters, the ECU determines whether there is a collision risk between the top door and the bottom door based on the operating parameters of the rear door, as follows.

[0131] Combination Figure 3It can be seen that regardless of whether the rear door is currently open or closed, the trajectories of the top door 101 and the bottom door 102 will only intersect or overlap within the collision area 103. Outside the collision area 103, the trajectories of the top door 101 and the bottom door 102 are separate and have no overlapping space. Therefore, if there is a risk of collision between the top door 101 and the bottom door 102, it can only occur within the collision area 103.

[0132] Based on this, the ECU can compare the first opening degree of the top door with the corresponding first preset opening degree, and compare the second opening degree of the bottom door with the corresponding second preset opening degree, to determine whether both the top door and the bottom door are currently operating within the collision area, thereby determining whether there is a collision risk between the top door and the bottom door. The first preset opening degree is the critical opening degree of the top door when the top door and the bottom door do not collide, i.e. Figure 3 The opening degree α is the second preset opening degree, which is the critical opening degree of the ground door when the heavenly gate and the earthly gate do not collide. Figure 3 The opening degree β in the middle.

[0133] If the first opening degree is greater than the first preset opening degree, or the second opening degree is greater than the second preset opening degree, it indicates that at least one of the top and bottom doors has an operating trajectory outside the collision zone. In this case, the operating trajectories of the top and bottom doors are completely separated, and there is no possibility of them intersecting. Therefore, the ECU determines that there is no risk of collision between the top and bottom doors.

[0134] Conversely, if the first opening degree is less than or equal to the first preset opening degree, and the second opening degree is less than or equal to the second preset opening degree, it indicates that the running trajectories of the top door and the bottom door are both within the collision area, and there is a possibility of intersection. As mentioned above, when the motor's operating current and driving force are fixed, the opening degree of the rear door differs under wind-free and wind-affected scenarios. Based on this, the ECU can determine the degree to which the actual running trajectory of the top door deviates from its expected trajectory at the current moment based on the first opening degree, the first operating current, and the first driving force; and determine the degree to which the actual running trajectory of the bottom door deviates from its expected trajectory at the current moment based on the second opening degree, the second operating current, and the second driving force, thereby determining whether there is a risk of collision between the top door and the bottom door.

[0135] In the above technical solution, when determining whether there is a collision risk between the top and bottom doors, if the trajectory of at least one of the doors is outside the collision zone, the possibility of a collision is directly ruled out, eliminating the need for complex multi-parameter calculations and saving vehicle computing resources. If both the top and bottom doors' trajectories are within the collision zone, the vehicle further identifies the degree of deviation of the two doors' trajectories by analyzing the opening degree of the two doors, the operating current of the corresponding motors, and the motor driving force, thereby determining whether there is a collision risk. This process does not rely on additional hardware equipment and can accurately identify collision risks through multiple parameters without increasing vehicle production costs or hardware costs.

[0136] Specifically, the ECU identifies the risk of collision between the top and bottom doors using the aforementioned parameters as follows.

[0137] In one possible implementation, determining whether there is a collision risk between the top door and the bottom door based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current, and the second driving force includes: Based on the first operating current and the first driving force, the first reference opening of the gate is determined from the preset gate trajectory curve; The second reference opening degree of the ground door is determined from the preset ground door trajectory curve based on the second operating current and the second driving force. Based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree, determine whether there is a risk of collision between the Heaven Gate and the Earth Gate.

[0138] Specifically, in the testing phase of this application embodiment, technicians can pre-calibrate the preset sky gate trajectory curve and the preset earth gate trajectory curve.

[0139] Optionally, the preset sluice gate trajectory curve includes two curves: a preset relationship curve between the sluice gate opening and the operating current of the sluice gate motor under windless conditions, and a preset relationship curve between the sluice gate opening and the driving force of the sluice gate motor under windless conditions.

[0140] In the preset relationship curve between the gantry opening degree and the operating current of the gantry motor, the horizontal axis represents the gantry opening degree, and the vertical axis represents the operating current of the gantry motor. Similarly, in the preset relationship curve between the gantry opening degree and the driving force of the gantry motor, the horizontal axis represents the gantry opening degree, and the vertical axis represents the driving force of the gantry motor.

[0141] For the two preset relationship curves, when the opening of the gate is fixed, the working current of the gate motor and the driving force of the gate motor conform to the proportional relationship in the aforementioned formulas (2) to (3). That is, a gate opening corresponds to a unique working current and a unique driving force of the gate motor.

[0142] Based on this, the ECU can determine the first reference opening degree from the preset relationship curve between the opening degree of the gantry and the operating current of the gantry motor using the current first operating current, and determine the first reference opening degree from the preset relationship curve between the opening degree of the gantry and the driving force of the gantry motor using the first driving force.

[0143] It should be understood that at any given moment, the operating current and driving force of the gantry motor satisfy a certain proportional relationship and correspond to the same gantry opening degree. Therefore, the two first reference opening degrees determined by the ECU from the two preset relationship curves should be the same. Specifically, the first reference opening degree is the ideal or expected gantry opening degree corresponding to the first operating current and the first driving force under windless conditions.

[0144] In another approach, based on the proportional relationship between the operating current and driving force of the gantry motor at the same moment, the ECU can also determine the first reference opening degree solely based on the first operating current and the preset relationship curve between the gantry opening degree and the operating current of the gantry motor, or solely based on the first driving force and the preset relationship curve between the gantry opening degree and the driving force of the gantry motor.

[0145] Similarly, the second reference opening of the ground door can be determined in the same way.

[0146] Optionally, the preset ground door trajectory curve also includes two curves: a preset relationship curve between the ground door opening degree and the operating current of the ground door motor in a windless environment, and a preset relationship curve between the ground door opening degree and the driving force of the ground door motor in a windless environment.

[0147] In the preset relationship curve between the gate opening degree and the operating current of the gate motor, the horizontal axis represents the gate opening degree and the vertical axis represents the operating current of the gate motor. Similarly, in the preset relationship curve between the gate opening degree and the driving force of the gate motor, the horizontal axis represents the gate opening degree and the vertical axis represents the driving force of the gate motor.

[0148] For the two preset relationship curves, when the gate opening is fixed, the operating current of the gate motor and the driving force of the gate motor conform to the proportional relationship in the aforementioned formulas (2) to (3). That is, a gate opening corresponds to a unique operating current and a unique driving force of the gate motor.

