Vehicle door control method, vehicle and medium

Abstract

The invention provides a vehicle door control method, a vehicle and a medium, and relates to the technical field of vehicle safety. According to the method, when a target vehicle door opening instruction is received, first surrounding obstacle information of a target vehicle door is obtained, first preset opening condition judgment of a time sequence dimension is executed in combination with the opening time of the target vehicle door, so that the time sequence conflict risk caused by obstacle approaching is accurately avoided, and then when the first preset opening condition is met, the target vehicle door is opened. And according to the first surrounding obstacle information and the movement envelope data of the target vehicle door in the full-stroke movement, second preset opening condition judgment of the spatial dimension is executed so as to accurately judge whether the vehicle door movement range and the spatial margin of the obstacles are sufficient or not, and the target vehicle door is controlled to be opened only when the two conditions are both met. Dynamic perception of a complex space environment is achieved, the risk of collision between the target vehicle door and surrounding obstacles when the target vehicle door is opened is accurately recognized and avoided, the use safety and reliability of the target vehicle door are improved, and the use experience of a user is optimized.

Description

Technical Field

[0001] This application relates to the field of automotive safety technology, and in particular to a method for controlling a vehicle door, a vehicle, and a medium. Background Technology

[0002] As automobiles become increasingly intelligent and convenient, door opening and closing mechanisms are becoming more sophisticated. For example, foot-activated power tailgates are widely used in vehicles. Consequently, the reliability of door movement during collision protection has become a key factor in ensuring vehicle safety and user experience. Therefore, it is necessary to achieve precise control over the risks of door opening in complex environments to meet users' core needs for safe and convenient vehicle use.

[0003] In related technologies, mainstream solutions for door collision protection mostly rely on fixed triggering logic or mechanical limiting structures. These solutions generally lack sufficient protection against collision risks in complex spatial environments, posing safety hazards that affect both vehicle safety and user experience. Summary of the Invention

[0004] This application provides a method for controlling a vehicle door, a vehicle, and a medium to address the problem that existing mainstream solutions for vehicle door collision protection are insufficient in preventing collision risks in complex spatial environments, posing safety hazards, affecting vehicle safety, and restricting the user experience.

[0005] In a first aspect, embodiments of this application provide a method for controlling a vehicle door, including: When a command to open the target door is received, information on the first surrounding obstacles of the target door is obtained; Based on the first surrounding obstacle information and the opening time of the target door, determine whether the first preset opening condition is met; When the first preset opening condition is met, based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke movement, it is determined whether the second preset opening condition is met. When the second preset opening condition is met, the target door is opened in response to the opening command.

[0006] Based on the above technical content, this application embodiment, upon receiving a target door opening command, first acquires information about the first surrounding obstacles of the target door, and then performs a first preset opening condition judgment in the timing dimension based on the opening time of the target door to accurately avoid the risk of timing conflicts caused by the approach of obstacles. Then, when the first preset opening condition is met, a second preset opening condition judgment in the spatial dimension is performed based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke movement to accurately determine whether the space margin between the door's movement range and the obstacles is sufficient. The target door is only controlled to open when both conditions are met, thereby achieving dynamic perception of complex spatial environments, accurately identifying and avoiding the risk of collision between the target door and surrounding obstacles when it opens, improving the safety and reliability of the target door, and optimizing the user experience.

[0007] In one possible implementation, the first surrounding obstacle information includes the location and speed of the obstacle; The step of determining whether the first preset opening condition is met based on the first surrounding obstacle information and the opening time of the target vehicle door includes: Based on the position and speed of the obstacle, and the position of the target door, the time it takes for the obstacle to reach the target door is obtained; If the time it takes for the obstacle to reach the target door is less than the opening time of the target door, then it is determined that the first preset opening condition is not met; otherwise, it is determined that the first preset opening condition is met.

[0008] Based on the above technical content, in the process of determining the first preset opening condition, this application embodiment calculates the time it takes for the obstacle to reach the target door by combining the obstacle position and movement speed in the first surrounding obstacle information and the position of the target door. Then, it compares this time with the opening time of the target door. If the time it takes for the obstacle to reach the target door is less than the opening time of the target door, it is determined that the first preset opening condition is not met; otherwise, it is determined that the first preset opening condition is met. This achieves accurate prediction of the timing conflict risk between dynamic obstacles and the target door opening process, effectively avoids the collision risk during the opening stage caused by the rapid approach of obstacles, and further improves the safety and reliability of the target door.

[0009] In one possible implementation, determining whether the second preset opening condition is met based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke motion includes: Based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke motion, the shortest distance between the motion envelope of the target door and the surface of the surrounding obstacles is calculated, which is used as the minimum distance between the target door and the surrounding obstacles during its full-stroke motion. If the minimum spacing is less than the preset safe distance threshold, then it is determined that the second preset opening condition is not met; otherwise, it is determined that the second preset opening condition is met.

[0010] Based on the above technical content, in the process of determining the second preset opening condition, this application embodiment calculates the shortest distance between the target door's motion envelope and the surface of the surrounding obstacles by combining the information of the first surrounding obstacles and the motion envelope data of the target door's full-stroke motion. This shortest distance is then used as the minimum distance between the target door and the surrounding obstacles during the full-stroke motion of the target door. This minimum distance is then compared with a preset safety distance threshold. If the minimum distance is less than the preset safety distance threshold, it is determined that the second preset opening condition is not met; otherwise, it is determined that the second preset opening condition is met. This achieves accurate determination of the spatial positional relationship between the target door and the surrounding obstacles during the full-stroke motion of the target door, effectively avoiding the collision risk when the target door is opened due to insufficient space margin, and further improving the safety and reliability of the target door.

[0011] In one possible implementation, the first surrounding obstacle information includes the position and speed of the obstacles; the step of calculating the shortest distance between the motion envelope of the target door and the surface of the surrounding obstacles based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke motion includes: Based on the position and speed of the obstacle, predict the trajectory of the obstacle within the time window of the full travel of the target door; Based on the motion trajectory, the dynamic spatial occupancy area of ​​the obstacle is determined, and based on the motion envelope of the target door and the dynamic spatial occupancy area of ​​the obstacle, the shortest distance between the motion envelope of the target door and the surface of the obstacle is calculated.

[0012] Based on the above technical content, this application embodiment predicts the movement trajectory of the obstacle within the full-stroke movement time window of the target door by using the obstacle's position and movement speed in the first surrounding obstacle information, thereby determining the dynamic space occupied by the obstacle. Then, it calculates the shortest distance between the two surfaces by combining the motion envelope of the target door, thus achieving accurate prediction of the obstacle's movement state and clear definition of the obstacle's dynamic space occupied range within the time window. Furthermore, it quantifies the spatial distance between the target door and the obstacle by accurately calculating the shortest distance, fully covering the positional changes of the obstacle during the full-stroke opening process of the target door, and more comprehensively and accurately identifying potential collision risks, thereby improving the safety and reliability of the target door.

