A vehicle key anti-mislock control method, controller and vehicle

Abstract

This application discloses a control method, controller, and vehicle for preventing accidental locking of a vehicle key, relating to the field of vehicle control. The method includes: when the target hatch is in the process of moving towards a fully closed position (indicating an open / closed state), performing hardware fault detection on the vehicle's low-frequency antenna; when a hardware fault is found in the low-frequency antenna, counting the anti-locking protection triggers; and if the anti-locking protection trigger count is less than a preset threshold, executing the anti-locking protection action; and if the number of fault detections in the anti-locking protection trigger count is not less than the preset threshold, releasing the anti-locking protection action and restoring normal hatch locking. This application, by linking hatch movement status with low-frequency antenna fault detection and executing a differentiated anti-locking strategy based on the comparison between the anti-locking protection trigger technology and a preset threshold, effectively prevents accidental locking of the vehicle key while ensuring the normal operation of the hatch locking function, thus improving the safety and practicality of vehicle control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, controller and vehicle for preventing accidental locking of vehicle keys. Background Technology

[0002] The existing PassiveKeylessEnter (PKE) system works by using a low-frequency antenna to detect whether the vehicle key is inside the vehicle. When the key is inside the vehicle, it prevents the key from being accidentally locked inside the vehicle by preventing the doors from locking and by issuing audible and visual alarms.

[0003] However, since the existing PKE system relies solely on the low-frequency antenna to transmit and receive detection signals and the vehicle key feedback signal to achieve the positioning function, when the low-frequency antenna fails due to factors such as aging, collision, or interference, the existing PKE system will be unable to properly locate the key position and control the anti-locking mechanism, thereby increasing the risk of the car key being accidentally locked inside the vehicle and seriously affecting the user experience. Summary of the Invention

[0004] In view of the above problems, this application provides a control method, controller, and vehicle for preventing accidental locking of vehicle keys, so as to avoid the risk of accidental locking of vehicle keys inside the vehicle due to low-frequency antenna failure. The specific solution is as follows:

[0005] The first aspect of this application provides a control method for preventing accidental locking of a vehicle key, including:

[0006] Monitor the opening and closing status of the target hatch;

[0007] When the opening / closing state indicates that the target door is moving towards a fully closed position, hardware fault detection is performed on the vehicle's low-frequency antenna.

[0008] If the hardware fault detection results indicate that the low-frequency antenna has a hardware fault, the anti-lock protection trigger count for this power-on cycle is counted. The anti-lock protection trigger count includes at least one of the number of low-frequency antenna fault detections and the number of times the anti-lock protection action is executed.

[0009] If the anti-lock protection trigger count is less than a preset threshold, the anti-lock protection action is executed;

[0010] If the anti-lock protection trigger count is not less than a preset threshold, the anti-lock protection action is released, and the normal door locking action is restored.

[0011] In one possible implementation, the execution of the anti-lock protection action includes:

[0012] Send a lock prohibition signal to the lock controller of the target door, so that the lock controller controls the door lock to remain in an unlocked state in response to the lock prohibition signal;

[0013] Output alarm signal.

[0014] In one possible implementation, the execution of the anti-lock protection action further includes:

[0015] Send a hatch opening signal to the drive device of the target hatch, so that the drive device responds to the hatch opening signal and drives the target hatch to open to the target angle in the hatch opening signal.

[0016] In one possible implementation, the vehicle key anti-mislocking control method further includes:

[0017] Upon detecting the first power-on signal after the vehicle is powered down, the anti-lock protection trigger count is reset to zero.

[0018] One possible implementation also includes:

[0019] If the hardware fault detection result indicates that the low-frequency antenna does not have the hardware fault, the door locking action is performed based on the interaction parameters between the low-frequency antenna and the vehicle key.

[0020] In one possible implementation, the target hatch includes one of the following: a driver's side hatch, a cargo hatch, and an engine compartment hatch.

[0021] In one possible implementation, the value of the preset threshold is 2.

