Methods, devices, equipment and storage media for wing door safety control

Abstract

This invention discloses a method, device, equipment, and storage medium for the safety control of gull doors, relating to the field of gull door safety control technology. The method includes: acquiring the vehicle power supply status and the gull door status; when the vehicle power supply status is in low-voltage power supply mode and the gull door status is in operation request mode, activating a high-voltage DC-DC converter to replenish the low-voltage battery; when the vehicle power supply status is in high-voltage ready mode and the gull door status is not fully closed, limiting the vehicle's power output and sending an alarm command to the instrument panel. By distinguishing the vehicle power supply status, activating the high-voltage DC-DC converter to replenish the low-voltage battery in low-voltage power supply mode, and limiting the vehicle's power output and triggering an audible and visual alarm in high-voltage ready mode, the invention achieves power supply safety and driving safety control during the use of the gull door.

Description

Technical Field

[0001] This invention relates to the field of wing door safety control technology, and in particular to a wing door safety control method, device, equipment and storage medium. Background Technology

[0002] With the increasing demands for loading and unloading efficiency in the logistics industry, wing-type trucks, as specialized transport vehicles with upward-opening side panels, are widely used in the field of new energy logistics due to their advantages such as convenient loading and unloading and good protection. However, in the actual use of new energy wing-type trucks, the electric control of the wing doors involves the switching management of two operating conditions: low-voltage power supply and high-voltage power supply for the whole vehicle, which places higher demands on the safety and reliability of the vehicle's electrical system.

[0003] The wing door control of existing new energy wing vehicles is mainly achieved by manually switching on an internal motor. When the key is in the ON position, the motor is directly powered by a low-voltage battery. Since the wing door motor has a large operating power, prolonged operation can easily cause the battery to run out of power. At the same time, under high-voltage ready conditions, if the wing door is not fully closed before starting to drive, there is a safety risk of the wing door opening unexpectedly. Existing technology lacks a coordinated safety control strategy for the two power supply conditions and cannot simultaneously solve the technical problems of low-voltage power failure protection and high-voltage driving safety interlock.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide a method, device, equipment, and storage medium for the safety control of wing doors, aiming to solve the technical problem of how to prevent low-voltage battery depletion during the use of wing doors and prevent the vehicle from starting and driving when the wing door is not fully closed.

[0006] To achieve the above objectives, the present invention provides a wing door safety control method, the wing door safety control method comprising the following steps: Obtain the vehicle power supply status and wing door status; When the vehicle power supply mode is low voltage and the wing door is in operation request mode, the high voltage DC converter is activated to replenish the low voltage battery. When the vehicle power supply is in high-voltage ready mode and the wing door is not fully closed, the vehicle power output is restricted and an alarm command is sent to the instrument panel.

[0007] In one embodiment, the step of activating the high-voltage DC converter to replenish the low-voltage battery when the vehicle's power supply mode is low-voltage and the wing door is in an operation request state includes: Obtain the current voltage value of the low-voltage battery and the estimated operating power of the wing door motor; The voltage drop prediction during wing door operation is determined based on the estimated operating power and the current voltage value. When the predicted voltage drop value is lower than the preset safe voltage value, a pre-start command for the high-voltage DC converter is generated; Send a pre-start command to the high-voltage DC converter to the high-voltage multi-function system so that the high-voltage DC converter can complete pre-charging and establish output capability before the wing door motor starts, and then start the high-voltage DC converter to replenish the low-voltage battery.

[0008] In one embodiment, the step of determining the predicted voltage drop during wing door operation based on the estimated operating power and the current voltage value includes: Obtain the historical operating current curve of the wing door motor and the internal resistance parameters of the low-voltage battery; The characteristic value of the inrush current when the flying wing door motor starts is determined based on the historical operating current curve. The voltage drop value at startup is determined based on the characteristic value of the inrush current and the internal resistance parameter. By combining the voltage drop value at the moment of startup and the current voltage value, a predicted voltage drop value is determined.

[0009] In one embodiment, the step of limiting the vehicle's power output and sending an alarm command to the instrument panel when the vehicle's power supply status is in high-voltage ready mode and the wing door is not fully closed includes: Get the opening angle value of the wing door and the locking status of the door lock; When the opening angle of the wing door is greater than the preset angle threshold or the door lock is in an unlocked state, it is determined that the wing door is not fully closed, and a zero torque command for the motor and an audible and visual alarm command are generated. The zero-torque command of the motor is sent to the motor controller, so that the motor controller limits the power output of the whole vehicle according to the zero-torque command of the motor. The audible and visual alarm command is sent to the instrument controller so that the instrument controller can trigger the audible and visual alarm according to the audible and visual alarm command.

[0010] In one embodiment, the step of obtaining the wing door opening angle value and the door lock status includes: Receive the first angle detection value fed back by the first flying wing door angle sensor and the second angle detection value fed back by the second flying wing door angle sensor; Based on the first angle detection value and the second angle detection value, the opening angle value of the flying wing door is determined; Receive the first locking signal from the first wing door lock and the second locking signal from the second wing door lock; Based on the first locking signal and the second locking signal, when the first locking signal is unlocked or the second locking signal is unlocked, the door lock is determined to be unlocked.

[0011] In one embodiment, the step of generating the motor zero torque command and the audible and visual alarm command includes: Get the current vehicle speed and the real-time current value of the wing door motor; The risk value of abnormal deployment of the wing door is determined based on the current vehicle speed and the real-time current value of the wing door motor. When the risk value of abnormal deployment of the wing door is greater than a preset risk threshold, the power restriction level is determined based on the current vehicle speed value. The power restriction level includes completely cutting off power and restricting part of the power. The alarm priority is determined based on the risk value of abnormal deployment of the flying wing door, and the alarm priority includes a first priority and a second priority. Generate a zero-torque command for the motor corresponding to the power limit level, and generate an audible and visual alarm command corresponding to the alarm priority.