[0013] In one possible implementation, after responding to the opening command and controlling the target door to open, the method further includes: During the opening process of the target vehicle door, information on the second surrounding obstacles of the target vehicle door is acquired; If the second surrounding obstacle information is different from the first surrounding obstacle information, then based on the second surrounding obstacle information and the remaining opening time of the target door, it is determined whether there is a collision risk during the opening of the target door, and when it is determined that there is a collision risk, the target door is controlled to stop opening and a risk warning signal is generated.

[0014] Based on the above technical content, this application embodiment obtains the second surrounding obstacle information of the target vehicle door after controlling the target vehicle door to open, and then compares whether there is a difference between the second surrounding obstacle information and the first surrounding obstacle information. Furthermore, when the two are different, it determines whether there is a collision risk during the opening process based on the second surrounding obstacle information and the remaining opening time of the target vehicle door. Finally, when it is determined that there is a collision risk, it controls the target vehicle door to stop opening and generates a risk warning signal. This realizes dynamic monitoring and risk response of the entire opening process of the target vehicle door, ensuring that sudden changes in the surrounding environment during the opening process can be captured in a timely manner, accurately blocking new collision risks, thereby ensuring the safety and stability of the target vehicle door and providing users with all-time collision protection.

[0015] In one possible implementation, prior to the step of basing the information on the first surrounding obstacles and the motion envelope data of the target door during its full-stroke motion, the method further includes: A full-stroke motion opening and closing test is performed on the target door in advance, and the motion trajectory boundary information of the target door under the full-stroke motion in three-dimensional space is obtained. The motion envelope data covering the longitudinal, lateral and vertical height dimensions is then fitted to obtain the motion envelope data. The motion envelope data is stored.

[0016] Based on the above technical content, this application embodiment performs a full-stroke opening and closing test on the target door in advance to obtain the motion trajectory boundary information of its full-stroke motion in three-dimensional space, and then fits and stores the motion envelope data to ensure that the data can be retrieved in a timely manner when needed later. At the same time, the motion envelope data clearly defines the three-dimensional spatial range of the target door's full-stroke motion, providing a clear basis for the calculation of the shortest distance in the subsequent second preset opening conditions, thereby facilitating the accurate judgment of the spatial positional relationship between the target door and surrounding obstacles and ensuring the accuracy of the second preset opening condition determination.

[0017] In one possible implementation, obtaining the first surrounding obstacle information of the target vehicle door includes: Within the spatial range corresponding to the full range of motion of the target door, sensing data of multiple different types of vehicle-mounted sensors for the same obstacle are collected at the same time. The sensing data is weighted and fused based on the preset weights of each of the vehicle-mounted sensors to obtain the first surrounding obstacle information of the target door.

[0018] Based on the above technical content, this application embodiment collects sensing data of multiple different types of vehicle-mounted sensors for the same obstacle within the spatial range corresponding to the full travel of the target vehicle door at the same time. Then, based on the preset weights of each vehicle-mounted sensor, these sensing data are weighted and fused to obtain the first surrounding obstacle information of the target vehicle door. This realizes the effective integration of multi-source sensing data of the same obstacle, ensuring that the first surrounding obstacle information can integrate the advantages of each sensor. Accordingly, the integrated first surrounding obstacle information has higher accuracy and reliability, further ensuring the scientific nature of the judgment related to the target vehicle door and surrounding obstacles.

[0019] In one possible implementation, the method further includes: When the second preset opening condition is not met, the trigger duration of the target door opening command is obtained; If the trigger duration meets the preset duration, then the target door is forcibly opened. During the forced opening of the target vehicle door, the judgment steps of the first preset opening condition and the second preset opening condition are executed, and a risk warning signal is continuously generated when the first preset opening condition and / or the second preset opening condition are not met.

[0020] Based on the above technical content, this application embodiment obtains the trigger duration of the target door opening command when the second preset opening condition is not met, and then executes the forced opening action of the target door when the trigger duration meets the preset duration. During the forced opening process, the judgment steps of the first and second preset opening conditions are continuously executed. Finally, when neither preset opening condition is met, a risk warning signal is continuously generated. This provides users with a forced opening option in special scenarios, ensuring the flexibility of door usage needs, and provides door protection during the forced opening process through continuous risk judgment and real-time warning. This achieves a balance between vehicle use convenience and safety, thereby improving the practicality and reliability of the target door.

[0021] Secondly, embodiments of this application provide a vehicle, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the door control method as described in any of the first aspects.

[0022] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the door control method as described in any of the first aspects.

[0023] It is understood that the beneficial effects of the second and third aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic flowchart of a door control method provided in an embodiment of this application; Figure 3 This is a flowchart illustrating a door control method according to another embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0027] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0028] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0029] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0030] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0031] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0032] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0033] First, the terms used in the embodiments of this application will be explained: Motion envelope data refers to the maximum trajectory range covered by all related components such as the door body, hinges, and gas springs in three-dimensional space during the full-stroke movement of the target door. This data is presented in the form of a closed geometric volume, clearly including the spatial boundaries of longitudinal, lateral, and vertical height dimensions, providing an accurate reference benchmark for the self-motion range when the target door is opened to detect collision risks.

[0034] Dynamic space occupied area: refers to the dynamic space range that the obstacle continuously occupies in three-dimensional space during the time when the target door completes its full range of motion, based on the obstacle's current position and speed, and after predicting its trajectory.

[0035] Full-stroke motion opening and closing test: This refers to the testing process during the vehicle research and development or testing phase, in which a target vehicle door is driven by a special tool to complete a full cycle of motion from fully closed to fully open and then back to closed, in order to collect key data such as its motion trajectory boundary in three-dimensional space.

[0036] The applicant has observed that in existing vehicle doors, foot-activated power tailgates are widely used in mid-to-high-end passenger vehicles, becoming an important feature for enhancing user experience. However, the collision protection solutions in these technologies lack sufficient intelligence, relying heavily on fixed triggering logic or mechanical limiting structures, making it difficult to adapt to diverse real-world usage scenarios. For example, when a vehicle is parked in narrow spaces such as next to a charging station or against a garage wall, the user may accidentally trigger the foot sensor while plugging or unplugging the charging gun or moving items, causing the tailgate to open automatically without a safe clearance, thus posing a collision risk. This problem caused by untimely environmental adaptation not only poses property damage and personal safety hazards but also seriously affects the user experience, hindering the further promotion and application of such intelligent features.