[0149] Based on this, the ECU can determine the second reference opening degree from the preset relationship curve between the ground gate opening degree and the ground gate motor operating current through the current second operating current, and determine the second reference opening degree from the preset relationship curve between the ground gate opening degree and the ground gate motor driving force through the second driving force.

[0150] It should be understood that at the same moment, the operating current and driving force of the door motor satisfy a certain proportional relationship and correspond to the same door opening degree. Therefore, the two second reference opening degrees determined by the ECU from the two preset relationship curves should be the same. Specifically, the second reference opening degree is the ideal door opening degree or the expected door opening degree corresponding to the second operating current and the second driving force under windless conditions.

[0151] In another approach, based on the proportional relationship between the operating current of the ground door motor and the driving force of the ground door motor at the same moment, the ECU can also determine the second reference opening degree solely based on the second operating current and the preset relationship curve between the ground door opening degree and the operating current of the ground door motor, or solely based on the second driving force and the preset relationship curve between the ground door opening degree and the driving force of the ground door motor.

[0152] With a fixed operating current and driving force for the motor, the opening degree of the rear door differs under windless and windy conditions. After determining the first and second reference opening degrees, the ECU can assess the degree of deviation of the top door's trajectory caused by wind using the current first and first reference opening degrees, and similarly assess the degree of deviation of the bottom door's trajectory caused by wind using the current second and second reference opening degrees. Furthermore, based on the degree of deviation of the two door trajectories, the ECU determines whether there is a risk of collision between the top and bottom doors.

[0153] In the above technical solution, the vehicle determines a first reference opening degree of the top door based on a first operating current and a first driving force, and determines a second reference opening degree of the bottom door based on a second operating current and a second driving force. The first reference opening degree is the ideal opening degree of the top door corresponding to the first operating current and the first driving force when there is no external interference. The second reference opening degree is the ideal opening degree of the bottom door corresponding to the second operating current and the second driving force when there is no external interference. By comparing the first opening degree and the first reference opening degree, the vehicle can accurately quantify the trajectory deviation of the top door when there is external interference, and by comparing the second opening degree and the second reference opening degree, the vehicle can accurately quantify the trajectory deviation of the bottom door when there is external interference. Furthermore, based on the quantified results of the trajectory deviation of the top door and the bottom door, the vehicle can accurately identify collision risks, improving the reliability and stability of the collision risk identification results.

[0154] Specifically, the ECU determines whether there is a collision risk between the top door and the bottom door based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree as follows.

[0155] In one possible implementation, determining whether there is a collision risk between the sky gate and the earth gate based on the first opening degree, the second opening degree, the first reference opening degree, and the second reference opening degree includes: The difference between the first opening degree and the first reference opening degree is used to obtain the opening degree difference of the heaven gate, and the difference between the second opening degree and the second reference opening degree is used to obtain the opening degree difference of the earth gate. Based on the difference in the opening of the Heavenly Gate, determine whether the Heavenly Gate meets the first opening deviation condition; and based on the difference in the opening of the Earthly Gate, determine whether the Earthly Gate meets the second opening deviation condition. If the Heavenly Gate meets the first opening deviation condition, or the Earthly Gate meets the second opening deviation condition, it is determined that there is a risk of collision between the Heavenly Gate and the Earthly Gate. If the top gate does not meet the first opening deviation condition and the bottom gate does not meet the second opening deviation condition, it is determined that there is no risk of collision between the top gate and the bottom gate.

[0156] It should be understood that regardless of whether the rear door is in the open or closed state, in order to avoid the collision between the top door and the bottom door in the collision area, when the movement trajectories of the top door and the bottom door are both in the collision area, the principle of the top door covering the bottom door must be followed. That is, the difference between the offset of the top door and the offset of the bottom door must be greater than a certain value so that the top door and the bottom door will not collide.

[0157] If wind interference reduces the difference between the offset of the sky gate and the offset of the earth gate to a certain value, it may lead to a collision risk between the sky gate and the earth gate if it is not controlled.

[0158] For example, such as Figure 3 As shown, whether the door is open or closed, its trajectory is an arc with the door's height as the radius and the door's hinge as the center. Similarly, the trajectory of the door's center is an arc with the door's height as the radius and the door's hinge as the center. Therefore, the offset of the door at the current moment is equal to the door's height multiplied by the sine of its first opening degree, and the offset of the door at the current moment is equal to the door's height multiplied by the sine of its second opening degree. This demonstrates that for any given door, the changes in its opening degree and offset are positively correlated.

[0159] The offset of the Heaven Gate and the offset of the Earth Gate are close. Specifically, this means that the first opening of the Heaven Gate is less than the expected first reference opening, and the second opening of the Earth Gate is greater than the expected second reference opening.

[0160] If the rear door is in the open state, under ideal conditions without wind interference within the collision area, the top door will always open before the bottom door, and the offset of the top door will always be greater than the offset of the bottom door by a certain value. The difference in offset between the two doors forms a stable anti-collision safety distance.

[0161] If the rear door is in the closing state, under ideal conditions without wind interference within the collision area, the bottom door will always close before the top door. Similarly, the offset of the top door will always be greater than the offset of the bottom door by a certain value, and the difference in offset between the two doors forms a stable anti-collision safety distance.

[0162] In any of the above operating states, if wind interference reduces the opening of the top door due to wind resistance, causing the first opening of the top door to be smaller than the first reference opening, the offset of the top door will be smaller. Alternatively, if wind interference increases the opening of the bottom door due to wind propulsion, causing the second opening of the bottom door to be larger than the second reference opening, the offset of the bottom door will be larger. The change in at least one of these offsets will ultimately cause the offsets of the top door and the bottom door to gradually converge, reducing the safe distance and increasing the risk of collision.

[0163] Based on the reasons why changes in opening or offset can cause collisions between the top and bottom doors, when the ECU determines whether there is a risk of collision between the top and bottom doors, it can first subtract the first opening from the first reference opening to obtain the opening difference of the top door, and subtract the second opening from the second reference opening to obtain the opening difference of the bottom door.

[0164] Furthermore, the ECU can determine whether the top valve meets the first opening deviation condition based on the opening difference of the top valve. Similarly, the ECU can determine whether the bottom valve meets the second opening deviation condition based on the opening difference of the bottom valve.

[0165] Based on the foregoing analysis, the first opening deviation condition is the change (specifically, a decrease) in the opening of the Heavenly Gate when there is a risk of collision between the Heavenly Gate and the Earthly Gate. The second opening deviation condition is the change (specifically, an increase) in the opening of the Earthly Gate when there is a risk of collision between the Heavenly Gate and the Earthly Gate.

