Vehicle control method and vehicle

Abstract

The present application relates to the field of vehicle control, and particularly relates to a vehicle control method and a vehicle. After receiving a vehicle door active rotation function recovery instruction, the present application does not directly start the function, but controls a driving motor to output a driving current to a preset safe direction and detects a reverse electromotive force real-time voltage. The direct correlation between the reverse electromotive force voltage and the motor operation state provides quantifiable data basis for the stuck determination, solves the problem that the stuck determination in the prior art has no effective data support, and avoids the risk of blind recovery from the source. Secondly, whether the driving motor is stuck is determined by analyzing the voltage trend of the real-time voltage. Compared with the mode of directly recovering without determination, the problem that the motor stuck during the recovery process cannot be effectively determined is solved. Then, if the stuck is detected, the active rotation function is continuously disabled, so that the driving motor can continuously output power in the stuck state, and damage such as motor overload, transmission structure wear or sticking can be prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and more specifically to a vehicle control method and a vehicle. Background Technology

[0002] With the development of automotive intelligence, many vehicle doors are equipped with active rotation functions. When restoring this function, the door drive motor may become stuck. If this is not recognized in time and the active rotation function is forcibly restored, it will cause overload damage to the drive motor, wear of the door transmission structure, and may also cause the door to malfunction, affecting the safety of vehicle use. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a vehicle control method and a vehicle to solve the problem that it is currently impossible to effectively determine the stuck state of the drive motor during the recovery of the active door rotation function, which easily causes damage to the motor and transmission structure when forcibly restored.

[0004] In a first aspect, embodiments of the present invention provide a vehicle control method, the method comprising: After the active rotation function of the first door and / or the second door of the vehicle is disabled, if a restoration command for the active rotation function of the first door and / or the second door is detected, the drive motor of the first door and / or the second door is controlled to output drive current in a preset safe direction, and the real-time voltage of the back electromotive force generated by the drive motor is detected. Determine whether the drive motor is stuck based on the voltage trend of the real-time voltage; If the drive motor becomes stuck, the active rotation function of the first door and / or the second door will remain disabled.

[0005] Furthermore, determining whether the drive motor is jamming based on the voltage trend of the real-time voltage includes: If the voltage trend of the real-time voltage is upward and reaches the target determination threshold for electric rotation, then it is determined that the drive motor has not jammed. If the voltage trend of the real-time voltage remains within the target value range where zero is located, then it is determined that the drive motor is stuck.

[0006] Furthermore, the method for determining the target determination threshold includes: Obtain the baseline judgment threshold; Collect the real-time motor temperature of the drive motor and obtain the correction coefficient corresponding to the real-time motor temperature; The target judgment threshold is obtained by adjusting the benchmark judgment threshold using the correction coefficient.

[0007] Furthermore, the method for determining the target numerical range includes: Collect real-time motor temperature of the drive motor and road slope data of the road section where the vehicle is located; The corresponding reference value range is obtained using the real-time motor temperature. The impact of the road slope data on the drive motor load is obtained, and a corresponding compensation coefficient is determined based on the impact. The target value range is obtained by compensating the reference value range using the compensation coefficient.

[0008] Furthermore, the step of obtaining the degree of influence of the road slope data on the motor load, and determining the corresponding compensation coefficient based on the degree of influence, includes: Obtain the additional load force caused by the road slope data; The ratio between the applied load force and the rated load force of the drive motor is taken as the degree of influence; Based on the mapping relationship between the preset degree of influence and the compensation coefficient, the compensation coefficient corresponding to the degree of influence is determined.

[0009] Furthermore, the continued disabling of the active rotation function of the first and / or second doors includes: If the active rotation function of both the first and second doors is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors will continue to be disabled. If the active rotation functions of both the first and second doors are disabled, and the drive motor of the first door is stuck, then it is detected whether there is a risk of collision between the second door and the first door after the active rotation function is restored; if there is a risk of collision, then the active rotation functions of the first and second doors are disabled again; or, if there is no risk of collision, then the active rotation function of the first door is disabled again, and the active rotation function of the second door is restored. If the active rotation functions of both the first and second doors are disabled, and the drive motor of the second door is stuck, then it is detected whether there is a risk of collision between the first and second doors after the active rotation function of the first door is restored; if there is a risk of collision, then the active rotation functions of the first and second doors are disabled again; or, if there is no risk of collision, then the active rotation function of the second door is disabled again, and the active rotation function of the first door is restored. Furthermore, the continued disabling of the active rotation function of the first and / or second doors includes: If the active rotation function of the first door is disabled, and the drive motors of the first door and the second door become stuck, then the active rotation function of the first door and the second door is disabled. If the active rotation function of the first door is disabled and the drive motor of the first door jams, then it is detected whether there is a risk of collision between the second door and the first door during the rotation process; if there is a risk of collision, then the active rotation functions of the first door and the second door are disabled; or, if there is no risk of collision, then the active rotation function of the first door is disabled. If the active rotation function of the first door is disabled and the drive motor of the second door jams, it is detected whether there is a risk of collision between the first door and the second door after the active rotation function is restored. If there is a risk of collision, the active rotation functions of the first door and the second door are disabled again. Alternatively, if there is no risk of collision, the active rotation function of the second door is disabled and the active rotation function of the first door is restored.

[0010] Furthermore, the continued disabling of the active rotation function of the first and / or second doors includes: If the active rotation function of the second door is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors is disabled. If the active rotation function of the second door is disabled and the drive motor of the first door jams, it is detected whether there is a risk of collision between the second door and the first door after the active rotation function is restored. If there is a risk of collision, the active rotation functions of the first door and the second door are disabled again. Alternatively, if there is no risk of collision, the active rotation function of the first door is disabled and the active rotation function of the second door is restored.

[0011] If the active rotation function of the second door is disabled and the drive motor of the second door jams, then it is detected whether there is a risk of collision between the first door and the second door during the rotation process; if there is a risk of collision, then the active rotation functions of the first door and the second door are disabled; or, if there is no risk of collision, then the active rotation function of the second door remains disabled.

[0012] Furthermore, before the active turning function of the vehicle's first and / or second doors is disabled, the method further includes: During the rotation of the first door and / or the second door, real-time status data of the back electromotive force generated by the first door and / or the second door during the rotation are acquired. Analyze whether the real-time state data of the back electromotive force meets the corresponding anomaly detection conditions; If the real-time status data of the back electromotive force hits the corresponding anomaly detection condition, the active rotation function of the first door and / or the second door is disabled.