[0037] To overcome the aforementioned deficiencies, this application proposes a novel door control method. This method utilizes information about surrounding obstacles, the door's opening time, and motion envelope data throughout its entire movement. It sequentially performs dual checks on a first preset opening condition (temporal dimension) and a second preset opening condition (spatial dimension). Only when both conditions are met does the opening command trigger, controlling the door to open. This achieves accurate prediction and effective interception of collision risks before the door opens, ensuring safe and controllable opening. This technical concept enables dynamic perception of the complex spatial environment surrounding the door, fundamentally improving the adaptability and reliability of collision protection. It reduces unnecessary collision damage while retaining the convenience of automatic opening, catering to specific usage scenarios, thereby optimizing the user experience and promoting the development and implementation of intelligent door technology.

[0038] First refer to Figure 1 , Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application. The devices involved in this application scenario include a controller 100, an on-board sensor 101, and a target door 102.

[0039] The controller 100, upon receiving an opening command for the target door, acquires first surrounding obstacle information of the target door 102 via the onboard sensor 101. Based on the first surrounding obstacle information and the opening time of the target door 102, it determines whether a first preset opening condition is met. If the first preset opening condition is met, based on the first surrounding obstacle information and pre-stored motion envelope data of the target door 102 during its full-stroke motion, it determines whether a second preset opening condition is met. If the second preset opening condition is met, it responds to the opening command and controls the target door 102 to open.

[0040] In this scenario, the vehicle sensor 101 is not a single type of sensor, but a fusion perception system that includes multiple sensing devices such as ultrasonic radar and vehicle cameras. Its deployment range covers the spatial area corresponding to the full range of movement of the target door 102, and can simultaneously collect multi-dimensional information such as the position and speed of obstacles, ensuring the accuracy and comprehensiveness of the first surrounding obstacle information.

[0041] As the core decision-making unit, the controller 100 not only undertakes the functions of data reception and condition determination, but also pre-stores two types of key benchmark data. The first is the motion envelope data of the target door 102 during its full-stroke motion. This data clarifies the maximum range of motion in three-dimensional space during the door opening process, providing an accurate basis for spatial collision risk assessment. The second is the opening time of the target door 102. This time can be determined by the parameters of the door drive mechanism, the characteristics of the motion stroke, etc. It is usually a fixed parameter determined by calibration before the vehicle leaves the factory, providing a stable benchmark for timing collision risk assessment.

[0042] The following is combined Figure 1 The application scenarios described below, with reference to the accompanying drawings, illustrate the door control method provided according to an exemplary embodiment of this application. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0043] It should be noted that the embodiments of this application can be applied to vehicles, and the vehicle can be a server or a host computer of the vehicle, that is, the door control method provided by the exemplary embodiments of this application can be executed on the server or the host computer of the vehicle.

[0044] The server can be a monolithic server or a distributed server spanning multiple computers or computer data centers. Servers can also be of various categories, such as, but not limited to, web servers, application servers, database servers, or proxy servers.

[0045] Optionally, a server may include hardware, software, or embedded logic components for performing suitable functions supported or implemented by the server, or a combination of two or more such components. For example, a server may be a blade server, a cloud server, or a server group consisting of multiple servers, which may include one or more of the above-mentioned categories of servers, etc.

[0046] It should be noted that the door control method provided according to the exemplary embodiments of this application can be executed on the same device or on different devices.

[0047] refer to Figure 2 , Figure 2This is a schematic flowchart of a door control method provided in one embodiment of this application. Figure 2 As shown, the method in the embodiments of this application may include: S201. When a command to open the target door is received, obtain information on the first surrounding obstacles of the target door.

[0048] Among them, the first surrounding obstacle information is used to represent the real-time status information of surrounding obstacles within the space covered by the full-stroke movement of the target door. Specifically, it covers core parameters such as the position and speed of the obstacles, and at least defines the distribution and movement characteristics of the obstacles in the space.

[0049] Here, upon receiving a command to open the target door, onboard sensors deployed in the space corresponding to the full range of motion of the target door, such as ultrasonic radar and onboard cameras, are immediately activated. Within the three-dimensional space covered by the opening of the target door, the onboard sensors collect multi-dimensional sensing data, including the position and speed of obstacles within that space. Subsequently, the collected sensing data is processed to remove interference information, forming comprehensive and accurate first-order surrounding obstacle information.

[0050] Thus, by instantly acquiring information about the first surrounding obstacles of the target door upon receiving the opening command, the real-time state of the surrounding environment before the door opens can be accurately captured, ensuring that the information about the first surrounding obstacles is synchronized with the opening command. This timely information acquisition avoids both the lag in environmental state caused by premature perception and the untimely risk prediction caused by delayed acquisition. It provides timely environmental perception data that highly matches the current opening requirements for subsequent temporal and spatial condition determinations, ensuring that the judgment logic can be executed based on real-time and accurate obstacle states, thus guaranteeing the accuracy of risk identification from the source.

[0051] S202. Based on the information of the first surrounding obstacles and the opening time of the target door, determine whether the first preset opening condition is met.

[0052] The opening time of the target door represents the total travel time of the target door from a fully closed state to a fully open state. The first preset opening condition is a temporal dimension pre-entry condition for determining whether the target door can be opened. It is used to clarify whether there is a temporal collision risk during the full travel of the target door under the current dynamic state of surrounding obstacles. Only if there is no temporal collision risk and this condition is met can the subsequent spatial dimension risk assessment stage be entered to advance the door opening process.

[0053] Here, the opening time of the target door is retrieved, and combined with the previously acquired information on surrounding obstacles, core features reflecting the obstacle's state are extracted. A pre-defined time-series analysis algorithm is used to comprehensively consider the state change trends of the obstacles throughout the entire opening cycle of the target door, clarifying the interaction between the two in the time dimension. Based on this comprehensive analysis result, it is determined whether there is a risk of time-series conflict caused by the dynamic changes of obstacles during the opening process of the target door, thereby determining whether the first pre-defined opening condition is met.

[0054] In this way, by determining whether the first preset opening condition is met based on the information of the first surrounding obstacles and the opening time of the target door, the timing risk of the target door opening process is accurately captured. This allows for the precise identification of the timing correlation between the dynamic changes of obstacles and the door opening process, thereby predicting potential collision conflicts in advance. Ultimately, potential collision hazards are avoided from a time perspective, improving the safety and reliability of the target door opening process. This prevents damage to vehicles and obstacles and personal safety risks caused by timing conflicts, ensuring that the opening decision can dynamically adapt to the complex and ever-changing surrounding environment.

[0055] S203. When the first preset opening condition is met, based on the first surrounding obstacle information and the motion envelope data of the target door during its full travel, determine whether the second preset opening condition is met.

[0056] Among them, the motion envelope data of the target door during its full-stroke motion is used to represent the maximum trajectory range that all its components can reach in three-dimensional space during the full-stroke motion of the target door from fully closed to fully open, covering the closed geometric boundary information of the longitudinal, lateral and vertical height dimensions.

