Control method, device and equipment of electric back door and storage medium

Abstract

The invention relates to a control method, device and equipment for an electric back door and a storage medium. The control method comprises the steps that the target speed, the actual speed and the actual current of a motor are obtained, and the current voltage of a controller is obtained; wherein the controller is a driver of the motor; according to the actual speed and the actual current of the motor, an anti-pinch flag bit of the electric back door is determined; wherein the anti-pinch flag bit represents the current anti-pinch state of the electric back door; according to the target speed, the actual speed and the actual current of the motor, the anti-pinch flag bit of the electric back door and the current voltage of the controller, the duty ratio of the motor is determined; wherein the duty ratio is used for controlling the electric back door to move. The duty ratio of the motor is dynamically adjusted by combining the electronic signal of the motor and the triggering condition of the anti-pinch event, and accurate control over back door anti-pinch is achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle door control technology, specifically to a control method, device, equipment, and storage medium for an electric tailgate. Background Technology

[0002] With the development of intelligent and electric vehicles, power tailgates have gradually become a standard feature in various models. Power tailgates use a motor-driven strut to automatically open and close, enhancing user convenience and the overall technological feel of the vehicle.

[0003] Current electric tailgate control systems suffer from problems such as untimely response, low detection accuracy, and susceptibility to external disturbances, which affect the user experience. Summary of the Invention

[0004] The purpose of this invention is to provide a control method, device, equipment, and storage medium for electric tailgates to improve the control accuracy of electric tailgates.

[0005] In a first aspect, the present invention provides a control method for an electric tailgate, comprising:

[0006] The system acquires the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein the controller is the motor driver.

[0007] The anti-pinch marker position of the electric tailgate is determined based on the actual speed and actual current of the motor; wherein, the anti-pinch marker position represents the current anti-pinch status of the electric tailgate.

[0008] The duty cycle of the motor is determined based on the target speed, actual speed, actual current of the motor, the anti-pinch flag of the electric tailgate, and the current voltage of the controller; wherein the duty cycle is used to control the movement of the electric tailgate.

[0009] In a second aspect, the present invention provides a control device for an electric tailgate, comprising:

[0010] An information acquisition unit is used to acquire the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein the controller is the motor driver;

[0011] The flag determination unit is used to determine the anti-pinch flag of the electric tailgate based on the actual speed and actual current of the motor; wherein the anti-pinch flag represents the current anti-pinch status of the electric tailgate.

[0012] The duty cycle determination unit is used to determine the duty cycle of the motor based on the target speed, actual speed, actual current, anti-pinch flag of the electric tailgate, and the current voltage of the controller; wherein the duty cycle is used to control the movement of the electric tailgate.

[0013] Thirdly, the present invention provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0014] The memory stores computer-executed instructions;

[0015] The processor executes computer execution instructions stored in the memory to implement the method as described in the first aspect.

[0016] Fourthly, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method described in the first aspect.

[0017] Fifthly, the present invention provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0018] This invention provides a control method, device, equipment, and storage medium for an electric tailgate. It acquires the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller. Combining the actual speed and actual current, it calculates an anti-pinch flag to determine whether the anti-pinch function is triggered. By integrating the target speed, actual speed, actual current, anti-pinch flag, and the current voltage of the controller, the motor's duty cycle is dynamically determined, achieving accurate identification and rapid response to the anti-pinch status. The collaborative participation of multiple parameters in control decision-making enhances the adaptability of the electric tailgate's anti-pinch function under different operating conditions, enabling timely response to anti-pinch events, improving the control efficiency and accuracy of the electric tailgate, and enhancing the user experience. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0020] Figure 1 A flowchart illustrating a control method for an electric tailgate provided in an embodiment of the present invention;

[0021] Figure 2 A flowchart illustrating a control method for an electric tailgate provided in an embodiment of the present invention;

[0022] Figure 3 A flowchart illustrating a control method for an electric tailgate provided in an embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram of the velocity ring structure provided in an embodiment of the present invention;

[0024] Figure 5 A schematic diagram of filter adjustment provided in an embodiment of the present invention;

[0025] Figure 6 This is a schematic diagram of the current loop structure provided in an embodiment of the present invention;

[0026] Figure 7 A flowchart illustrating the anti-pinch control provided in an embodiment of the present invention;

[0027] Figure 8 A structural block diagram of a control device for an electric tailgate provided in an embodiment of the present invention;

[0028] Figure 9 A structural block diagram of an electronic device provided in an embodiment of the present invention;

[0029] Figure 10 This is a structural block diagram of an electronic device provided in an embodiment of the present invention.

[0030] The accompanying drawings illustrate specific embodiments of the invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0031] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0032] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0033] In the description of this invention, it should be understood that the terms "first," "second," "third," etc., are used only to distinguish similar objects and are not necessarily used to describe a specific order or sequence, nor should they be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. Furthermore, in the description of this invention, unless otherwise stated, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0034] It should be noted that, due to space limitations, this specification does not exhaustively list all possible implementation methods. Those skilled in the art, after reading this specification, should be able to deduce that any combination of technical features can constitute an optional implementation method, provided that the technical features do not contradict each other. The following provides a detailed description of each embodiment.

[0035] A power tailgate, or power tailgate, is located at the rear of a vehicle. With the development of automotive intelligence and electrification, power tailgates have become a standard feature in mid-to-high-end models. They automatically open and close via a motor-driven strut, enhancing user convenience and the overall technological feel of the vehicle. Currently, most systems employ a passive anti-pinch strategy based on a combination of speed loop and current monitoring. For example, they detect sudden changes in motor current to determine the obstruction state and adjust the power tailgate strut accordingly. However, this approach fails to achieve dynamic current regulation, relying instead on fixed thresholds to independently distinguish between current and speed, lacking closed-loop estimation and active limiting capabilities for the actual output force.

[0036] When the tailgate encounters a foreign object (such as a child's limbs, clothing, or pets) during closing, a delayed anti-pinch response or an unreasonable threshold setting can easily lead to pinching injuries. Furthermore, when the vehicle is on a slope, on a bumpy road, or under wind load, the motor current and speed signals are prone to disturbances and fluctuations, causing traditional anti-pinch strategies based on fixed current / speed thresholds to frequently trigger false or missed triggers. This results in insufficient safety and poor robustness of the anti-pinch function, negatively impacting the user experience.

[0037] The present invention provides a control method, device, equipment and storage medium for an electric tailgate, which aims to solve the above-mentioned technical problems of the prior art.

[0038] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0039] Figure 1 This is a flowchart illustrating a control method for an electric tailgate according to an embodiment of the present invention. This method can be executed by a control device for an electric tailgate. Figure 1 As shown, the method includes the following steps:

[0040] S101. Obtain the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein, the controller is the driver of the motor.

[0041] For example, the motor can control the opening and closing of the electric tailgate, and the motor can be driven by a controller. The target speed of the motor can be the desired angular velocity or linear velocity set according to user instructions or preset planning information, in rpm or mm / s. That is, the target speed can be the rotational speed of the motor set in the vehicle application layer. The actual speed of the motor is the actual rotational speed during motor operation, which can be collected in real time by the motor's built-in Hall sensor or an external resolver decoder, and output after digital filtering to reflect the real dynamics of the strut pushing the electric tailgate. The actual current flowing through the motor during operation is the actual current, which can be detected bidirectionally by a sampling resistor in conjunction with an isolated operational amplifier on the motor phase bridge arm. The sampling rate can be no less than 10 kHz, supporting positive and negative current recognition to distinguish between drive and regenerative braking conditions.

[0042] The controller's current voltage, i.e., the driver bus voltage, can be measured via an ADC (Analog-to-Digital Converter) channel connected to a voltage divider resistor network. The controller is the motor driver, specifically a three-phase brushless or brushed DC motor driver IC (Integrated Circuit) that integrates H-bridge power devices, gate drive circuitry, and current / voltage / temperature protection modules. This driver and the motor can be connected via shielded twisted-pair cable.

