Control method and device of tailgate and vehicle

Abstract

This disclosure relates to a tailgate control method, device, and vehicle, applied in the field of vehicle control technology. The tailgate control method includes: during the operation of the electric tailgate, acquiring the current opening / closing angle of the electric tailgate and the current value of the electric tailgate's drive current; determining a collision avoidance threshold for the drive current based on the current opening / closing angle and current angle data; wherein the current angle data is determined based on the drive current and opening / closing angle of the electric tailgate under target operating conditions, including a road slope less than a slope threshold and no collision occurring with the electric tailgate; and executing a collision avoidance protection action based on the numerical relationship between the collision avoidance threshold and the current value. This disclosure achieves stable and reliable electric tailgate collision avoidance protection throughout its entire lifecycle, solving the problems of increased false alarm rate and decreased collision avoidance sensitivity.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a tailgate control method, device, and vehicle. Background Technology

[0002] As a common feature in modern cars, the power tailgate's collision protection function is crucial for ensuring user safety and preventing component damage. Traditional collision protection mechanisms typically achieve this by setting a fixed current threshold in the motor drive circuit. When the drive current exceeds this threshold, the system determines that the tailgate has encountered an obstacle and performs a stop or reverse operation.

[0003] However, during long-term use, the operating resistance of the tailgate will change slowly due to factors such as wear of mechanical parts and decay of spring assistance. The traditional fixed current threshold cannot adapt to the time-varying drift of this mechanical characteristic, resulting in increased false alarm rate or decreased collision avoidance sensitivity in the later stages of vehicle use, affecting the long-term reliability of the system. Summary of the Invention

[0004] To address the aforementioned technical problems, this disclosure provides a tailgate control method, device, and vehicle.

[0005] The first aspect of this disclosure provides a tailgate control method, comprising: during the operation of an electric tailgate, acquiring the current opening / closing angle of the electric tailgate and the current value of the electric tailgate's drive current; determining a collision avoidance threshold for the drive current based on the current opening / closing angle and the current angle data; wherein the current angle data is data determined based on the drive current and opening / closing angle of the electric tailgate under target operating conditions, the target operating conditions including a slope of the road surface where the vehicle is located being less than a slope threshold, and the electric tailgate not being involved in a collision; and executing a collision avoidance protection action based on the numerical relationship between the collision avoidance threshold and the current value.

[0006] In some technical solutions disclosed herein, before acquiring the current opening / closing angle of the electric tailgate and the current value of the electric tailgate's drive current during operation, the following steps are also included: Obtain at least two target opening and closing angles and at least two target current values ​​of the electric tailgate under target operating conditions; wherein, at least two target opening and closing angles correspond one-to-one with at least two target current values; construct current angle data based on at least two target opening and closing angles and at least two target current values; or update the stored current angle data based on at least two target opening and closing angles and at least two target current values ​​to obtain updated current angle data.

[0007] In some technical solutions disclosed herein, the stored current angle data is updated based on at least two opening / closing angles and at least two target current values ​​to obtain updated current angle data, including: Based on at least two opening and closing angles and at least two target current values, a first function is constructed between the driving current and the opening and closing angles; a second function is determined between the driving current and the opening and closing angles based on the stored current angle data; a third function is obtained by weighting the first function, the second function, the first weight value, and the second weight value; and the third function is used as the updated current angle data.

[0008] In some technical solutions disclosed herein, the collision prevention threshold of the driving current is determined based on the current opening and closing angle and current angle data, including: Based on the current opening / closing angle and current angle data, determine the first expected current value corresponding to the current opening / closing angle; based on the first expected current value and the vehicle's pitch angle value, determine the collision avoidance threshold; wherein, the pitch angle value is used to characterize the slope of the road surface where the vehicle is located.

[0009] In some technical solutions disclosed herein, the collision avoidance threshold is determined based on a first expected current value and the vehicle's pitch angle value, including: If the absolute value of the pitch angle is less than the absolute value threshold, the current compensation amount is determined based on the vehicle's pitch angle value; the first expected current value is compensated based on the current compensation amount to obtain the second expected current value; and the collision avoidance threshold is determined based on the second expected current value, the preset safety factor, and the fixed tolerance value.

[0010] In some technical solutions disclosed herein, the collision avoidance threshold is determined based on a first expected current value and the vehicle's pitch angle value, including: If the absolute value of the pitch angle is greater than or equal to the absolute value threshold, the preset current value will be set as the anti-collision threshold.

[0011] In some technical solutions disclosed herein, anti-collision protection actions are performed based on the numerical relationship between the anti-collision threshold and the current value, including: The duration for which the current value is greater than the collision avoidance threshold is recorded; if the duration exceeds the threshold, collision avoidance protection is performed.

[0012] In some of the technical solutions disclosed herein, the anti-collision protection actions include: If the current value is greater than the anti-collision threshold, obtain the current difference between the current value and the anti-collision threshold; if the current difference is less than the difference threshold, control the electric tailgate to stop running or reverse the first stroke; if the current difference is greater than or equal to the difference threshold, control the electric tailgate to reverse the second stroke; wherein the second stroke is greater than the first stroke.

[0013] A second aspect of this disclosure provides a tailgate control device, comprising: The acquisition module is used to acquire the current opening and closing angle of the electric tailgate and the current value of the electric tailgate's drive current during operation. The determination module is used to determine the anti-collision threshold of the drive current based on the current opening and closing angle and current angle data. The current angle data is determined based on the drive current and opening and closing angle of the electric tailgate under target conditions, including a road slope less than the slope threshold and no collision with the electric tailgate. The execution module is used to execute anti-collision protection actions based on the numerical relationship between the anti-collision threshold and the current value.

[0014] A third aspect of this disclosure provides a vehicle comprising: a processor; and a memory for storing executable instructions; wherein the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the tailgate control method of the first aspect described above.

[0015] The technical solution provided in this disclosure has the following advantages: By synchronously collecting angle and current data, spatiotemporally aligned input variables are provided for collision avoidance judgment. Based on continuously updated current and angle data, the collision avoidance threshold is constructed as a dynamic function that changes with the angle, ensuring that the threshold is precisely matched to the intrinsic current requirements of the tailgate at various angle positions in principle. A continuous update mechanism ensures that the threshold always reflects the current mechanical characteristics of the tailgate. Comparative judgment is performed based on the dynamic threshold, achieving accurate differentiation between normal operation and obstacle encounter states. This makes the collision avoidance threshold no longer a static fixed value independent of the system's real-time state, but a dynamic parameter that can change with the tailgate opening and closing angle and adjust synchronously with the tailgate's mechanical characteristics. As the vehicle's usage time increases and the mechanical characteristics of the electric tailgate change, the current and angle data reflect this change through collection and updating under target operating conditions, and the collision avoidance threshold is adjusted accordingly. This avoids misjudging normal closing as a collision and missing real collisions due to threshold insensitivity, ensuring that the collision avoidance threshold always matches the actual operating resistance of the system. This achieves stable and reliable electric tailgate collision avoidance protection throughout its entire lifecycle, solving the problems of increased false alarm rate and decreased collision avoidance sensitivity. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0017] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying 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.