[0012] In one embodiment, the step of determining the risk value of abnormal deployment of the wing door based on the current vehicle speed value and the real-time current value of the wing door motor includes: Obtain the structural stiffness parameters of the flying wing door and the current ambient wind speed; The wind load moment value is determined based on the stiffness parameters of the flying wing door structure and the current ambient wind speed value; The motor driving torque value is determined based on the real-time current value of the wing door motor. Based on the current vehicle speed, the wind load torque, and the motor drive torque, the risk value of abnormal deployment of the wing door is determined.

[0013] Furthermore, to achieve the above objectives, the present invention also proposes a wing door safety control device, the device comprising: The status acquisition module is used to acquire the vehicle power supply status and the wing door status; The power replenishment control module is used to activate the high-voltage DC converter to replenish the low-voltage battery when the vehicle power supply mode is low-voltage power supply mode and the wing door is in operation request mode. The safety control module is used to limit the vehicle's power output and send an alarm command to the instrument panel when the vehicle's power supply status is in high-voltage ready mode and the wing door is not fully closed.

[0014] Furthermore, to achieve the above objectives, the present invention also proposes a wing door safety control device, the device comprising: a memory, a processor, and a wing door safety control program stored in the memory and executable on the processor, the wing door safety control program being configured to implement the steps of the wing door safety control method described above.

[0015] In addition, to achieve the above objectives, the present invention also proposes a storage medium storing a wing door safety control program, wherein when the wing door safety control program is executed by a processor, it implements the steps of the wing door safety control method described above.

[0016] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the flying wing door safety control method described above.

[0017] One or more technical solutions proposed in this application have at least the following technical effects: By monitoring the vehicle's power supply status and the status of the wing doors, the high-voltage DC converter is activated to replenish the low-voltage battery in low-voltage power supply mode, avoiding battery depletion caused by prolonged operation of the wing doors; in high-voltage ready mode, if the wing door is detected to be not fully closed, the vehicle's power output is limited and an audible and visual alarm is triggered, preventing driving safety hazards caused by accidental opening of the wing doors, and realizing coordinated control of power supply safety and driving safety throughout the entire use of the wing doors. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart illustrating an embodiment of the wing door safety control method of this application. Figure 2 This is a block diagram illustrating the control principle of the wing door safety control method provided in Embodiment 1 of this application. Figure 3 This is a flowchart illustrating Embodiment 2 of the flying wing door safety control method of this application; Figure 4 This is a schematic diagram of the modular structure of the wing door safety control device according to an embodiment of this application; Figure 5 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the flying wing door safety control method in the embodiments of this application.

[0021] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0023] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0024] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a wing door security control device. The following description uses a wing door security control device as an example to illustrate this embodiment and the subsequent embodiments.

[0025] Based on this, the embodiments of this application provide a wing door safety control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the wing door safety control method of this application.

[0026] In this embodiment, the wing door safety control method includes steps S10~S30: Step S10: Obtain the vehicle power supply status and wing door status; like Figure 2 As shown, Figure 2The control principle block diagram shows that the electric lock mechanism sends an ON position signal to the vehicle control unit (VCU). The VCU receives the switch signal transmitted by the wing door motor, completing the initial power-on state detection. The VCU sends a main negative relay closing command to the battery management system (BMS). Based on this, the BMS outputs a main negative relay closing control signal to the power battery, enabling the power battery to complete the high-voltage circuit connection and provide high-voltage power input to the DC-DC converter. Simultaneously, the VCU sends a pre-charge relay closing command and a DC-DC converter enable command to the DC-DC converter. The DC-DC converter converts the high-voltage power input from the power battery into low-voltage power, providing low-voltage power input to the battery and completing the charging process. The battery then provides power input to the wing door motor, ensuring the power supply to the wing door actuator. The VCU sends a wing door opening signal to the instrument panel, enabling the instrument panel to visualize the wing door status. At the same time, the VCU sends a drive torque request to the motor controller (MCU). Based on this request, the MCU outputs a drive torque control signal to the drive motor system, which executes the power output action to complete the vehicle's power drive.

[0027] It should be noted that the vehicle power supply status refers to the vehicle's current power supply mode, i.e., the key ON position or the high-voltage ready state, used to distinguish whether the vehicle is in a low-voltage or high-voltage power supply condition. In this embodiment, the key ON position means that the vehicle's ignition switch is in the ON position, at which time the entire vehicle is powered by the low-voltage battery, and the high-voltage system is not activated. The high-voltage ready state means that the vehicle's high-voltage system has completed its self-test and is ready, i.e., the Ready state, at which time the high-voltage battery can power the entire vehicle through the high-voltage DC-DC converter.

[0028] Additionally, the wing door status refers to the current operational status of the wing door, including the operation request status and position status, used to determine whether the wing door needs to be activated and whether it is in a safe closed position. In this embodiment, the operation request status refers to the wing door opening or closing request signal triggered by the pilot through the wing door switch. The position status refers to the current physical position of the wing door, including fully closed, partially closed, and deployed states.

[0029] Understandably, obtaining the vehicle's power supply status and wing door status involves receiving the power supply signal from the ignition switch and signals from the wing door switch and sensors to identify the vehicle's current power supply mode and wing door operation, thus providing input data for subsequent safety control strategies.

[0030] This step provides a data foundation for differentiating safety control strategies under different operating conditions by real-time monitoring of the vehicle's power supply mode and wing door status, thereby enabling information exchange between the vehicle's electrical system and door control.

[0031] Step S20: When the vehicle power supply mode is low voltage and the wing door is in operation request mode, start the high voltage DC converter to charge the low voltage battery. It should be noted that low-voltage power supply mode refers to the operating mode where the vehicle is in the ON position (key in the ON position), and the low-voltage battery directly supplies power to the vehicle's low-voltage electrical equipment. A Direct Current to Direct Current (DCDC) converter is an energy conversion device that converts the high-voltage DC power from the high-voltage battery into low-voltage DC power. It is used to charge the low-voltage battery in a high-voltage-ready state or to directly supply power to low-voltage loads. A low-voltage battery is an energy storage device that provides power to the vehicle's low-voltage electrical equipment; it is typically a 12-volt or 24-volt lead-acid battery or lithium battery. An operation request status refers to the wing door operation request signal generated by the driver operating the wing door switch.