[0057] The second preset opening condition is the core spatial access condition for determining whether the target door can be opened. It is used to determine whether there is sufficient safe space margin between the motion envelope of the target door's full-stroke movement and the obstacles under the current distribution and dynamic changes of surrounding obstacles. Only when there is sufficient safe space margin and this condition is met can the opening command be finally responded to, and the target door be controlled to start the opening action to ensure that there is no spatial interference with surrounding obstacles during the opening process.

[0058] Here, when the first preset opening condition is met, based on the information of the first surrounding obstacles and the motion envelope data of the target door during its full-stroke motion, the spatial distribution characteristics of the obstacles and the three-dimensional range information of the door's motion are extracted. Through a preset spatial analysis algorithm, the spatial positional relationship between the target door's full-stroke motion trajectory and the surrounding obstacles is comprehensively considered to clarify the possibility of overlap between the two in three-dimensional space. Based on this comprehensive analysis result, it is determined whether there is a collision risk caused by insufficient space margin during the opening process of the target door, and thus whether the second preset opening condition is met.

[0059] Thus, by further determining whether the second preset opening condition is met based on the information of the first surrounding obstacles and the motion envelope data of the target door during its full-stroke movement when the first preset opening condition is met, precise control of the spatial risks during the opening process of the target door is achieved. This clearly defines the spatial relationship between the door's range of motion and the obstacles, enabling timely and comprehensive investigation of potential collision hazards caused by insufficient space margin. Ultimately, this helps to block potential interference risks from a spatial perspective, further strengthening safety protection when the target door is opened and avoiding damage to the door and obstacles and personal safety risks caused by spatial collisions. It also ensures that the opening decision fully adapts to the spatial distribution characteristics of the surrounding environment.

[0060] S204. When the second preset opening condition is met, respond to the opening command and control the target door to open.

[0061] By responding to the opening command when the second preset opening condition is met, the target door is controlled to open, achieving safe opening control through dual risk checks of timing and space. This ensures that the door opening action is performed only under the premise of no timing conflict and sufficient safety margin, effectively avoiding the collision risk caused by time dimension conflict or spatial dimension interference in complex environments. Ultimately, this ensures the safety and reliability of the target door automatic opening function, allowing users to conveniently use the automatic door opening function without worrying about collisions with surrounding obstacles, effectively protecting the safety of the vehicle, obstacles, and people, and optimizing the overall user experience.

[0062] In this embodiment, upon receiving a command to open the target door, the system first acquires information about the first surrounding obstacles of the target door. Then, it combines this information with the opening time of the target door to perform a first preset opening condition judgment in the timing dimension. This accurately avoids the risk of timing conflicts caused by approaching obstacles. Furthermore, when the first preset opening condition is met, based on the first surrounding obstacle information and the motion envelope data of the target door throughout its entire movement, a second preset opening condition judgment in the spatial dimension is performed. This accurately determines whether the door's movement range and the space margin between the obstacles are sufficient. The target door is only opened when both conditions are met. This achieves dynamic perception of complex spatial environments, accurately identifies and avoids the risk of collision between the target door and surrounding obstacles when it opens, improves the safety and reliability of the target door, and optimizes the user experience.

[0063] in addition, Figure 3 This is a flowchart illustrating a door control method according to another embodiment of this application. Figure 3 As shown, the method includes: S301. When a command to open the target door is received, information on the first surrounding obstacles of the target door is obtained.

[0064] In some embodiments, obtaining the first surrounding obstacle information of the target door in S301 includes: Step 1: Within the spatial range corresponding to the full range of motion of the target door, collect sensing data of multiple different types of onboard sensors for the same obstacle at the same time.

[0065] Here, within the spatial range corresponding to the full range of motion of the target door, a precise detection area is first defined. This area completely covers the three-dimensional space that all components may touch during the door's movement from closing to full opening, ensuring no blind spots. Upon receiving the target door opening command, multiple different types of onboard sensors, such as ultrasonic radar, cameras, and millimeter-wave radar, are simultaneously activated. Each sensor starts working simultaneously according to a preset frequency. For the same obstacle, different sensors collect data based on their respective detection principles. For example, ultrasonic radar calculates the distance between the target door and the obstacle using the time-of-flight method, cameras capture the visual features and pixel positions of the obstacle, and millimeter-wave radar accurately obtains the obstacle's speed and orientation. All sensors complete data acquisition at the same timestamp, ensuring temporal consistency of the collected sensing data to improve the reliability of subsequent data fusion.

[0066] For example, taking the target car door as the tailgate, and using ultrasonic radar as an example, 4-6 ultrasonic radars can be installed on the rear bumper. When a command to open the target car door is received, the radar group will immediately activate and enter working mode. Through the cooperation of multiple radars, an intersecting detection area is formed, continuously scanning and detecting the area behind the vehicle at a high frequency of 10Hz. When the radar group is working, it first emits ultrasonic signals into the rear space. When the signal comes into contact with objects that can reflect sound waves, such as metal, plastic, walls, and thin rods, an echo will be formed and received by the radar. Then, based on the time-of-flight method, the distance between the radar and the obstacle is accurately calculated using the formula d=(c×Δt) / 2 (where c is the speed of ultrasonic wave propagation and Δt is the time difference between signal transmission and echo reception). This detection method achieves centimeter-level accuracy within a close range of 0-2.5 meters, and has low sensitivity to obstacle materials. It is not limited by lighting conditions and can work independently and stably even at night or in dimly lit environments such as garages, continuously outputting reliable obstacle distance and location information. The working principle of ultrasonic radar is existing and will not be elaborated or limited here.

[0067] For example, taking the target vehicle door as the tailgate and using a rear-view camera as an example, when the ultrasonic radar detects a nearby obstacle, it immediately triggers the rear-view camera to start working and quickly access its captured image of the rear area. The camera first acquires and preprocesses the image, then uses a built-in object recognition algorithm to accurately identify the type of obstacle, such as a charging gun or other objects of known size, while simultaneously capturing the obstacle's pixel size and position information in the image. Subsequently, the algorithm combines preset approximate obstacle size parameters and the mapping relationship between pixel size and actual distance to estimate the distance between the obstacle and the vehicle through a geometric conversion model. The working principle of the camera is existing and will not be elaborated or limited here. This ranging method based on visual recognition and pixel analysis can complement and verify the detection data from the ultrasonic radar, further improving the reliability and accuracy of obstacle distance detection and providing a more comprehensive data source for subsequent collision risk assessment.

[0068] Step 2: Based on the preset weights of each vehicle sensor, the sensing data is weighted and fused to obtain the first surrounding obstacle information of the target door.