[0018] Figure 1 This is a schematic diagram of the vehicle structure provided in the embodiments of this disclosure; Figure 2 This is a structural block diagram of the electric tailgate provided in an embodiment of this disclosure; Figure 3 This disclosure provides a tailgate control method. Figure 4 This is one of the schematic diagrams of a vehicle on a slope provided in this embodiment of the present disclosure; Figure 5 This is a second schematic diagram of a vehicle on a slope provided in this embodiment of the present disclosure; Figure 6 This is a schematic diagram of the structure of a tailgate control device provided in an embodiment of this disclosure; Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this disclosure. Detailed Implementation

[0019] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0020] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0021] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0022] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0023] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0024] In related technologies, the vehicle's control system sets a fixed current threshold in the motor drive circuit. During tailgate operation, the control unit collects the motor's drive current value in real time and compares the instantaneous drive current value with the preset fixed threshold. When the drive current instantaneously exceeds the fixed threshold, the electronic control unit determines that the tailgate has encountered an obstacle on its movement path and triggers a protection action, controlling the motor to stop running or reverse its movement to achieve anti-pinch or anti-collision functions.

[0025] Specifically, the operating resistance of an electric tailgate is not constant. During long-term use, the viscosity of the lubricating grease changes with ambient temperature, mechanical transmission components experience normal wear, and pneumatic struts or spring-assisted mechanisms suffer performance degradation due to material fatigue. All of these factors cause a slow drift in the drive current required for normal tailgate operation. Because a fixed threshold cannot detect and adapt to these inherent system characteristics, when operating resistance increases, the fixed threshold is relatively low, easily leading to misjudging a normal closing process as a collision; conversely, when operating resistance decreases, the fixed threshold is relatively high, potentially missing a real collision due to its insensitivity. In essence, a fixed threshold bases collision avoidance judgment on a static parameter, thus failing to maintain consistency between the judgment benchmark and the actual system characteristics over long-term use.

[0026] The application scenarios of the embodiments of this disclosure are described below. Figure 1 This is a structural schematic diagram of the vehicle provided in an embodiment of this disclosure. Figure 2 This is a structural block diagram of the electric tailgate provided in the embodiments of this disclosure, as shown below. Figure 1 and Figure 2 The application scenario of the tailgate control method provided in this embodiment includes a vehicle 100, which includes a body 110 and an electric tailgate 120. The electric tailgate 120 can open and close relative to the body 110. Figure 1 The midpoint angle θ is the opening and closing angle of the electric tailgate 120°.

[0027] The electric tailgate 120 includes a tailgate body 121, a drive motor 122, a tilt sensor 123, a current sensor 124, and an electronic control unit 125. The tailgate body 121 is connected to the vehicle body via a hinge mechanism, and the drive motor 122 is connected to the tailgate body 121 via a transmission mechanism to drive the tailgate opening or closing. The tilt sensor 123 is installed at the tailgate hinge or at the output end of the drive motor 122, and uses a Hall encoder or potentiometer to detect the opening angle of the tailgate body 121 relative to the vehicle body 110 in real time, transmitting the angle signal to the electronic control unit 125 in the form of an electrical signal. The current sensor 124 is connected in series in the power supply circuit of the drive motor 122, and uses a shunt resistor or a Hall sensor to collect the current value of the drive motor 122 in real time, transmitting the current signal to the electronic control unit 125.

[0028] The electronic control unit 125 is the core actuator of the collision avoidance control method, and it includes a microprocessor, a memory, and an input / output interface. The memory pre-stores current angle data, which can be initial data obtained through calibration before leaving the factory, or data updated through self-learning during vehicle use. The electronic control unit 125 receives signals collected by the tilt sensor 123 and the current sensor 124 through the input / output interface, executes preset control logic by the microprocessor, and outputs control commands to the drive motor 122 based on the judgment results.

[0029] After introducing the implementation environment and application scenarios of the embodiments of this disclosure, the technical solutions provided by the embodiments of this disclosure will be described below. Figure 3 This disclosure provides a tailgate control method, such as... Figure 3 The tailgate control method is applied to vehicles, such as electric vehicles or hybrid vehicles. Taking the vehicle's electronic control unit as the executing entity, the tailgate control method includes the following steps.

[0030] S301. During the operation of the electric tailgate, obtain the current opening and closing angle of the electric tailgate and the current value of the driving current of the electric tailgate.

[0031] In this embodiment, during the operation of the electric tailgate, the electronic control unit obtains the current opening and closing angle of the tailgate through an tilt sensor at a preset sampling frequency, and simultaneously obtains the current value of the drive motor through a current sensor. The current opening and closing angle can characterize the current action posture of the electric tailgate, and the current current value can characterize the load borne by the motor under the current action posture, thus providing a basis for subsequent collision avoidance detection and control.

[0032] It should be noted that the core function of the tilt sensor is to measure the tilt angle of an object relative to the direction of gravity. The tilt sensor determines the vehicle's tilt angle by sensing the component of gravitational acceleration on the measuring axis through an accelerometer.

[0033] Specifically, based on the principle of motor drive, the gravitational torque, strut assist torque, and hinge friction torque all change during the movement of the electric tailgate body at different angular positions. Therefore, the load torque on the electric tailgate is positively correlated with the drive current, and the load torque changes with the opening and closing angle of the tailgate. When determining whether the electric tailgate has encountered an obstacle, it is necessary to simultaneously acquire the current value at the current angle to eliminate the influence of angle changes on the intrinsic value of the current. By simultaneously acquiring data in both angle and current dimensions, a data foundation for alignment is provided for subsequent steps.

[0034] S302. Determine the anti-collision threshold of the drive current based on the current opening and closing angle and current angle data.

[0035] Among them, the current angle data is based on the driving current and opening / closing angle of the electric tailgate under the target operating conditions. The target operating conditions include the slope of the road surface where the vehicle is located being less than the slope threshold and the electric tailgate not being involved in a collision.

[0036] In this embodiment, the current angle data is a set of data pre-stored in the electronic control unit. This data characterizes the relationship between the drive current and the opening / closing angle of the electric tailgate during normal operation. It should be noted that the current angle data can be in curve, tabular, or functional form, and it serves as a benchmark for determining the subsequent collision avoidance threshold.

[0037] In this embodiment, the electronic control unit queries the current value corresponding to the current opening angle from the pre-stored current angle data based on the acquired current opening angle, and then determines the anti-collision threshold at the current opening angle based on the found current value.

[0038] Specifically, the collision avoidance threshold is correlated with the real-time position of the electric tailgate and the system's inherent characteristics. From a mechanical perspective, the resultant force acting on the electric tailgate during opening and closing includes the active force provided by the drive motor, the component of gravity along the direction of motion, the assist or resistance from springs or struts, and the frictional force of the hinge system. The magnitudes of these forces all vary with the opening and closing angle; therefore, the drive current required for normal operation must also exhibit a non-linear variation with the angle. The fixed threshold scheme has drawbacks because it ignores the mapping relationship between angle and current. Using a fixed threshold to cover all angular positions leads to misjudgments in angle regions with higher actual drive current values, while sensitivity is insufficient in angle regions with lower actual drive current values.

[0039] It should be noted that the operating resistance of a power tailgate is not constant. Over long-term use, the mechanical transmission components of the power tailgate will experience normal wear, and the pneumatic struts or spring-assisted mechanisms will also experience performance degradation due to material fatigue. All of these factors will cause a slow drift in the drive current required for the normal operation of the power tailgate. If the current angle data is fixed, then over time, the current angle data will gradually deviate from the current actual operating characteristics of the power tailgate, and the collision avoidance threshold determined based on the current angle data will become invalid.

[0040] In this embodiment, the current angle data is dynamically updated, continuously updated or newly generated during vehicle use. Specifically, each time the electric tailgate operates, the electronic control unit first determines whether the current operation meets the target conditions, namely, whether the slope of the road surface where the vehicle is located is less than the slope threshold, and whether the collision avoidance protection has been triggered. When both conditions are met simultaneously, it indicates that the opening and closing angle and drive current collected during this operation can reflect the normal operating characteristics of the electric tailgate under no external interference. The electronic control unit generates and determines the current angle data based on the collected opening and closing angle and drive current, enabling the current angle data to continuously track the slow changes in the mechanical characteristics of the electric tailgate.