[0032] Understandably, when the vehicle's power supply is in low-voltage mode and the wing door is in operation request mode, activating the high-voltage DC converter to replenish the low-voltage battery is done in advance when the vehicle is detected to be in the ON position and the wing door requires operation. This prevents the wing door motor from running for a long time and causing the low-voltage battery to run out of power.

[0033] The beneficial effect of this step is that by actively activating the high-voltage DC converter to replenish power in low-voltage power supply mode, the problem of battery power depletion caused by long-term operation of the flying wing door is solved, and energy management protection under low-voltage conditions is achieved.

[0034] In one feasible implementation, step S20 includes steps A11 to A14: Step A11: Obtain the current voltage value of the low-voltage battery and the estimated operating power of the wing door motor; It should be noted that the current voltage value refers to the real-time terminal voltage of the low-voltage battery, which is the voltage difference between the positive and negative terminals of the battery obtained in real time through a voltage sampling circuit. This value is used to assess the current energy reserve level of the low-voltage battery. The estimated operating power refers to the power consumption value predicted based on the historical operating data of the wing door motor. This is the predicted power demand value calculated by analyzing the past operating current and voltage of the wing door motor, used to assess the energy demand during wing door operation.

[0035] Understandably, obtaining the current voltage value of the low-voltage battery and the estimated operating power of the wing door motor is achieved by collecting the low-voltage battery voltage through a voltage sampling circuit and combining it with the historical operating data of the wing door motor to predict the power demand, thus providing input parameters for subsequent voltage drop prediction.

[0036] Step A12: Determine the predicted voltage drop during wing door operation based on the estimated operating power and the current voltage value; Understandably, determining the predicted voltage drop during wing door operation based on the estimated operating power and the current voltage value involves correlating the estimated operating power with the current voltage value to predict the voltage drop of the low-voltage battery during wing door motor startup and operation, providing a basis for decision-making on whether to activate the high-voltage DC converter.

[0037] Furthermore, step A12 includes steps B11 to B14: Step B11: Obtain the historical operating current curve of the wing door motor and the internal resistance parameters of the low-voltage battery; It should be noted that the historical operating current curve refers to the recorded data of the current change over time during the past operation of the flying wing door motor. This is essentially a sequence of current samples from each operation of the flying wing door motor stored in non-volatile memory, used to analyze the motor's operating characteristics and current variation patterns. The internal resistance parameter refers to the value of the equivalent resistance inside the low-voltage battery, that is, the resistive characteristics generated by the battery's internal chemical reactions and physical structure, used to calculate the voltage drop caused when current flows through it.

[0038] Understandably, obtaining the historical operating current curve of the wing door motor and the internal resistance parameters of the low-voltage battery involves retrieving historical operating data of the motor and characteristic parameters of the battery from the storage unit, providing basic data for calculating the voltage drop at the moment of startup.

[0039] Step B12: Determine the characteristic value of the inrush current when the flying wing door motor starts up based on the historical operating current curve; It should be noted that the surge current characteristic value refers to the characteristic parameter of the peak current at the moment of start-up of the wing door motor, that is, the maximum current value and its duration extracted from the historical operating current curve during the motor start-up phase, which is used to evaluate the degree of current surge during motor start-up.

[0040] Understandably, determining the characteristic value of the inrush current when the wing door motor starts based on the historical operating current curve involves analyzing the current peak value and trend of the motor during the starting phase in the historical operating current curve, extracting current parameters that can represent the motor's starting characteristics, and using them to assess the degree of current impact at the moment of starting.

[0041] Step B13: Determine the voltage drop value at startup based on the characteristic value of the inrush current and the internal resistance parameter; It should be noted that the voltage drop at startup refers to the voltage drop caused by the large current surge inside the low-voltage battery at the moment the wing door motor starts. In other words, it is the voltage loss caused when the surge current flows through the internal resistance of the battery, quantifying the voltage loss at startup.

[0042] Understandably, determining the voltage drop at startup based on the characteristic value of the inrush current and the internal resistance parameter involves multiplying the characteristic value of the inrush current with the internal resistance parameter to obtain the voltage drop value generated inside the battery due to the large current impact at the moment of motor startup, thus quantifying the voltage loss at startup.

[0043] Step B14: Combine the voltage drop value at startup with the current voltage value to determine the predicted voltage drop value.

[0044] Understandably, combining the voltage drop value at the moment of startup with the current voltage value, the predicted voltage drop value is determined by superimposing the voltage drop value at the moment of startup with the current voltage value to obtain the predicted voltage value of the low-voltage battery after the wing door motor starts, and to assess whether the voltage will drop to an unsafe level.

[0045] The beneficial effect of this step is that, by using historical data prediction and electrical parameter calculation, the impact of wing door operation on low-voltage batteries can be assessed in advance, enabling preventative energy management and avoiding anomalies caused by voltage drops.

[0046] Step A13: When the predicted voltage drop value is lower than the preset safe voltage value, generate a pre-start command for the high-voltage DC converter; It should be noted that the preset safe voltage value refers to the pre-set minimum safe operating voltage threshold of the low-voltage battery, that is, the minimum voltage limit to ensure the normal operation of the vehicle's low-voltage electrical equipment, used to determine whether the high-voltage DC-DC converter needs to be activated for recharging. The high-voltage DC-DC converter pre-start command refers to the control command used to activate the high-voltage DC-DC converter in advance, that is, the command signal sent before the actual start of the wing door motor to put the high-voltage DC-DC converter into working preparation.

[0047] Understandably, when the predicted voltage drop is lower than the preset safe voltage value, a pre-start command for the high-voltage DC converter is generated. This involves comparing the predicted voltage value with the safe threshold and generating a control command in advance when the predicted voltage is insufficient, thus preparing for the start-up of the high-voltage DC converter and ensuring that the high-voltage DC converter has output capability before the wing door motor starts.