[0043] In this embodiment, the target speed of the motor can also be received from the ADAS (Advanced Driver-Assistance Systems) domain controller via the CAN FD (Controller Area Network Flexible Data-Rate Bus); the actual current detection can be replaced with a fluxgate current sensor to improve low temperature drift characteristics; and the controller voltage measurement can use an integrated power monitoring chip to achieve higher accuracy and faster response.

[0044] S102. Determine the anti-pinch mark position of the electric tailgate based on the actual speed and actual current of the motor; wherein, the anti-pinch mark position represents the current anti-pinch status of the electric tailgate.

[0045] For example, actual speed and actual current are the core observations, which together constitute the basic physical input for anti-pinch state identification. The nonlinear coupling relationship between the two can map the external resistance experienced by the electric tailgate. The anti-pinch flag can be a 1-bit Boolean state variable, with a value of logic high level (1) or low level (0), corresponding to the "first flag" (triggering the anti-pinch event) and the "second flag" (not triggering the anti-pinch event), respectively.

[0046] The determination of the anti-pinch flag does not rely on a single threshold comparison, but rather combines actual speed and actual current. For example, the speed trend can be determined based on the actual speed over a period of time, and the rate of change of current can be determined based on the actual current over a period of time. By integrating multi-dimensional features such as speed trend, rate of change of current, steady-state offset, and duration, a lightweight state machine is constructed to determine the anti-pinch flag. For example, when the actual speed v < 2 rpm and the actual current I > 8 A and lasts for ≥ 180 ms, the anti-pinch flag is considered the first flag; or when |dv / dt| > 400 rpm / s² and I suddenly increases by ΔI > 3 A, the anti-pinch flag is considered the first flag; or when v = 0 and I > 12 A is maintained for more than 50 ms, the anti-pinch flag is considered the first flag.

[0047] In this embodiment, the anti-pinch flag can also be extended to a 2-bit encoding, for example, 00 = normal, 01 = warning, 10 = trigger, 11 = lock, and supports graded response. The calculation of the anti-pinch flag can also incorporate the vehicle speed signal as an enable condition. For example, all judgment logic is enabled only when the vehicle speed is 0 km / h, otherwise only the acceleration mutation branch is enabled to avoid misjudgment during driving.

[0048] S103. Determine the motor's duty cycle based on the motor's target speed, actual speed, actual current, the anti-pinch flag of the electric tailgate, and the controller's current voltage; wherein, the duty cycle is used to control the movement of the electric tailgate.

[0049] For example, the target speed, actual speed, and actual current of the motor jointly participate in the voltage control of the motor, thereby controlling the motor's operation. The anti-pinch flag acts as a key intervention signal, dynamically influencing the motor's control strategy. For instance, different control strategies are pre-set; when the anti-pinch flag is the first flag, the first strategy is used to calculate the voltage input to the motor; when the anti-pinch flag is the second flag, the second strategy is used. The controller's current voltage is used to perform duty cycle normalization calculations, ensuring that the PWM (Pulse Width Modulation) output can still accurately reproduce the target electromagnetic torque under conditions of battery voltage drops or rises. The duty cycle is a continuously adjustable pulse width modulation parameter within the range of 0%–100%, generated by a timer with a resolution of 16 bits, and output to the driver's INH pin. This duty cycle is calculated based on the voltage input to the motor and the controller's current voltage, ultimately determining the effective value of the motor terminal voltage, and thus regulating the electromagnetic torque output.

[0050] In this embodiment, the actual current and actual speed jointly generate an anti-pinch flag. This flag intervenes in the voltage output in real time, and this voltage, together with the controller's current voltage, determines the final duty cycle. The controller voltage serves as a normalization reference, ensuring the physical consistency of the duty cycle with force control accuracy. The anti-pinch flag acts as a status switch, enabling millisecond-level switching between "normal drive" and "emergency avoidance" control modes. Synchronous acquisition and collaborative processing of multi-source signals such as speed and current suppress system deviations caused by single-signal drift. This allows the electric tailgate control system to accurately output the corresponding duty cycle based on the real-time bus voltage when abnormal resistance is detected, rapidly reducing the force on the drive motor, stopping it, or reversing it. This improves the reliability of the anti-pinch action, enhances adaptability to different operating conditions, and ensures the safety of human-machine interaction.

[0051] This invention provides a control method for an electric tailgate. It acquires the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller. The method combines the actual speed and actual current to calculate an anti-pinch flag, determining whether the anti-pinch function should be triggered. By integrating the target speed, actual speed, actual current, anti-pinch flag, and the controller's current voltage, the motor's duty cycle is dynamically determined, achieving accurate identification and rapid response to the anti-pinch status. The collaborative participation of multiple parameters in control decision-making enhances the adaptability of the electric tailgate's anti-pinch function under different operating conditions, enabling timely response to anti-pinch events, improving control efficiency and accuracy, and enhancing the user experience.

[0052] Figure 2 This is a flowchart illustrating a control method for an electric tailgate according to an embodiment of the present invention. This embodiment is an optional embodiment based on the above embodiment.

[0053] In this embodiment, determining the anti-pinch flag position of the electric tailgate based on the actual speed and actual current of the motor includes: determining the output force of the electric tailgate based on the actual speed and actual current of the motor; wherein, the output force represents the force controlling the closing of the electric tailgate; and determining the anti-pinch flag position of the electric tailgate based on the output force of the electric tailgate.

[0054] like Figure 2 As shown, the method includes the following steps:

[0055] S201. Obtain the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein, the controller is the driver of the motor.

[0056] For example, this step can refer to step S101 above, and will not be repeated here.

[0057] S202. Determine the output force of the electric tailgate based on the actual speed and actual current of the motor; whereby the output force represents the force controlling the closing of the electric tailgate.

[0058] For example, the actual speed of the motor refers to the rotor rotation speed acquired in real time by the motor encoder or Hall sensor, and the physical quantity obtained after unit conversion, with units of rpm or rad / s. The value of the actual speed can reflect the current motion state of the electric tailgate, such as characterizing the opening / closing direction, speed, and whether it is at a stationary critical point. The actual speed is a key input for judging the trend of mechanical load changes. This speed signal can be processed by anti-aliasing filtering and moving average to suppress high-frequency noise and sensor jitter. In the low-speed range, such as |v| < 3 rpm, a zero-speed holding strategy is adopted to avoid misjudgment due to measurement errors. In the stall condition, the actual speed is continuously zero and the current increases significantly, constituting an important boundary condition for output force estimation. The actual speed can also be obtained by the tailgate position sensor by time differentiation, or by combining the tailgate angular acceleration measured by the IMU (Inertial Measurement Unit) for Kalman filtering estimation to improve the resolution in the low-speed range.

[0059] The actual current of the motor refers to the effective or peak value of the phase current detected in real time by the driver sampling circuit across the shunt resistors of the upper and lower arms of the H-bridge. It directly corresponds to the motor's electromagnetic torque output and is the most sensitive and fastest-responding physical quantity in the force control closed loop. The actual current signal is filtered by a first-order low-pass filter to eliminate PWM switching noise, and a temperature compensation coefficient is used to correct the sampling offset caused by the temperature rise of the copper winding. When the system operates in a low-temperature environment, such as −40 ℃, a pre-stored low-temperature gain matrix is ​​used to linearly map the original current value, ensuring consistency in force estimation. The actual current can also be acquired non-contactly using a Hall current sensor, suitable for scenarios with high isolation requirements.

[0060] The output force of an electric tailgate is the driving force, measured in Newtons (N), which is the equivalent force acting in the normal or tangential direction on the contact surface of the sealing strip at the bottom of the tailgate after the electromagnetic torque of the motor is mechanically transmitted through a transmission mechanism (including a reduction gearbox, lead screw / worm gear, strut linkage, etc.). This output force is not directly measured but is an estimated quantity obtained by combining the actual motor current and actual speed. For example, the larger the actual current and the smaller the actual speed, the larger the output force. The output force can be used to characterize the active control force exerted by the tailgate in its current motion state. Its physical meaning includes the maintaining force required to overcome the gravitational component, the inertial force required for acceleration / deceleration, the dissipated force required to overcome hinge friction and sealing strip compression resistance, and the reaction force suddenly increased due to obstacles. This output force does not rely on external pressure sensors or optical detection devices; it is achieved through soft measurement using existing electromechanical parameters, reducing system cost and assembly complexity. In a multi-strut system, the output force of each strut can be estimated separately based on the actual speed and actual current of the motor and then weighted to synthesize the total output force to adapt to asymmetric structures.