[0041] Specifically, the slope threshold is a preset slope angle value used to determine whether the vehicle is on a level or near-level road surface. The slope of the road surface is determined by the vehicle's pitch angle. If the vehicle's pitch angle is less than the preset angle threshold, i.e., the slope is less than the slope threshold, then the impact of the road slope on the operation of the electric tailgate is considered negligible. If, under the premise that the slope is less than the slope threshold, it is determined that no collision has occurred during the operation of the electric tailgate, then the data collected at this time regarding the drive current and opening / closing angle can be used to update or establish current angle data.

[0042] Changes in the mechanical characteristics of the electric tailgate are sensed through changes in the drive current. The electronic control unit captures this change under the target operating condition and incorporates it into the current angle data, thereby affecting the collision avoidance threshold setting for subsequent operation. Therefore, regardless of the cause of mechanical characteristic drift, the collision avoidance threshold always matches the actual operating resistance of the electric tailgate, fundamentally solving the problem of data failure due to changes in mechanical characteristics in fixed threshold schemes, and ensuring that the collision avoidance threshold remains consistent with the real-time state of the system.

[0043] S303. Based on the numerical relationship between the anti-collision threshold and the current current value, execute the anti-collision protection action.

[0044] In this embodiment, the collision avoidance threshold is used to determine whether the current value of the electric tailgate drive current is too high. If the current value is greater than or equal to the collision avoidance threshold, it is determined that the electric tailgate may have collided; if the current value is less than the collision avoidance threshold, it is determined that the electric tailgate has not collided. The collision avoidance threshold is determined based on dynamically adjusted current angle data, so that the collision avoidance threshold matches the system mechanical characteristics of the electric tailgate.

[0045] Specifically, the current angle data maintains consistency with the mechanical characteristics of the power tailgate through a continuous update mechanism. Therefore, changes in the intrinsic current value caused by factors such as changes in grease viscosity, wear of mechanical parts, or decrease in spring assist are synchronously reflected in the current angle data, and thus in the collision avoidance threshold. As a result, the comparison between the current value and the collision avoidance threshold remains relatively stable, allowing the system to accurately distinguish between normal operation and obstacle encounter states.

[0046] In this embodiment, the anti-collision protection actions include, but are not limited to, continuing operation, reversing operation, and stopping operation. If it is determined that no collision has occurred with the power tailgate, the power tailgate can be controlled to continue operating; if it is determined that a collision has occurred with the power tailgate, the power tailgate can be controlled to reverse operation or stop operation to prevent further collisions.

[0047] In this embodiment, synchronously acquiring angle and current data provides spatiotemporally aligned input variables for collision avoidance judgment. Based on continuously updated current and angle data, the collision avoidance threshold is constructed as a dynamic function that changes with the angle, ensuring that the threshold is precisely matched to the intrinsic current requirements of the electric tailgate at various angle positions. A continuous update mechanism ensures that the threshold always reflects the current mechanical characteristics of the electric tailgate. Comparative judgment is performed based on the dynamic threshold, achieving accurate differentiation between normal operation and obstacle encounter states. This makes the collision avoidance threshold no longer a static fixed value independent of the system's real-time state, but a dynamic parameter that changes with the opening and closing angle of the electric tailgate and adjusts synchronously with the drift of the electric tailgate's mechanical characteristics. As the vehicle's usage time increases and the mechanical characteristics of the electric tailgate change, the current and angle data reflect this change through acquisition and updating under target operating conditions, and the collision avoidance threshold is adjusted accordingly. This avoids misjudging normal closing as a collision and missing real collisions due to threshold insensitivity, ensuring that the collision avoidance threshold always matches the actual operating resistance of the system. This achieves stable and reliable electric tailgate collision avoidance protection throughout its entire lifecycle, solving the problems of increased false alarm rate and decreased collision avoidance sensitivity.

[0048] In some embodiments of this disclosure, before acquiring the current opening / closing angle of the electric tailgate and the current value of the drive current of the electric tailgate during operation, the method further includes: Obtain at least two target opening and closing angles and at least two target current values ​​of the electric tailgate under target operating conditions; wherein, at least two target opening and closing angles correspond one-to-one with at least two target current values. Construct current angle data based on at least two target opening and closing angles and at least two target current values; or update the stored current angle data based on at least two target opening and closing angles and at least two target current values ​​to obtain updated current angle data.

[0049] In this embodiment, the target opening / closing angle is the specific value of the opening / closing angle collected by the electronic control unit according to a preset sampling period during the operation of the electric tailgate meeting the target operating conditions. The collected angle values ​​cover the movement distance of the electric tailgate from the starting position to the ending position and are used to construct or update current angle data. The target current value is the specific value of the driving current collected at the same moment as each target opening / closing angle during the operation of the electric tailgate meeting the target operating conditions. Each target current value and the corresponding target opening / closing angle constitute a data point, and multiple data points together describe the actual relationship between current and angle. By collecting the target current value and the target opening / closing angle when the target operating conditions are met, the collected target opening / closing angle and target current value can truly reflect the mechanical characteristics of the electric tailgate at the current moment.

[0050] Specifically, during the operation of the electric tailgate to meet the target conditions, the electronic control unit collects at least two target opening and closing angles throughout the entire operation of the electric tailgate using a tilt sensor at a preset sampling frequency. Simultaneously, it collects the target current values ​​corresponding to each target opening and closing angle at the same moment using a current sensor. The electronic control unit temporarily stores the collected at least two target opening and closing angles and at least two target current values ​​in a one-to-one correspondence in its memory.

[0051] It should be noted that the acquired target current value and target opening / closing angle are used as raw data samples to construct or update the current-angle data. To accurately describe the relationship between current and angle, a sufficient number of data points need to be collected at different positions along the electric tailgate's travel. A single data point cannot reflect the trend of current change with angle; however, by collecting at least two data points distributed at different positions along the travel, the system can construct a mapping relationship between the drive current and the opening / closing angle. The choice of sampling frequency determines the density of data points; a higher sampling frequency can more finely characterize the nonlinear features of the current curve.

[0052] For example, the target current and the target opening / closing angle are sampled at the same frequency, and the sampling frequency ranges from 50Hz to 200Hz.

[0053] In this embodiment, the target opening and closing angle and the target current value can be used to directly construct current angle data, or to update pre-stored current angle data.

[0054] The following sections explain the methods for directly constructing current angle data and updating existing current angle data: During the build operation, the electronic control unit directly generates current angle data based on at least two target opening / closing angles and at least two target current values ​​using interpolation or fitting algorithms, and stores the current angle data in memory. The build operation is applicable to building new current angle data each time the target operating condition is met. After the build is completed, the newly built current angle data serves as the latest baseline data for determining the collision avoidance threshold in subsequent operations. During system initialization and when there is no current angle data in memory, the build operation is used to establish an initial baseline. When the system already has historical current angle data but the user chooses to reset it, or the system detects a significant deviation between the historical data and the current characteristics, the build operation is used to generate a completely new baseline to replace the original data.

[0055] When updating stored current angle data, the electronic control unit (ECU) fuses at least two target opening / closing angles and at least two target current values ​​with the stored current angle data in memory. The fusion process can employ a weighted average algorithm, combining the currently acquired data with stored historical data according to preset weighting coefficients to generate updated current angle data. This updated data is then stored in memory, overwriting the original current angle data. The update operation is suitable when valid current angle data already exists in memory. It uses newly acquired data to progressively correct the stored current angle data, gradually bringing the reference data closer to the current mechanical characteristics of the electric tailgate.