[0166] When the top door meets the first opening deviation condition, it means that the first opening is significantly reduced compared to the first reference opening, i.e., the top door's offset decreases considerably. In this case, even if the bottom door's offset remains unchanged, the difference between the top door's offset and the bottom door's offset will decrease significantly. This change in the top door's offset could cause it to collide with the bottom door, therefore the ECU determines that there is a risk of collision between the top door and the bottom door.

[0167] If the ground door meets the second opening deviation condition, it means that the second opening is significantly larger than the second reference opening, i.e., the ground door's offset increases considerably. In this case, even if the top door's offset remains unchanged, the difference between the top door's offset and the ground door's offset will decrease significantly. This change in the ground door's offset could cause the ground door to collide with the top door, therefore the ECU determines that there is a risk of collision between the top and ground doors.

[0168] Conversely, if the top door does not meet the first opening deviation condition and the bottom door does not meet the second opening deviation condition, it means that the top door will not collide with the bottom door and the bottom door will not collide with the top door. The difference in offset between the two doors can form a stable anti-collision safety distance. Therefore, the ECU determines that there is no risk of collision between the top door and the bottom door.

[0169] Alternatively, in this embodiment, the ECU can also determine whether there is a collision risk between the top door and the bottom door by the difference between their offsets. The ECU can first determine the top door reference offset based on a first reference opening degree and the top door height, and determine the bottom door reference offset based on a second reference opening degree and the bottom door height, and then determine the difference between the two reference offsets. Next, it determines the actual top door offset based on the first opening degree and the top door height, and the actual bottom door offset based on the second opening degree and the bottom door height, and then determines the difference between the two actual offsets. When the difference between the two actual offsets is less than the difference between the two reference offsets to a certain extent, it is determined that there is a collision risk between the top door and the bottom door.

[0170] In the above technical solution, for different door types, the real-time opening degree of the door is subtracted from the corresponding reference opening degree to independently determine the degree of deviation of the door's trajectory. This allows for targeted identification of various deviation scenarios, such as whether only one door deviates or both doors deviate simultaneously, achieving full coverage identification of deviation scenarios corresponding to various collision risks. Furthermore, the above deviation determination process does not require complex parameter calculations, thus improving the efficiency of collision risk identification.

[0171] The following details the specific process for determining whether the Heaven Gate meets the first opening deviation condition and whether the Earth Gate meets the second opening deviation condition.

[0172] In one possible implementation, determining whether the heaven gate meets the first opening deviation condition based on the opening difference of the heaven gate, and determining whether the earth gate meets the second opening deviation condition based on the opening difference of the earth gate, includes: If the absolute value of the difference in the opening degree of the Heavenly Gate is greater than the first preset difference and the difference in the opening degree of the Heavenly Gate is negative, then the Heavenly Gate is determined to meet the first opening degree deviation condition. If the absolute value of the difference in the opening degree of the ground door is greater than the second preset difference and the difference in the opening degree of the ground door is positive, it is determined that the ground door meets the second opening degree deviation condition. If the absolute value of the difference in the opening degree of the Heavenly Gate is less than or equal to the first preset difference, or if the difference in the opening degree of the Heavenly Gate is positive, it is determined that the Heavenly Gate does not meet the first opening degree deviation condition. If the absolute value of the difference in the opening degree of the ground door is less than or equal to the second preset difference, or if the difference in the opening degree of the ground door is negative, it is determined that the ground door does not meet the second opening degree deviation condition.

[0173] Specifically, in this embodiment, a technician can pre-calibrate the critical change value within the collision area where a change in the opening of the top door will cause the top door and the bottom door to collide, and store this value in the ECU as a first preset difference. Similarly, a technician can also pre-calibrate the critical change value within the collision area where a change in the opening of the bottom door will cause the top door and the bottom door to collide, and store this value in the ECU as a second preset difference.

[0174] For the top door, if the absolute value of the top door opening difference is greater than the first preset difference, and the top door opening difference is negative, it indicates that the first top door opening is less than the first reference opening and the reduction in the top door opening is significant. This results in a significant reduction in the top door offset, causing a substantial decrease in the difference between the top door offset and the bottom door offset. Therefore, the ECU determines that the top door meets the first opening deviation condition.

[0175] Conversely, if the absolute value of the opening difference of the top door is less than or equal to the first preset difference, there are three possible scenarios: the first is that the opening difference of the top door is 0; the second is that the opening difference of the top door is positive and its absolute value is less than or equal to the first preset difference; and the third is that the opening difference of the top door is negative and its absolute value is less than or equal to the first preset difference. In any of these scenarios, the change in the top door's offset is within a safe range and will not cause a collision between the top door and the bottom door. Therefore, in this scenario, the ECU determines that the top door does not meet the first opening deviation condition.

[0176] Alternatively, if the difference in the opening degree of the vent is positive, it indicates that the vent's offset has increased rather than decreased compared to the windless condition. Therefore, the ECU determines that the vent does not meet the first opening degree deviation condition.

[0177] For the ground door, if the absolute value of the ground door opening difference is greater than the second preset difference, and the ground door opening difference is positive, it indicates that the second opening of the ground door is greater than the second reference opening and the increase in the ground door opening is significant. This results in a substantial increase in the ground door offset, causing a significant decrease in the difference between the top door offset and the ground door offset. Therefore, the ECU determines that the ground door meets the second opening deviation condition.

[0178] Conversely, if the absolute value of the difference in the opening degree of the ground door is less than or equal to the second preset difference, there are three possible scenarios: the first is that the difference in the opening degree of the ground door is 0; the second is that the difference in the opening degree of the ground door is positive and its absolute value is less than or equal to the second preset difference; and the third is that the difference in the opening degree of the ground door is negative and its absolute value is less than or equal to the second preset difference. In any of these scenarios, the change in the offset of the ground door is within a safe range and will not cause a collision between the ground door and the top door. Therefore, in this scenario, the ECU determines that the ground door does not meet the second opening degree deviation condition.

[0179] Alternatively, if the difference in the opening degree of the ground door is negative, it indicates that the offset of the ground door has decreased rather than increased compared to the case of no wind. Therefore, the ECU determines that the ground door does not meet the second opening degree deviation condition.