[0048] Step A14: Send a pre-start command for the high-voltage DC converter to the high-voltage all-in-one system so that the high-voltage DC converter can complete pre-charging and establish output capability before the wing door motor starts, and then start the high-voltage DC converter to replenish the low-voltage battery.

[0049] It should be noted that the high-voltage multi-in-one system refers to a high-voltage electronic control unit that integrates functions such as high-voltage battery management, motor control, and high-voltage power distribution. It is the core control and management device of the vehicle's high-voltage system, used to coordinate the operation of the high-voltage battery, high-voltage DC-DC converter, and drive motor. Pre-charging refers to the process of charging the internal capacitors of the high-voltage DC-DC converter before startup. This involves slowly charging the input capacitors of the DC-DC converter to the high-voltage battery voltage through a current-limiting resistor, avoiding a large current surge upon power-on. Establishing output capability refers to the ability of the high-voltage DC-DC converter to stably output low-voltage power after pre-charging; that is, the state where the internal circuitry of the DC-DC converter is ready and can output a stable voltage to the low-voltage side.

[0050] Understandably, sending a pre-start command to the high-voltage DC-DC converter to the high-voltage multi-function system allows the converter to pre-charge and establish output capability before the wing door motor starts, thus enabling it to replenish the low-voltage battery. This involves sending the pre-start command to the high-voltage multi-function system, which then controls the converter to start in advance and complete the pre-charging process. This establishes a stable output capability before the wing door motor actually starts, allowing the low-voltage battery to be replenished synchronously while the wing door motor is operating.

[0051] This step uses a pre-start mechanism to ensure the high-voltage DC converter is ready in advance, guaranteeing that the high-voltage DC converter is available the moment the wing door motor starts, thus preventing the low-voltage battery voltage from collapsing and achieving seamless energy replenishment under low-voltage conditions.

[0052] Step S30: When the vehicle power supply is in high-voltage ready mode and the wing door is not fully closed, limit the vehicle power output and send an alarm command to the instrument panel.

[0053] It should be noted that "high-voltage ready mode" refers to the vehicle's high-voltage system having completed self-checks and is ready to operate, i.e., the Ready state. In this state, the high-voltage battery can output electrical energy, and the vehicle is ready to drive. "Not fully closed state" refers to the wing door not being in the fully locked and closed position, i.e., the wing door opening angle is greater than zero degrees or the door lock is not engaged, posing a risk of accidental opening. Vehicle power output refers to the torque and power output of the drive motor that enables the vehicle to move; that is, the driving force generated by the drive motor controlled by the vehicle controller through the motor controller. The instrument panel refers to the information display and alarm devices in the vehicle's driver's cab, i.e., the terminal equipment used to display vehicle status and alarm prompts to the driver.

[0054] Understandably, when the vehicle's power supply is in high-voltage ready mode and the wing door is not fully closed, limiting the vehicle's power output and sending an alarm command to the instrument panel is to prevent the vehicle from starting when it is detected that the vehicle is in a high-voltage ready and drivable state but the wing door is not fully closed. At the same time, an alarm command is sent to the instrument panel to trigger an audible and visual alarm, reminding the driver that there is a safety hazard with the wing door.

[0055] This step, through monitoring the position of the wing door and power interlocking in the high-voltage ready state, prevents the vehicle from starting and driving when the wing door is not closed, thus avoiding driving safety accidents caused by the accidental opening of the wing door and realizing active safety protection under high-voltage conditions.

[0056] This embodiment provides a safety control method for wing doors. By distinguishing the vehicle's power supply status, in low-voltage power supply mode, the high-voltage DC-DC converter is activated to replenish the low-voltage battery, solving the battery depletion problem caused by prolonged operation of the wing door and achieving energy management protection under low-voltage conditions. Furthermore, in high-voltage ready mode, when the wing door is detected to be not fully closed, the vehicle's power output is limited and an audible and visual alarm is triggered to prevent driving safety hazards caused by accidental wing door opening, achieving active safety protection under high-voltage conditions. Further, by estimating the operating power and current voltage value to determine the voltage drop prediction value, and calculating the voltage drop value at startup based on historical operating current curves and internal resistance parameters, preventative energy management is achieved, avoiding system anomalies caused by voltage drops. In addition, a pre-start command for the high-voltage DC-DC converter ensures that it is pre-charged and establishes output capability before the wing door motor starts, ensuring that the high-voltage DC-DC converter supports the wing door motor immediately upon startup, achieving seamless energy replenishment under low-voltage conditions.

[0057] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S30 includes steps S301 to S304: Step S301: Obtain the opening angle value of the wing door and the locking status of the door lock; It should be noted that the wing door opening angle value refers to the unfolding angle of the wing door relative to its fully closed position. This is the rotation angle of the wing door measured by an angle sensor, used to quantify the actual degree of opening of the wing door. The door lock status refers to the locked or unlocked state of the wing door's locking device, i.e., whether the door lock's mechanical structure secures the wing door in the closed position, used to determine if the wing door is in a secure locked state.

[0058] Understandably, obtaining the opening angle value and lock status of the wing door is achieved by receiving signals from the wing door angle sensor and the lock device to obtain the actual opening angle of the wing door and the locking status of the lock, thus providing a data basis for subsequent judgment on whether the wing door is fully closed.

[0059] In one feasible implementation, step S301 includes steps A21 to A24: Step A21: Receive the first angle detection value fed back by the first flying wing door angle sensor and the second angle detection value fed back by the second flying wing door angle sensor; It should be noted that the first wing door angle sensor refers to the angle detection device installed on the left wing door of the vehicle, that is, the sensing unit used to measure the opening angle of the left wing door. The first angle detection value refers to the angle measurement value output by the first wing door angle sensor, that is, the rotation angle of the left wing door relative to the closed position. The second wing door angle sensor refers to the angle detection device installed on the right wing door of the vehicle, that is, the sensing unit used to measure the opening angle of the right wing door. The second angle detection value refers to the angle measurement value output by the second wing door angle sensor, that is, the rotation angle of the right wing door relative to the closed position.