[0061] In this embodiment, the output force of the electric tailgate is determined based on the actual speed and actual current of the motor, including: determining the strut force of the electric tailgate based on the actual speed and actual current of the motor; wherein, the strut force represents the force required to support the electric tailgate to move through the strut; and determining the output force of the electric tailgate based on the strut force, the acceleration information of the motor, and the position information.

[0062] Specifically, the strut force is an equal force acting perpendicular to the hinge axis of the electric tailgate and along the strut axis. Its physical essence is the output thrust after the electromagnetic force of the motor is transmitted step by step through the reduction gearbox, lead screw / worm gear, and linkage mechanism and converted according to the instantaneous lever arm ratio. The strut force must overcome the weight component of the tailgate, the compression reaction force of the sealing strip, air resistance, and motion inertia, and is the main power source for driving the opening and closing of the tailgate.

[0063] The strut force is modeled without relying on complex multibody dynamics simulations, but rather using a parametrically simplified model. This model is used to calculate the strut force based on the actual velocity and actual current. For example, when the actual velocity v=0, static friction is determined based on the actual current I, and the strut force is determined based on static friction; when v≠0, the static friction term is eliminated, and viscous damping is determined based on the actual velocity v, and the strut force is determined based on viscous damping.

[0064] The motor acceleration information refers to the motor's motion acceleration, which can be measured in mm / s². Acceleration can be used for inertial force compensation. It can be obtained by differentiating the actual speed signal and then superimposed with a first-order low-pass filter to suppress differential noise. This acceleration is used to characterize the dynamic rate of change of the back door's motion state.

[0065] The motor's position information refers to the position of the motor's rotation, i.e., the number of revolutions, which represents the current opening / closing angle θ of the electric tailgate. Position information can be measured using a rotary potentiometer, magnetic encoder, or Hall angle sensor, with an accuracy better than ±0.5°, and is used to compensate for the force generated by the rubber strip. Combining the strut force, motor acceleration information, and motor position information, the final output force can be calculated based on a preset formula. For example, the position information can be added as a compensation term to the final output force. The output force can be defined as a tangential force acting on the bottom edge of the tailgate, perpendicular to the door panel plane, and is the direct physical basis for anti-pinch detection.

[0066] In this embodiment, the actual speed and the actual current jointly determine the basic strut force, constituting the steady-state component of the output force; the acceleration information 'a' introduces an inertial force correction term, enabling the system to accurately reflect the instantaneous force when the back door starts or stops rapidly or encounters a sudden load; the position information 'θ' corrects the system error caused by the nonlinearity of the mechanical configuration; the final output force is the vector synthesis result of all the above components, and its numerical accuracy directly determines the reliability of the subsequent anti-pinch flag position judgment.

[0067] The beneficial effect of this setting is that by introducing acceleration information to compensate for the motion inertia effect, and by fusing position information to correct the lever arm nonlinearity and rubber strip compression force, high-fidelity dynamic estimation of the output force of the electric tailgate is achieved, which significantly reduces the probability of false triggering and missed triggering and improves the control accuracy of the electric tailgate.

[0068] In this embodiment, the strut force is characterized as follows:

[0069] ;

[0070] Among them, F pole I represents the strut force, v represents the actual current, and K1, K2, and K3 are all preset parameters.

[0071] Specifically, K1, K2, and K3 are preset parameters, all of which are temperature-dependent and require calibration at both high and low temperatures to achieve temperature compensation. I represents the actual current, and K1 is used to map the current to an equivalent force. K2 characterizes the compensation force for static friction or starting; therefore, it is included in the calculation when the actual speed is 0. v represents the current speed, i.e., the actual speed of the motor, and K3 characterizes the speed-related damping or assist coefficient. By determining whether v is 0, v and I are substituted into the corresponding formulas to calculate the strut force F. pole .

[0072] After obtaining the strut force F pole Then, apply the strut force F. pole The acceleration information 'a' and the position information 'θ' are substituted into the formula for calculating the output force to obtain the output force F. out Output force F outThe calculation formula can be represented as:

[0073] F out =K4·a+f(F pole )+h(θ);

[0074] Where 'a' represents acceleration information used for inertial force compensation, and K4 is the acceleration gain coefficient. Both 'f()' and 'h()' are preset functions. 'f()' operates on the lever principle, converting the lever arm ratio of the current mechanical structure into the actual force at the output. In actual projects, the critical location with the maximum anti-pinch force can be determined by analyzing the force transmission characteristics. If the preset anti-pinch force requirement is met at this location, it will be met at other locations, thus significantly reducing the workload of calibration and testing. 'h()' is used to compensate for the force generated by the adhesive strip.

[0075] The beneficial effects of this setup are that K1 determines the main control gain of the current on the force, serving as the benchmark for force estimation; K2 provides a rigid bias at the zero-speed point, ensuring sufficient starting force without overflow; and K3 provides adaptive speed damping throughout the motion range, enabling a smooth transition in the force estimation curve. Together, these three elements constitute a physically interpretable, piecewise continuous model. This model does not introduce additional input variables such as acceleration, position, and temperature, but implicitly incorporates their influence through parametric design. This achieves endogenous suppression of complex environmental disturbances without increasing sensor costs, improving the accuracy of output force calculation and consequently enhancing the control accuracy of the electric tailgate.

[0076] S203. Determine the anti-pinch mark position of the electric tailgate based on the output force of the electric tailgate.

[0077] For example, the anti-pinch flag is a Boolean state variable, which takes the value of either the first flag or the second flag. The first flag is a logic high level, such as 1 or TRUE, indicating that an anti-pinch event has been triggered, and the control system of the electric tailgate must immediately execute a safety response such as stopping, reversing, or slowing down; the second flag is a logic low level, such as 0 or FALSE, indicating that an anti-pinch event has not been triggered, and the system maintains normal motion control logic.

[0078] Based on the real-time output force, the anti-pinch flag can be determined at the current moment. For example, different force value ranges corresponding to different anti-pinch flags can be preset, the force value range of the current output force can be determined, and the anti-pinch flag corresponding to that force value range can be determined as the anti-pinch flag at the current moment.

[0079] In this embodiment, actual speed and actual current serve as underlying sensing inputs, jointly participating in the dynamic modeling of the output force. The output force is an intermediate variable, and the anti-pinch flag is the discretized state output of the output force after threshold judgment, directly driving subsequent actions such as duty cycle correction and direction switching. Since the output force comprehensively reflects the electromagnetic driving force represented by the current and the mechanical load state reflected by the speed, compared with solutions that solely rely on current mutations, it can more accurately identify real clamping events, significantly reduce the false trigger rate, and improve the user experience.

[0080] In this embodiment, determining the anti-pinch flag of the electric tailgate based on the output force of the electric tailgate includes: if the output force of the electric tailgate is greater than a preset threshold force, then the anti-pinch flag of the electric tailgate is determined to be a first flag; wherein the first flag indicates that an anti-pinch event has been triggered; if the output force of the electric tailgate is less than or equal to the preset threshold force, then the anti-pinch flag of the electric tailgate is determined to be a second flag; wherein the second flag indicates that an anti-pinch event has not been triggered.

[0081] Specifically, the output force of an electric tailgate refers to the equivalent mechanical force acting on the tangential direction at the bottom of the tailgate, which is estimated by combining the actual current, actual speed, acceleration and position information of the motor. Its physical meaning is the net driving force output by the current strut system, including inertial force, viscous damping force, static friction compensation and lever arm conversion effect, etc.

[0082] A threshold force is preset. This preset threshold force is a fixed force value with safety redundancy design, used to define whether the mechanical critical state requiring immediate intervention and protection has been reached. For example, it could be 200N. This threshold force is not dynamically adjusted according to operating conditions (such as opening / closing direction, current speed, vehicle gradient), and belongs to the basic anti-pinch criterion, providing a fallback protection function.