[0180] In another scenario, if a rear door design places the bottom door over the top door, the principle for determining the collision risk is the same as in the embodiment of this application where the top door overshadows the bottom door. In this scenario, the area where the movement trajectories of the top door and the bottom door overlap is also called the collision zone. When the movement trajectories of both the top door and the bottom door are within the collision zone, the principle of the bottom door overshadowing the top door must be followed. That is, the difference between the offset of the bottom door and the offset of the top door must be greater than a certain value to prevent the top door and the bottom door from colliding.

[0181] Based on this, the ECU can determine the opening difference between the top door and the bottom door, and determine whether the top door meets the third opening deviation condition based on the opening difference between the top door and whether the bottom door meets the fourth opening deviation condition based on the opening difference between the bottom door and the bottom door.

[0182] The third opening deviation condition is the change (specifically, an increase) in the opening of the Heavenly Gate when there is a risk of collision between the Heavenly Gate and the Earthly Gate. The fourth opening deviation condition is the change (specifically, a decrease) in the opening of the Earthly Gate when there is a risk of collision between the Heavenly Gate and the Earthly Gate.

[0183] In this case, to determine whether the Heaven Gate meets the third opening deviation condition, please refer to the aforementioned introduction on determining whether the Earth Gate meets the second opening deviation condition. To determine whether the Earth Gate meets the fourth opening deviation condition, please refer to the aforementioned introduction on determining whether the Heaven Gate meets the first opening deviation condition. These will not be repeated here.

[0184] If the top door meets the third opening deviation condition, or the bottom door meets the fourth opening deviation condition, the ECU determines that there is a collision risk between the top door and the bottom door. Conversely, if the top door does not meet the third opening deviation condition and the bottom door does not meet the fourth opening deviation condition, the ECU determines that there is no collision risk between the top door and the bottom door.

[0185] Thus, through the above steps, the ECU can determine whether there is a risk of collision between the top and bottom doors.

[0186] 402, In the event of a collision risk between the Heaven Gate and the Earth Gate, identify at least one target gate body from the Heaven Gate and the Earth Gate that causes the collision risk.

[0187] It should be understood that, as described above, there is a risk of collision between the Heaven Gate and the Earth Gate, which can be triggered in three scenarios: the first is that only the Heaven Gate meets the first opening deviation condition; the second is that only the Earth Gate meets the second opening deviation condition; and the third is that both the Heaven Gate and the Earth Gate meet the first opening deviation condition.

[0188] It is evident that when the triggering scenarios for collision risks at the Heavenly Gate and Earthly Gate are different, the gate structures that cause the collision risks are also different.

[0189] Therefore, before taking control measures for collision risk, the ECU needs to accurately identify at least one target door that causes the collision risk, which is the door that needs to be controlled.

[0190] In one possible implementation, when there is a risk of collision between the sky gate and the earth gate, identifying at least one target gate body causing the collision risk from the sky gate and the earth gate includes: Obtain the difference in opening degree between the Heaven Gate and the Earth Gate; Based on the difference in the opening of the Heavenly Gate, determine whether the Heavenly Gate meets the first opening deviation condition; and based on the difference in the opening of the Earthly Gate, determine whether the Earthly Gate meets the second opening deviation condition. If the Heavenly Gate meets the first opening deviation condition and the Earthly Gate does not meet the second opening deviation condition, at least one target gate body is identified as the Heavenly Gate. If the ground door meets the second opening deviation condition and the top door does not meet the first opening deviation condition, at least one target door body is identified as the ground door. If the Heavenly Gate meets the first opening deviation condition and the Earthly Gate meets the second opening deviation condition, then at least one target gate body is determined to include both the Heavenly Gate and the Earthly Gate.

[0191] Specifically, the process of determining whether the Heaven Gate meets the first opening deviation condition and whether the Earth Gate meets the second opening deviation condition is detailed above and will not be repeated here.

[0192] Specifically, if only the top door meets the first opening deviation condition, it means that only the top door poses a collision risk to both the top and bottom doors; therefore, the ECU identifies at least one target door as the top door. If only the bottom door meets the second opening deviation condition, it means that only the bottom door poses a collision risk to both the top and bottom doors; therefore, the ECU identifies at least one target door as the bottom door. If both the top and bottom doors meet the first and second opening deviation conditions, it means that both the top and bottom doors pose a collision risk to both the top and bottom doors; therefore, the ECU identifies at least one target door that includes both the top and bottom doors.

[0193] In the above technical solution, during the process of determining at least one target door, the opening deviation state of the top door and the bottom door is determined by the opening difference value of the top door and the bottom door respectively, and the at least one target door is accurately located by combining the deviation state. This realizes the determination of the target door in all collision risk scenarios, accurately identifies the source of collision risk, and thus provides a reliable adjustment basis for subsequent prevention of collisions between the top door and the bottom door.

[0194] 403. For any target gate among at least one target gate bodies, determine the control strategy for the target gate body according to the collision risk level corresponding to the target gate body, so as to control the operation of the target gate body so that the top gate and the bottom gate do not collide.

[0195] For any one of the at least one target door, to ensure precise control, the ECU can determine a control strategy for the target door based on its corresponding collision risk level. The collision risk level represents the probability of a collision between the top and bottom doors. Furthermore, when the ECU controls the target door using the control strategy, it can ensure that a collision between the top and bottom doors will not occur.

[0196] It should be understood that the degree of wind interference to the two gates may differ. When at least one target gate includes both the top gate and the bottom gate, the collision risk levels corresponding to the two target gates may also differ.

[0197] The following section details the process of determining the collision risk level of the target door.

[0198] One possible implementation method also includes: For any target door in at least one target door body, obtain the opening difference value of the target door body and the rate of change of multiple opening difference values ​​of the target door body at multiple consecutive time moments. The opening difference value of the target door body is the difference between the actual opening value of the target door body and the reference opening value of the target door body. The actual opening value of the target door body is the first opening value of the heaven door or the second opening value of the earth door. The reference opening value of the target door body is the first reference opening value of the heaven door or the second reference opening value of the earth door. If the opening difference of the target door is within the first opening range and the change rate of multiple opening differences is less than or equal to the preset change rate, the collision risk level corresponding to the target door is determined to be the first level. If the rate of change of multiple opening difference values ​​is not all less than or equal to the preset rate of change and the opening difference of the target door is within the second opening range, the collision risk level corresponding to the target door is determined to be the second level, and the minimum opening of the second opening range is greater than the maximum opening of the first opening range. If the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within the third opening range, the collision risk level corresponding to the target door is determined to be the third level, and the minimum opening of the third opening range is greater than the maximum opening of the second opening range.