[0060] Understandably, receiving the first angle detection value from the first flying wing door angle sensor and the second angle detection value from the second flying wing door angle sensor is to obtain real-time angle data of the left and right flying wing doors through the communication interface with the two angle sensors, providing raw measurement values ​​for determining the overall flying wing door opening angle.

[0061] Step A22: Determine the opening angle of the flying wing door based on the first angle detection value and the second angle detection value; Understandably, determining the opening angle of the flying wing door based on the first and second angle detection values ​​involves comparing the angle detection values ​​of the left and right flying wing doors and taking the larger value as the opening angle value of the flying wing door. This ensures that when the opening degrees of the two flying wing doors are inconsistent, the side with the larger opening is used as the basis for safety judgment.

[0062] Step A23: Receive the first locking signal from the first wing door lock and the second locking signal from the second wing door lock; It should be noted that the first wing door lock refers to the door lock device installed on the left wing door of the vehicle, that is, the mechanical locking unit used to fix the left wing door in the closed position. The first locking signal refers to the locking status signal output by the first wing door lock, that is, the electrical signal indicating whether the left wing door lock is in the locked state. The second wing door lock refers to the door lock device installed on the right wing door of the vehicle, that is, the mechanical locking unit used to fix the right wing door in the closed position. The second locking signal refers to the locking status signal output by the second wing door lock, that is, the electrical signal indicating whether the right wing door lock is in the locked state.

[0063] Understandably, receiving the first locking signal from the first wing door lock and the second locking signal from the second wing door lock is achieved by connecting to the detection circuits of the two door lock devices to obtain the real-time locking status of the left and right wing door locks, providing a status signal for determining whether the wing door is fully locked.

[0064] Step A24: Based on the first locking signal and the second locking signal, when the first locking signal is unlocked or the second locking signal is unlocked, determine that the door lock is unlocked.

[0065] Understandably, based on the first and second locking signals, determining the door lock status as unlocked when either the first or second locking signal is unlocked involves performing a logical OR operation on the locking signals of the left and right door locks. If either door lock is unlocked, the overall door lock status is determined to be unlocked, ensuring that the door is considered safe only when both wing doors are locked.

[0066] The beneficial effect of this step is that by separately detecting the angle and lock status of the left and right wing doors, and determining the overall status with the most stringent standards, the safety hazard of undetected abnormalities of one side of the wing door is avoided, and the reliability of wing door status detection is improved.

[0067] Step S302: When the opening angle of the wing door is greater than the preset angle threshold or the door lock is not locked, determine that the wing door is not fully closed and generate a motor zero torque command and an audible and visual alarm command. It should be noted that the preset angle threshold refers to the pre-set maximum permissible opening angle limit of the wing door, i.e., the angle limit for determining whether the wing door is in the safe closed position. When the opening angle exceeds this threshold, the wing door is considered not fully closed. The motor zero torque command is a control command that causes the drive motor to output zero torque, i.e., the motor controller controls the drive motor to not generate driving force, thereby preventing the vehicle from starting or moving. The audible and visual alarm command is a control command that triggers audible and visual alarms, i.e., the command signal that drives the buzzer to sound and the alarm indicator light to flash, used to warn the driver of the safety hazards posed by the wing door.

[0068] Understandably, when the opening angle of the wing door exceeds the preset angle threshold or the door lock is not locked, it is determined that the wing door is not fully closed, and a motor zero torque command and an audible and visual alarm command are generated. When the wing door opening angle exceeds the limit or the door lock is not locked, it is determined that there is a safety hazard in the wing door. At the same time, a motor zero torque command to limit the vehicle's power and an audible and visual alarm command to warn the driver are generated, so as to realize the synchronous triggering of power limitation and alarm prompt.

[0069] In one feasible implementation, step S302 includes steps A31 to A35: Step A31: Obtain the current vehicle speed and the real-time current value of the wing door motor; It should be noted that the current vehicle speed value refers to the real-time speed of the vehicle, that is, the speed of the vehicle relative to the ground measured by the vehicle speed sensor, used to determine whether the vehicle is stationary or moving. The real-time current value of the wing door motor refers to the current value of the wing door drive motor, that is, the motor operating current collected in real time by the current sensor, used to determine whether the wing door motor is in operation and its workload.

[0070] Understandably, obtaining the current vehicle speed and the real-time current value of the wing door motor involves collecting vehicle speed signals and wing door motor current signals through a vehicle speed detection device and a motor current detection circuit, respectively, to provide dynamic parameters for subsequent assessment of the risk of abnormal wing door deployment.

[0071] Step A32: Determine the risk value of abnormal deployment of the wing door based on the current vehicle speed and the real-time current value of the wing door motor; Understandably, determining the risk value of abnormal wing door deployment based on the current vehicle speed and the real-time current value of the wing door motor involves correlating the vehicle's driving state with the wing door motor's operating state to assess the likelihood of the wing door deploying unexpectedly under the current operating conditions, thus providing a quantitative basis for graded safety control.

[0072] Furthermore, step A32 includes steps B21 to B24: Step B21: Obtain the structural stiffness parameters of the flying wing door and the current ambient wind speed; It should be noted that the structural stiffness parameter of the flying wing door refers to the deformation resistance parameter of the flying wing door's mechanical structure, that is, the stiffness coefficient determined by the elasticity of the flying wing door material and the geometric properties of the structure to resist external forces, used to calculate the deformation of the flying wing door under wind load. The current ambient wind speed value refers to the real-time wind speed value of the environment around the vehicle, that is, the airflow velocity obtained by wind speed sensors or on-board meteorological devices, used to assess the aerodynamic forces exerted on the flying wing door by the external environment.

[0073] Understandably, obtaining the structural stiffness parameters of the wing door and the current ambient wind speed involves reading the structural characteristic data of the wing door from the vehicle parameter storage unit and obtaining real-time wind speed data through environmental sensing devices to provide structural and environmental parameters for calculating wind load moments.

[0074] Step B22: Determine the wind load moment value based on the structural stiffness parameters of the flying wing door and the current ambient wind speed; It should be noted that the wind load moment value refers to the torque value generated by the airflow acting on the wing door, that is, the torque formed by the ambient wind pressure acting on the surface of the wing door, causing the wing door to rotate around the hinge, which is used to quantify the degree of influence of wind load on the wing door.