[0013] Secondly, embodiments of the present invention provide a vehicle, including a vehicle body, a first door and / or a second door, and a controller. The controller is configured to, after the active rotation function of the first door and / or the second door is disabled, if a restoration command for the active rotation function of the first door and / or the second door is detected, control the drive motor of the first door and / or the second door to output drive current in a preset safe direction, and detect the real-time voltage of the back electromotive force generated by the drive motor; determine whether the drive motor is stuck based on the voltage trend of the real-time voltage; if the drive motor is stuck, continue to disable the active rotation function of the first door and / or the second door.

[0014] Thirdly, embodiments of the present invention provide a computer device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0015] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that cause a computer to perform the method described in the first aspect or any of its corresponding embodiments.

[0016] This application addresses the issue of insufficient data to determine motor jamming during the recovery process. Instead of directly activating the active door rotation function upon receiving the recovery command, it controls the drive motor to output drive current in a preset safe direction and detects the real-time back electromotive force (EMF) voltage. This direct correlation between the back EMF voltage and the motor's operating state provides quantifiable data for jamming detection, resolving the lack of effective data support in existing technologies and mitigating the risk of blind recovery. Secondly, by analyzing the voltage trend of the real-time voltage, it determines whether the drive motor is jammed, solving the problem of ineffective detection of motor jamming during the recovery process compared to direct recovery without any assessment. Furthermore, if jamming is detected, the active rotation function remains disabled, preventing the drive motor from continuously outputting power while jammed and avoiding damage such as motor overload, transmission structure wear, or jamming. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic flowchart of a vehicle control method according to some embodiments of the present invention; Figure 2 This is a schematic flowchart of a vehicle control method according to some embodiments of the present invention; Figure 3 This is a schematic diagram of the structure of a vehicle according to some embodiments of the present invention; Figure 4 This is a schematic diagram of a car door closing according to some embodiments of the present invention; Figure 5 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] According to embodiments of the present invention, a vehicle control method and a vehicle are provided. It should be noted that the steps shown in the flowcharts in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0021] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: After the active rotation function of the first door and / or the second door of the vehicle is disabled, if a recovery command for the active rotation function of the first door and / or the second door is detected, the drive motor of the first door and / or the second door is controlled to output drive current in a preset safe direction, and the real-time voltage of the back electromotive force generated by the drive motor is detected.

[0022] In this embodiment, when a user-input command for restoring the active rotation function of the first and / or second doors is detected (e.g., via vehicle central control screen operation, physical reset button trigger, or remote diagnostic command), the door control unit does not immediately and completely remove all restrictions and restore the normal high-speed operation mode. Instead, it first enters the "stuck detection mode".

[0023] Understandably, the active rotation function of the vehicle's first and / or second doors is disabled in three ways: first, only the active rotation function of the first door is disabled; second, only the active rotation function of the second door is disabled; and third, both the active rotation functions of the first and second doors are disabled. If a recovery command for the active rotation function of the first and / or second doors is detected, this includes the following three scenarios corresponding to the disabling: first, when only the active rotation function of the first door is disabled, a recovery command for the active rotation function of the first door is detected; second, when only the active rotation function of the second door is disabled, a recovery command for the active rotation function of the second door is detected; and third, when both the active rotation functions of the first and second doors are disabled, a recovery command for the active rotation functions of both doors is detected.

[0024] In this mode, the drive motors controlling the first and / or second doors output drive current in a preset safe direction. The "preset safe direction" can be understood as a direction set away from interference areas on the vehicle body or to de-lamination (such as the door opening direction), ensuring that even in the event of an accident during detection, it minimizes the risk of crushing injuries to passengers / objects or secondary mechanical damage to the vehicle body structure. The drive current is typically a low-duty-cycle, short-pulse exploratory current, with its output power and torque strictly limited within safe limits. It is only sufficient to drive the motor to idle or overcome slight friction, but insufficient to cause destructive consequences in the event of severe jamming. Simultaneously, the voltage sampling module synchronously and at high frequency detects the real-time voltage of the back electromotive force generated by the drive motor under this exploratory drive.

[0025] It should be noted that the trial drive is a low-power trial drive mode that controls the drive motor to output power in a safe direction (such as away from the interference area of ​​the vehicle body and to avoid squeezing damage) after the vehicle's active rotation function is restored and the vehicle enters the jam detection mode. It outputs a low duty cycle, short pulse trial current, and the power and torque are strictly limited to a safe range. It is only enough to drive the motor to idle or overcome slight friction, and is not enough to cause damage to the motor or door structure when jamming occurs.

[0026] Step S102: Determine whether the drive motor is stuck based on the voltage trend of the real-time voltage.

[0027] In this embodiment of the application, determining whether the drive motor is stuck based on the voltage trend of the real-time voltage includes: if the voltage trend of the real-time voltage is an upward trend and reaches the target determination threshold for electric rotation, then it is determined that the drive motor is not stuck.

[0028] Understandably, when the drive motor receives a trial drive current output in the preset safe direction, if the door's mechanical transmission system is smooth and unobstructed, the motor rotor will overcome static friction and begin to rotate. As the rotational speed increases, the rotor cuts the magnetic field lines faster, and the back electromotive force voltage will be generated and rise rapidly.

[0029] During the testing process, the slope and absolute value of this voltage value are monitored in real time. If a significant upward trend is observed in the voltage value, and it reaches the preset "electric rotation judgment threshold" within the response time (this threshold is a value higher than the system noise floor and line voltage drop, such as 1.5V), it can be determined that the motor has successfully started and entered normal operation. This result directly reflects that the mechanical structure of the first and second doors is not jammed, the transmission path is unobstructed, and therefore it is determined that the drive motor has not experienced any jamming and possesses the physical conditions to resume active rotation function.

[0030] In this embodiment of the application, the method for determining the target determination threshold includes steps A1-A3: Step A1: Obtain the baseline judgment threshold.

[0031] Specifically, based on the rated electrical parameters of the drive motor, including rated voltage, rated power and rated speed, and combined with the mechanical load characteristics of the door transmission mechanism, the voltage variation law of the back electromotive force of the drive motor under normal rotation state is statistically analyzed through a large amount of experimental data.

[0032] Multiple drive motors of the same model and batch were selected and repeatedly tested under three typical load conditions: no-load, half-load, and full-load. The voltage rise curve of the back electromotive force during the motor's transition from standstill to stable rotation was recorded, and the critical voltage rise value for each condition was extracted, i.e., the back electromotive force voltage point when the motor just emerges from its standstill. Subsequently, the critical values ​​under different conditions were filtered to remove abnormal data caused by installation errors, environmental interference, etc., and the average value of the remaining valid data was calculated as the preliminary benchmark threshold. Then, in conjunction with the vehicle industry's safety regulations regarding the active door rotation function, the preliminary benchmark threshold was appropriately calibrated to ensure that it accurately identifies the voltage characteristics of normal motor rotation without misjudging or missing judgments due to threshold setting deviations.