[0083] The output force of the electric tailgate is compared with a preset threshold force. If the output force is greater than the preset threshold force, the anti-pinch flag is set to the first flag; if the output force is less than or equal to the preset threshold force, the anti-pinch flag is set to the second flag. The first flag indicates that an anti-pinch event has been triggered, and the second flag indicates that no anti-pinch event has been triggered. The first flag is a Boolean variable; a high logic level (True or 1) indicates that a valid pinching event has been confirmed, triggering subsequent control actions (such as immediately interrupting forward drive, initiating reverse soft opening, or reducing the duty cycle to a safe limit). The second flag is a logic state indicator mutually exclusive with the first flag, indicating that there is currently no risk of pinching, allowing the control system to maintain the original closed-loop regulation logic of the speed loop and current loop.

[0084] In this embodiment, the updated output force value can be collected every 5 ms and compared with a preset threshold force. The comparison result is then filtered by a de-jitter filter to output the final flag. The output force, as the measured physical quantity, directly determines the threshold comparison result; the threshold force, as a reference, ensures the repeatability of the judgment boundary through its value stability; the first / second flags, as the output state, are logically defined and strictly bound to the system control flow, ensuring that subsequent actions such as duty cycle correction and direction switching have clear triggering criteria.

[0085] The advantage of this setup is that by using output force as a unified criterion, it avoids misjudgments caused by nonlinear factors such as motor temperature rise, battery voltage drop, and gear clearance affecting the original current or speed signal. It ensures that it can respond immediately with deterministic logic when encountering significant clamping resistance, and provides a bottom-line guarantee when other anti-pinch methods fail or encounter particularly soft obstacles, thereby improving the user experience.

[0086] In this embodiment, determining the anti-pinch flag of the electric tailgate based on its output force includes: if the actual speed of the motor is less than a preset speed threshold and the output force of the electric tailgate is greater than a preset threshold force, then marking the current moment as a target event; determining the first duration of the target event; if the first duration is greater than a preset first time threshold, then determining the anti-pinch flag of the electric tailgate as a first flag; wherein the first flag indicates that the anti-pinch event has been triggered; if the first duration is less than or equal to the preset first time threshold, then determining the anti-pinch flag of the electric tailgate as a second flag; wherein the second flag indicates that the anti-pinch event has not been triggered.

[0087] Specifically, a speed threshold is preset; that is, the preset speed threshold is a configurable parameter, and its setting is based on the mechanical travel characteristics of the tailgate and the calibration results of user perceived comfort. After obtaining the output force, the current actual speed is compared with the preset speed threshold, and the output force is compared with the preset threshold force. If the actual speed of the motor is equal to or greater than the preset speed threshold, or the output force of the electric tailgate is less than or equal to the preset threshold force, then the anti-pinch flag of the electric tailgate at the current moment is determined to be the second flag.

[0088] If the actual speed of the motor is less than a preset speed threshold, and the output force of the electric tailgate is greater than a preset threshold force, then the current moment is marked as the target event; that is, the moment when both conditions are met is recorded. It is possible to determine in real time whether the actual speed of the motor is less than the preset speed threshold and whether the output force of the electric tailgate is greater than the preset threshold force, thus determining the duration of the target event as the first duration. In other words, the duration for which both conditions are met is determined. If both conditions are not met simultaneously at a given moment, the first duration restarts its accumulation.

[0089] A pre-set time threshold is used as the first time threshold. This preset first time threshold is the anti-pinch confirmation threshold in the time dimension, and this value can be calibrated through real vehicle bumpy road spectrum testing. The first duration is compared with the preset first time threshold. If the first duration is greater than the preset first time threshold, the anti-pinch flag of the power tailgate is determined as the first flag; if the first duration is less than or equal to the preset first time threshold, the anti-pinch flag of the power tailgate is determined as the second flag.

[0090] The beneficial effect of this setting is that the actual speed and output force constitute dual criteria, jointly limiting the triggering boundary of the target event, realizing high-confidence recognition of electric tailgate clamping events, significantly reducing the false triggering rate caused by vehicle suspension micro-vibration, road excitation or motor commutation ripple, and improving the stability and accuracy of anti-pinch judgment.

[0091] In this embodiment, the method further includes: acquiring first acceleration information of the motor and second acceleration information of the vehicle within a preset time period; wherein, the first acceleration information represents the speed change of the motor within the preset time period, and the second acceleration information represents the speed change of the vehicle within the preset time period; if the first acceleration information meets a preset first condition, or the second acceleration information meets a preset second condition, then the preset first time threshold is adjusted to obtain an updated first time threshold.

[0092] Specifically, the preset time period refers to a sliding time window used to calculate acceleration. This time period is synchronously triggered by a timer inside the controller to ensure time alignment between the motor-side and vehicle-side data. The first acceleration information refers to the motor's acceleration, and the second acceleration information refers to the vehicle's acceleration. For example, the first acceleration information is an instantaneous acceleration estimate obtained by performing differential calculations on the actual motor speed signal within the preset time period; the second acceleration information comes from the vehicle's acceleration signal broadcast by the onboard CAN bus, which can be calculated and published in real time by the IMU or ESC (Electronic Stability Control).

[0093] The synergistic effect of the two is that the motor acceleration reflects the dynamic response characteristics of the tailgate actuator itself, such as the instantaneous reverse acceleration jump when hitting an obstacle, while the vehicle acceleration reflects external platform disturbance sources, such as starting, braking, and going over bumps, together forming the basis for multi-source disturbance perception.

[0094] In this embodiment, when a drastic change in the actual speed of the motor is detected, i.e., a sudden change in the first acceleration information, the anti-pinch response can be triggered immediately, and the anti-pinch flag can be determined as the first flag. A first condition and a second condition can also be preset. The first condition can be defined as the absolute value of the motor's first acceleration information being greater than a preset first acceleration threshold, i.e., a significant fluctuation in the motor speed is detected. If it is determined that the first acceleration information meets the preset first condition, the preset first time threshold can be adjusted to obtain an updated first time threshold. For example, the first time threshold can be extended based on a preset step size, facilitating subsequent comparison of the first duration with the extended first time threshold and preventing accidental anti-pinch activation due to rear-end swaying when the vehicle is stationary.

[0095] The second condition can be defined as the vehicle's second acceleration information being greater than a preset second acceleration threshold. For example, when a vehicle motion signal is received via the bus, if the second condition is met, the first time threshold can be extended to avoid accidental triggering caused by vehicle acceleration or deceleration. The second condition covers common bumps on urban roads (such as manhole covers and speed bumps) and vehicle start-stop scenarios, reflecting the system's adaptive response capability to the vehicle's motion state.

[0096] The beneficial effect of this setting is that, during the anti-pinch detection process of the electric tailgate, when a sudden and drastic acceleration change in the motor itself is detected, or when the vehicle platform is in a state of significant acceleration / deceleration / bumping, the minimum duration required for confirmation of the anti-pinch flag is automatically extended, i.e., the first time threshold is increased. This raises the threshold for false triggering and effectively suppresses false triggering.

[0097] S204. Determine the motor's duty cycle based on the motor's target speed, actual speed, actual current, the anti-pinch flag of the electric tailgate, and the controller's current voltage; wherein, the duty cycle is used to control the movement of the electric tailgate.

[0098] For example, this step can refer to step S103 above, and will not be repeated here.

[0099] This invention provides a control method for an electric tailgate. It acquires the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller. The method combines the actual speed and actual current to calculate an anti-pinch flag, determining whether the anti-pinch function should be triggered. By integrating the target speed, actual speed, actual current, anti-pinch flag, and the controller's current voltage, the motor's duty cycle is dynamically determined, achieving accurate identification and rapid response to the anti-pinch status. The collaborative participation of multiple parameters in control decision-making enhances the adaptability of the electric tailgate's anti-pinch function under different operating conditions, enabling timely response to anti-pinch events, improving control efficiency and accuracy, and enhancing the user experience.

[0100] Figure 3This is a flowchart illustrating a control method for an electric tailgate according to an embodiment of the present invention. This embodiment is an optional embodiment based on the above embodiment.