[0075] Understandably, determining the wind load moment value based on the structural stiffness parameters of the flying wing door and the current ambient wind speed involves converting the wind speed into wind pressure and combining it with the flying wing door area and structural characteristics to calculate the opening moment generated by the wind load on the flying wing door, and to assess the strength of the effect of wind force on the unexpected deployment of the flying wing door.

[0076] Step B23: Determine the motor drive torque value based on the real-time current value of the wing door motor; It should be noted that the motor drive torque value refers to the drive torque value output by the wing door motor, that is, the amount of mechanical torque exerted by the motor on the wing door through the transmission mechanism. It is used to determine whether the motor is currently driving the wing door to move or resisting external forces to maintain its position.

[0077] Understandably, determining the motor drive torque value based on the real-time current value of the wing door motor is to convert the real-time current value into the current output torque of the motor through the correspondence between the motor current and the output torque, thereby assessing the motor's control capability over the wing door and its ability to resist external forces.

[0078] Step B24: Based on the current vehicle speed, wind load torque, and motor drive torque, determine the risk value of abnormal deployment of the flying wing door.

[0079] Understandably, determining the risk value of abnormal deployment of the wing door based on the current vehicle speed, wind load torque, and motor drive torque involves comprehensively considering three factors: the relative wind speed generated by vehicle movement, the external environmental wind load, and the motor's resistance capability. The weighted calculation yields a quantitative risk value for the wing door's unexpected deployment under the current operating conditions, providing a basis for decision-making in graded safety control.

[0080] This step achieves dynamic assessment of the risk of abnormal wing door deployment through multi-factor coupling analysis, taking into account the combined effects of vehicle speed, wind speed, and motor status, making the safety control strategy more accurate and adaptable to actual working conditions.

[0081] Step A33: When the risk value of abnormal deployment of the wing door is greater than the preset risk threshold, determine the power restriction level based on the current vehicle speed. The power restriction level includes completely cutting off power and restricting part of the power. It should be noted that the preset risk threshold refers to the pre-set risk limit for abnormal deployment of the wing door, that is, the risk level boundary value for determining whether safety control measures need to be taken. The power restriction level refers to the vehicle power output restriction level divided according to the degree of risk. Completely cutting off power means making the drive motor output zero torque to prevent the vehicle from starting, while limiting partial power means allowing the vehicle to run at a lower power but limiting the maximum speed and acceleration.

[0082] Understandably, when the risk value of abnormal wing door deployment exceeds the preset risk threshold, the power restriction level is determined based on the current vehicle speed. This involves comparing the risk quantification value with the safety threshold, and selecting an appropriate power restriction strategy based on the vehicle's current speed when the risk exceeds the limit. For stationary vehicles, power is completely cut off to prevent starting, while for moving vehicles, some power is restricted to reduce risk.

[0083] Step A34: Determine the alarm priority based on the risk value of abnormal deployment of the flying wing door. The alarm priority includes the first priority and the second priority. It should be noted that alarm priority refers to the urgency level of the audible and visual alarm. The first priority refers to the continuous audible and visual alarm with the highest urgency level, while the second priority refers to the intermittent audible and visual alarm with a lower urgency level. This is used to match the appropriate alarm intensity according to the risk level.

[0084] Understandably, determining alarm priority based on the risk value of abnormal wing door deployment involves mapping the risk quantification value to the alarm level. In cases of high risk, a continuous alarm of the first priority is triggered, while in cases of lower risk, an intermittent alarm of the second priority is triggered, thus matching the alarm intensity with the degree of risk.

[0085] Step A35: Generate a zero-torque command for the motor corresponding to the power limit level, and generate an audible and visual alarm command corresponding to the alarm priority.

[0086] Understandably, generating a zero-torque motor command corresponding to the power limit level and an audible and visual alarm command corresponding to the alarm priority involves generating corresponding motor control commands based on the determined power limit level and corresponding alarm drive commands based on the determined alarm priority, thereby achieving coordinated output of power limit and alarm prompts.

[0087] This step achieves differentiated power limiting and alarm strategies through risk classification, which ensures strict safety control under high-risk conditions while avoiding excessive intervention under low-risk conditions, thereby improving the rationality of safety control and driver acceptance.

[0088] Step S303: Send the motor zero torque command to the motor controller so that the motor controller limits the vehicle power output according to the motor zero torque command; Understandably, sending a zero-torque command from the motor to the motor controller, so that the motor controller can limit the vehicle's power output based on the zero-torque command, involves transmitting the zero-torque command to the motor controller via the vehicle network. The motor controller then executes the torque limiting strategy, controlling the drive motor to output zero torque or limiting torque, thereby preventing the vehicle from starting or reducing its driving capability.

[0089] Step S304: Send the audible and visual alarm command to the instrument controller so that the instrument controller can trigger the audible and visual alarm according to the audible and visual alarm command.

[0090] Understandably, sending audible and visual alarm commands to the instrument cluster controller, so that the instrument cluster controller can trigger the audible and visual alarms based on the commands, involves transmitting the audible and visual alarm commands to the instrument cluster controller via the vehicle network. The instrument cluster controller then drives the alarm indicator lights and buzzers to provide audible and visual prompts according to the priority and mode required by the commands, alerting the driver to the safety hazards of the wing doors.

[0091] The beneficial effect of this step is that by sending the motor zero torque command and the audible and visual alarm command to the corresponding actuators, the power limitation and alarm prompts are executed simultaneously, ensuring that the driver can perceive the abnormal state of the wing door in a timely manner with both vision and hearing. At the same time, the vehicle's power is effectively limited, preventing dangerous driving when the wing door is not fully closed.