[0056] In this embodiment, the consistency between the current angle data constructed or updated based on the target current value and target opening / closing angle under the target operating condition and the actual mechanical characteristics of the electric tailgate is ensured. Two operation methods—construction and updating—correspond to different application requirements. The reconstruction method ensures that the current angle data is always up-to-date, directly reflecting the mechanical characteristics of the electric tailgate under the most recent target operating condition. The method of updating the stored current angle data retains the long-term system characteristics reflected by historical data while introducing the latest target current value and target opening / closing angle to reflect the current mechanical characteristics of the electric tailgate, achieving smooth tracking of the drift in the mechanical characteristics of the electric tailgate.

[0057] In some embodiments of this disclosure, the stored current angle data is updated based on at least two opening / closing angles and at least two target current values ​​to obtain updated current angle data, including: Based on at least two opening and closing angles and at least two target current values, a first function is constructed between the driving current and the opening and closing angles; a second function is determined between the driving current and the opening and closing angles based on the stored current angle data; a third function is obtained by weighting the first function, the second function, the first weight value, and the second weight value; and the third function is used as the updated current angle data.

[0058] In this embodiment, the first function is constructed based on at least two target opening / closing angles and at least two target current values ​​collected under the target operating conditions. This first function characterizes the actual change in drive current with the opening / closing angle as reflected in this operation. The second function is determined based on stored current-angle data. This second function characterizes the change in drive current with the opening / closing angle accumulated from historical data. The third function is obtained by weighted calculation of the first and second functions. This third function is used as the updated current-angle data.

[0059] In this embodiment, the electronic control unit constructs a first function relating the driving current to the opening / closing angle based on at least two target opening / closing angles and at least two target current values ​​collected under the target operating conditions. The construction process can employ interpolation methods to ensure the function curve passes through all collected data points; alternatively, it can use fitting methods to approximate the collected data points in a least-squares sense. After construction, the first function is temporarily stored in memory as a mathematical model. The discrete data points collected are then transformed into a continuous function form. From the perspective of mathematical modeling principles, the change in driving current with the opening / closing angle during the operation of the electric tailgate is a continuous process, and the collected data points are merely discrete samples within this continuous process. To use these discrete samples for subsequent weighted calculations, they need to be transformed into a continuous function form. By constructing the first function, the system can obtain the expected current value at any opening / closing angle, not just the angle position corresponding to the collected data points. The requirement of at least two data points ensures the solvability of the function; two points can determine a straight line, and more points can construct a higher-order curve, thus more accurately describing the nonlinear characteristics of the current-angle relationship.

[0060] In this embodiment, the electronic control unit reads the stored current angle data from the memory and uses it as the second function. The stored current angle data itself is stored in function form, thus the read function is directly used as the second function. The mechanical characteristics of the electric tailgate change slowly, and data collected in a single operation may fluctuate due to instantaneous factors. The stored current angle data accumulates information from multiple historical operations, reflecting the long-term trend of the system characteristics. By retaining historical data and using it in subsequent calculations as a function, the system can maintain the stability of the baseline and avoid drastic changes in the baseline due to a single abnormal data point.

[0061] It should be noted that the stored current angle data can be the current angle data pre-stored before the vehicle leaves the factory, the current angle data after the last update, or the current angle data newly created based on the target current value and the target opening and closing angle.

[0062] In this embodiment, the first function and the second function are weighted and calculated based on preset first and second weight values. Specifically, for any opening / closing angle, the function value of the third function at that angle is equal to the first weight value multiplied by the function value of the first function at that angle, plus the second weight value multiplied by the function value of the second function at that angle. Mathematically, the weighted calculation is a linear combination of the two functions. After the weighted calculation is completed, the third function is temporarily stored in memory as the weighted result. The first function characterizes the long-term relationship between current and opening / closing angle, and the second function characterizes the relationship between current and opening / closing angle. For example, the expression (1) of the third function is as follows: I_base_new(θ)=β×I_base_old(θ)+(1-β)×I_smooth_current(θ); (1) Where I_base_new(θ) is the third function; I_base_old(θ) is the second function; I_smooth_current(θ) is the first function; β is the forgetting factor of the second function, which is used as the first weight value; and (1-β) is the second weight value.

[0063] Specifically, the first weight value and the second weight value are preset numerical parameters, which are used to control the proportion of the first function and the second function in the weighted calculation, respectively. The sum of the first weight value and the second weight value is 1. The relative magnitude of the first weight value and the second weight value determines the degree to which the updated operation retains the stored current angle data and the degree to which it adopts the newly acquired target current value and target opening angle.

[0064] For example, the first weight value is less than or equal to the second weight value, thereby retaining more historical data and improving the reference stability of the current angle data. Specifically, for example, the first weight value is 0.3 and the second weight value is 0.7.

[0065] In this embodiment, after obtaining the third function through weighted calculation, the third function is determined as the updated current angle data and stored in memory, replacing the original stored current angle data. During subsequent operation of the electric tailgate, the collision avoidance threshold will be determined based on the updated current angle data. The electronic control unit persistently stores the updated reference data for later retrieval. By writing the third function into memory and overwriting the original data, the system completes the entire process from data acquisition, function construction, weighted calculation to reference updating, enabling the current angle data to continuously track changes in the mechanical characteristics of the electric tailgate.

[0066] In this embodiment, discrete data points of the target current value and target opening / closing angle are transformed into a continuous first function, enabling new data to participate in the calculation in functional form. Stored current angle data is read from memory as a second function, preserving the system characteristics of historical data accumulation. The first and second functions are weighted by a first and a second weight value, achieving the fusion of new and historical data. The weighted third function is stored as the updated current angle data, completing the benchmark update loop. By adjusting the relative magnitudes of the first and second weight values, the system can precisely control the magnitude of each update operation. When the first weight value is set large, newly acquired data dominates the update, and the current angle data can quickly respond to rapid changes in the mechanical characteristics of the electric tailgate. When the second weight value is set large, historical data dominates, and the current angle data maintains a smooth change, avoiding drastic benchmark jumps caused by noise or abnormal fluctuations in a single acquisition. It also allows the current angle data to slowly and adaptively characterize long-term drift in resistance characteristics caused by seasonal temperature changes, component wear, etc.

[0067] In some embodiments of this disclosure, a collision avoidance threshold for the drive current is determined based on current opening / closing angle and current angle data, including: Based on the current opening / closing angle and current angle data, determine the first expected current value corresponding to the current opening / closing angle; based on the first expected current value and the vehicle's pitch angle value, determine the collision avoidance threshold; wherein, the pitch angle value is used to characterize the slope of the road surface where the vehicle is located.

[0068] In this embodiment, the first expected current value is a current value determined based on the mapping relationship in the current angle data according to the current opening and closing angle. The first expected current value can reflect the normal drive current required when the electric tailgate operates to the ideal opening and closing angle under ideal conditions of level road surface and no collision interference.

[0069] Figure 4 This is one of the schematic diagrams provided in this disclosure of a vehicle driving on a slope. Figure 5This is a second schematic diagram of a vehicle on a slope provided in this embodiment of the present disclosure, as shown below. Figure 4 and Figure 5 As shown, angle α is the pitch angle value. The vehicle includes a tilt sensor, which can collect the vehicle's pitch angle value. Specifically, when the vehicle is on an uphill road, the pitch angle value is positive; when the vehicle is on a downhill road, the pitch angle value is negative; and when the vehicle is on a level road, the pitch angle value is approximately zero.

[0070] It's important to note that the gravitational component of the power tailgate changes when the vehicle is on a slope. Uphill, the gravitational component increases during opening and decreases during closing; the opposite is true downhill. This change in gravitational component directly affects the drive current, causing a discrepancy between the current value on a slope and under horizontal conditions at the same opening angle. Without correction, the collision avoidance threshold determined based on horizontal conditions may misjudge situations on slopes: a higher current during uphill opening might be misjudged as a collision, while a lower current during downhill closing might prevent a real collision from being detected.