[0069] Here, after the sensing data is collected, a preset sensor weight configuration scheme is invoked. This scheme assigns corresponding weights to different types of sensors based on their performance characteristics, such as the high accuracy of ultrasonic radar at close range and the strong visual recognition capability of cameras. Subsequently, a weighted fusion algorithm is used to integrate and process the multi-source sensing data of the same obstacle collected at the same time. For example, the raw data of each sensor is first denoising and pre-processed with calibration, and then the processed data is weighted according to the preset weights to combine the advantages of each sensor and make up for the detection limitations of a single sensor.

[0070] For example, using ultrasonic radar and a camera, the distance between the target car door and surrounding obstacles is detected within the spatial range corresponding to the full range of motion of the target car door. The ultrasonic radar measures a distance of 0.8m, while the camera measures a distance of 0.85m. Considering the accuracy advantage of ultrasonic radar in short-range ranging scenarios, it is assigned a weight of 0.7; the camera, on the other hand, focuses on assisting in confirming whether the obstacle is a collision-prone type and avoiding the risk of misjudgment, and is assigned a weight of 0.3. Then, through weighted fusion calculation, the final fused distance between the target car door and the obstacle is: 0.8m × 0.7 + 0.85m × 0.3 = 0.815m. This ensures the ranging accuracy based on ultrasonic radar and compensates for the detection limitations of a single sensor with the help of the camera. In other embodiments, the sensing data can also cover various types of information such as the obstacle's movement speed, position, and outline size. For each type of sensing data, weighted fusion can be performed with reference to the above logic, which will not be elaborated or limited here.

[0071] In this way, by assigning preset weights based on the performance advantages of each vehicle sensor, the multi-source sensing data is weighted and fused to achieve complementary collaboration of multi-sensor data, thereby offsetting the detection error of a single sensor, avoiding the risk of misjudgment, and finally outputting comprehensive and reliable first surrounding obstacle information of the target door.

[0072] S302. Based on the position and speed of the obstacle in the first surrounding obstacle information, and the position of the target door, obtain the time it takes for the obstacle to move to the target door.

[0073] First, using a pre-defined three-dimensional Cartesian coordinate system as a unified benchmark, such as taking the pre-defined reference point of the vehicle where the target door is located as the origin, with the longitudinal direction as the X-axis, the lateral direction as the Y-axis, and the vertical direction as the Z-axis, the real-time three-dimensional coordinates (position data) and motion speed data (including speed magnitude and direction of movement) of the obstacles are extracted from the information of the first surrounding obstacles. At the same time, the current three-dimensional position coordinates of the target door in this coordinate system are retrieved to ensure that all parameters are consistent in spatial dimensions. Then, the real-time distance between the obstacle and the target door is calculated based on the coordinate values ​​using the spatial distance calculation formula. Finally, using "time = distance / speed" as the core logic, combined with the direction of movement and speed of the obstacle, the time required for the obstacle to move along the current trajectory to the position of the target door is calculated. This time is the key parameter for determining the risk of timing conflicts.

[0074] S303. If the time it takes for the obstacle to reach the target door is less than the opening time of the target door, then it is determined that the first preset opening condition is not met; otherwise, it is determined that the first preset opening condition is met.

[0075] Here, the pre-stored opening time of the target door is first retrieved, and then compared with the time it takes for the obstacle to reach the target door calculated by S302. If it is determined that the time it takes for the obstacle to reach the target door is less than the opening time of the target door, it means that the obstacle has approached the potential collision range before the door has completed its full opening stroke, i.e., there is a risk of timing conflict, and therefore it is determined that the first preset opening condition is not met; if the time it takes for the obstacle to reach the target door is greater than or equal to the opening time of the target door, it means that the door can complete its full opening stroke before the obstacle arrives, there is no risk of timing collision, and therefore it is determined that the first preset opening condition is met.

[0076] For example, assuming the target door's opening time T1 is 3 seconds, the dynamic obstacle's speed V1 is 0.5 m / s, and its distance from the vehicle S1 is 1.2 meters, the time T2 for the obstacle to reach the target door, calculated using the formula T2 = S1 / V1, is 2.4 seconds. Since T2 is less than T1, the first preset opening condition is not met. Furthermore, this embodiment also applies to situations where the obstacle is stationary, in which case its speed is zero. Based on the aforementioned calculation logic, the time for a stationary obstacle to reach the target door will approach infinity. Since infinity is necessarily greater than the target door's opening time, the first preset opening condition will be directly satisfied, avoiding any timing conflict risk. Therefore, the judgment logic for the first preset opening condition can achieve compatibility and coverage of static scenarios without additional adjustments, ensuring the comprehensiveness and consistency of timing dimension risk judgment. It eliminates the need to design separate judgment rules based on the obstacle's dynamic or static attributes, simplifying the overall execution logic.

[0077] In this way, by directly comparing the time it takes for an obstacle to reach the target door with the time it takes for the target door to open, the system can accurately determine the timing conflict between the obstacle and the door opening, thereby effectively intercepting the potential collision during the opening phase caused by the obstacle approaching the target door, and significantly improving the timing protection reliability of the automatic opening of the target door.

[0078] S304. When the first preset opening condition is met, based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke movement, calculate the shortest distance between the motion envelope of the target door and the surface of the surrounding obstacle, and use it as the minimum distance between the target door and the surrounding obstacle during its full-stroke movement.

[0079] Here, the pre-stored motion envelope data of the target door during its full-stroke movement is retrieved. This data clarifies the maximum trajectory range of all components in three-dimensional space during the target door's full-stroke movement, serving as the benchmark for determining its own motion boundaries. Simultaneously, core parameters are extracted from the first set of surrounding obstacle information to clarify the actual spatial distribution of these obstacles. Subsequently, a spatial geometric analysis algorithm is used to perform a global calculation of the spatial positional relationship between the target door's motion envelope and the surrounding obstacles, locating the shortest distance between their surfaces. This distance directly reflects the degree of closest contact between the target door and the obstacles during its full-stroke movement; therefore, it is determined as the minimum distance between the target door and the surrounding obstacles during its full-stroke movement, providing crucial quantitative basis for determining the subsequent second preset opening conditions.

[0080] In some embodiments, S304 further includes, before the information based on the first surrounding obstacles and the motion envelope data of the target door during its full-stroke motion: Step 1: Perform a full-stroke opening and closing test on the target door in advance, and obtain the motion trajectory boundary information of the target door under the full-stroke motion in three-dimensional space. Fit the motion envelope data covering the longitudinal, lateral and vertical height dimensions.