[0022] In one possible implementation, the hardware fault detection of the vehicle's low-frequency antenna includes:

[0023] A fault detection trigger signal is sent to the driver chip of the low-frequency antenna. Subsequently, the driver chip controls the low-frequency antenna to perform test operation and feeds back test parameters.

[0024] Based on the matching result between the test parameters and the preset verification rules, the hardware fault detection result is output.

[0025] A second aspect of this application provides a controller comprising at least one processor and a memory connected to the processor, wherein:

[0026] The memory is used to store computer programs;

[0027] The processor is used to execute the computer program so that the controller can implement the vehicle key anti-mislocking control method as described in the first aspect of this application and any implementation thereof.

[0028] A third aspect of this application provides a vehicle including a controller as provided in the second aspect of this application.

[0029] By employing the above technical solution, this application provides a vehicle key anti-locking control method, controller, and vehicle. By configuring the monitoring of the door's opening and closing state, and configuring the system to trigger hardware fault detection of the low-frequency antenna when the opening and closing state represents a target movement state indicating the door's transition from an open to a closed state, hardware fault detection of the low-frequency antenna is achieved. Subsequently, by configuring the system to count the anti-locking protection triggers during the current power-on cycle when the hardware fault detection result indicates a hardware fault in the low-frequency antenna, and configuring the system to execute an anti-locking protection action when the anti-locking protection trigger count is less than a preset threshold, the system prevents the vehicle key from being accidentally locked inside the vehicle and prompts the user to remove the key through the vehicle anti-locking action. Simultaneously, by configuring the anti-locking protection trigger count to include at least one of the low-frequency antenna fault detection count and the number of anti-locking protection action executions, a combination verification of multiple parameters is achieved, improving the control accuracy of the anti-locking protection action. Finally, since the anti-lock protection trigger count is less than the preset threshold, the anti-lock protection action will be executed, causing the door to fail to lock, thus inducing the driver to check. However, if the anti-lock protection trigger count is not less than the preset threshold, the driver is more likely to check and retrieve the vehicle key under the influence of the previous anti-lock protection action. Therefore, this application configures the anti-lock protection action to be deactivated and the normal door locking action restored when the number of fault detections is not less than the preset threshold and the opening and closing state representing the target movement state is detected again. This avoids the risk of accidentally locking the car key inside the vehicle and does not excessively interfere with the vehicle locking process, thus improving the user experience. Attached Figure Description

[0030] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0031] Figure 1 A flowchart of a control method for preventing accidental locking of a vehicle key is provided in this application;

[0032] Figure 2 A flowchart of a control method for preventing accidental locking of a vehicle key is provided in this application;

[0033] Figure 3 This is a schematic diagram of the structure of a controller provided in this application. Detailed Implementation

[0034] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0035] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0036] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0037] For ease of understanding, the following explains some key terms in this embodiment:

[0038] A target hatch refers to a door on a vehicle that can be opened and closed, such as the driver's side hatch, passenger side hatch, cargo hatch, or engine compartment hatch. Its opening and closing status can be monitored by sensors to determine whether it is currently open, closed, or in motion.

[0039] The open / closed state characterizes the target hatch as it moves towards the fully closed position; it refers to the stage in which the target hatch moves from the open state to the fully closed state. During this stage, the hatch is not yet fully closed, but is moving in the direction of closure.

[0040] Low-frequency antennas are an important component of keyless entry systems for vehicles, used to emit low-frequency signals to detect the location of the vehicle key. Through signal interaction between the low-frequency antenna and the vehicle key, the system can determine whether the key is inside or outside the vehicle.

[0041] Hardware fault detection refers to performing functional checks on low-frequency antennas and their related circuits to determine whether there are hardware-level problems such as physical damage, abnormal connections, or performance degradation. This detection aims to identify whether the antenna can transmit and receive signals normally.

[0042] The power-on cycle refers to the entire operating period of a vehicle from ignition to power-off. During this period, the system continuously runs and records relevant data.

[0043] The anti-lockdown protection trigger count refers to the cumulative number of times the anti-lockdown protection is triggered within a single power-on cycle.