[0092] This embodiment provides a safety control method for wing doors. By acquiring the wing door opening angle and lock status, and comprehensively judging based on the angle detection values ​​and lock signals from both sides, it achieves accurate detection of the wing door's closed state, avoiding the safety hazard of undetected unilateral wing door anomalies. Furthermore, by determining the wing door's abnormal deployment risk value based on the current vehicle speed and the wing door motor's real-time current value, and performing a risk quantification assessment based on multiple factors such as wind load torque and motor drive torque, it achieves dynamic matching between the safety control strategy and real-time operating conditions. Further, by determining the power limitation level and alarm priority, differentiated motor zero-torque commands and audible / visual alarm commands are generated, ensuring strict safety control under high-risk conditions while avoiding excessive intervention under low-risk conditions. In addition, by sending the motor zero-torque command to the motor controller and the audible / visual alarm command to the instrument controller, it achieves coordinated execution of power limitation and alarm prompts, ensuring that the driver can promptly perceive abnormal states while vehicle power is effectively limited, preventing dangerous driving when the wing door is not fully closed, and comprehensively improving driving safety during wing door use.

[0093] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the flying wing door safety control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0094] This application also provides a wing door safety control device, please refer to... Figure 4 The wing door safety control device includes: Status acquisition module 10 is used to acquire the vehicle power supply status and wing door status; The power replenishment control module 20 is used to activate the high-voltage DC converter to replenish the low-voltage battery when the vehicle power supply mode is low-voltage power supply mode and the wing door is in operation request mode. The safety control module 30 is used to limit the vehicle's power output and send an alarm command to the instrument panel when the vehicle's power supply is in high-voltage ready mode and the wing door is not fully closed.

[0095] The wing door safety control device provided in this application, employing the wing door safety control method described in the above embodiments, can solve the technical problem of how to prevent low-voltage battery depletion and prevent vehicle start-up when the wing door is not fully closed during wing door use. Compared with the prior art, the beneficial effects of the wing door safety control device provided in this application are the same as those of the wing door safety control method provided in the above embodiments, and other technical features in the wing door safety control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0096] In one embodiment, the power replenishment control module 20 is also used to obtain the current voltage value of the low-voltage battery and the estimated operating power of the wing door motor. The predicted voltage drop during wing door operation is determined based on the estimated operating power and the current voltage value. When the predicted voltage drop value is lower than the preset safe voltage value, a pre-start command for the high-voltage DC converter is generated; Send a pre-start command to the high-voltage DC-DC converter to the high-voltage multi-function system so that the high-voltage DC-DC converter can be pre-charged and establish output capability before the wing door motor starts, and then start the high-voltage DC-DC converter to replenish the low-voltage battery.

[0097] In one embodiment, the power supply control module 20 is also used to acquire the historical operating current curve of the wing door motor and the internal resistance parameters of the low-voltage battery; Determine the characteristic value of the inrush current when the flying wing door motor starts up based on the historical operating current curve. The voltage drop value at startup is determined based on the characteristic value of the inrush current and the internal resistance parameter. The voltage drop prediction value is determined by combining the voltage drop value at startup and the current voltage value.

[0098] In one embodiment, the safety control module 30 is also used to acquire the wing door opening angle value and the door lock locking status; When the opening angle of the wing door is greater than the preset angle threshold or the door lock is not locked, it is determined that the wing door is not fully closed, and a zero torque command for the motor and an audible and visual alarm command are generated. The zero-torque command of the motor is sent to the motor controller so that the motor controller can limit the power output of the whole vehicle according to the zero-torque command of the motor. Send the audible and visual alarm command to the instrument controller so that the instrument controller can trigger the audible and visual alarm according to the command.

[0099] In one embodiment, the safety control module 30 is further configured to receive a first angle detection value fed back by the first flying wing door angle sensor and a second angle detection value fed back by the second flying wing door angle sensor; The opening angle of the flying wing door is determined based on the first angle detection value and the second angle detection value. Receive the first locking signal from the first wing door lock and the second locking signal from the second wing door lock; Based on the first locking signal and the second locking signal, when the first locking signal is unlocked or the second locking signal is unlocked, the door lock is determined to be unlocked.

[0100] In one embodiment, the safety control module 30 is also used to acquire the current vehicle speed value and the real-time current value of the wing door motor; The risk value of abnormal deployment of the wing door is determined based on the current vehicle speed and the real-time current value of the wing door motor. When the risk value of abnormal deployment of the wing door exceeds the preset risk threshold, the power restriction level is determined based on the current vehicle speed. The power restriction levels include completely cutting off power and restricting part of the power. The alarm priority is determined based on the risk value of abnormal deployment of the wing door. The alarm priority includes the first priority and the second priority. Generate a zero-torque command for the motor corresponding to the power limit level, and generate an audible and visual alarm command corresponding to the alarm priority.

[0101] In one embodiment, the safety control module 30 is also used to acquire the stiffness parameters of the flying wing door structure and the current ambient wind speed value; The wind load moment value is determined based on the structural stiffness parameters of the flying wing door and the current ambient wind speed. The motor driving torque value is determined based on the real-time current value of the wing door motor. Based on the current vehicle speed, wind load torque, and motor drive torque, the risk value of abnormal deployment of the flying wing door is determined.

[0102] This application provides a wing door security control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the wing door security control method in the above embodiment 1.

[0103] The following is for reference. Figure 5 The diagram illustrates a structural schematic of a wing door security control device suitable for implementing embodiments of this application. The wing door security control device in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 5 The wing door safety control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0104] like Figure 5As shown, the wing door safety control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the wing door safety control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the wing door security control equipment to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows wing door security control equipment with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0105] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0106] The wing door safety control device provided in this application, employing the wing door safety control method described in the above embodiments, solves the technical problem of preventing low-voltage battery depletion and vehicle start-up when the wing door is not fully closed during wing door use. Compared with the prior art, the beneficial effects of the wing door safety control device provided in this application are the same as those of the wing door safety control method provided in the above embodiments, and other technical features of this wing door safety control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0107] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0108] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0109] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, which are used to execute the wing door security control method in the above embodiments.

[0110] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0111] The aforementioned computer-readable storage medium may be included in the wing door safety control device; or it may exist independently and not be assembled into the wing door safety control device.