[0033] Step A2: Collect the real-time motor temperature of the drive motor and obtain the correction coefficient corresponding to the real-time motor temperature.

[0034] Specifically, a temperature sensing element built into the stator winding of the drive motor is used to collect the winding temperature in real time during motor operation. The sampling frequency is set to tens of times per second to ensure the real-time performance and accuracy of the temperature data. The collected temperature data is filtered to eliminate instantaneous noise interference, resulting in a stable real-time motor temperature.

[0035] Simultaneously, a correlation database between motor temperature and back electromotive force (EMF) characteristics was established through prior high and low temperature environmental tests. This clarified the influence of different temperature ranges on the back EMF amplitude, and based on this, a temperature-correction coefficient mapping relationship was constructed. This mapping relationship exhibits a non-linear correspondence. For example, in low-temperature environments, the motor's internal resistance increases, resulting in a lower back EMF amplitude, requiring a correction coefficient greater than 1 to improve judgment sensitivity. In high-temperature environments, the motor's insulation performance deteriorates, making the back EMF characteristics prone to drift, requiring a correction coefficient less than 1 to lower the judgment threshold. The corresponding correction coefficient is directly obtained by matching this mapping relationship to the real-time motor temperature.

[0036] Step A3: Adjust the baseline judgment threshold using the correction coefficient to obtain the target judgment threshold.

[0037] Specifically, the system retrieves the determined benchmark threshold and the obtained real-time temperature correction coefficient, and performs calculations according to the preset adjustment formula. The core of the calculation is the product of the benchmark threshold and the correction coefficient, which enables dynamic correction of the threshold based on the influence of temperature on the back electromotive force.

[0038] After calculation, the validity of the initially adjusted threshold is verified to check whether it is within a preset reasonable range. This range is set in conjunction with the back electromotive force fluctuation range of the motor during normal operation and safety judgment requirements. If the initial adjustment value exceeds the reasonable range, the process is repeated to re-collect the real-time temperature and obtain the correction coefficient until the value falls within the reasonable range. If the initial adjustment value meets the requirements, a secondary calibration is performed based on the fluctuation of the motor's real-time operating current to eliminate threshold deviations caused by instantaneous current fluctuations, and finally, a stable target judgment threshold is determined.

[0039] In this embodiment of the application, determining whether the drive motor is stuck based on the voltage trend of the real-time voltage includes: if the voltage trend of the real-time voltage is maintained within the target value range where the zero point is located, then it is determined that the drive motor is stuck.

[0040] Understandably, when the drive motor is powered on, if the car door is jammed by a foreign object, the locking mechanism fails to release, or mechanical interference occurs, the motor rotor will be unable to rotate (i.e., it will be in a stalled state). At this time, although there is current input, because the rotor is stationary, it cannot cut magnetic lines of force to generate an induced electromotive force. The voltage across the motor will mainly manifest as a contact voltage drop or a slight zero-point drift, with its value extremely weak, hovering around zero volts. Through continuous monitoring using a high-precision voltage sampling module, if it is found that the real-time voltage, after the drive current output, not only fails to rise but also remains within a preset range near zero (e.g., -0.5V to +0.5V), and the voltage trend line is flat or shows no significant fluctuations, then it is determined that the motor has failed to generate an effective back electromotive force. This electrical characteristic directly corresponds to a mechanical "zero speed," thus confirming that the drive motor is stalled.

[0041] In this embodiment of the application, the method for determining the target numerical range includes steps B1-B4: Step B1: Collect real-time motor temperature of the drive motor and road slope data of the section where the vehicle is located.

[0042] Specifically, temperature sensing elements are installed on the stator windings of the drive motor to continuously collect temperature data of the motor windings at fixed intervals of 100ms. After each collection, a simple filtering process is performed using a weighted calculation of the two adjacent temperature collections to eliminate interference from instantaneous temperature fluctuations, ensuring that the obtained real-time motor temperature data is stable and accurate. Simultaneously, using the vehicle's existing slope detection elements, road slope data of the road segment where the vehicle is located is collected synchronously. The collection frequency is consistent with the temperature collection frequency to ensure the synchronization of the two data sets. The collected slope data is presented in angle values, covering a reasonable range of -15° to 15°, corresponding to downhill, flat road, and uphill conditions. After collection, outlier removal is performed on the slope data, removing abnormal data that exceeds the slope range or shows instantaneous changes.

[0043] Step B2: Obtain the corresponding reference value range using the real-time motor temperature.

[0044] Specifically, a large number of high and low temperature tests are conducted in advance to fully cover the operating temperature range of the drive motor. A temperature node is set every 5°C. At each temperature node, multiple drive motors of the same model are selected for repeated testing. The voltage fluctuation range of the back electromotive force under normal motor rotation is collected multiple times. Based on this, the reference value range corresponding to each temperature node is determined. This range is clearly defined in the form of upper voltage limit and lower voltage limit, and it will show non-linear changes with temperature.

[0045] For example, at a standard temperature of 25°C, the reference value range is set to [8V, 12V]; in a low temperature environment of -10°C, the motor internal resistance increases, causing the reverse electromotive force voltage to decrease, and the reference value range is adjusted to [6V, 10V]; in a high temperature environment of 60°C, the motor characteristics drift, and the reference value range is adjusted to [9V, 13V].

[0046] After obtaining the real-time motor temperature, the reference value range corresponding to the current temperature is matched by referring to the pre-set temperature and reference value range correspondence. If the real-time temperature is between two adjacent temperature nodes, the upper and lower limits of the corresponding reference value range are calculated by linear interpolation.

[0047] Step B3: Obtain the impact of road slope data on the load of the drive motor, and determine the corresponding compensation coefficient based on the impact.

[0048] Specifically, the impact of road slope data on motor load is obtained, and the corresponding compensation coefficient is determined based on the impact. This includes: obtaining the additional load force caused by road slope data; taking the ratio between the additional load force and the rated load force of the drive motor as the impact level; and determining the compensation coefficient corresponding to the impact level based on the preset mapping relationship between the impact level and the compensation coefficient.