[0044] The preset threshold is a pre-defined value used to compare with the anti-lockdown protection trigger count. When the anti-lockdown protection trigger count reaches or exceeds this threshold, the system's behavior logic may change.

[0045] Anti-lock protection refers to measures taken by the system under specific conditions to prevent the vehicle doors from being accidentally locked, thus avoiding the vehicle key being accidentally locked inside the vehicle. This may include preventing the door locks from closing and / or issuing a warning.

[0046] It should be noted that in existing keyless entry systems, because the system relies solely on a low-frequency antenna as the only sensor for key positioning, a hardware failure in the low-frequency antenna can prevent the system from obtaining valid key location information. This results in unreliable anti-locking control during the target door closing process, creating a risk of the key being accidentally locked inside the vehicle. Specifically, this problem stems from the low-frequency antenna malfunction directly causing the system's positioning function to fail, leaving the door locking operation without the necessary key location determination information.

[0047] For example, after a vehicle has been exposed to a high-humidity environment for a long time, the circuit connection points of the low-frequency antenna may corrode, leading to poor contact. When the user moves the target door to the fully closed position, the system, due to the low-frequency antenna malfunction, fails to receive the key feedback signal, incorrectly determining that the key is not inside the vehicle, and thus allowing the door to lock, resulting in the vehicle key being locked inside. Furthermore, in this scenario, the continued presence of hardware failure prevents the system from restoring its key location capability in subsequent operations, preventing the user from obtaining the key and performing operations such as unlocking or starting the vehicle, severely impacting the user experience.

[0048] The first aspect of this application provides a control method for preventing accidental locking of a vehicle key, and a flowchart of the control method for preventing accidental locking of a vehicle key is shown below. Figure 1 As shown, the control method for preventing accidental locking of the vehicle key includes:

[0049] S101. Monitor the opening and closing status of the target hatch.

[0050] It should be noted that, in practical application scenarios, the opening and closing state of the target hatch can be determined based on parameters collected by sensors installed on the target hatch. The types of sensors include, but are not limited to: angle vectors collected by angle sensors installed at the hinges, angular velocities collected by Hall sensors installed on the doors to detect the movement state of the target hatch, and ultrasonic ranging sensors installed on the doors to monitor the distance between the doors and the fully closed position.

[0051] In one possible implementation, the above-mentioned method for monitoring the opening and closing status of the target hatch can be as follows: assuming that the parameter used to monitor the opening status of the target hatch is collected by an angle sensor, then when the angle of the target hatch collected by the angle sensor is not equal to the fully closed angle, and the angle vector points to the fully closed position, the detection result of the opening and closing status representing the target hatch in the process of moving towards the fully closed position is output.

[0052] In one possible implementation, the above-mentioned method for monitoring the opening and closing status of the target hatch can also be as follows: assuming that the parameters used to monitor the opening status of the target hatch are collected by a Hall sensor, then when the angular velocity collected by the angle sensor is not 0 and the direction of the angular velocity change points to the fully closed position, the detection result of the opening and closing status representing the target hatch in the process of moving towards the fully closed position is output.

[0053] It should be noted that this application achieves dynamic triggering of anti-lock detection without excessive modification to the existing vehicle hardware by configuring and monitoring the opening and closing status of the target door and using the opening and closing status as the triggering condition for subsequent anti-locking.

[0054] It should be noted that in practical applications, vehicle doors, especially those in the passenger compartment, are typically equipped with multiple doors, and these doors may open sequentially within a short period. If step S101 is executed during the opening and closing of any door, and there is a hardware fault in the low-frequency antenna, the anti-lock protection trigger count is likely to exceed a preset threshold, leading to an abnormal release of the anti-lock protection action. Therefore, this application avoids the risk of abnormal release of the anti-lock protection action and improves the reliability of the anti-lock protection by configuring the opening and closing status of the target door among the multiple doors as the monitoring object.

[0055] S102. When the target hatch is in the process of moving towards the fully closed position, perform hardware fault detection on the vehicle's low-frequency antenna.