[0199] Specifically, for any target door, the ECU can determine the collision risk level of the target door based on the opening difference of the target door and the rate of change of the opening difference of the target door at multiple consecutive times.

[0200] Optionally, in this embodiment of the application, the collision risk levels include a first level, a second level, and a third level. The three collision risk levels are sorted in order of increasing probability of collision between the sky gate and the earth gate, namely the first level, the second level, and the third level.

[0201] The three collision risk levels correspond to the following three situations.

[0202] Case 1: When the opening difference of the target door is within the first opening range and the change rate of multiple opening differences is less than or equal to the preset change rate, the collision risk level corresponding to the target door is Level 1.

[0203] The first opening range is, for example, [0, 3) (unit: °), and the preset rate of change is, for example, 0.6 ° / s. In particular, the minimum value of the first opening range is greater than the first preset difference.

[0204] When the difference in the opening degree of the target door is small and the rate of change in the opening degree of the target door is small over multiple consecutive time periods, it indicates that the current opening degree of the target door is fluctuating within a relatively small range. In this case, the ECU determines the collision risk level corresponding to the target door to be Level 1.

[0205] Case 2: When the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within the second opening range, the collision risk level corresponding to the target door is the second level.

[0206] The second opening range is, for example, [3, 10) (unit: °). The minimum value of the second opening range is greater than the maximum value of the first opening range.

[0207] When any of the multiple opening difference change rates exceeds a preset change rate, it indicates a sudden change in the target door's opening difference. This signifies a non-stable, sharp increase in the deviation of the target door's actual opening from a reference opening under windless conditions. Furthermore, if the target door's opening difference falls within the second opening range, it indicates a relatively large deviation. Compared to the first level, the difference between the offset of the top door and the bottom door is significantly reduced in this scenario. Therefore, the ECU determines the collision risk level corresponding to the target door to be the second level.

[0208] Case 3: When the rate of change of multiple opening difference values ​​is not all less than or equal to the preset rate of change and the opening difference of the target door is within the third opening range, the collision risk level corresponding to the target door is the third level.

[0209] The third opening range is, for example, [10, 15) (unit: °). The minimum value of the third opening range is greater than the maximum value of the second opening range.

[0210] When any of the multiple opening difference change rates exceeds a preset change rate, it indicates a sudden change in the target door's opening difference. This signifies a non-stable, sharp increase in the deviation of the target door's actual opening from the reference opening under windless conditions. Furthermore, if the target door's opening difference falls within the third opening range, it indicates a very large deviation. Compared to the second level, the difference between the offset of the top door and the bottom door further narrows in this scenario, increasing the collision risk again. Therefore, the ECU determines the collision risk level corresponding to the target door to be level three.

[0211] In the above technical solution, the vehicle determines the collision risk level of the target door by combining the range of the opening difference and the rate of change of the opening difference. By setting differentiated judgment conditions, the collision risk level can cover a variety of different risk conditions, achieving a gradient judgment of the collision risk level and accurately identifying the collision risk level. This facilitates the subsequent adoption of targeted preventive measures for the target door based on different collision risk levels.

[0212] Based on the above three collision risk levels, the embodiments of this application set corresponding control strategies for each collision risk level.

[0213] In one possible implementation, the control strategy for the target door is determined based on the collision risk level corresponding to the target door, including: When the collision risk level of the target door is Level 1, the control strategy is determined to be to increase the motor driving force of the target door in order to reduce the degree of shaking of the target door during operation. When the collision risk level of the target door is Level 2, the control strategy is to control the motor of the target door to rotate in the opposite direction until the horizontal offset of the target door reaches the target offset, and the absolute value of the difference between the target offset and the current offset of the target door is within the preset offset range. When the collision risk level corresponding to the target door is level three, the control strategy is to stop the motor of the target door from running. The probability of collision between the top door and the bottom door corresponding to the first, second, and third levels increases sequentially.

[0214] Specifically, for any target door, if the collision risk level is Level 1, it means the door's opening fluctuates only within a relatively small range. In this case, the ECU needs to control the door's operational stability to prevent fluctuations in its opening. Therefore, the control strategy for Level 1 is to increase the door's motor drive force. Appropriately increasing the motor drive force effectively enhances the damping constraint effect of the drive force, counteracting the small fluctuations caused by wind interference and ensuring the door's opening remains stable.

[0215] When the collision risk level corresponding to the target door is Level 2, it indicates that the opening range of the target door changes significantly. Compared to Level 1, the probability of collision between the top and bottom doors is increased. To avoid further escalation of the collision risk, the control strategy for Level 2 is to control the motor of the target door to rotate in the opposite direction until the horizontal offset of the target door reaches the target offset. The absolute value of the difference between the target offset and the current offset of the target door is within a preset offset range.

[0216] Optionally, the preset offset range is [10, 15] (unit: centimeters (cm)).

[0217] The motor controlling the target gate rotates in the opposite direction to make the target gate move in the opposite direction to the direction of the opening deviation.

[0218] For example, taking a top door as the target door, if the top door is in the open state and the first opening degree of the top door is less than the first reference opening degree, it means that the opening degree of the top door is deviating from the closing direction. In this case, the motor controlling the top door rotates in the reverse direction, which can make the top door move in the running direction and return to the safe opening degree.

[0219] Taking a ground door as an example, if the ground door is in the open state, and the second opening degree of the ground door is greater than the second reference opening degree, it means that the opening degree of the ground door is deviating from the opening direction. In this case, the motor controlling the ground door rotates in the reverse direction, which can make the ground door move in the closing direction and return to the safe opening degree.

[0220] When the collision risk level corresponding to the target gate is Level 3, it indicates that the opening of the target gate varies greatly under wind disturbance. In this case, even if the opening is adjusted by controlling the direction of the target gate's motor, it will still deviate significantly again under the continuous disturbance of strong winds, or the adjusted opening may fail to reach the expected opening. In this situation, the control strategy is to stop the target gate's motor from running, thereby cutting off the power source of the target gate at its source and avoiding the risk of opening misalignment.

[0221] In the above technical solution, differentiated control strategies are matched to the target door body according to the gradient characteristics of collision risk levels from low to high. This makes the intervention intensity of the control strategy precisely matched with the collision risk level, realizes graded and precise protection against collision risks, effectively avoids the collision risk between the top door and the bottom door, and greatly improves the safety and stability of the electric door opening and closing.

[0222] 404, Control strategy based on target gate, control the operation of target gate.

[0223] After determining the control strategy for each target gate, the ECU can control the operation of each target gate according to the control strategy to avoid collisions between the top gate and the bottom gate.