[0071] Specifically, the electronic control unit corrects the first expected current value based on the collected pitch angle value to obtain the collision avoidance threshold. When the pitch angle value is positive, i.e., the vehicle is on an uphill section, a compensation amount related to the pitch angle value is added to the first expected current value; when the pitch angle value is negative, i.e., the vehicle is on a downhill section, a compensation amount related to the pitch angle value is subtracted from the first expected current value. By correcting the first expected current value with the pitch angle, the current value under the slope condition is mapped back to the equivalent value under the horizontal condition. The corrected collision avoidance threshold is no longer a static value, but a parameter that dynamically adjusts with the pitch angle. This ensures that regardless of the slope of the vehicle, the collision avoidance judgment is based on the equivalent current under the horizontal condition, thereby reducing the impact of slope changes on the accuracy of collision avoidance.

[0072] In this embodiment, by combining the slope to determine the collision avoidance threshold, the system can eliminate the influence of slope changes on the drive current, avoiding misjudging current changes under normal slope conditions as collisions. Specifically, when the vehicle is on an uphill road, the collision avoidance threshold is increased accordingly to prevent the increase in current caused by the increase in gravity during normal opening from being misjudged as a collision; when the vehicle is on a downhill road, the collision avoidance threshold is decreased accordingly to ensure that the actual collision current caused by the decrease in gravity during closing can still trigger protection. Thus, this embodiment achieves the adaptation of the collision avoidance threshold to different slope conditions, avoids judgment errors caused by slope, and further improves the accuracy of collision avoidance control.

[0073] In some embodiments of this disclosure, determining a collision avoidance threshold based on a first expected current value and a vehicle pitch angle value includes: If the absolute value of the pitch angle is less than the absolute value threshold, the current compensation amount is determined based on the vehicle's pitch angle value; the first expected current value is compensated based on the current compensation amount to obtain the second expected current value; and the collision avoidance threshold is determined based on the second expected current value, the preset safety factor, and the fixed tolerance value.

[0074] In this embodiment, the absolute value threshold is a preset value used to determine whether the slope of the road surface where the vehicle is located is within the compensable range. When the absolute value of the pitch angle is less than the absolute value threshold, the system determines that the slope is small and can be corrected by the current compensation amount. Therefore, the first expected current is compensated according to the current compensation amount.

[0075] Specifically, when the pitch angle value is less than the absolute threshold, the electronic control unit calculates the current compensation amount based on the pitch angle value collected by the tilt sensor using a preset compensation model. The compensation model is established based on the mechanical analysis of the power tailgate, mapping the pitch angle value to the additional torque required for changes in the gravitational component, and then converting it into the current compensation amount. The mapping relationship can be linear or nonlinear, depending on the design parameters of the power tailgate.

[0076] For example, the absolute value threshold ranges from 10% to 20% of the slope, and can be specifically selected as 15% of the slope.

[0077] For example, a compensation model is generated based on the tailgate mass distribution parameters, tailgate center of gravity position parameters, and strut mechanism angle parameters. The current compensation amount is obtained by inputting the pitch angle value into the compensation model.

[0078] In this embodiment, a determined current compensation amount is superimposed on a first expected current value to obtain a second expected current value. Specifically, when the pitch angle is positive, the current compensation amount is positive, and the second expected current value is obtained by adding the compensation amount to the first expected current value; when the pitch angle is negative, the current compensation amount is negative, and the second expected current value is obtained by subtracting the absolute value of the compensation amount from the first expected current value. The second expected current value is the expected current of the vehicle under the current slope condition. By mapping the first expected current value under horizontal conditions to the second expected current value under the current slope condition through the current compensation amount, the second expected current value can accurately reflect the drive current required for normal operation under slope conditions.

[0079] For example, the expression (2) for the second expected current value is as follows: I_expected(θ)=I_base(θ)+ΔI_slope(θ,α); (2) Where θ is the current opening / closing angle; α is the pitch angle; I_base(θ) is the first expected current value corresponding to the current opening / closing angle; ΔI_slope(θ, α) is the current compensation amount corresponding to the current opening / closing angle and pitch angle; and I_expected(θ) is the second expected current corresponding to the current opening / closing angle and pitch angle.

[0080] In this embodiment, the electronic control unit calculates the collision avoidance threshold based on the second expected current value, a preset safety factor, and a fixed tolerance value. The collision avoidance threshold is calculated by multiplying the second expected current value by the preset safety factor and then adding the fixed tolerance value. The safety factor is used to accommodate model errors and instantaneous fluctuations, while the fixed tolerance ensures sufficient sensitivity even when the base current value is very small. This calculation method combines proportional margin and absolute margin to form the final collision avoidance threshold.

[0081] For example, the expression (3) for the collision avoidance threshold is as follows: I_threshold(θ)=I_expected(θ)×K1+C; (3) Where θ is the current opening / closing angle value; I_expected(θ) is the second expected current corresponding to the current opening / closing angle value and pitch angle value; I_threshold(θ) is the anti-collision threshold; K1 is the preset safety factor; and C is the fixed tolerance value.

[0082] In this embodiment, the current compensation amount is calculated using the pitch angle value, quantifying the impact of slope on the drive current. The compensation amount is superimposed on the first expected current value, and the horizontal operating condition reference is corrected to the expected value for the slope operating condition. The second expected current value is processed using a preset safety factor and a fixed tolerance value, setting a reasonable trigger boundary for collision avoidance judgment. By processing the expected current using a preset safety factor and a fixed tolerance value, a reasonable protection margin is further set for collision avoidance judgment based on accurate compensation for the slope effect. The preset safety factor allows the threshold to change proportionally with the expected current, adapting to the differences in the current base value under different opening and closing angles, and avoiding false triggering due to insufficient margin in angle regions with large current. The fixed tolerance value ensures that the threshold maintains an absolute margin in angle regions with small current base values, avoiding loss of collision avoidance sensitivity due to low current values ​​at the initial startup. The combination of the two margins effectively improves the accuracy of collision avoidance detection, reducing both false triggering and the possibility of missed protection.

[0083] In some embodiments of this disclosure, determining a collision avoidance threshold based on a first expected current value and a vehicle pitch angle value includes: If the absolute value of the pitch angle is greater than or equal to the angle threshold, the preset current value will be set as the anti-collision threshold.

[0084] In this embodiment, the absolute value threshold is a preset value used to determine whether the slope of the road surface where the vehicle is located is within the compensable range. When the absolute value of the pitch angle is greater than the absolute value threshold, the system determines that the slope is too large and has exceeded the safe range. At this time, the electric tailgate may enter the nonlinear operating region, and the accuracy of the current compensation amount determined by the compensation model will decrease significantly, or may even fail. Therefore, when the absolute value of the pitch angle is greater than or equal to the angle threshold, the current compensation amount is no longer calculated, and the preset current value is directly used as the collision avoidance threshold, thus avoiding the error that the compensation model may introduce under extreme conditions.

[0085] It should be noted that the preset current value is a fixed current value pre-stored in the electronic control unit. This fixed current value serves as the anti-collision threshold and does not change with the opening or tilt angle. The preset current value is typically calibrated based on the safety protection requirements of the electric tailgate under extreme operating conditions. In cases where the system does not store current angle data, or when the absolute value of the tilt angle is greater than or equal to the angle threshold, the preset current value is used as the anti-collision threshold.