[0049] First, obtain the total weight of the vehicle doors. Then, extract the collected road slope angle value and substitute the angle parameter into the formula to calculate the additional load force: F = G × sinθ (F is the additional load force, G is the total weight of the vehicle doors, and θ is the road slope angle). Next, obtain the rated load force of the motor. You can refer to the motor's factory parameters to determine its maximum load force that it can withstand for long-term stable operation. Then, retrieve the previously calculated additional load force and calculate the ratio between the two. No additional unit conversion is needed; directly calculate the ratio of the additional load force to the rated load force. The resulting dimensionless value is the degree of influence. After calculation, the rationality of the value must be verified to ensure that the ratio is within the preset range. If it exceeds the range, the values ​​of the additional load force and the rated load force should be rechecked to eliminate calculation errors and accurately reflect the degree of influence of road slope on motor load.

[0050] Obtain the interval divisions of the impact level and the corresponding compensation coefficients, and clarify the fixed compensation coefficients corresponding to different impact level intervals. Then, retrieve the previously calculated impact level values, compare them with the preset mapping relationship, determine the interval in which the impact level falls, and match the corresponding compensation coefficient. Verify the correspondence between the impact level and the compensation coefficient to confirm that the interval division is accurate and the coefficients match correctly, avoiding compensation deviations.

[0051] Step B4: Use the compensation coefficient to compensate the reference value range to obtain the target value range.

[0052] Specifically, the baseline value range is retrieved, and the upper and lower voltage limits within this range are determined. Simultaneously, the step compensation coefficient K is retrieved. Using a preset compensation formula, the upper and lower limits of the baseline value range are calculated separately. Specifically, the target upper limit Umax_target = Umax × K, and the target lower limit Umin_target = Umin × K. This calculation method achieves overall compensation for the baseline value range, ensuring that the compensated value range can adapt to the impact of the current slope on the drive motor load.

[0053] In step S103, if the drive motor jams, the active rotation function of the first door and / or the second door remains disabled.

[0054] In this embodiment of the application, the active rotation function of the first door and / or the second door is still disabled, including: ①If the active rotation function of both the first and second doors is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors will remain disabled.

[0055] Understandably, if the active rotation function of both the first and second doors is disabled, and their drive motors are stuck, it means that both doors are in a stationary and disabled state, and their drive motors cannot drive them to rotate normally. In this case, regardless of whether there is a risk of collision, the active rotation function of the first and second doors will remain disabled, and no restrictions will be lifted. This is to avoid forcibly restoring rotation, which could lead to damage to the motors, damage to the door structure, or a collision. The restrictions will continue to be lifted until the stuck problem is resolved and the safety inspection is passed.

[0056] ② If the active rotation function of both the first and second doors is disabled, and the drive motor of the first door is stuck, then it is detected whether there is a risk of collision between the second door and the first door after the active rotation function is restored; if there is a risk of collision, then the active rotation function of the first and second doors will continue to be disabled; or, if there is no risk of collision, then the active rotation function of the first door will continue to be disabled.

[0057] Understandably, if the active rotation functions of both the first and second doors are disabled, and only the drive motor of the first door is stuck, it indicates that the drive motor of the second door can work normally and is capable of resuming rotation. In this case, it is necessary to first check whether the second door, after resuming its active rotation function, will pose a collision risk with the first door, which is stuck and disabled. If there is a collision risk, to avoid the second door colliding with the stationary first door when it rotates, the active rotation functions of both the first and second doors must remain disabled. If there is no collision risk, i.e., the second door will not touch the stationary first door when it rotates, then the active rotation function of the stuck first door must remain disabled.

[0058] It should also be noted that after continuing to disable the active turning function of the first door, the active turning function of the second door will be restored, balancing safety and ease of use.

[0059] ③ If the active rotation function of both the first and second doors is disabled, and the drive motor of the second door is stuck, then it is checked whether there is a risk of collision between the first and second doors after the active rotation function of the first door is restored; if there is a risk of collision, then the active rotation function of the first and second doors is disabled again; or, if there is no risk of collision, then the active rotation function of the second door is disabled again, and the active rotation function of the first door is restored.

[0060] Understandably, if the active rotation functions of both the first and second doors are disabled, and only the drive motor of the second door is stuck, it indicates that the drive motor of the first door is functioning normally and has the potential to resume rotation. In this case, it is necessary to first check whether there is a risk of collision between the first door and the stationary second door after the active rotation function is restored. If there is a risk of collision, to avoid the first door colliding with the stationary second door when it rotates, the active rotation functions of both the first and second doors must remain disabled. If there is no risk of collision, i.e., the first door will not touch the stationary second door when it rotates, then the active rotation function of the stuck second door must remain disabled.

[0061] It should also be noted that after continuing to disable the active turning function of the second door, the active turning function of the first door will be restored, balancing safety and ease of use.

[0062] ④ If the active rotation function of the first door is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors will be disabled.

[0063] Understandably, if only the active rotation function of the first door is disabled, and the drive motors of both the first and second doors are stuck, it means that the first door itself is already stationary and disabled, and neither of the drive motors can drive the door to rotate normally. Even if an attempt is made to restore the active rotation function of the second door, it will not be possible due to the motor being stuck. At the same time, the door operation may become uncontrollable due to the stuck dual motors. Therefore, it is necessary to disable the active rotation function of both the first and second doors to completely avoid safety hazards such as motor damage and door collisions.

[0064] ⑤ If the active rotation function of the first door is disabled and the drive motor of the first door jams, then detect whether there is a risk of collision between the second door and the first door during the rotation process; if there is a risk of collision, then disable the active rotation function of the first door and the second door; or, if there is no risk of collision, then continue to disable the active rotation function of the first door.

[0065] Understandably, if only the active rotation function of the first door is disabled, and only the drive motor of the first door is stuck, it indicates that the drive motor of the second door can work normally and is capable of rotation. In this case, it is necessary to check whether the second door will pose a collision risk with the first door, which is stuck and disabled, during its rotation. If there is a collision risk, the active rotation functions of both the first and second doors must be disabled to prevent the second door from colliding with the stationary first door when it rotates. If there is no collision risk, that is, the second door will not touch the stationary first door when it rotates, then there is no need to restrict the second door; simply continue to disable the active rotation function of the stuck first door.

[0066] ⑥ If the active rotation function of the first door is disabled and the drive motor of the second door jams, then it is detected whether there is a risk of collision between the first door and the second door after the active rotation function is restored; if there is a risk of collision, then the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, then the active rotation function of the second door is disabled.