[0056] It should be noted that in practical applications, the aforementioned fully closed position refers to the position where the target hatch can be completely locked by the door locking device (e.g., the hatch latch is engaged with the latch in the fully closed position, but the latch is not locked). This application configures the vehicle's low-frequency antenna to perform hardware fault detection when the target hatch is in the process of moving towards the fully closed position. This improves the timeliness of detection and avoids vehicle safety issues caused by the user being away from the vehicle after the anti-locking action has been executed when the hatch is already fully locked. On the other hand, it avoids interference with the normal locking process when there is no hardware fault in the low-frequency antenna, thus improving the reliability of the vehicle's normal parking logic.

[0057] It should be noted that in practical application scenarios, there are multiple implementation methods for hardware fault detection of low-frequency antennas in vehicles. Two examples are provided here. Example 1 includes steps A1 to A2 below, and Example 2 includes steps B1 to B2 below.

[0058] Example 1

[0059] Step A1: When the target hatch is in the process of moving towards the fully closed position, indicating that the open / closed state is in action, identify the fault feedback signal sent by the PKE system and trigger step A2.

[0060] In one possible implementation, the aforementioned fault feedback signal can be the detection result fed back by the PKE system after performing fault self-checks on various hardware and software components (including the low-frequency antenna) in response to the self-test trigger signal periodically sent by the Body Control Module (BCM) during the current power-on cycle.

[0061] Step A2: When the low-frequency antenna fault flag in the fault feedback signal is in position, the output content represents the hardware fault detection result indicating that there is a hardware fault in the low-frequency antenna.

[0062] Example 2

[0063] In step B1, the PKE system continuously monitors the current or voltage of the low-frequency antenna drive circuit during this power-on cycle and performs anomaly detection based on the current or voltage. This triggers step B2.

[0064] Step B2: In the event of any abnormal situation in current or voltage, including short circuit, open circuit, or overload, and when the target hatch is detected to be moving towards a fully closed position, the output content represents the hardware fault detection result indicating that the low-frequency antenna has a hardware fault.

[0065] S103. If the hardware fault detection results indicate that there is a hardware fault in the low-frequency antenna, count the number of anti-lock protection triggers in this power-on cycle. The anti-lock protection trigger count includes at least one of the number of low-frequency antenna faults detected and the number of times the anti-lock protection action is executed.

[0066] It should be noted that, in practical applications, the aforementioned count of anti-lock protection triggers during the current power-on cycle can be achieved by pre-setting internal counters in controllers such as the PKE system, BCM, Vehicle Controller (VCU), and Electronic Control Unit (ECU). For example, a variable stored in a memory device can be maintained in the PKE system, and its value can be incremented by one each time a hardware fault detection result indicates a hardware fault in the low-frequency antenna, and / or each time an anti-lock protection action is executed.

[0067] It should be noted that, in practical application scenarios, this application updates the anti-lock protection trigger count for low-frequency antenna hardware failure during the current power-on cycle when the hardware fault detection result indicates that there is a hardware fault in the low-frequency antenna. This fault detection count is then used as the trigger signal for the execution and contact steps of subsequent anti-lock protection actions. This ensures the execution sequence and improves the reliability of the actions while avoiding the risk of vehicle safety and user experience degradation caused by the continuous execution of anti-lock protection actions leading to the target door being unable to close for a long time.

[0068] S104. If the trigger count of the anti-lock protection is less than the preset threshold, execute the anti-lock protection action.

[0069] It should be noted that in practical applications, when the hardware fault detection results indicate a hardware failure in the low-frequency antenna, the PKE system cannot locate whether the vehicle key is inside the vehicle using the low-frequency antenna. In this case, the existing vehicle's door lock mechanism starts a countdown after the vehicle is powered off and the hatch is fully closed, and completely locks the hatch at the end of the countdown, preventing it from being opened from the outside without key access. Furthermore, the vehicle provides no warning signal during this process. This application, however, configures the system to execute anti-lock protection actions when the anti-lock protection trigger count is less than a preset threshold. This alerts the driver of an anomaly inside the vehicle by locking the hatch, thus prompting the driver to check and avoiding the risk of accidentally locking the vehicle key inside.