[0086] In this embodiment, when the pitch angle value is too large and may exceed the system's calibrated safety range, the current compensation amount output by the slope compensation model is not relied upon. Instead, a fixed threshold is used to determine the anti-collision threshold. This reduces the possibility of protection failure due to inaccurate compensation in extreme operating conditions where the compensation model may fail. It also enables the system to provide basic anti-collision protection under any slope conditions, improving the safety and stability of the electric tailgate's anti-collision function.

[0087] In some embodiments of this disclosure, the tailgate control method further includes: If no current angle data is found, the collision protection action is executed based on the numerical relationship between the preset current value and the current current value.

[0088] In this embodiment, when the electric tailgate is operated for the first time, since the electronic control unit may not have stored current angle data, a fixed preset current value is used as a collision avoidance threshold to determine whether the electric tailgate has collided. If it is determined that no collision has occurred during the entire operation of the electric tailgate based on the preset current value, and the slope of the road surface where the vehicle is located is less than the slope threshold, then the driving current and opening / closing angle collected this time are used as the target current value and target opening / closing angle to construct current angle data, thereby completing the initial construction of current angle data.

[0089] In some embodiments of this disclosure, a collision protection action is performed based on the numerical relationship between the collision avoidance threshold and the current value, including: The duration for which the current value is greater than the collision avoidance threshold is recorded; if the duration exceeds the threshold, collision avoidance protection is performed.

[0090] In this embodiment, the electronic control unit continuously acquires the current value at a preset sampling frequency and compares the current value with a collision avoidance threshold. When the current value is detected to exceed the collision avoidance threshold for the first time, the electronic control unit starts a timer module to record the duration. During the timing process, the electronic control unit continuously monitors the current value. If the current value falls below the collision avoidance threshold, the timer is reset and stops, waiting for the next over-limit event to be triggered. If the current value remains above the collision avoidance threshold, the timer continues to accumulate. When the duration is less than or equal to the duration threshold, the electronic control unit determines that the current over-limit is a transient fluctuation and does not trigger the collision avoidance protection action; the electric tailgate continues to operate normally. When the duration is greater than the duration threshold, the electronic control unit determines that the electric tailgate has indeed encountered an obstacle and immediately executes the collision avoidance protection action, issuing a stop command or a reverse movement command to the drive motor.

[0091] For example, the duration threshold ranges from 30ms to 60ms, and can be specifically selected as 50ms.

[0092] It should be noted that by comparing the duration for which the current value exceeds the collision avoidance threshold with the duration threshold, a continuous over-limit judgment mechanism is introduced into the collision judgment process.

[0093] Specifically, when a vehicle is traveling on a bumpy road, the vibration of the vehicle body may be transmitted to the power tailgate through the mechanical structure, causing a momentary spike in the drive current. The amplitude of this momentary spike may briefly exceed the collision avoidance threshold. When the power tailgate is subjected to a momentary external impact, a similar current spike will also be generated. Without a mechanism to determine the duration of these momentary exceedances, the system will misjudge these phenomena as collisions, triggering unnecessary protective actions and affecting the user's normal experience.

[0094] In this embodiment, a timer module precisely records the duration for which the current value exceeds the collision avoidance threshold, introducing a time dimension into the collision avoidance judgment. By comparing the duration with the duration threshold, protection action is triggered only when the over-limit phenomenon lasts for a sufficiently long time, enabling the system to distinguish between transient current fluctuations and continuous collision currents from a time perspective. By requiring the current to exceed the collision avoidance threshold and continuously reach the duration threshold before executing the protection action, transient phenomena are excluded from collision judgment, ensuring that the collision avoidance protection action is triggered only when a continuous collision actually occurs.

[0095] In some embodiments of this disclosure, performing collision avoidance protection actions includes: If the current value is greater than the anti-collision threshold, obtain the current difference between the current value and the anti-collision threshold; if the current difference is less than the difference threshold, control the electric tailgate to stop running or reverse the first stroke; if the current difference is greater than or equal to the difference threshold, control the electric tailgate to reverse the second stroke; wherein the second stroke is greater than the first stroke.

[0096] In this embodiment, if the collision avoidance logic determines that the current current value is greater than the collision avoidance threshold, the electronic control unit calculates the difference between the current current value and the collision avoidance threshold to obtain the current difference value.

[0097] Specifically, when the power tailgate collides with an obstacle, the drive motor needs to output additional torque to overcome the reaction force exerted by the obstacle. The greater the rigidity of the obstacle and the tighter the contact, the greater the required additional torque, and the greater the over-limit amplitude reflected in the drive current. Therefore, the current difference directly reflects the severity of the collision. By calculating the current difference, the system can not only determine whether a collision has occurred, but also determine the severity level of the collision, providing a basis for subsequent graded response decisions.

[0098] In this embodiment, the electronic control unit compares the calculated current difference with a difference threshold stored in the memory, and selects different response methods based on the comparison result, that is, performs differentiated protection actions according to the severity of the collision. In the case of a minor collision, the obstacle may be a soft object or only slightly touched. In this case, simply stopping the movement or slightly retracting is sufficient to disengage the collision. Excessive reverse movement may cause unnecessary swinging of the tailgate or increase the user's waiting time. In the case of a severe collision, the obstacle may be a rigid object or a human body part. In this case, a larger reverse movement distance is required to ensure safety. Stopping the movement or slightly retracting may not be enough to completely release the clamping force. By setting a difference threshold as a classification boundary, the system can select the most appropriate protection action according to the actual collision situation, optimizing the user experience while ensuring safety.

[0099] Specifically, when the current difference is less than a threshold value, the electronic control unit (ECU) determines it as a minor collision. In the event of a minor collision, the ECU controls the drive motor to stop running, or controls the drive motor to reverse its movement for a first stroke before stopping. Stopping the movement is suitable for collisions occurring in the initial stage of the power tailgate's movement or when the obstacle is relatively soft; in these cases, simply interrupting the movement is sufficient to release the collision pressure. Reversing the movement for a first stroke is suitable for scenarios requiring a slight retraction to release the clamped object. The first stroke setting ensures a small amplitude of reverse movement, preventing excessive swinging of the power tailgate.

[0100] When the current difference is greater than or equal to a threshold value, the electronic control unit (ECU) determines it to be a severe collision. In the event of a severe collision, the ECU controls the drive motor to reverse for a second stroke and then stop. The second stroke is longer than the first stroke, and its purpose is to provide a greater reverse movement distance in the event of a severe collision, so as to fully release the collision energy and ensure that the clamped object can be removed from the danger zone.

[0101] For example, the difference threshold ranges from 30% to 60% of the collision avoidance threshold, and can be specifically selected as 40%. When the difference threshold is less than 40% of the collision avoidance threshold, it is determined to be a minor collision; when the difference threshold is greater than or equal to 40% of the collision avoidance threshold, it is determined to be a serious collision.

[0102] In this embodiment, the severity of the collision is quantified by calculating the current difference; by comparing the current difference with the difference threshold, the collision is divided into two levels: minor and severe, and different levels of protection actions are executed for each level, so that the anti-collision protection action can respond differently according to the severity of the collision.

[0103] Figure 6 This is a schematic diagram of the structure of a tailgate control device provided in an embodiment of this disclosure.

[0104] In this embodiment of the disclosure, the tailgate control device is applied to a vehicle. For example... Figure 6 As shown, the tailgate control device 600 may include an acquisition module 601, a determination module 602, and an execution module 603.

[0105] The acquisition module 601 is used to acquire the current opening and closing angle of the electric tailgate and the current value of the driving current of the electric tailgate during the operation of the electric tailgate. The determination module 602 is used to determine the collision avoidance threshold of the drive current based on the current opening and closing angle and current angle data; wherein, the current angle data is the data determined based on the drive current and opening and closing angle of the electric tailgate under the target working conditions, the target working conditions include the slope of the road surface where the vehicle is located being less than the slope threshold, and the electric tailgate not being involved in a collision.