[0067] Understandably, if only the active rotation function of the first door is disabled, and only the drive motor of the second door is stuck, it indicates that the first door itself is stationary and disabled, but its drive motor is not stuck and has the conditions to resume rotation. The second door's drive motor is stuck and cannot rotate normally. In this case, it is necessary to check whether there is a risk of collision between the first door and the second door, which may be stationary due to the stuck motor, after the first door resumes its active rotation function. If there is a risk of collision, the active rotation functions of both the first and second doors must remain disabled to avoid a collision; if there is no risk of collision, then the active rotation function of the stuck second door should be disabled.

[0068] It should also be noted that after continuing to disable the active turning function of the second door, the active turning function of the first door will be restored, balancing safety and ease of use.

[0069] ⑦ If the active rotation function of the second door is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors will be disabled.

[0070] Understandably, if only the active rotation function of the second door is disabled, and the drive motors of the first and second doors are stuck, it means that the second door itself is already stationary and disabled, and neither of the drive motors can drive the door to rotate normally. Even if an attempt is made to restore the active rotation function of the first door, it will not be possible due to the stuck motor, and it may also cause loss of control. Therefore, it is necessary to disable the active rotation function of the first and second doors to comprehensively avoid various safety hazards.

[0071] ⑧ If the active rotation function of the second door is disabled and the drive motor of the first door is stuck, then it is detected whether there is a risk of collision between the second door and the first door after the active rotation function is restored; if there is a risk of collision, then the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, then the active rotation function of the first door is disabled.

[0072] Understandably, if only the second door's active rotation function is disabled, and only the first door's drive motor is stuck, it indicates that the second door itself is stationary and disabled, but its drive motor is not stuck and has the conditions to resume rotation. The first door's drive motor is stuck and cannot rotate normally. In this case, it is necessary to check whether the second door, after resuming its active rotation function, will pose a collision risk with the first door, which is stationary due to the motor being stuck. If a collision risk exists, the active rotation functions of both the first and second doors must remain disabled to avoid a collision; if there is no collision risk, then the stuck active rotation function of the first door should be disabled.

[0073] It should also be noted that after continuing to disable the active turning function of the first door, the active turning function of the second door will be restored, balancing safety and ease of use.

[0074] ⑨ If the active rotation function of the second door is disabled and the drive motor of the second door jams, then detect whether there is a risk of collision between the first door and the second door during the rotation process; if there is a risk of collision, then disable the active rotation function of the first door and the second door; or, if there is no risk of collision, then continue to disable the active rotation function of the second door.

[0075] Understandably, if only the active rotation function of the second door is disabled, and only the drive motor of the second door is stuck, it indicates that the drive motor of the first door is working normally and has the conditions to rotate. In this case, it is necessary to check whether there is a risk of collision between the first door and the stationary second door during the rotation process. If there is a risk of collision, the active rotation functions of both the first and second doors must be disabled to prevent the first door from colliding with the stationary second door when it rotates. If there is no risk of collision, that is, the first door will not touch the stationary second door when it rotates, then there is no need to restrict the first door; only the active rotation function of the stuck second door needs to be disabled.

[0076] In this embodiment of the application, before the active turning function of the vehicle's first door and / or second door is disabled, such as Figure 2 As shown, the method also includes: Step S201: During the rotation of the first door and / or the second door, acquire real-time status data of the back electromotive force generated by the first door and / or the second door during the rotation.

[0077] In this embodiment of the application, acquiring real-time state data of the back electromotive force generated by the first door and / or the second door during rotation includes: acquiring the real-time position of the first door and / or the second door during rotation; determining the opening degree of the first door and / or the second door based on the real-time position, the maximum opening position of the first door and / or the maximum opening position of the second door; comparing the opening degree with various opening degree ranges to obtain the target opening degree range into which the opening degree falls; detecting the voltage signal of the back electromotive force generated by the drive motor corresponding to the first door and / or the second door; filtering the voltage signal according to the filtering time corresponding to the target opening degree range to obtain the filtered voltage signal; determining the voltage direction and voltage value of the back electromotive force based on the filtered voltage signal, and using the voltage direction and voltage value as the real-time state data of the back electromotive force.

[0078] Specifically, during the rotation of the first and / or second doors, the position detection components (Hall sensors, etc.) mounted on the doors are continuously invoked to capture the current physical position parameters of the doors in real time. These parameters are presented in the form of pulse signals, angle values, or linear displacement values, reflecting the real-time coordinates of the doors in the rotation trajectory. For example, when the first door rotates from the closed state to the open state, the position sensor will output continuous position data synchronously with the mechanical movement of the door.

[0079] Based on the acquired real-time location, combined with the preset maximum opening position parameters of the first / second door, the current opening degree of the door (expressed as a percentage) is obtained through the calculation logic of "(current real-time location ÷ maximum opening position) × 100%".

[0080] For example, if the maximum opening position of the first door corresponds to a displacement of 50cm, and the real-time position is 40cm, then its opening degree is 80%. Subsequently, the calculated opening degree is compared one by one with several preset opening degree ranges (such as 80~100%, 60~80%, 40~60%, etc.) to determine the target opening degree range that the opening degree falls into (e.g., the aforementioned 80% corresponds to the "80~100%" interval). Finally, a pre-stored "opening degree range - detection strategy" mapping table (i.e., the first mapping relationship) is called to extract the detection strategy corresponding to the target opening degree range. This strategy includes parameters such as filtering time, voltage threshold, and duration threshold. For example, the strategy corresponding to the "80~100%" interval is "filtering time 50ms, voltage threshold 3±1V corresponding to duration 1000ms," etc.

[0081] Step A3: According to the target detection strategy, detect the real-time status data of the back electromotive force generated by the first door and / or the second door during rotation.

[0082] Specifically, according to the target detection strategy, the real-time status data of the back electromotive force generated by the first door and / or the second door during rotation is detected, including: detecting the voltage signal of the back electromotive force generated by the drive motor corresponding to the first door and / or the second door; filtering the voltage signal according to the filtering time corresponding to the target opening range to obtain the filtered voltage signal; determining the voltage direction and voltage value of the back electromotive force based on the filtered voltage signal, and using the voltage direction and voltage value as the real-time status data of the back electromotive force.

[0083] When the first and / or second door rotates, the rotor of its drive motor rotates synchronously with the door's mechanical structure. During this process, the rotor cuts the magnetic field lines of the stator, generating an induced electromotive force (EMF) (i.e., a back EMF). This EMF is represented as a voltage signal at the motor's terminals. This voltage signal is continuously captured by a voltage sampling module (such as a differential amplifier or ADC sampling circuit) connected in series in the motor's power supply circuit. The sampling module converts the analog voltage signal at the motor's terminals into a digital signal at a preset sampling frequency (e.g., 1kHz), ensuring that the voltage change data of the back EMF can be acquired in real time and continuously.