[0101] In this embodiment, the duty cycle of the motor is determined based on the target speed, actual speed, actual current, anti-pinch flag of the electric tailgate, and the current voltage of the controller. This includes: determining the target voltage of the motor based on the target speed, actual speed, and actual current; and determining the duty cycle of the motor based on the target voltage of the motor, the anti-pinch flag of the electric tailgate, and the current voltage of the controller.

[0102] like Figure 3 As shown, the method includes the following steps:

[0103] S301. Obtain the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; where the controller is the driver of the motor.

[0104] For example, this step can refer to step S101 above, and will not be repeated here.

[0105] S302. Determine the anti-pinch mark position of the electric tailgate based on the actual speed and actual current of the motor; wherein, the anti-pinch mark position represents the current anti-pinch status of the electric tailgate.

[0106] For example, this step can refer to step S102 above, and will not be repeated here.

[0107] S303. Determine the target voltage of the motor based on the target speed, actual speed, and actual current of the motor.

[0108] For example, the target speed refers to the desired motor rotation rate issued by the application layer. Its value can dynamically change with the movement of the electric tailgate. For instance, it may increase at a ramp during startup to suppress impact, remain constant during steady-state operation, and decrease according to a preset deceleration curve when approaching the fully open / fully closed position to achieve smooth start and stop. The target speed can also be directly mapped from user operation commands (such as a long press on the remote control or the duration of a foot-activated sensor). The actual speed is acquired in real time by the motor's built-in Hall sensor or an external resolver decoder, and after digital filtering, it is used in calculations to reflect the instantaneous speed state and direction of the motor; the positive and negative signs indicate forward and reverse rotation. The actual current is obtained through a sampling resistor or Hall current sensor, representing the effective phase current flowing through the motor windings, and is a direct measure of electromagnetic torque.

[0109] A speed loop and a current loop can be pre-configured, with the speed loop connected to the current loop. The output of the speed loop can be the input of the current loop. The target speed and actual speed can be input into the speed loop, and the output of the speed loop and the actual current can be input into the current loop. The voltage output by the current loop is then used to determine the target voltage. Both the speed loop and the current loop can be structures composed of a PI controller and a limiter. The speed loop determines the current based on the speed, and the current loop determines the voltage based on the current.

[0110] In this embodiment, determining the target voltage of the motor based on the target speed, actual speed, and actual current of the motor includes: determining the target current of the motor based on the target speed and actual speed and a preset current limit range; and determining the target voltage of the motor based on the target current and actual current and a preset voltage limit range.

[0111] Specifically, a speed loop is pre-set. Figure 4 This is a schematic diagram of the speed loop. The target speed and the actual speed together constitute the input deviation of the speed loop, which drives the PI controller's calculations. The preset current limit range is a set of dynamically adjustable boundary constraints, including the maximum and minimum current values, characterizing... Figure 4 The "current limiting" is described in the diagram. The PI controller dynamically adjusts the output current by comparing the target speed with the actual speed in real time, allowing the actual speed to converge quickly to the target speed. The limiter limits the output current between a set maximum and minimum value to prevent integral saturation and improve system stability. When the output is limited, the system performs anti-saturation processing on the integral term of the PI controller, limiting it to a reasonable range. In other words, the integral term has an anti-saturation mechanism; when the current output by the PI controller exceeds the preset current limit range, the integrator is only allowed to accumulate error within the limiting boundary, preventing large overshoot after exiting the limiting range. In this embodiment, the calculation process of the PI controller and the limiter is not specifically limited.

[0112] In this embodiment, after obtaining the output force, the maximum current value within a preset current limit range can be determined based on the output force, while the minimum current value can be set to 0. The output force signal can be input to two filters, namely filter L and filter H, and the outputs of the two filters can be differentially analyzed. If the difference is greater than a set difference threshold, the cutoff frequency of filter H can be increased while the cutoff frequency of filter L can be decreased. Figure 5 This is a schematic diagram of filter adjustment. Figure 5In this design, filter L originally had a cutoff frequency of 100Hz, and filter H originally had a cutoff frequency of 200Hz. After reducing the cutoff frequency of filter L, the cutoff frequency is reduced to 1Hz, and after increasing the cutoff frequency of filter H, the cutoff frequency is increased to 700Hz. This design aims to make sudden large signals more accurately reflect their original values ​​while effectively suppressing noise interference caused by amplitude fluctuations. The output force of the two adjusted filters is then added to the output of filter L with a preset anti-pinch force threshold. The resulting force is used as the target force. A preset force-current conversion formula is then used to calculate the current value corresponding to the target force, which is taken as the maximum allowable current value, thus obtaining the current limit range and limiting the maximum anti-pinch force. This avoids situations where the anti-pinch force exceeds the limit due to slow application layer response or filtering algorithm delay.

[0113] After obtaining the target current output from the speed loop limiter, the target current can be input to the current loop. Figure 6 This is a schematic diagram of the current loop. The target current and the actual current together constitute the input deviation of the current loop, which drives the PI controller's calculations. The preset voltage limit range is a set of dynamically adjustable boundary constraints, including the maximum and minimum voltage values, characterizing... Figure 6 The "voltage limit" is crucial. The PI controller dynamically adjusts the output voltage by comparing the target current with the actual current in real time, causing the actual current to quickly converge to the target current. The limiter restricts the output voltage between a set maximum and minimum value, preventing integral saturation and improving system stability. When the output is limited, the system performs anti-saturation processing on the PI controller's integral term, limiting it within a reasonable range. Since the motor voltage will not exceed the controller's supply voltage, the limiter's upper limit is set to the controller voltage; this parameter can be dynamically configured based on the system voltage.

[0114] The advantage of this setup is that by using the speed loop to generate the target current first, the system has the ability to adapt to changes in the mechanical load of the rear door. Embedding voltage limiting and anti-saturation mechanisms in the current loop ensures that the target voltage always remains within the safe output range of the driver, avoiding hardware damage caused by improper parameter tuning or sudden load increases. This achieves hierarchical generation and dynamic limiting of motor control commands.

[0115] S304. Determine the motor's duty cycle based on the motor's target voltage, the anti-pinch flag of the electric tailgate, and the controller's current voltage.

[0116] For example, the anti-pinch flag of the electric tailgate can be a first flag or a second flag, respectively indicating whether an anti-pinch event has been triggered or not. When the anti-pinch flag is the first flag, the system enters a safety response mode, requiring active intervention on the target voltage rather than simple transmission. For example, the target voltage can be increased or decreased, and the adjusted voltage can be transmitted to the motor. When the anti-pinch flag is the second flag, the target voltage can be directly transmitted to the motor. That is, based on the anti-pinch flag of the electric tailgate, the voltage value transmitted to the motor can be determined based on the target voltage.

[0117] The controller's current voltage, i.e., the driver bus supply voltage, is sampled by a voltage divider network and obtained through ADC conversion. Its value directly affects the linear relationship between the PWM duty cycle and the actual output voltage. The duty cycle is the ratio of the high-level duration of the PWM signal within one switching cycle to the total cycle time, ranging from 0% to 100%. In this embodiment, the duty cycle is obtained by the ratio of the voltage delivered to the motor to the controller's current voltage.

[0118] In this embodiment, the target voltage is introduced as an intermediate control quantity and deeply coupled with the anti-pinch flag. This solves the problems of high false trigger rate, poor adaptability to different working conditions, and insufficient force control accuracy caused by the static setting of current / speed thresholds in passive anti-pinch schemes, thereby improving the reliability of anti-pinch and ensuring user safety.

[0119] In this embodiment, the duty cycle of the motor is determined based on the target voltage of the motor, the anti-pinch flag of the electric tailgate, and the current voltage of the controller. This includes: determining the requested voltage of the motor based on the target voltage of the motor and the anti-pinch flag of the electric tailgate; wherein the requested voltage represents the voltage that needs to be output to the motor; and determining the duty cycle of the motor based on the requested voltage of the motor and the current voltage of the controller.

[0120] Specifically, the target voltage of the motor is the voltage command value that should theoretically be applied to both ends of the motor to achieve the target dynamic response, output by the current loop through closed-loop calculation. Its value is generated by the deviation between the target current and the actual current after PI regulation and voltage limiting.