[0081] First, a dedicated testing environment was set up. Using high-precision laser displacement sensors, encoders, and other tooling equipment, the target vehicle door (such as an electric tailgate) was driven to complete a full-stroke opening and closing cycle from fully closed to fully open, covering typical operating conditions such as maximum opening angle and normal opening angle, eliminating random errors from single tests. During the test, the real-time position coordinates of all relevant components, such as the door body, hinges, and gas springs, in three-dimensional space were simultaneously collected to accurately capture the boundary information of the extreme trajectory of each component's movement. Subsequently, multiple sets of collected data were denoised and preprocessed. Based on a spatial geometric fitting algorithm, boundary parameters in the longitudinal (vehicle front-to-back direction), lateral (vehicle left-to-right direction), and vertical height dimensions were integrated and extracted to finally form motion envelope data in the form of a closed geometric volume, completely defining the maximum spatial coverage range of the target vehicle door's full-stroke movement.

[0082] Step 2: Store the motion envelope data.

[0083] First, the motion envelope data is standardized and converted into a structured data format recognizable by controllers such as the Central Electronic Control Unit (CECU), eliminating redundant information to reduce storage footprint. Then, a standard command is sent via a diagnostic tool to encrypt and write the vehicle-specific motion envelope data into the non-volatile memory of the CECU, ensuring independent and tamper-proof storage. By performing a full-stroke opening and closing test on the target door beforehand, the motion trajectory boundary information in three-dimensional space is accurately collected and fitted to form multi-dimensional motion envelope data, which is then stored exclusively. This achieves mass-production storage and dynamic retrieval of the individualized motion boundaries of the target door. This design overcomes the limitations of traditional fixed-limit structures, no longer relying on standardized universal boundary parameters, allowing each vehicle's door motion boundary data to precisely match its actual motion state. The stored motion envelope data provides a precise and stable baseline for subsequent spatial collision risk assessment, ensuring reliable data for calculating the spatial distance between the target door and obstacles and for dynamic collision risk assessment, further improving the accuracy and adaptability of collision risk assessment in complex environments.

[0084] In addition, the regenerated checksum of the stored motion envelope data can be compared with the original checksum to confirm that the data has not been lost, corrupted, or tampered with during storage and transmission, ensuring the integrity and accuracy of the motion envelope data. Simultaneously, a standardized data update interface can be reserved in the controller's non-volatile memory. This interface provides a dedicated channel for subsequent data adjustments. When the actual motion envelope of the target door changes due to component replacement or parameter calibration, diagnostic equipment or other devices can access this interface to directly overwrite and update the existing stored motion envelope data, ensuring that the stored data always accurately matches the actual motion state of the target door.

[0085] In some embodiments, S304, based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke motion, calculates the shortest distance between the motion envelope of the target door and the surface of the surrounding obstacles, including: Step 1: Based on the position and speed of the obstacle, predict the trajectory of the obstacle within the time window of the target door's full travel.

[0086] Here, after the first preset opening condition is met, the core data of the obstacle's position and speed are extracted from the information of the first surrounding obstacles to clarify the obstacle's current spatial coordinates and movement state. Simultaneously, the opening time of the target door is retrieved to define the time window for the target door's full-stroke movement. Based on the obstacle's position, the initial starting point of movement is determined. Combined with the speed (including magnitude and direction), a time-series trajectory prediction algorithm is used to deduce the continuous positional changes of the obstacle within this time window, forming a coherent movement trajectory. This trajectory accurately reflects the spatial movement path of the obstacle during the full-stroke opening of the door, providing crucial evidence for the subsequent clear definition of the obstacle's dynamic spatial occupation area.

[0087] For example, assuming the target car door opens in 3 seconds, an obstacle's current position, detected by the vehicle's sensors, is 1.5 meters from the target door, with a speed of 0.3 meters per second, and its direction of movement is towards the target door. Based on this data, a temporal motion model is established, starting from the current position and combining the magnitude and direction of the speed. This model estimates the obstacle's motion state, assuming its acceleration remains constant (without a significant acceleration or deceleration trend), and then extrapolates its position at different times within the time window. For example, at second 1, the obstacle is 1.2 meters from the target door; at second 2, it is 0.9 meters; and at second 3, it is 0.6 meters. By sequentially associating these consecutive positions, a continuous trajectory of the obstacle within the 3-second time window of the target door's full movement is formed, clearly showing the path the obstacle takes towards the target door.

[0088] Step 2: Based on the motion trajectory, determine the dynamic spatial area occupied by the obstacle, and calculate the shortest distance between the motion envelope of the target door and the surface of the obstacle based on the motion envelope of the target door and the dynamic spatial area occupied by the obstacle.

[0089] Here, based on the aforementioned motion trajectory and combined with the obstacle's own contour dimensions, the three-dimensional spatial range continuously occupied by the obstacle within the target door's full-stroke motion time window is clearly defined, i.e., the obstacle's dynamic spatial occupation area. Then, pre-stored motion envelope data of the target door during its full-stroke motion is retrieved. This data clearly defines the maximum spatial coverage of all components during the door's full-stroke motion. Subsequently, a spatial geometric algorithm is used to traverse the three-dimensional boundaries of the target door's motion envelope and the obstacle's dynamic spatial occupation area, calculating the distance between each point on both surfaces. The smallest distance value is selected, which is the shortest distance between the target door's motion envelope and the obstacle surface, providing precise quantitative data for subsequent spatial collision risk assessment.

[0090] In this way, by clearly defining the dynamic spatial area occupied by the obstacle within the full travel time window of the target door through the motion trajectory, the dynamic spatial range of the obstacle is accurately defined. Then, by combining the motion envelope of the target door to calculate the shortest distance, the minimum spatial distance between the target door and the obstacle is quantified, and the potential collision risks of the entire door opening process are fully covered from a spatial perspective.

[0091] S305. If the minimum spacing is less than the preset safety distance threshold, it is determined that the second preset opening condition is not met; otherwise, it is determined that the second preset opening condition is met.

[0092] The preset safety distance threshold is the minimum safe distance standard that must be maintained between the motion envelope of the target vehicle door and the surface of surrounding obstacles during its full-stroke movement. For example, the preset safety distance threshold can be 15cm, which provides sufficient safety buffer space to effectively avoid the risk of collision between the motion envelope of the target vehicle door and obstacles due to measurement errors, environmental interference, or slight displacement, while also preventing the normal use needs in narrow spaces from being affected by excessive distance. It can be set according to the actual calibration situation and is not limited here.

[0093] Here, the pre-stored preset safety distance threshold is retrieved, and then the minimum distance is compared with the preset safety distance threshold. If the minimum distance is less than the preset safety distance threshold, it means that the space margin between the target door's motion envelope and surrounding obstacles is insufficient during the target door's full-stroke movement, and there is a risk of collision interference. Therefore, it is determined that the second preset opening condition is not met, and the door opening action is refused. If the minimum distance is greater than or equal to the preset safety distance threshold, it means that there is sufficient safety buffer space between the two and there is no collision risk. Thus, it is determined that the second preset opening condition is met, providing a spatial dimension decision reference for subsequent response to opening commands and control of the target door's safe opening.