[0112] The aforementioned computer-readable storage medium carries one or more programs. When the aforementioned one or more programs are executed by the wing door safety control device, the wing door safety control device causes the following: to acquire the vehicle power supply status and the wing door status; when the vehicle power supply status is in low-voltage power supply mode and the wing door status is in operation request mode, to activate the high-voltage DC converter to charge the low-voltage battery; and when the vehicle power supply status is in high-voltage ready mode and the wing door status is not fully closed, to limit the vehicle power output and send an alarm command to the instrument panel.

[0113] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0114] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0115] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0116] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described wing door safety control method. This solves the technical problem of preventing low-voltage battery depletion and preventing vehicle start-up when the wing door is not fully closed during wing door operation. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the wing door safety control method provided in the above embodiments, and will not be repeated here.

[0117] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the flying wing door safety control method described above.

[0118] The computer program product provided in this application solves the technical problem of preventing low-voltage battery drain during the use of gull doors and preventing the vehicle from starting and driving when the gull door is not fully closed. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the gull door safety control method provided in the above embodiments, and will not be repeated here.

[0119] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for safety control of a wing door, characterized in that, The method includes: Obtain the vehicle power supply status and wing door status; When the vehicle power supply mode is low voltage and the wing door is in operation request mode, the high voltage DC converter is activated to replenish the low voltage battery. When the vehicle power supply is in high-voltage ready mode and the wing door is not fully closed, the vehicle power output is restricted and an alarm command is sent to the instrument panel.

2. The method as described in claim 1, characterized in that, The step of activating the high-voltage DC converter to replenish the low-voltage battery when the vehicle's power supply mode is low-voltage and the wing door is in an operation request state includes: Obtain the current voltage value of the low-voltage battery and the estimated operating power of the wing door motor; The voltage drop prediction during wing door operation is determined based on the estimated operating power and the current voltage value. When the predicted voltage drop value is lower than the preset safe voltage value, a pre-start command for the high-voltage DC converter is generated; Send a pre-start command to the high-voltage DC converter to the high-voltage multi-function system so that the high-voltage DC converter can complete pre-charging and establish output capability before the wing door motor starts, and then start the high-voltage DC converter to replenish the low-voltage battery.

3. The method as described in claim 2, characterized in that, The step of determining the predicted voltage drop during wing door operation based on the estimated operating power and the current voltage value includes: Obtain the historical operating current curve of the wing door motor and the internal resistance parameters of the low-voltage battery; The characteristic value of the inrush current when the flying wing door motor starts is determined based on the historical operating current curve. The voltage drop value at startup is determined based on the characteristic value of the inrush current and the internal resistance parameter. By combining the voltage drop value at the moment of startup and the current voltage value, a predicted voltage drop value is determined.

4. The method as described in claim 1, characterized in that, The step of limiting the vehicle's power output and sending an alarm command to the instrument panel when the vehicle's power supply status is in high-voltage ready mode and the wing door is not fully closed includes: Get the opening angle value of the wing door and the locking status of the door lock; When the opening angle of the wing door is greater than a preset angle threshold or the door lock is in an unlocked state, it is determined that the wing door is not fully closed, and a zero torque command for the motor and an audible and visual alarm command are generated. The zero-torque command of the motor is sent to the motor controller, so that the motor controller limits the power output of the whole vehicle according to the zero-torque command of the motor. The audible and visual alarm command is sent to the instrument controller so that the instrument controller can trigger the audible and visual alarm according to the audible and visual alarm command.

5. The method as described in claim 4, characterized in that, The steps of obtaining the opening angle value of the wing door and the locking status of the door lock include: Receive the first angle detection value fed back by the first flying wing door angle sensor and the second angle detection value fed back by the second flying wing door angle sensor; Based on the first angle detection value and the second angle detection value, the opening angle value of the flying wing door is determined; Receive the first locking signal from the first wing door lock and the second locking signal from the second wing door lock; Based on the first locking signal and the second locking signal, when the first locking signal is unlocked or the second locking signal is unlocked, the door lock is determined to be unlocked.

6. The method as described in claim 4, characterized in that, The steps of generating the motor zero torque command and the audible and visual alarm command include: Get the current vehicle speed and the real-time current value of the wing door motor; The risk value of abnormal deployment of the wing door is determined based on the current vehicle speed and the real-time current value of the wing door motor. When the risk value of abnormal deployment of the wing door is greater than a preset risk threshold, the power restriction level is determined based on the current vehicle speed value. The power restriction level includes completely cutting off power and restricting part of the power. The alarm priority is determined based on the risk value of abnormal deployment of the flying wing door, and the alarm priority includes a first priority and a second priority. Generate a zero-torque command for the motor corresponding to the power limit level, and generate an audible and visual alarm command corresponding to the alarm priority.

7. The method as described in claim 6, characterized in that, The step of determining the risk value of abnormal deployment of the wing door based on the current vehicle speed and the real-time current value of the wing door motor includes: Obtain the structural stiffness parameters of the flying wing door and the current ambient wind speed; The wind load moment value is determined based on the stiffness parameters of the flying wing door structure and the current ambient wind speed value; The motor driving torque value is determined based on the real-time current value of the wing door motor. Based on the current vehicle speed, the wind load torque, and the motor drive torque, the risk value of abnormal deployment of the wing door is determined.

8. A wing door safety control device, characterized in that, The device includes: The status acquisition module is used to acquire the vehicle power supply status and the wing door status; The power replenishment control module is used to activate the high-voltage DC converter to replenish the low-voltage battery when the vehicle power supply mode is low-voltage power supply mode and the wing door is in operation request mode. The safety control module is used to limit the vehicle's power output and send an alarm command to the instrument panel when the vehicle's power supply status is in high-voltage ready mode and the wing door is not fully closed.

9. A wing door safety control device, characterized in that, The device includes: a memory, a processor, and a wing door safety control program stored in the memory and executable on the processor, the wing door safety control program being configured to implement the steps of the wing door safety control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a wing door safety control program, which, when executed by a processor, implements the steps of the wing door safety control method as described in any one of claims 1 to 7.

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