[0224] To facilitate understanding of the overall implementation process of the embodiments of this application, the following is a detailed explanation. Figure 5 The overall implementation process of the embodiments of this application will be described in detail.

[0225] Figure 5 This is a schematic flowchart illustrating another method for controlling the rear door of a vehicle provided in an embodiment of this application.

[0226] For example, such as Figure 5 As shown, the method 500 includes the following steps 501 to 512.

[0227] 501. When the tailgate is in operation, if the vehicle is detected to be disturbed by an external force, the operating parameters of the tailgate are obtained. The operating parameters of the tailgate include the first opening degree of the top door, the first operating current and the first driving force of the top door motor, and the second operating current and the second driving force of the bottom door motor.

[0228] 502. Based on the first opening and the second opening, determine whether both the Heaven Gate and the Earth Gate are in the collision zone.

[0229] Specifically, if the first opening is less than or equal to the first preset opening and the second opening is less than or equal to the second preset opening, it is determined that both the top gate and the bottom gate are in the collision zone.

[0230] If the first opening is greater than the first preset opening, or if the second opening is greater than the second preset opening, it is determined that the heaven gate and the earth gate are not evenly located in the collision zone.

[0231] When it is determined that the Heavenly Gate and the Earthly Gate are not in the collision zone, proceed to step 503; Once it is determined that both the Heavenly Gate and the Earthly Gate are within the collision zone, proceed to step 504.

[0232] 503, confirming that there is no risk of collision between the Heavenly Gate and the Earthly Gate.

[0233] 504. Based on the first operating current and the first driving force, determine the first reference opening degree of the sky gate from the preset sky gate trajectory curve, and based on the second operating current and the second driving force, determine the second reference opening degree of the earth gate from the preset earth gate trajectory curve.

[0234] 505. Subtract the first opening from the first reference opening to obtain the opening difference of the heaven gate, and subtract the second opening from the second reference opening to obtain the opening difference of the earth gate.

[0235] 506. Based on the difference in the opening of the Heavenly Gate, determine whether the Heavenly Gate meets the first opening deviation condition.

[0236] When the first opening deviation condition of the Tianmen Gate is met, step 507 is executed; If the first opening deviation condition is not met, proceed to step 508.

[0237] 507. It has been determined that there is a risk of collision between the Heavenly Gate and the Earthly Gate.

[0238] 508. Based on the difference in the opening degree of the ground door, determine whether the ground door meets the second opening degree deviation condition.

[0239] When the ground door meets the second opening deviation condition, return to step 507; If the ground door does not meet the first opening deviation condition, return to step 503.

[0240] 509. In the event of a collision risk between the Heavenly Gate and the Earthly Gate, at least one target gate body that causes the collision risk shall be identified from the Heavenly Gate and the Earthly Gate.

[0241] 510. For any target door among at least one target door body, determine the collision risk level corresponding to the target door body based on the opening difference of the target door body and the rate of change of multiple opening differences.

[0242] 511. Determine the control strategy for the target door based on the collision risk level.

[0243] 512, Control the operation of the target gate according to the control strategy of the target gate.

[0244] Steps 501 to 512 in the above method 500 have the same inventive concept as steps 401 to 404 in the aforementioned method 400. For details, please refer to the description of the aforementioned method 400, which will not be repeated here.

[0245] In summary, this application provides a method for controlling a vehicle's tailgate. During implementation, if the vehicle detects external interference while the tailgate is in operation, the method determines whether there is a collision risk between the tailgate and the rear door based on the tailgate's operating parameters. This process predicts collision risk by identifying the potential collision between the tailgate and the rear door in advance. When a collision risk exists, a control strategy for the target door is determined based on its corresponding collision risk level, and the target door's operation is controlled according to this strategy. This process can prevent collisions between the tailgate and the rear door at the source, protecting vehicle safety and improving the user experience.

[0246] Figure 6 This is a schematic diagram of a device for controlling the tailgate of a vehicle, provided in an embodiment of this application. The device is applied to a vehicle whose tailgate includes a top door and a bottom door. When both the top door and the bottom door are closed, the top door covers the bottom door.

[0247] For example, such as Figure 6 As shown, the device 600 includes: The determining module 601 is used to determine whether there is a collision risk between the top door and the bottom door when the vehicle is detected to be subjected to external interference while the tailgate is in operation, based on the operating parameters of the tailgate. The operating parameters are used to indicate the operating position of the tailgate and the motor output state of the tailgate. The determining module is also used to determine at least one target door body that causes the collision risk from the top door and the bottom door when there is a collision risk between the top door and the bottom door. The determining module 601 is further configured to determine a control strategy for any target door among the at least one target door based on the collision risk level corresponding to the target door, so that the top door and the bottom door do not collide when the target door is running under the control strategy. The control module 602 is used to control the operation of the target door based on the control strategy of the target door.

[0248] In one possible implementation, the operating parameters of the rear door include a first opening degree of the top door, a first operating current and a first driving force of the top door motor, a second opening degree of the bottom door, a second operating current and a second driving force of the bottom door motor, and the determining module 601 is specifically used to: determine that there is no collision risk between the top door and the bottom door when the first opening degree is greater than a first preset opening degree, or when the second opening degree is greater than a second preset opening degree, wherein the first preset opening degree is the critical opening degree of the top door when the top door and the bottom door do not collide, and the second preset opening degree is the critical opening degree of the bottom door when the top door and the bottom door do not collide; and determine whether there is a collision risk between the top door and the bottom door based on the first opening degree, the second opening degree, the first operating current, the first driving force, the second operating current and the second driving force when the first opening degree is less than or equal to the first preset opening degree and the second opening degree is less than or equal to the second preset opening degree.

[0249] In one possible implementation, the determining module 601 is further configured to: determine a first reference opening of the sky gate from a preset sky gate trajectory curve based on the first operating current and the first driving force; determine a second reference opening of the ground gate from a preset ground gate trajectory curve based on the second operating current and the second driving force; and determine whether there is a collision risk between the sky gate and the ground gate based on the first opening, the second opening, the first reference opening, and the second reference opening.

[0250] In one possible implementation, the determining module 601 is further configured to: subtract the first opening from the first reference opening to obtain the opening difference value of the top door, and subtract the second opening from the second reference opening to obtain the opening difference value of the bottom door; determine whether the top door meets the first opening deviation condition based on the opening difference value of the top door, and determine whether the bottom door meets the second opening deviation condition based on the opening difference value of the bottom door; determine that there is a collision risk between the top door and the bottom door if the top door meets the first opening deviation condition or the bottom door meets the second opening deviation condition; determine that there is no collision risk between the top door and the bottom door if the top door does not meet the first opening deviation condition and the bottom door does not meet the second opening deviation condition.