[0106] The execution module 603 is used to perform anti-collision protection actions based on the numerical relationship between the anti-collision threshold and the current current value.

[0107] In this embodiment, synchronously acquiring angle and current data provides spatiotemporally aligned input variables for collision avoidance judgment. Based on continuously updated current and angle data, the collision avoidance threshold is constructed as a dynamic function that changes with the angle, ensuring that the threshold is precisely matched to the intrinsic current requirements of the electric tailgate at various angle positions. A continuous update mechanism ensures that the threshold always reflects the current mechanical characteristics of the electric tailgate. Comparative judgment is performed based on the dynamic threshold, achieving accurate differentiation between normal operation and obstacle encounter states. This makes the collision avoidance threshold no longer a static fixed value independent of the system's real-time state, but a dynamic parameter that changes with the opening and closing angle and adjusts synchronously with the drift of the electric tailgate's mechanical characteristics. As the vehicle's usage time increases and the mechanical characteristics of the electric tailgate change, the current and angle data reflect this change through acquisition and updating under target operating conditions, and the collision avoidance threshold is adjusted accordingly. This avoids misjudging normal closing as a collision and missing real collisions due to threshold insensitivity, ensuring that the collision avoidance threshold always matches the actual operating resistance of the system. This achieves stable and reliable electric tailgate collision avoidance protection throughout its entire lifecycle, solving the problems of increased false alarm rate and decreased collision avoidance sensitivity.

[0108] In some embodiments of this disclosure, the acquisition module 601 is further configured to acquire at least two target opening and closing angles and at least two target current values ​​of the electric tailgate under target operating conditions; wherein, the at least two target opening and closing angles correspond one-to-one with the at least two target current values; The tailgate control device 600 also includes: A module for constructing current angle data based on at least two target opening / closing angles and at least two target current values; or The update module is used to update the stored current angle data based on at least two target opening and closing angles and at least two target current values ​​to obtain the updated current angle data.

[0109] In this embodiment, the consistency between the current angle data constructed or updated based on the target current value and target opening / closing angle under the target operating condition and the actual mechanical characteristics of the electric tailgate is ensured. Two operation methods—construction and updating—correspond to different application requirements. The reconstruction method ensures that the current angle data is always up-to-date, directly reflecting the mechanical characteristics of the electric tailgate under the most recent target operating condition. The method of updating the stored current angle data retains the long-term system characteristics reflected by historical data while introducing the latest target current value and target opening / closing angle to reflect the current mechanical characteristics of the electric tailgate, achieving smooth tracking of the drift in the mechanical characteristics of the electric tailgate.

[0110] In some embodiments of this disclosure, the construction module is further configured to construct a first function between the drive current and the opening / closing angle based on at least two opening / closing angles and at least two target current values; The determining module 602 is also used to determine a second function between the drive current and the opening / closing angle based on the stored current angle data; The tailgate control device 600 also includes: The calculation module is used to perform weighted calculations based on the first function, the second function, the first weight value, and the second weight value to obtain the third function; The determination module 602 is also used to determine the third function as the updated current angle data.

[0111] In this embodiment, discrete data points of the target current value and target opening / closing angle are transformed into a continuous first function, enabling new data to participate in the calculation in functional form. Stored current angle data is read from memory as a second function, preserving the system characteristics of historical data accumulation. The first and second functions are weighted by a first and a second weight value, achieving the fusion of new and historical data. The weighted third function is stored as the updated current angle data, completing the benchmark update loop. By adjusting the relative magnitudes of the first and second weight values, the system can precisely control the magnitude of each update operation. When the first weight value is set large, newly acquired data dominates the update, and the current angle data can quickly respond to rapid changes in the mechanical characteristics of the electric tailgate. When the second weight value is set large, historical data dominates, and the current angle data maintains a smooth change, avoiding drastic benchmark jumps caused by noise or abnormal fluctuations in a single acquisition. It also allows the current angle data to slowly and adaptively characterize long-term drift in resistance characteristics caused by seasonal temperature changes, component wear, etc.

[0112] In some embodiments of this disclosure, the determining module 602 is further configured to determine a first expected current value corresponding to the current opening and closing angle based on the current opening and closing angle data; The determining module 602 is also used to determine a collision avoidance threshold based on a first expected current value and a vehicle pitch angle value; wherein the pitch angle value is used to characterize the slope of the road surface where the vehicle is located.

[0113] In this embodiment, by combining the slope to determine the collision avoidance threshold, the system can eliminate the influence of slope changes on the drive current, avoiding misjudging current changes under normal slope conditions as collisions. Specifically, when the vehicle is on an uphill road, the collision avoidance threshold is increased accordingly to prevent the increase in current caused by the increase in gravity during normal opening from being misjudged as a collision; when the vehicle is on a downhill road, the collision avoidance threshold is decreased accordingly to ensure that the actual collision current caused by the decrease in gravity during closing can still trigger protection. Thus, this embodiment achieves the adaptation of the collision avoidance threshold to different slope conditions, reduces the judgment error caused by the slope, and further improves the accuracy of collision avoidance control.

[0114] In some embodiments of this disclosure, the determining module 602 is further configured to determine the current compensation amount based on the vehicle's pitch angle value when the absolute value of the pitch angle value is less than an absolute value threshold. The tailgate control device 600 also includes: The compensation module is used to compensate the first expected current value according to the current compensation amount to obtain the second expected current value; The determination module 602 is also used to determine the anti-collision threshold based on the second expected current value, the preset safety factor and the fixed tolerance value.

[0115] In this embodiment, the current compensation amount is calculated using the pitch angle value, quantifying the impact of slope on the drive current. The compensation amount is superimposed on the first expected current value, and the horizontal operating condition reference is corrected to the expected value for the slope operating condition. The second expected current value is processed using a preset safety factor and a fixed tolerance value, setting a reasonable trigger boundary for collision avoidance judgment. By processing the expected current using a preset safety factor and a fixed tolerance value, a reasonable protection margin is further set for collision avoidance judgment based on accurate compensation for the slope effect. The preset safety factor allows the threshold to change proportionally with the expected current, adapting to the differences in the current base value under different opening and closing angles, and avoiding false triggering due to insufficient margin in angle regions with large current. The fixed tolerance value ensures that the threshold maintains an absolute margin in angle regions with small current base values, avoiding loss of collision avoidance sensitivity due to low current values ​​at the initial startup. The combination of the two margins effectively improves the accuracy of collision avoidance detection, reducing both false triggering and the possibility of missed protection.

[0116] In some embodiments of this disclosure, the determining module 602 is further configured to determine a preset current value as an anti-collision threshold when the absolute value of the pitch angle value is greater than or equal to the angle threshold.

[0117] In this embodiment, when the pitch angle value is too large and may exceed the system's calibrated safety range, the current compensation amount output by the slope compensation model is not relied upon. Instead, a fixed threshold is used to determine the anti-collision threshold. This reduces the possibility of protection failure due to inaccurate compensation in extreme operating conditions where the compensation model may fail. It also enables the system to provide basic anti-collision protection under any slope conditions, improving the safety and stability of the electric tailgate's anti-collision function.

[0118] In some embodiments of this disclosure, the tailgate control device 600 further includes: The timing module is used to time the duration for which the current value is greater than the anti-collision threshold; The execution module 603 is used to perform collision avoidance protection actions when the duration exceeds a duration threshold.