[0121] The requested voltage is the final voltage command modulated by the anti-pinch strategy. Its physical meaning is the instantaneous voltage amplitude that the drive circuit should actually output to the motor terminals. When the anti-pinch flag is set to the first flag, the requested voltage is not equal to the target voltage, but is attenuated or reversed according to a preset adjustment value. For example, if the target voltage is +8.5 V (corresponding to the closing direction) and the adjustment value is set to 70%, the requested voltage is set to -6.0 V (the negative sign indicates reverse drive, and the absolute value is 8.5 × 70% = 6.0 V), thus forcing the motor to reverse rapidly. If the anti-pinch flag is set to the second flag, the requested voltage can directly inherit the target voltage without intervention.

[0122] The controller's current voltage is the driver bus voltage. This voltage value dynamically reflects the vehicle's power supply status and is affected by the start-stop system, air conditioning load, generator output fluctuations, etc. The duty cycle can be calculated from the requested voltage and the controller's current voltage. For example, duty cycle = requested voltage / controller's current voltage × 100%, with the duty cycle being a positive number.

[0123] Figure 7 The flowchart is for the anti-pinch control. Figure 7 In this system, the anti-pinch observation unit outputs the current limiting range to the speed loop, the voltage limiting range to the current loop, and the anti-pinch flag to the fast response unit. The fast response unit determines the requested voltage to be supplied to the motor based on the target voltage of the motor and the anti-pinch flag of the electric tailgate. The calibration parameters can be various preset thresholds, such as a preset voltage limiting range.

[0124] The beneficial effect of this setting is that, under the condition of the anti-pinch flag being triggered, the requested voltage is used as an intermediate variable, which improves the safety, robustness and user experience of the electric tailgate in complex vehicle usage scenarios.

[0125] In this embodiment, determining the requested voltage of the motor based on the target voltage of the motor and the anti-pinch flag of the electric tailgate includes: acquiring the historical speed of the motor; wherein the historical speed represents the actual speed of the motor at the previous moment; if the anti-pinch flag of the electric tailgate is a first flag, and the direction of the target speed and the historical speed are opposite, then the requested voltage of the motor is determined based on the target voltage and a preset adjustment amplitude value; wherein the first flag represents the triggering of an anti-pinch event; if the anti-pinch flag of the electric tailgate is a second flag, or the direction of the target speed and the historical speed are the same, then the target voltage is determined as the requested voltage of the motor; wherein the second flag represents the non-triggering of an anti-pinch event.

[0126] Specifically, the historical speed is the actual motor rotation speed signal collected at the moment immediately preceding the current moment. Both the historical speed and the target speed have positive and negative signs, representing forward or reverse rotation, that is, the direction of extension or retraction of the strut; extension indicates opening the door, and retraction indicates closing the door. After determining the anti-pinch flag, the anti-pinch monitoring unit sends the flag to the fast response unit. Additionally, the target speed can be transmitted to the fast response unit. The fast response unit can determine the requested voltage based on the anti-pinch flag, the target speed, and the historical speed.

[0127] When the anti-pinch indicator on the electric tailgate is set to the first indicator, it is determined whether the target speed and the historical speed are in opposite directions. If they are opposite, the target voltage is adjusted according to the target voltage and a preset adjustment range value to obtain the requested voltage for the motor. If they are the same, the target voltage can be directly used as the requested voltage. When the anti-pinch indicator on the electric tailgate is set to the second indicator, the direction of the target speed and the historical speed does not need to be considered, and the target voltage is directly determined as the requested voltage for the motor. The electric tailgate can continuously close or continuously open. When adjusting the target voltage, a proportional adjustment can be applied to the target voltage according to a preset adjustment range value, or the target voltage can be added to the preset adjustment range value.

[0128] The advantage of this design is that voltage regulation is activated only when both the anti-pinch state and the movement trend meet the conditions; otherwise, the original command is maintained, ensuring the determinism and robustness of the control logic. This achieves a precise response after an anti-pinch event is triggered, improving the control accuracy of the electric tailgate.

[0129] In this embodiment, the method further includes: acquiring the historical voltage of the motor; wherein the historical voltage represents the requested voltage output at the previous moment; if the historical voltage is the target voltage, then acquiring the historical speed of the motor; if the anti-pinch flag of the electric tailgate is the first flag, and the direction of the target speed and the historical speed are opposite, then determining the requested voltage of the motor based on the target voltage and the preset adjustment amplitude value; if the anti-pinch flag of the electric tailgate is the second flag, or the direction of the target speed and the historical speed are the same, then determining the target voltage as the requested voltage of the motor.

[0130] Specifically, the historical voltage refers to the requested voltage determined before the current moment. The fast response unit acquires the historical voltage and determines whether it is the target voltage. If the historical voltage equals the current target voltage, the historical speed needs to be acquired. Based on the anti-pinch flag, the target speed, and the historical speed, the requested voltage is determined. That is, if the anti-pinch flag of the electric tailgate is the first flag, and the target speed and the historical speed are in opposite directions, the requested voltage for the motor is determined based on the target voltage and the preset adjustment amplitude value; if the anti-pinch flag of the electric tailgate is the second flag, or the target speed and the historical speed are in the same direction, the target voltage is determined as the requested voltage for the motor.

[0131] Historical voltage serves as a preliminary criterion, determining whether to activate the subsequent speed direction-anti-pinch flag joint judgment. This joint judgment also constitutes a routing switch for the requested voltage generation path; the adjustment amplitude value is only activated when the historical voltage matches and the reverse + anti-pinch dual conditions are met; otherwise, the target voltage is passed directly by default.

[0132] The advantage of this setting is that it distinguishes the system's operating conditions based on historical voltage states, and only activates a refined response strategy when the voltage command has converged in a quasi-steady state, thereby improving the real-time performance of the anti-pinch action and enhancing the robustness of the control process.

[0133] In this embodiment, the method further includes: if the historical voltage is not the target voltage, determining a second duration of the historical voltage; if the second duration is longer than a preset second time threshold, determining the target voltage as the requested voltage of the motor; if the second duration is less than or equal to the preset second time threshold, determining the requested voltage of the motor based on the target voltage and a preset adjustment amplitude value.

[0134] Specifically, if the historical voltage is not the current target voltage, the duration for which the historical voltage is maintained is determined as the second duration. That is, the duration for which the historical voltage value that is not the target voltage value is determined can be measured by a hardware timer or a software counter.

[0135] A second time threshold is preset, for example, the second time threshold is set to 50ms. The second duration is compared with the preset second time threshold. If the second duration is longer than the preset second time threshold, the target voltage can be directly determined as the requested voltage of the motor; if the second duration is less than or equal to the preset second time threshold, the target voltage needs to be adjusted according to the preset adjustment range value to obtain the requested voltage of the motor.

[0136] The beneficial effect of this setting is that it enables intelligent decision-making on the requested voltage during non-steady-state transitions, improves the control stability of the electric tailgate under complex working conditions, prevents erroneous adjustments induced by brief disturbances, and ensures timely response after the intervention of real obstacles, thereby improving the control efficiency and accuracy of the electric tailgate.

[0137] This invention provides a control method for an electric tailgate. It acquires the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller. The method combines the actual speed and actual current to calculate an anti-pinch flag, determining whether the anti-pinch function should be triggered. By integrating the target speed, actual speed, actual current, anti-pinch flag, and the controller's current voltage, the motor's duty cycle is dynamically determined, achieving accurate identification and rapid response to the anti-pinch status. The collaborative participation of multiple parameters in control decision-making enhances the adaptability of the electric tailgate's anti-pinch function under different operating conditions, enabling timely response to anti-pinch events, improving control efficiency and accuracy, and enhancing the user experience.

[0138] Figure 8 This is a structural block diagram of a control device for an electric tailgate provided in an embodiment of the present invention. For ease of explanation, only the parts relevant to the embodiments of this disclosure are shown. This device is applied to a vehicle. (Refer to...) Figure 8The control device 800 for the electric tailgate includes: an information acquisition unit 801, a flag position determination unit 802, and a duty cycle determination unit 803.