[0251] In one possible implementation, the determining module 601 is further configured to: determine that the top gate meets the first opening deviation condition when the absolute value of the opening difference of the top gate is greater than a first preset difference and the opening difference of the top gate is negative; determine that the bottom gate meets the second opening deviation condition when the absolute value of the opening difference of the bottom gate is greater than a second preset difference and the opening difference of the bottom gate is positive; determine that the top gate does not meet the first opening deviation condition when the absolute value of the opening difference of the top gate is less than or equal to the first preset difference, or when the opening difference of the top gate is positive; and determine that the bottom gate does not meet the second opening deviation condition when the absolute value of the opening difference of the bottom gate is less than or equal to the second preset difference, or when the opening difference of the bottom gate is negative.

[0252] In one possible implementation, the determining module 601 is further configured to: obtain the opening difference value of the top gate and the opening difference value of the bottom gate; determine whether the top gate meets a first opening deviation condition based on the opening difference value of the top gate, and determine whether the bottom gate meets a second opening deviation condition based on the opening difference value of the bottom gate; if the top gate meets the first opening deviation condition and the bottom gate does not meet the second opening deviation condition, determine that the at least one target door is the top gate; if the bottom gate meets the second opening deviation condition and the top gate does not meet the first opening deviation condition, determine that the at least one target door is the bottom gate; if the top gate meets the first opening deviation condition and the bottom gate meets the second opening deviation condition, determine that the at least one target door includes both the top gate and the bottom gate.

[0253] In one possible implementation, the determining module 601 is further configured to: for any one of the at least one target door, acquire the opening difference of the target door and multiple rates of change of the opening difference of the target door at multiple consecutive times, wherein the opening difference of the target door is the difference between the actual opening of the target door and the reference opening of the target door, the actual opening of the target door is the first opening of the top door or the second opening of the bottom door, and the reference opening of the target door is the first reference opening of the top door or the second reference opening of the bottom door; and when the opening difference of the target door is within the first opening range and all of the multiple rates of change of the opening difference are less than or equal to a preset rate of change. In the following cases, the collision risk level corresponding to the target door is determined to be Level 1; if the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within the second opening range, the collision risk level corresponding to the target door is determined to be Level 2, and the minimum opening of the second opening range is greater than the maximum opening of the first opening range; if the rate of change of multiple opening differences is not all less than or equal to the preset rate of change and the opening difference of the target door is within the third opening range, the collision risk level corresponding to the target door is determined to be Level 3, and the minimum opening of the third opening range is greater than the maximum opening of the second opening range.

[0254] In one possible implementation, the determining module 601 is further configured to: determine that, if the collision risk level corresponding to the target door is level one, increase the driving force of the motor of the target door to reduce the degree of shaking during the operation of the target door; if the collision risk level corresponding to the target door is level two, determine that the control strategy is to control the motor of the target door to rotate in the opposite direction until the horizontal offset of the target door reaches the target offset, and the absolute value of the difference between the target offset and the current offset of the target door is within a preset offset range; if the collision risk level corresponding to the target door is level three, determine that the control strategy is to control the motor of the target door to stop running, and the probability of the sky gate and the earth gate colliding with each level increases sequentially from level one to level two to level three.

[0255] In one possible implementation, the determining module 601 is further configured to: acquire the yaw rate and lateral acceleration of the vehicle; determine the actual external force acting on the vehicle based on the yaw rate and lateral acceleration; determine that the vehicle is subject to external interference if the actual external force is greater than or equal to a preset external force; and determine that the vehicle is not subject to external interference if the actual external force is less than the preset external force.

[0256] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0257] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702. The memory 701 stores executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a method for controlling the vehicle's tailgate.

[0258] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling a vehicle tailgate provided in embodiments of this application.

[0259] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0260] When the functional modules are divided according to their respective functions, the device may also include a determination module and a control module, etc. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0261] It should be understood that the device provided in this embodiment is used to perform the above-described method for controlling the rear door of a vehicle, and therefore can achieve the same effect as the above-described implementation method.

[0262] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0263] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0264] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling the rear door of a vehicle provided in the above embodiments.

[0265] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described method steps to implement the method for controlling the rear door of a vehicle provided in the above embodiment.

[0266] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling a vehicle's tailgate provided in the above embodiment.

[0267] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0268] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to 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.

[0269] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0270] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of controlling a rear hatch of a vehicle, characterized by, The method is applied to a vehicle, a back door of the vehicle comprising a top door and a bottom door, the top door covering the bottom door when both the top door and the bottom door are in a closed state, the method comprising: When the back door is in an operating state, if it is detected that the vehicle is disturbed by an external force, determining whether the top door and the bottom door have a collision risk according to operating parameters of the back door, the operating parameters being used to represent an operating position of the back door and a motor output state of the back door; When the top door and the bottom door have a collision risk, determining at least one target door body causing the collision risk from the top door and the bottom door; For any target door body in the at least one target door body, determining a control strategy of the target door body according to a collision risk level corresponding to the target door body, so that the top door and the bottom door do not collide when the target door body is controlled to operate according to the control strategy; Controlling the target door body to operate based on the control strategy of the target door body.

2. The method of claim 1, wherein, The operating parameters of the back door comprise a first opening degree of the top door, a first working current and a first driving force of a top door motor, a second opening degree of the bottom door, a second working current and a second driving force of a bottom door motor, and the determining whether the top door and the bottom door have a collision risk according to the operating parameters of the back door comprises: When the first opening degree is greater than a first preset opening degree or the second opening degree is greater than a second preset opening degree, it is determined that the top door and the bottom door do not have a collision risk, the first preset opening degree being a critical opening degree of the top door when the top door and the bottom door do not collide, and the second preset opening degree being a critical opening degree of the bottom door when the top door and the bottom door do not collide; When the first opening degree is less than or equal to the first preset opening degree and the second opening degree is less than or equal to the second preset opening degree, it is determined whether the top door and the bottom door have a collision risk according to the first opening degree, the second opening degree, the first working current, the first driving force, the second working current and the second driving force.