[0119] In this embodiment, a timer module precisely records the duration for which the current value exceeds the collision avoidance threshold, introducing a time dimension into the collision avoidance judgment. By comparing the duration with the duration threshold, protection action is triggered only when the over-limit phenomenon lasts for a sufficiently long time, enabling the system to distinguish between transient current fluctuations and continuous collision currents from a time perspective. By requiring the current to exceed the collision avoidance threshold and continuously reach the duration threshold before executing the protection action, transient phenomena are excluded from collision judgment, ensuring that the collision avoidance protection action is triggered only when a continuous collision actually occurs, thereby improving the system's accuracy and user experience.

[0120] In some embodiments of this disclosure, the acquisition module 601 is further configured to acquire the current difference between the current value and the anti-collision threshold when the current current value is greater than the anti-collision threshold. The execution module 603 is also used to control the electric tailgate to stop running or reverse the first stroke when the current difference is less than the difference threshold. The execution module 603 is also used to control the electric tailgate to run in reverse for a second stroke when the current difference is greater than or equal to the difference threshold; wherein the second stroke is greater than the first stroke.

[0121] In this embodiment, the severity of the collision is quantified by calculating the current difference; by comparing the current difference with the difference threshold, the collision is divided into two levels: minor and severe, and different levels of protection actions are executed for each level, so that the anti-collision protection action can respond differently according to the severity of the collision.

[0122] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this disclosure.

[0123] like Figure 7 As shown, the vehicle may include a processor 701 and a memory 702 storing computer program instructions.

[0124] In this embodiment of the disclosure, Figure 7 The vehicles shown include terminals, which specifically include in-vehicle terminals, computers, or tablets, etc., without limitation.

[0125] Specifically, the processor 701 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this disclosure.

[0126] Memory 702 may include a large-capacity storage for information or instructions. For example, and not limitingly, memory 702 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 702 may include removable or non-removable (or fixed) media. Where appropriate, memory 702 may be internal or external to the integrated gateway device. In a particular embodiment, memory 702 is a non-volatile solid-state memory. In a particular embodiment, memory 702 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (Electrically Programmable ROM, EPROM), an electrically erasable programmable PROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0127] The processor 701 reads and executes computer program instructions stored in the memory 702 to perform the steps of the tailgate control method provided in the embodiments of this disclosure.

[0128] In one example, the vehicle may also include a transceiver 703 and a bus 707. Wherein, as... Figure 7 As shown, the processor 701, memory 702 and transceiver 703 are connected via bus 707 and communicate with each other.

[0129] Bus 707 includes hardware, software, or both. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, Bus 707 may include one or more buses.

[0130] This disclosure also provides a computer-readable storage medium that can store a computer program. When the computer program is executed by a processor, the processor implements the tailgate control method provided in this disclosure, thus having all the beneficial technical effects of the tailgate control method in any of the above embodiments, which will not be repeated here.

[0131] The aforementioned storage medium may, for example, include a memory 502 containing computer program instructions, which can be executed by a processor 501 to complete the tailgate control method provided in this embodiment. Optionally, the storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), external cache memory, compact disc ROM (CD-ROM), magnetic tape, floppy disk, flash memory, and optical data storage device. By way of illustration and not limitation, RAM is available in various forms, such as static random access memory (SRAM) and dynamic random access memory (DRAM).

[0132] This disclosure also provides a computer program product, which includes a computer program or instructions. When the computer program or instructions are executed by a processor, they implement the tailgate control method provided in this disclosure and can achieve the various processes and effects in the above embodiments of this disclosure, which will not be elaborated here.

[0133] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling a tailgate, characterized in that, include: During the operation of the electric tailgate, the current opening and closing angle of the electric tailgate and the current value of the driving current of the electric tailgate are obtained. Based on the current opening and closing angle and current angle data, the collision avoidance threshold of the driving current is determined; wherein, the current angle data is data determined based on the driving current and opening and closing angle of the electric tailgate under target conditions, the target conditions include the slope of the road surface where the vehicle is located being less than the slope threshold, and the electric tailgate not being involved in a collision. Based on the numerical relationship between the anti-collision threshold and the current current value, an anti-collision protection action is executed.

2. The tailgate control method according to claim 1, characterized in that, Before acquiring the current opening / closing angle of the electric tailgate and the current value of the driving current of the electric tailgate during operation, the method further includes: Obtain at least two target opening and closing angles and at least two target current values ​​of the electric tailgate under the target operating conditions; wherein, the at least two target opening and closing angles correspond one-to-one with the at least two target current values; The current angle data is constructed based on the at least two target opening and closing angles and the at least two target current values; or The stored current angle data is updated based on the at least two target opening and closing angles and the at least two target current values ​​to obtain the updated current angle data.

3. The tailgate control method according to claim 2, characterized in that, The step of updating the stored current angle data based on the at least two opening and closing angles and the at least two target current values ​​to obtain the updated current angle data includes: Based on the at least two opening and closing angles and the at least two target current values, a first function relating the driving current to the opening and closing angles is constructed. A second function relating the drive current to the opening / closing angle is determined based on the stored current angle data. The third function is obtained by weighting the first function, the second function, the first weight value, and the second weight value. The third function is determined as the updated current angle data.

4. The tailgate control method according to claim 1, characterized in that, The step of determining the anti-collision threshold of the driving current based on the current opening / closing angle and current angle data includes: Based on the current opening / closing angle and the current angle data, determine the first expected current value corresponding to the current opening / closing angle; The collision avoidance threshold is determined based on the first expected current value and the vehicle's pitch angle value; wherein the pitch angle value is used to characterize the slope of the road surface where the vehicle is located.

5. The tailgate control method according to claim 4, characterized in that, Determining the collision avoidance threshold based on the first expected current value and the vehicle's pitch angle value includes: If the absolute value of the pitch angle is less than the absolute value threshold, the current compensation amount is determined based on the pitch angle value of the vehicle. The first expected current value is compensated according to the current compensation amount to obtain the second expected current value; The anti-collision threshold is determined based on the second expected current value, the preset safety factor, and the fixed tolerance value.

6. The tailgate control method according to claim 4, characterized in that, Determining the collision avoidance threshold based on the first expected current value and the vehicle's pitch angle value includes: If the absolute value of the pitch angle is greater than or equal to the absolute value threshold, the preset current value is determined as the anti-collision threshold.

7. The tailgate control method according to any one of claims 1 to 6, characterized in that, The step of performing anti-collision protection action based on the numerical relationship between the anti-collision threshold and the current current value includes: The duration for which the current current value is greater than the anti-collision threshold is measured; If the duration exceeds the duration threshold, the collision avoidance action is performed.

8. The tailgate control method according to any one of claims 1 to 6, characterized in that, The actions to perform collision avoidance protection include: If the current value is greater than the anti-collision threshold, obtain the current difference between the current value and the anti-collision threshold; If the current difference is less than the difference threshold, control the electric tailgate to stop operating or reverse the first stroke; If the current difference is greater than or equal to the difference threshold, the electric tailgate is controlled to reverse for a second stroke; wherein the second stroke is greater than the first stroke.

9. A control device for a tailgate, characterized in that, include: The acquisition module is used to acquire the current opening and closing angle of the electric tailgate and the current value of the driving current of the electric tailgate during the operation of the electric tailgate. The determination module is used to determine the collision avoidance threshold of the driving current based on the current opening and closing angle and current angle data; wherein, the current angle data is data determined based on the driving current and opening and closing angle of the electric tailgate under target conditions, the target conditions include the slope of the road surface where the vehicle is located being less than the slope threshold, and the electric tailgate not being involved in a collision. The execution module is used to perform anti-collision protection actions based on the numerical relationship between the anti-collision threshold and the current current value.

10. A vehicle, characterized in that, include: processor; Memory, used to store executable instructions; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the tailgate control method according to any one of claims 1 to 8.

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