[0094] S306. When the second preset opening condition is met, respond to the opening command and control the target door to open.

[0095] Here, after the second preset opening condition is met, the previously received target door opening command is responded to, and an opening control signal is sent to the relevant door control execution components to clarify the execution parameters and logic of the opening action. For example, based on the opening control signal, the target door is driven to move from a fully closed state to a fully open state. The movement process follows a pre-stored full-stroke motion trajectory, ensuring that the door and related components always operate within the three-dimensional space defined by the motion envelope, ultimately completing the safe and smooth opening of the target door and realizing closed-loop control from condition determination to command execution.

[0096] Accordingly, this embodiment of the application, upon receiving a command to open the target door, first acquires information about the first surrounding obstacles of the target door, and then performs a first preset opening condition judgment in the timing dimension based on the opening time of the target door. This accurately avoids the risk of timing conflicts caused by the approach of obstacles. Then, when the first preset opening condition is met, a second preset opening condition judgment in the spatial dimension is performed based on the information about the first surrounding obstacles and the motion envelope data of the target door during its full-stroke movement. This accurately determines whether the space margin between the door's movement range and the obstacles is sufficient. The target door is only controlled to open when both conditions are met. This achieves dynamic perception of complex spatial environments, accurately identifies and avoids the risk of collision between the target door and surrounding obstacles when it opens, improves the safety and reliability of the target door, and optimizes the user experience.

[0097] S307. During the opening of the target vehicle door, acquire information on the second surrounding obstacles of the target vehicle door.

[0098] The second set of surrounding obstacle information consists of real-time dynamic information on obstacles within the space corresponding to the target door's entire movement during the opening process. This includes core parameters such as obstacle position and speed, accurately reflecting the latest state of the surrounding environment during the door's opening. The second set of surrounding obstacle information is a real-time update and dynamic supplement to the first set of surrounding obstacle information. The former is collected during the door opening process, while the latter is collected after the door opening command is received and before the opening action begins. Together, they constitute the environmental perception data system for the entire door opening process.

[0099] Here, during the opening of the target vehicle door, the onboard sensors continuously probe the three-dimensional space covered by the full-stroke movement of the target door according to a preset high-frequency acquisition cycle. Simultaneously, they capture multi-dimensional data such as the real-time position and speed of obstacles within this range, ensuring the timeliness and comprehensiveness of the collected information. Subsequently, the raw sensor data is processed in real-time for noise reduction and calibration to remove interference signals and integrate them to form complete information on the second surrounding obstacles.

[0100] S308. If the information of the second surrounding obstacles is different from that of the first surrounding obstacles, then based on the information of the second surrounding obstacles and the remaining opening time of the target door, it is determined whether there is a collision risk during the opening of the target door, and when it is determined that there is a collision risk, the target door is controlled to stop opening and a risk warning signal is generated.

[0101] The difference between the second and first surrounding obstacle information refers to discrepancies in the core state parameters of obstacles in the second information compared to the first. Specifically, this includes the addition of previously non-existent obstacles, the disappearance of existing obstacles, or changes in the position or speed of obstacles, resulting in alterations in the distribution or dynamic state of obstacles within the space corresponding to the full travel of the target vehicle door, necessitating a reassessment of collision risk.

[0102] Here, the second surrounding obstacle information obtained by S307 is compared with the first surrounding obstacle information to check whether the core parameters such as the position and speed of the obstacles are consistent, and to determine whether the aforementioned different situations have occurred in the surrounding environment. If it is determined that the second surrounding obstacle information is different from the first surrounding obstacle information, the remaining opening time of the target door is immediately retrieved. Combining the core parameters in the second surrounding obstacle information, the logic consistent with the determination of the first and second preset opening conditions is used to conduct a dual analysis from the temporal and spatial dimensions. In the temporal dimension, the relationship between the estimated time for the obstacle to move to the target door and the remaining opening time is calculated. In the spatial dimension, it is determined whether there is interference between the spatial range of the obstacle in its dynamic state and the motion envelope of the remaining travel of the door, and a comprehensive judgment is made on whether there is a collision risk. If a collision risk is determined, a control signal is immediately output to stop the target door from opening, and a risk warning signal is generated to inform the user of the current collision risk in a warning manner, realizing dynamic risk interception and safety protection during the opening process, and ensuring the safety of the entire target door opening process.

[0103] For example, taking the tailgate as the target vehicle door, the risk warning signal can be a multi-dimensional collaborative warning signal. For instance, the vehicle's taillights can continuously flash hazard lights, and the tailgate's dedicated indicator light can flash synchronously to visually alert the user and surrounding personnel to the current collision risk. At the same time, it can also trigger the in-vehicle speakers and external buzzers to emit short and rhythmic beeps to enhance the warning effect through auditory alerts. If the vehicle is equipped with a central control display screen or instrument panel, a text prompt stating "Obstacles in the tailgate opening path, opening has stopped" can also pop up on the screen, clearly informing the reason for the risk. In addition, for vehicles that support mobile phone connectivity, risk warning messages can also be pushed to the bound mobile application (APP) simultaneously. Multi-channel linkage ensures that users are aware of the situation in a timely manner and take appropriate actions, comprehensively improving the effectiveness and coverage of the warning. Here, the timing of issuing the risk warning signal includes, but is not limited to, situations where neither the first preset opening condition nor the second preset opening condition is met. The specific type of risk warning signal is not limited.

[0104] In some embodiments, the door control method provided in this application further includes the following steps: Step 1: If the second preset opening condition is not met, obtain the trigger duration of the target door opening command.

[0105] Here, when the second preset opening condition is not met, the system switches to the command trigger duration monitoring mode. This mode captures and records the continuous triggering status of the target door opening command in real time. The opening commands include various triggering methods such as foot-activated triggering, remote control button triggering, and in-vehicle button triggering. The trigger duration is started at the moment the opening command is first recognized. During the timing process, the system continuously verifies whether the command is in a continuous and valid state. If the command is interrupted, the timing is terminated and reset. By accurately recording the continuous duration of the command from triggering to the current moment, the system provides crucial timing judgment for whether to execute the forced opening action of the target door, ensuring that the system only responds to the user's explicit and continuous opening requests.

[0106] Step 2: If the trigger duration meets the preset duration, then the target door will be forcibly opened.

[0107] Here, the pre-stored preset duration parameter is retrieved, and then the actual trigger duration is compared with the preset duration. If the actual trigger duration is greater than or equal to the preset duration, it indicates that the user has an emergency opening need under special circumstances. In this case, the restriction of the second preset opening condition will be broken, and the target door will be forcibly opened. To address this, a forced opening control signal can be sent to the relevant door execution components to clarify the execution logic and safety constraint boundaries of the opening action. This ensures that when the door starts its opening movement from the closed state, it still follows the pre-stored basic parameters of the full-stroke motion trajectory, avoiding abnormal movement posture due to forced opening, and maintaining basic safety control while meeting user needs.