3. The method of claim 2, wherein, The determining whether the top door and the bottom door have a collision risk according to the first opening degree, the second opening degree, the first working current, the first driving force, the second working current and the second driving force comprises: Determining a first reference opening degree of the top door from a preset top door trajectory curve according to the first working current and the first driving force; Determining a second reference opening degree of the bottom door from a preset bottom door trajectory curve according to the second working current and the second driving force; Determining whether the top door and the bottom door have a collision risk according to the first opening degree, the second opening degree, the first reference opening degree and the second reference opening degree.

4. The method of claim 3, wherein, The determining whether the top door and the bottom door have a collision risk according to the first opening degree, the second opening degree, the first reference opening degree and the second reference opening degree comprises: determining whether the first opening degree deviation value of the sky door meets a first opening degree deviation condition, and determining whether the second opening degree deviation value of the ground door meets a second opening degree deviation condition; determining whether the first opening degree deviation value of the sky door meets a first opening degree deviation condition, and determining whether the second opening degree deviation value of the ground door meets a second opening degree deviation condition; determining that the sky door and the ground door have a collision risk when the sky door meets the first opening degree deviation condition or the ground door meets the second opening degree deviation condition; determining that the sky door and the ground door do not have a collision risk when the sky door does not meet the first opening degree deviation condition and the ground door does not meet the second opening degree deviation condition.

5. The method of claim 4, wherein, determining whether the first opening degree deviation value of the sky door meets a first opening degree deviation condition, and determining whether the second opening degree deviation value of the ground door meets a second opening degree deviation condition; determining that the sky door meets the first opening degree deviation condition when the absolute value of the first opening degree deviation value of the sky door is greater than a first preset difference value and the first opening degree deviation value of the sky door is negative; determining that the ground door meets the second opening degree deviation condition when the absolute value of the second opening degree deviation value of the ground door is greater than a second preset difference value and the second opening degree deviation value of the ground door is positive; determining that the sky door does not meet the first opening degree deviation condition when the absolute value of the first opening degree deviation value of the sky door is less than or equal to the first preset difference value or the first opening degree deviation value of the sky door is positive; determining that the ground door does not meet the second opening degree deviation condition when the absolute value of the second opening degree deviation value of the ground door is less than or equal to the second preset difference value or the second opening degree deviation value of the ground door is negative.

6. The method according to any one of claims 1, 4 or 5, characterized in that, determining at least one target door body causing a collision risk from the sky door and the ground door when the sky door and the ground door have a collision risk, including: obtaining the first opening degree deviation value of the sky door and the second opening degree deviation value of the ground door; determining whether the first opening degree deviation value of the sky door meets a first opening degree deviation condition, and determining whether the second opening degree deviation value of the ground door meets a second opening degree deviation condition; determining that the at least one target door body is the sky door when the sky door meets the first opening degree deviation condition and the ground door does not meet the second opening degree deviation condition; determining that the at least one target door body is the ground door when the ground door meets the second opening degree deviation condition and the sky door does not meet the first opening degree deviation condition; determining that the at least one target door body includes the sky door and the ground door when the sky door meets the first opening degree deviation condition and the ground door meets the second opening degree deviation condition.

7. The method of claim 1, wherein, the method further comprises: For any target door of the at least one target door, an opening difference value of the target door and a plurality of opening difference value change rates of the target door at a plurality of continuous time points are obtained, the opening difference value of the target door being a difference value between an actual opening of the target door and a reference opening of the target door, the actual opening of the target door being the first opening of the sky door or the second opening of the ground door, the reference opening of the target door being the first reference opening of the sky door or the second reference opening of the ground door; In a case where the opening difference value of the target door is in a first opening range and all the plurality of opening difference value change rates are less than or equal to a preset change rate, it is determined that a collision risk level corresponding to the target door is a first level; In a case where not all the plurality of opening difference value change rates are less than or equal to the preset change rate and the opening difference value of the target door is in a second opening range, it is determined that the collision risk level corresponding to the target door is a second level, a minimum opening of the second opening range being greater than a maximum opening of the first opening range; In a case where not all the plurality of opening difference value change rates are less than or equal to the preset change rate and the opening difference value of the target door is in a third opening range, it is determined that the collision risk level corresponding to the target door is a third level, a minimum opening of the third opening range being greater than a maximum opening of the second opening range.

8. The method of claim 1, wherein, The control strategy of the target door is determined according to the collision risk level corresponding to the target door, including: In a case where the collision risk level corresponding to the target door is the first level, it is determined that the control strategy is to increase a motor driving force of the target door to reduce a shaking degree in a running process of the target door; In a case where the collision risk level corresponding to the target door is the second level, it is determined that the control strategy is to control the motor of the target door to reverse rotation until an offset amount of the target door in a horizontal direction reaches a target offset amount, an absolute value of a difference between the target offset amount and a current offset amount of the target door being in a preset offset amount range; In a case where the collision risk level corresponding to the target door is the third level, it is determined that the control strategy is to control the motor of the target door to stop running, probabilities of the sky door and the ground door colliding corresponding to the first level, the second level and the third level increasing in turn.

9. The method of claim 1, wherein, The method further includes: An angular velocity of a yaw of the vehicle and a lateral acceleration of the vehicle are obtained; An actual external force received by the vehicle is determined according to the angular velocity of the yaw and the lateral acceleration; In a case where the actual external force is greater than or equal to a preset external force, it is determined that the vehicle is interfered by an external force; In a case where the actual external force is less than the preset external force, it is determined that the vehicle is not interfered by an external force.

10. An apparatus for controlling a rear hatch of a vehicle, characterized by The device is applied to a vehicle, a back door of the vehicle including a sky door and a ground door, the sky door covering the ground door in a case where the sky door and the ground door are both in a closed state, the device including: The determining module is configured to, when the back door is in an operating state, determine whether the sky door and the ground door are at risk of collision according to an operating parameter of the back door if it is detected that the vehicle is disturbed by an external force, the operating parameter being used to represent an operating position of the back door and a motor output state of the back door. The determining module is further configured to, when the sky door and the ground door are at risk of collision, determine at least one target door body causing the risk of collision from the sky door and the ground door. The determining module is further configured to, for any target door body in the at least one target door body, determine a control strategy of the target door body according to a corresponding collision risk level of the target door body, so that the sky door and the ground door do not collide when the target door body is controlled to operate according to the control strategy. The control module is configured to control the target door body to operate based on the control strategy of the target door body.

11. A vehicle characterized by comprising: The vehicle comprises: a memory configured to store executable program code; a processor configured to call and run the executable program code from the memory, so that the vehicle performs the method according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, which, when executed, implements the method according to any one of claims 1 to 9.

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