[0139] The information acquisition unit 801 is used to acquire the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein the controller is the driver of the motor.

[0140] The flag determination unit 802 is used to determine the anti-pinch flag of the electric tailgate based on the actual speed and actual current of the motor; wherein, the anti-pinch flag represents the current anti-pinch status of the electric tailgate.

[0141] The duty cycle determination unit 803 is used to determine the motor's duty cycle based on the motor's target speed, actual speed, actual current, the anti-pinch flag of the electric tailgate, and the current voltage of the controller; wherein, the duty cycle is used to control the movement of the electric tailgate.

[0142] In one example, the flag determination unit 802 includes:

[0143] The output force determination module is used to determine the output force of the electric tailgate based on the actual speed and actual current of the motor; whereby the output force represents the force controlling the closing of the electric tailgate.

[0144] The flag position determination module is used to determine the anti-pinch flag position of the electric tailgate based on the output force of the electric tailgate.

[0145] In one example, the output force determination module is specifically used for:

[0146] The strut force of the electric tailgate is determined based on the actual speed and current of the motor; the strut force represents the force required to support the electric tailgate's movement via the strut.

[0147] The output force of the electric tailgate is determined based on the strut force, motor acceleration information, and position information.

[0148] In one example, the strut force is characterized as:

[0149] ;

[0150] Among them, F pole I represents the strut force, v represents the actual current, and K1, K2, and K3 are all preset parameters.

[0151] In one example, the flag determination module is specifically used for:

[0152] If the output force of the electric tailgate is greater than the preset threshold force, the anti-pinch flag of the electric tailgate is determined to be the first flag; wherein, the first flag indicates that the anti-pinch event is triggered.

[0153] If the output force of the electric tailgate is less than or equal to the preset threshold force, the anti-pinch flag of the electric tailgate is determined to be the second flag; wherein, the second flag indicates that the anti-pinch event has not been triggered.

[0154] In one example, the flag determination module is specifically used for:

[0155] If the actual speed of the motor is less than the preset speed threshold, and the output force of the electric tailgate is greater than the preset threshold force, then the current moment is marked as the target event.

[0156] Determine the first duration of the target event. If the first duration is greater than a preset first time threshold, then determine the anti-pinch flag of the electric tailgate as the first flag; wherein, the first flag represents the triggering of the anti-pinch event.

[0157] If the first duration is less than or equal to a preset first time threshold, the anti-pinch flag of the electric tailgate is determined to be the second flag; wherein, the second flag indicates that the anti-pinch event has not been triggered.

[0158] One example also includes:

[0159] An acceleration acquisition unit is used to acquire first acceleration information of the motor and second acceleration information of the vehicle within a preset time period; wherein, the first acceleration information represents the speed change of the motor within the preset time period, and the second acceleration information represents the speed change of the vehicle within the preset time period.

[0160] An acceleration determination unit is used to adjust a preset first time threshold to obtain an updated first time threshold if the first acceleration information meets a preset first condition or the second acceleration information meets a preset second condition.

[0161] In one example, the duty cycle determination unit 803 includes:

[0162] The voltage determination module is used to determine the target voltage of the motor based on the motor's target speed, actual speed, and actual current.

[0163] The duty cycle determination module is used to determine the motor's duty cycle based on the motor's target voltage, the anti-pinch flag of the electric tailgate, and the controller's current voltage.

[0164] In one example, the voltage determination module is specifically used for:

[0165] Based on the target speed and actual speed of the motor, and using a preset current limit range, determine the target current of the motor.

[0166] Based on the target current and actual current of the motor, and using a preset voltage limit range, the target voltage of the motor is determined.

[0167] In one example, the duty cycle determination module is specifically used for:

[0168] The requested voltage of the motor is determined based on the target voltage of the motor and the anti-pinch flag of the electric tailgate; where the requested voltage represents the voltage that needs to be output to the motor.

[0169] The motor's duty cycle is determined based on the motor's requested voltage and the controller's current voltage.

[0170] In one example, the duty cycle determination module is specifically used for:

[0171] Obtain the historical speed of the motor; where the historical speed represents the actual speed of the motor at the previous moment.

[0172] If the anti-pinch flag of the electric tailgate is the first flag, and the direction of the target speed and the historical speed are opposite, then the requested voltage of the motor is determined according to the target voltage and the preset adjustment amplitude value; wherein, the first flag indicates that the anti-pinch event is triggered.

[0173] If the anti-pinch flag of the electric tailgate is the second flag, or if the target speed and the historical speed are in the same direction, then the target voltage is determined as the requested voltage of the motor; wherein, the second flag indicates that the anti-pinch event has not been triggered.

[0174] One example also includes:

[0175] The voltage acquisition unit is used to acquire the historical voltage of the motor; wherein, the historical voltage represents the requested voltage output at the previous moment.

[0176] The first judgment unit is used to obtain the historical speed of the motor if the historical voltage is the target voltage; if the anti-pinch flag of the electric tailgate is the first flag and the direction of the target speed and the historical speed are opposite, then the requested voltage of the motor is determined according to the target voltage and the preset adjustment amplitude value; if the anti-pinch flag of the electric tailgate is the second flag, or the direction of the target speed and the historical speed are the same, then the target voltage is determined as the requested voltage of the motor.

[0177] One example also includes:

[0178] The second judgment unit is used to determine the second duration of the historical voltage if the historical voltage is not the target voltage.

[0179] The third judgment unit is used to determine the target voltage as the requested voltage of the motor if the second duration is greater than the preset second time threshold.

[0180] The fourth judgment unit is used to determine the motor's requested voltage based on the target voltage and the preset adjustment amplitude value if the second duration is less than or equal to a preset second time threshold.

[0181] Figure 9 A structural block diagram of an electronic device provided in an embodiment of this application, such as... Figure 9 As shown, the electronic device includes: a memory 91 and a processor 92; the memory 91 is a memory used to store instructions executable by the processor 92.

[0182] The processor 92 is configured to perform the methods provided in the embodiments described above.

[0183] The electronic device also includes a receiver 93 and a transmitter 94. The receiver 93 is used to receive instructions and data sent by other devices, and the transmitter 94 is used to send instructions and data to external devices.

[0184] Figure 10 This is a block diagram illustrating an electronic device according to an exemplary embodiment. The device may be a mobile phone, computer, digital broadcasting terminal, messaging device, game console, tablet device, personal digital assistant, vehicle, or other similar device.

[0185] The device 1000 may include one or more of the following components: a processing component 1002, a memory 1004, a power supply component 1006, a multimedia component 1008, an audio component 1010, an input / output (I / O) interface 1012, a sensor component 1014, and a communication component 1016.

[0186] Processing component 1002 typically controls the overall operation of device 1000, such as operations associated with display, telephone calls, data communication, camera operation, and recording operations. Processing component 1002 may include one or more processors 1020 to execute instructions to perform all or part of the steps of the methods described above. Furthermore, processing component 1002 may include one or more modules to facilitate interaction between processing component 1002 and other components. For example, processing component 1002 may include a multimedia module to facilitate interaction between multimedia component 1008 and processing component 1002.

[0187] The device 1000 may include one or more of the following components: a processing component 1002, a memory 1004, a power supply component 1006, a multimedia component 1008, an audio component 1010, an input / output (I / O) interface 1012, a sensor component 1014, and a communication component 1016.

[0188] Memory 1004 is configured to store various types of data to support the operation of device 1000. Examples of such data include instructions for any application or method operating on device 1000, contact data, phonebook data, messages, pictures, videos, etc. Memory 1004 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0189] Power supply component 1006 provides power to various components of device 1000. Power supply component 1006 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to device 1000.

[0190] The multimedia component 1008 includes a screen that provides an output interface between the device 1000 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of the touch or swipe action but also the duration and pressure associated with the touch or swipe operation. In some embodiments, the multimedia component 1008 includes a front-facing camera and / or a rear-facing camera. When the device 1000 is in an operating mode, such as a shooting mode or a video mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0191] Audio component 1010 is configured to output and / or input audio signals. For example, audio component 1010 includes a microphone (MIC) configured to receive external audio signals when device 1000 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 1004 or transmitted via communication component 1016. In some embodiments, audio component 1010 also includes a speaker for outputting audio signals.