[0084] The filter duration corresponding to the current opening range is retrieved from the target detection strategy (e.g., 50ms for an opening of 80-100%, and 100ms for an opening of 40-60%). Then, the corresponding filtering logic is initiated: if hardware filtering is used, the voltage signal is integrated through an RC filter circuit to smooth the signal fluctuations within the corresponding duration; if software filtering is used, a sliding window algorithm is used to take the "average value" or "median value" of the continuously sampled voltage data within the filter duration. Taking a 100ms filter duration corresponding to an opening of 40-60% as an example, voltage sampling data within 100ms is selected, and the algorithm removes instantaneous spikes, glitches, and other interference signals, ultimately obtaining a filtered voltage signal with smooth fluctuations that reflects the true state.

[0085] The filtered voltage signal is polarity determined by comparing it to a preset zero-potential reference. If the signal level is higher than the reference, it is determined to be "positive voltage," corresponding to the door rotating in the command direction; if it is lower than the reference, it is determined to be "reverse voltage," corresponding to the door's actual movement direction being inconsistent with the command direction. Simultaneously, the specific amplitude of the filtered voltage signal is read, which must correspond to the voltage threshold (e.g., 3±1V, 6±1.5V, etc.) in the target detection strategy—for example, when the amplitude of the filtered voltage signal stabilizes at around 3V, it will match the threshold range of "3±1V" in the strategy. Finally, the determined "voltage direction (positive / negative)" and the read "voltage amplitude" are combined to form the real-time status data of the back electromotive force.

[0086] Step S202: Analyze whether the real-time state data of the back electromotive force meets the corresponding anomaly detection conditions.

[0087] In this embodiment, the target anomaly detection conditions corresponding to the target opening range are first obtained based on the second mapping relationship between the opening range and the anomaly detection conditions. These conditions include voltage direction judgment logic, fixed voltage range and duration thresholds for each range (the thresholds decrease as the opening range decreases). Then, the voltage direction is checked to see if it is consistent with the door movement direction and whether the voltage value falls into the corresponding voltage range and the duration reaches the threshold, so as to obtain the corresponding detection results.

[0088] Ultimately, the abnormal condition is determined based on the above two detection results: if the voltage direction is inconsistent with the door movement direction, or if the voltage value falls within the corresponding range and lasts for the specified duration, the abnormal condition is met; if neither is abnormal, the condition is not met. The example shows that when the voltage direction is inconsistent, the duration threshold is not considered when determining an abnormality; when the voltage direction is consistent, the duration of the voltage range must be considered for further judgment.

[0089] Step S203: If the real-time status data of the back electromotive force hits the corresponding abnormal detection condition, then the active rotation function of the first door and / or the second door is disabled.

[0090] In this embodiment, if the door performs an opening action, but the voltage direction of the back electromotive force is detected to be negative (opposite to the actual direction of movement), i.e., the first detection result is inconsistent, and / or the detected voltage value is stable in the range of 6±1.5V and the duration reaches the 800ms threshold corresponding to this range, i.e., the second detection result is abnormal. This means that the real-time status data of the back electromotive force hits the corresponding target abnormal detection condition. At this time, the safety protection mechanism is triggered, forcibly cutting off the drive motors corresponding to the first and second doors, disabling the active rotation function of the first and second doors, and stopping all current electric operations.

[0091] In this embodiment of the application, if the sliding door, tailgate, etc. of the vehicle are single-door structures, that is, including a first door or a second door, if the real-time status data of the back electromotive force hits the corresponding target anomaly detection condition, the active rotation function of the first door and / or the second door is disabled. This can be understood as: if the real-time status data of the back electromotive force of the first door or the second door hits the corresponding target anomaly detection condition, the active rotation function of the first door or the second door is directly disabled.

[0092] To illustrate, let's take a sliding door as an example: A sliding door is a single-door structure, corresponding only to the first door. During the automatic opening or closing of this door, the real-time status data of the back electromotive force of the drive motor is continuously collected. When this data meets the preset target anomaly detection conditions, such as the voltage direction being opposite to the command direction or the voltage amplitude exceeding the set threshold range, the active rotation function of the first door will be directly disabled, and the automatic opening or closing action will stop. Similarly, if the tail door corresponds to the second door, when its real-time back electromotive force status data hits the target anomaly detection conditions, the active rotation function of the second door will also be directly disabled. That is, in a single-door structure, if the back electromotive force status of a door is abnormal, the automatic rotation function of that door will be disabled.

[0093] In one embodiment of this application, if the real-time state data of the back electromotive force hits the corresponding target anomaly detection condition, the active rotation function of the first door and / or the second door is disabled, including: If the real-time status data of the back electromotive force generated by the first door matches the corresponding target anomaly detection condition, the rotation direction and relative position relationship of the first and second doors are detected. The first door can cover and partially overlap the second door to close the vehicle body by rotating. If the rotation direction is the opening direction and the relative position relationship is that the distance between the first door and the closed position is less than or equal to the distance between the second door and the closed position, the active rotation function of the first door is disabled. Or, if the rotation direction is the opening direction and the relative position relationship is that the distance between the first door and the closed position is greater than the distance between the second door and the closed position, the active rotation function of both the first and second doors is disabled.

[0094] Understandably, taking the first and second doors of a car that can overlap and partially overlap to close the car body as an example, when both doors move in the opening direction, if the distance between the first door and the closed position is less than or equal to the distance between the second door and the closed position, it means that there is a risk of collision with the first door during the opening process. In this case, simply disabling the active rotation function of the first door can avoid the collision without affecting the normal use of the second door.

[0095] If the distance from the first door to the closed position is greater than the distance from the second door to the closed position, it means that both doors are open normally. If both doors are in the collision zone at this time, if only the first door is disabled, the second door will still collide with it if it continues to open. Therefore, it is necessary to disable the active rotation function of both the first and second doors to avoid mutual interference and collision.

[0096] Alternatively, if the rotation direction is the closing direction and the relative positional relationship is that the distance between the first door and the closed position is less than or equal to the distance between the second door and the closed position, then the active rotation function of the first door and the second door is disabled; or, if the rotation direction is the closing direction and the relative positional relationship is that the distance between the first door and the closed position is greater than the distance between the second door and the closed position, then the active rotation function of the first door is disabled.