[0108] For example, the preset duration can be 3 seconds, which can both avoid invalid operations caused by users accidentally touching the start command and meet the user's emergency start needs in special scenarios. It can be determined through a large number of actual vehicle use scenarios and will not be specifically limited here.

[0109] Step 3: During the forced opening of the target vehicle door, execute the judgment steps of the first preset opening condition and the second preset opening condition, and continuously generate risk warning signals when the first preset opening condition and / or the second preset opening condition are not met.

[0110] Here, following a preset high-frequency cycle, real-time status data of surrounding obstacles and the current movement position and remaining opening time of the target door are continuously acquired. The complete judgment logic of the first and second preset opening conditions is repeatedly executed. That is, in the temporal dimension, the matching degree between the estimated time of the obstacle moving to the door and the remaining opening time is calculated; in the spatial dimension, the minimum distance between the door's movement envelope and the obstacle is recalculated and compared with the preset safe distance threshold. If it is determined that the first and / or second preset opening conditions are not met, a continuous early warning mechanism is immediately activated, outputting multi-dimensional risk warning signals to alert the user of the current collision risk in real time, ensuring that the risk is controllable during the forced opening of the target door, and taking into account both the needs of special scenarios and the bottom line of safety protection.

[0111] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0112] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle 600 of this embodiment includes a memory 620 and a processor 610. The memory 620 stores a computer program 621 that can be run on the processor 610. When the processor 610 executes the computer program 621, it implements the steps in any of the above-described method embodiments.

[0113] For example, computer program 621 may be divided into one or more modules / units, one or more of which are stored in memory 620 and executed by processor 610 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 621 in vehicle 600.

[0114] Those skilled in the art will understand that Figure 4 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0115] The processor 610 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0116] The memory 620 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 620 can also include both internal and external storage devices. The memory 620 is used to store computer programs and other programs and data required by the vehicle. The memory 620 can also be used to temporarily store data that has been output or will be output.

[0117] Those skilled in the art will readily understand that, for ease of description and brevity, the functional units and components in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and components are merely for easy differentiation and are not intended to limit the scope of protection of this application. The specific working processes of the units and components in the above system can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0118] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in any of the above-described method embodiments.

[0119] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0120] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0121] In the embodiments provided in this application, it should be understood that the disclosed vehicles and methods can be implemented in other ways. For example, the vehicle embodiments described above are merely illustrative; for instance, the division of elements 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 system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between units may be electrical, mechanical, or other forms.

[0122] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0123] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0124] If the integrated components / units are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0125] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for controlling a vehicle door, characterized in that, include: When a command to open the target door is received, information on the first surrounding obstacles of the target door is obtained; Based on the first surrounding obstacle information and the opening time of the target door, determine whether the first preset opening condition is met; When the first preset opening condition is met, based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke movement, it is determined whether the second preset opening condition is met. When the second preset opening condition is met, the target door is opened in response to the opening command.

2. The door control method according to claim 1, characterized in that, The first information about surrounding obstacles includes the location and speed of the obstacles; The step of determining whether the first preset opening condition is met based on the first surrounding obstacle information and the opening time of the target vehicle door includes: Based on the position and speed of the obstacle, and the position of the target door, the time it takes for the obstacle to reach the target door is obtained; If the time it takes for the obstacle to reach the target door is less than the opening time of the target door, then it is determined that the first preset opening condition is not met; otherwise, it is determined that the first preset opening condition is met.

3. The door control method according to claim 1, characterized in that, The step of determining whether the second preset opening condition is met based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke movement includes: Based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke motion, the shortest distance between the motion envelope of the target door and the surface of the surrounding obstacles is calculated, which is used as the minimum distance between the target door and the surrounding obstacles during its full-stroke motion. If the minimum spacing is less than the preset safe distance threshold, then it is determined that the second preset opening condition is not met; otherwise, it is determined that the second preset opening condition is met.

4. The door control method according to claim 3, characterized in that, The first information about surrounding obstacles includes the location and speed of the obstacles; The step of calculating the shortest distance between the motion envelope of the target door and the surface of the surrounding obstacles based on the first surrounding obstacle information and the motion envelope data of the target door during its full-stroke motion includes: Based on the position and speed of the obstacle, predict the trajectory of the obstacle within the time window of the full travel of the target door; Based on the motion trajectory, the dynamic spatial occupancy area of ​​the obstacle is determined, and based on the motion envelope of the target door and the dynamic spatial occupancy area of ​​the obstacle, the shortest distance between the motion envelope of the target door and the surface of the obstacle is calculated.

5. The method for controlling a vehicle door according to any one of claims 1 to 4, characterized in that, After responding to the opening command and controlling the target door to open, the method further includes: During the opening process of the target vehicle door, information on the second surrounding obstacles of the target vehicle door is acquired; If the second surrounding obstacle information is different from the first surrounding obstacle information, then based on the second surrounding obstacle information and the remaining opening time of the target door, it is determined whether there is a collision risk during the opening of the target door, and when it is determined that there is a collision risk, the target door is controlled to stop opening and a risk warning signal is generated.

6. The door control method according to claim 1, characterized in that, Before the information based on the first surrounding obstacles and the motion envelope data of the target door during its full-stroke motion, the method further includes: A full-stroke motion opening and closing test is performed on the target door in advance, and the motion trajectory boundary information of the target door under the full-stroke motion in three-dimensional space is obtained. The motion envelope data covering the longitudinal, lateral and vertical height dimensions is then fitted to obtain the motion envelope data. The motion envelope data is stored.

7. The method for controlling a vehicle door according to any one of claims 1 to 4, characterized in that, The step of obtaining the first surrounding obstacle information of the target vehicle door includes: Within the spatial range corresponding to the full range of motion of the target door, sensing data of multiple different types of vehicle-mounted sensors for the same obstacle are collected at the same time. The sensing data is weighted and fused based on the preset weights of each of the vehicle-mounted sensors to obtain the first surrounding obstacle information of the target door.

8. The method for controlling a vehicle door according to any one of claims 1 to 4, characterized in that, Also includes: When the second preset opening condition is not met, the trigger duration of the target door opening command is obtained; If the trigger duration meets the preset duration, then the target door is forcibly opened. During the forced opening of the target vehicle door, the judgment steps of the first preset opening condition and the second preset opening condition are executed, and a risk warning signal is continuously generated when the first preset opening condition and / or the second preset opening condition are not met.

9. A vehicle, characterized in that, The device includes a memory and a processor, wherein the memory stores a computer program that can run on the processor, characterized in that the processor executes the computer program to implement the door control method as described in any one of claims 1 to 8.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the door control method as described in any one of claims 1 to 8.

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