[0192] I / O interface 1012 provides an interface between processing component 1002 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, power buttons, and lock buttons.

[0193] Sensor assembly 1014 includes one or more sensors for providing state assessments of various aspects of device 1000. For example, sensor assembly 1014 may detect the on / off state of device 1000, the relative positioning of components such as the display and keypad of device 1000, changes in the position of device 1000 or a component of device 1000, the presence or absence of user contact with device 1000, the orientation or acceleration / deceleration of device 1000, and temperature changes of device 1000. Sensor assembly 1014 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 1014 may also include an optical sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 1014 may also include an accelerometer, a gyroscope, a magnetometer, a pressure sensor, or a temperature sensor.

[0194] Communication component 1016 is configured to facilitate wired or wireless communication between device 1000 and other devices. Device 1000 can access wireless networks based on communication standards, such as WiFi, 2G, or 3G, or combinations thereof. In one exemplary embodiment, communication component 1016 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 1016 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0195] In an exemplary embodiment, the apparatus 1000 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0196] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 1004 including instructions, which can be executed by a processor 1020 of the device 1000 to perform the above-described method. For example, the non-transitory computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0197] A non-transitory computer-readable storage medium, wherein instructions in the storage medium, when executed by a processor of an electronic device, enable the electronic device to perform the aforementioned control method for an electric tailgate.

[0198] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0199] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A control method for an electric tailgate, characterized in that, include: The system acquires the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein the controller is the motor driver. The anti-pinch marker position of the electric tailgate is determined based on the actual speed and actual current of the motor; wherein, the anti-pinch marker position represents the current anti-pinch status of the electric tailgate. The duty cycle of the motor is determined based on the target speed, actual speed, actual current of the motor, the anti-pinch flag of the electric tailgate, and the current voltage of the controller; wherein the duty cycle is used to control the movement of the electric tailgate.

2. The method according to claim 1, characterized in that, The anti-pinch marker position of the electric tailgate is determined based on the actual speed and actual current of the motor, including: The output force of the electric tailgate is determined based on the actual speed and actual current of the motor; wherein, the output force represents the force controlling the closing of the electric tailgate; The anti-pinch marker position of the electric tailgate is determined based on the output force of the electric tailgate.

3. The method according to claim 2, characterized in that, The output force of the electric tailgate is determined based on the actual speed and actual current of the motor, including: The strut force of the electric tailgate is determined based on the actual speed and actual current of the motor; wherein, the strut force represents the force required to support the electric tailgate in motion via the strut. The output force of the electric tailgate is determined based on the strut force, the acceleration information of the motor, and the position information.

4. The method according to claim 3, characterized in that, The strut force is characterized as follows: ； Among them, F pole I represents the strut force, v represents the actual current, and K1, K2, and K3 are all preset parameters.

5. The method according to claim 2, characterized in that, Based on the output force of the electric tailgate, the anti-pinch marker position of the electric tailgate is determined, including: If the output force of the electric tailgate is greater than a preset threshold force, then the anti-pinch flag of the electric tailgate is determined to be the first flag; wherein, the first flag represents the triggering of the anti-pinch event; If the output force of the electric tailgate is less than or equal to a preset threshold force, then the anti-pinch flag of the electric tailgate is determined to be the second flag; wherein, the second flag indicates that the anti-pinch event has not been triggered.

6. The method according to claim 2, characterized in that, Based on the output force of the electric tailgate, the anti-pinch marker position of the electric tailgate is determined, including: If the actual speed of the motor is less than a preset speed threshold, and the output force of the electric tailgate is greater than a preset threshold force, then the current moment is marked as the target event. A first duration of the target event is determined. If the first duration is greater than a preset first time threshold, the anti-pinch flag of the electric tailgate is determined as a first flag. The first flag represents the triggering of the anti-pinch event. If the first duration is less than or equal to a preset first time threshold, then the anti-pinch flag of the electric tailgate is determined to be the second flag; wherein, the second flag indicates that the anti-pinch event has not been triggered.

7. The method according to claim 6, characterized in that, Also includes: Acquire first acceleration information of the motor and second acceleration information of the vehicle within a preset time period; wherein, the first acceleration information represents the speed change of the motor within the preset time period, and the second acceleration information represents the speed change of the vehicle within the preset time period; If the first acceleration information meets a preset first condition, or the second acceleration information meets a preset second condition, then the preset first time threshold is adjusted to obtain an updated first time threshold.

8. The method according to claim 1, characterized in that, The duty cycle of the motor is determined based on the target speed, actual speed, actual current of the motor, the anti-pinch marker on the electric tailgate, and the current voltage of the controller, including: The target voltage of the motor is determined based on the target speed, actual speed, and actual current of the motor. The duty cycle of the motor is determined based on the target voltage of the motor, the anti-pinch flag of the electric tailgate, and the current voltage of the controller.

9. The method according to claim 8, characterized in that, Determining the target voltage of the motor based on its target speed, actual speed, and actual current includes: Based on the target speed and actual speed of the motor, and according to a preset current limit range, the target current of the motor is determined. Based on the target current and actual current of the motor, and using a preset voltage limit range, the target voltage of the motor is determined.

10. The method according to claim 8, characterized in that, The duty cycle of the motor is determined based on the target voltage of the motor, the anti-pinch flag of the electric tailgate, and the current voltage of the controller, including: The requested voltage of the motor is determined based on the target voltage of the motor and the anti-pinch flag of the electric tailgate; wherein the requested voltage represents the voltage that needs to be output to the motor. The duty cycle of the motor is determined based on the requested voltage of the motor and the current voltage of the controller.

11. The method according to claim 10, characterized in that, Determine the requested voltage of the motor based on the target voltage of the motor and the anti-pinch flag of the electric tailgate, including: Obtain the historical speed of the motor; wherein the historical speed represents the actual speed of the motor at the previous moment; If the anti-pinch flag of the electric tailgate is the first flag, and the target speed and the historical speed are in opposite directions, then the requested voltage of the motor is determined according to the target voltage and the preset adjustment amplitude value; wherein, the first flag represents the triggering of the anti-pinch event; If the anti-pinch flag of the electric tailgate is the second flag, or if the target speed and the historical speed are in the same direction, then the target voltage is determined as the requested voltage of the motor; wherein, the second flag indicates that the anti-pinch event has not been triggered.

12. The method according to claim 11, characterized in that, Also includes: Obtain the historical voltage of the motor; wherein the historical voltage represents the requested voltage output at the previous moment; If the historical voltage is the target voltage, then the historical speed of the motor is obtained. If the anti-pinch flag of the electric tailgate is the first flag, and the direction of the target speed and the historical speed are opposite, then the requested voltage of the motor is determined according to the target voltage and the preset adjustment amplitude value. If the anti-pinch flag of the electric tailgate is the second flag, or the direction of the target speed and the historical speed are the same, then the target voltage is determined as the requested voltage of the motor.

13. The method according to claim 12, characterized in that, Also includes: If the historical voltage is not the target voltage, then a second duration of the historical voltage is determined; If the second duration is longer than a preset second time threshold, then the target voltage is determined as the requested voltage of the motor; If the second duration is less than or equal to a preset second time threshold, the requested voltage of the motor is determined based on the target voltage and the preset adjustment amplitude value.

14. A control device for an electric tailgate, characterized in that, include: An information acquisition unit is used to acquire the target speed, actual speed, and actual current of the motor, as well as the current voltage of the controller; wherein the controller is the motor driver; The flag determination unit is used to determine the anti-pinch flag of the electric tailgate based on the actual speed and actual current of the motor; wherein the anti-pinch flag represents the current anti-pinch status of the electric tailgate. The duty cycle determination unit is used to determine the duty cycle of the motor based on the target speed, actual speed, actual current, anti-pinch flag of the electric tailgate, and the current voltage of the controller; wherein the duty cycle is used to control the movement of the electric tailgate.

15. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1-13.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-13.

17. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1-13.

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