[0097] Understandably, taking the first and second doors of a car body that overlap and partially overlap to close the car body as an example, when both doors move in the closing direction, if the distance of the first door from the closed position is less than or equal to the distance of the second door from the closed position, if only the first door is disabled, the second door will collide with it as it continues to close. Therefore, it is necessary to disable the active rotation function of both the first and second doors.

[0098] If the distance between the first door and the closed position is greater than the distance between the second door and the closed position, it means that both doors are closed normally at this time. At the same time, the first door has met the target abnormality detection condition. Therefore, it is only necessary to disable the active rotation function of the first door, and the second door can continue to rotate to the closed position.

[0099] This application provides a vehicle, including a vehicle body, a first door and / or a second door, and a controller. The controller is configured to acquire real-time status data of the back electromotive force generated by the first door and / or the second door during rotation; analyze whether the real-time status data of the back electromotive force matches a corresponding target anomaly detection condition; and disable the active rotation function of the first door and / or the second door if the real-time status data of the back electromotive force matches the corresponding target anomaly detection condition.

[0100] Understandably, the vehicle comprises a body, automatically opening and closing doors, and a controller. The first and second doors can be common single-door structures found on vehicles, such as sliding doors or tailgates; that is, the first door can be used alone as a tailgate, or the second door can be used alone as a sliding door. During the rotation of a single door, the controller acquires real-time data on the back electromotive force generated by the door's drive motor to determine if preset anomaly detection conditions are met. If an anomaly is detected, the controller disables the active rotation function of the single door, stopping the automatic opening or closing action, thereby preventing dangerous situations such as door collisions or jamming.

[0101] This application provides a vehicle, such as... Figure 3As shown, the vehicle includes a vehicle body 10, a first door 11, a second door 12, a controller 13, a first drive unit 14, and a second drive unit 15. The first drive unit 14 and the second drive unit 15 are respectively connected to the first door 11 and the second door 12. The controller 13 is communicatively connected to the first drive unit 14 and the second drive unit 15. The controller 13 can drive the first door 11 and the second door 12 to rotate relative to the vehicle body 10 by controlling the first drive unit 14 and the second drive unit 15. The first door 11 can cover and partially overlap the second door 12 to close the vehicle body 10 by rotating.

[0102] In this embodiment, the first and second doors have two movement modes: active rotation and passive rotation. Active rotation refers to the door's ability to rotate purposefully via its own power drive device (such as a motor) according to instructions from the vehicle control system or user operation, thereby completing the opening or closing action. Passive rotation refers to the door's rotation caused by external forces applied by factors other than the vehicle control system. These external forces may come from various situations, such as the user manually pushing the door, the door encountering an obstacle during movement, or the door being subjected to force due to an external impact on the vehicle.

[0103] like Figure 4 As shown, the first door 11 and the second door 12 define the closed position, which can be understood as follows: during the closing process, the first door rotates around its connection point with the vehicle body, eventually covering the second door and partially overlapping it, thus forming a complete closed structure that isolates the interior of the vehicle body from the external environment.

[0104] In this embodiment of the application, the controller is configured to, after the active rotation function of the first door and / or the second door of the vehicle is disabled, if a restoration command for the active rotation function of the first door and / or the second door is detected, control the drive motor of the first door and / or the second door to output drive current in a preset safe direction, and detect the real-time voltage of the back electromotive force generated by the drive motor; determine whether the drive motor is stuck based on the voltage trend of the real-time voltage; if the drive motor is stuck, continue to disable the active rotation function of the first door and / or the second door.

[0105] In this embodiment of the application, the controller is specifically used to obtain a benchmark judgment threshold; collect the real-time motor temperature of the drive motor and obtain the correction coefficient corresponding to the real-time motor temperature; and adjust the benchmark judgment threshold using the correction coefficient to obtain the target judgment threshold.

[0106] In this embodiment of the application, the controller is specifically used to collect real-time motor temperature of the drive motor and road slope data of the road segment where the vehicle is located; obtain the corresponding reference value range using the real-time motor temperature; obtain the degree of influence of the road slope data on the load of the drive motor, and determine the corresponding compensation coefficient based on the degree of influence; and use the compensation coefficient to compensate the reference value range to obtain the target value range.

[0107] In this embodiment of the application, the controller is specifically used to acquire the additional load force caused by road slope data; take the ratio between the additional load force and the rated load force of the drive motor as the degree of influence; and determine the compensation coefficient corresponding to the degree of influence based on the mapping relationship between the preset degree of influence and the compensation coefficient.

[0108] In this embodiment of the application, the controller is specifically used to continue to disable the active rotation function of the first and second doors if the active rotation function of both the first and second doors is disabled and the drive motors of the first and second doors are stuck. In this embodiment of the application, the controller is specifically configured to detect whether there is a risk of collision between the second door and the first door after the second door resumes its active rotation function if the active rotation function of both the first door and the second door is disabled and the drive motor of the first door is stuck; if there is a risk of collision, the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, the active rotation function of the first door is disabled again. In this embodiment of the application, the controller is specifically configured to detect whether there is a risk of collision between the first door and the second door after the active rotation function of the first door is restored if the active rotation function of both the first door and the second door is disabled and the drive motor of the second door is stuck; if there is a risk of collision, the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, the active rotation function of the second door is disabled again.

[0109] In this embodiment of the application, the controller is specifically used to disable the active rotation function of the first door and the second door if the active rotation function of the first door is disabled and the drive motors of the first door and the second door are stuck. In this embodiment of the application, the controller is specifically configured to detect whether there is a risk of collision between the second door and the first door during the rotation process if the active rotation function of the first door is disabled and the drive motor of the first door is stuck; if there is a risk of collision, the active rotation function of the first door and the second door is disabled; or, if there is no risk of collision, the active rotation function of the first door is disabled. In this embodiment of the application, the controller is specifically configured to detect whether there is a risk of collision between the first door and the second door after the active rotation function is restored if the active rotation function of the first door is disabled and the drive motor of the second door is stuck; if there is a risk of collision, the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, the active rotation function of the second door is disabled.

[0110] In this embodiment of the application, the controller is specifically used to disable the active rotation function of the first and second doors if the active rotation function of the second door is disabled and the drive motors of the first and second doors are stuck. In this embodiment of the application, the controller is specifically configured to detect whether there is a risk of collision between the second door and the first door after the second door resumes its active rotation function if the active rotation function of the second door is disabled and the drive motor of the first door is stuck; if there is a risk of collision, the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, the active rotation function of the first door is disabled.

[0111] In this embodiment of the application, the controller is specifically configured to detect whether there is a risk of collision between the first door and the second door during the rotation process if the active rotation function of the second door is disabled and the drive motor of the second door is stuck; if there is a risk of collision, the active rotation function of the first door and the second door is disabled; or, if there is no risk of collision, the active rotation function of the second door is disabled.

[0112] In this embodiment of the application, the controller is specifically used to acquire real-time status data of the back electromotive force generated by the first door and / or the second door during the rotation process; analyze whether the real-time status data of the back electromotive force hits the corresponding anomaly detection condition; if the real-time status data of the back electromotive force hits the corresponding anomaly detection condition, then disable the active rotation function of the first door and / or the second door.

[0113] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 5As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system).

[0114] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0115] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0116] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device as shown by a landing page for an app. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0117] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0118] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0119] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0120] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: After the active rotation function of the first door and / or the second door of the vehicle is disabled, if a restoration command for the active rotation function of the first door and / or the second door is detected, the drive motor of the first door and / or the second door is controlled to output drive current in a preset safe direction, and the real-time voltage of the back electromotive force generated by the drive motor is detected. Determine whether the drive motor is stuck based on the voltage trend of the real-time voltage; If the drive motor becomes stuck, the active rotation function of the first door and / or the second door will remain disabled. The step of determining whether the drive motor is stuck based on the voltage trend of the real-time voltage includes: if the voltage trend of the real-time voltage is upward and reaches the target threshold for electric rotation, then it is determined that the drive motor is not stuck; if the voltage trend of the real-time voltage is maintained within the target value range of zero, then it is determined that the drive motor is stuck.

2. The method according to claim 1, characterized in that, The method for determining the target determination threshold includes: Obtain the baseline judgment threshold; Collect the real-time motor temperature of the drive motor and obtain the correction coefficient corresponding to the real-time motor temperature; The target judgment threshold is obtained by adjusting the benchmark judgment threshold using the correction coefficient.

3. The method according to claim 1, characterized in that, The method for determining the target numerical range includes: Collect real-time motor temperature of the drive motor and road slope data of the road section where the vehicle is located; The corresponding reference value range is obtained using the real-time motor temperature. The impact of the road slope data on the drive motor load is obtained, and the corresponding compensation coefficient is determined based on the impact. The target value range is obtained by compensating the reference value range using the compensation coefficient.

4. The method according to claim 3, characterized in that, The process of acquiring the impact of the road slope data on the motor load and determining the corresponding compensation coefficient based on the impact includes: Obtain the additional load force caused by the road slope data; The ratio between the applied load force and the rated load force of the drive motor is taken as the degree of influence; Based on the mapping relationship between the preset degree of influence and the compensation coefficient, the compensation coefficient corresponding to the degree of influence is determined.

5. The method according to claim 1, characterized in that, The drive motor is stuck, and the active rotation function of the first door and / or the second door remains disabled, including: If the active rotation function of both the first and second doors is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors will continue to be disabled. If the active rotation function of both the first and second doors is disabled, and the drive motor of the first door is stuck, then it is detected whether there is a risk of collision between the second door and the first door after the active rotation function is restored; if there is a risk of collision, then the active rotation function of both the first and second doors is disabled again; or, if there is no risk of collision, then the active rotation function of the first door is disabled again. If the active rotation functions of both the first and second doors are disabled, and the drive motor of the second door becomes stuck, then it is detected whether there is a risk of collision between the first and second doors after the active rotation function of the first door is restored; if there is a risk of collision, then the active rotation functions of the first and second doors are disabled again; or, if there is no risk of collision, then the active rotation function of the second door is disabled again.

6. The method according to claim 1, characterized in that, The continued disabling of the active rotation function of the first and / or second doors includes: If the active rotation function of the first door is disabled, and the drive motors of the first door and the second door become stuck, then the active rotation function of the first door and the second door is disabled. If the active rotation function of the first door is disabled and the drive motor of the first door jams, then it is detected whether there is a risk of collision between the second door and the first door during the rotation process; if there is a risk of collision, then the active rotation functions of the first door and the second door are disabled; or, if there is no risk of collision, then the active rotation function of the first door is disabled. If the active rotation function of the first door is disabled and the drive motor of the second door jams, it is detected whether there is a risk of collision between the first door and the second door after the active rotation function is restored; if there is a risk of collision, the active rotation function of the first door and the second door is disabled again; or, if there is no risk of collision, the active rotation function of the second door is disabled.

7. The method according to claim 1, characterized in that, The continued disabling of the active rotation function of the first and / or second doors includes: If the active rotation function of the second door is disabled, and the drive motors of the first and second doors become stuck, then the active rotation function of the first and second doors is disabled. If the active rotation function of the second door is disabled and the drive motor of the first door jams, it is detected whether there is a risk of collision between the second door and the first door after the active rotation function is restored; if there is a risk of collision, the active rotation functions of the first door and the second door are disabled again; or, if there is no risk of collision, the active rotation function of the first door is disabled. If the active rotation function of the second door is disabled and the drive motor of the second door jams, then it is detected whether there is a risk of collision between the first door and the second door during the rotation process; if there is a risk of collision, then the active rotation functions of the first door and the second door are disabled; or, if there is no risk of collision, then the active rotation function of the second door remains disabled.

8. The method according to claim 1, characterized in that, The method further includes, prior to the active turning function of the vehicle's first and / or second doors being disabled: During the rotation of the first door and / or the second door, real-time status data of the back electromotive force generated by the first door and / or the second door during the rotation are acquired. Analyze whether the real-time state data of the back electromotive force meets the corresponding anomaly detection conditions; If the real-time status data of the back electromotive force hits the corresponding anomaly detection condition, the active rotation function of the first door and / or the second door is disabled.

9. A vehicle, comprising a body, a first door and / or a second door, and a controller, characterized in that, The controller is configured to, after the active rotation function of the first and / or second doors of the vehicle is disabled, if a restoration command for the active rotation function of the first and / or second doors is detected, control the drive motors of the first and / or second doors to output drive current in a preset safe direction, and detect the real-time voltage of the back electromotive force generated by the drive motors; determine whether the drive motor is stuck based on the voltage trend of the real-time voltage; if the drive motor is stuck, continue to disable the active rotation function of the first and / or second doors; wherein, determining whether the drive motor is stuck based on the voltage trend of the real-time voltage includes: if the voltage trend of the real-time voltage is an upward trend and reaches the target determination threshold for electric rotation, then it is determined that the drive motor is not stuck; if the voltage trend of the real-time voltage is maintained within the target value range of zero, then it is determined that the drive motor is stuck.

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