[0070] In one possible implementation, when the aforementioned anti-lockdown protection trigger count includes both the number of low-frequency antenna fault detections and the number of anti-lockdown protection actions executed, a count less than a preset threshold can be expressed as both the number of low-frequency antenna fault detections and the number of anti-lockdown protection actions executed being less than the preset threshold. Conversely, an anti-lockdown protection trigger count not less than the preset threshold can be expressed as both the number of low-frequency antenna fault detections and the number of anti-lockdown protection actions executed being not less than the preset threshold. Since both the number of low-frequency antenna fault detections and the number of anti-lockdown protection actions executed are updated synchronously, there is no inconsistency in the counts assuming the counter is fault-free.

[0071] S105. When the anti-lock protection trigger count is not less than the preset threshold, the anti-lock protection action is released and the normal hatch locking action is restored.

[0072] It should be noted that in practical application scenarios, when the anti-lock protection trigger count is not less than a preset threshold, it indicates that steps S101 to S104 have been executed multiple times. In this scenario, the driver has attempted to close the target door multiple times, and the probability of the driver checking and retrieving the vehicle key under the influence of the previous anti-lock protection action is relatively high. Therefore, this application configures the anti-lock protection action to be deactivated and the normal door locking action restored when the anti-lock protection trigger count is not less than the preset threshold and the opening / closing state is detected again to represent the target's movement state. This avoids over-protection and a decline in user experience caused by persistent faults. This dynamic protection strategy based on fault frequency ensures safety while also taking into account system availability and user operation flexibility.

[0073] To facilitate understanding of the vehicle key anti-mislock control method provided in the first aspect of this application, an example of a possible implementation of this application is described below:

[0074] Suppose user A drives the vehicle to their destination and turns off the engine (at this point, the power-on cycle has not yet ended due to the vehicle's delayed power-off strategy). After user A gets out of the vehicle, they leave the vehicle key inside and begin closing the driver's side hatch (the target hatch). At this time, the BCM begins monitoring the opening and closing status of the driver's side hatch. When the sensor detects that the driver's side hatch is moving from the open position to the fully closed position, the PKE control system will immediately trigger a hardware fault detection of the vehicle's low-frequency antenna.

[0075] Specifically, the PKE system can send a test signal to the driving circuit of a low-frequency antenna and monitor its response. If the low-frequency antenna has a hardware fault due to a broken internal coil or a damaged driving chip, it will not be able to respond normally to the test signal, or the returned test parameters will not match the preset normal parameters. In this case, the PKE system will determine that the low-frequency antenna has a hardware fault and send the detection result to the BCM.

[0076] Once a hardware fault is detected in the low-frequency antenna, the BCM updates the anti-lockdown protection trigger count for the low-frequency antenna hardware fault during the current power-on cycle. For example, if this is the first time a fault is detected during the current power-on cycle, the anti-lockdown protection trigger count changes from zero to one.

[0077] Subsequently, the BCM compares the current anti-lock protection trigger count with a preset threshold. Let's assume the preset threshold is set to two. Since the current anti-lock protection trigger count (one) is less than the preset threshold (two), the BCM will execute the anti-lock protection action. Specifically, the BCM can send a lock-prevention signal to the driver's side door lock controller, causing the lock controller to respond to this signal and keep the door unlocked, thus preventing the door from being locked. Simultaneously, a warning message, such as "Key inside, please check," may be displayed on the vehicle's dashboard, along with a beeping sound, to remind user A that the vehicle key may have been left inside. Upon hearing the warning, user A will realize the key may be inside and manually open the door to retrieve it.

[0078] After user A took the key, they closed the driver's side hatch again. At this time, the BCM again detected that the hatch was moving towards the fully closed position and performed a hardware fault check on the low-frequency antenna again. Since the low-frequency antenna still had a hardware fault, the PKE system determined that it had a hardware fault again, and the BCM updated the anti-lock protection trigger count for this power-on cycle to two.

[0079] At this point, the BCM again compares the anti-lock protection trigger count (II) with the preset threshold (II). Since the anti-lock protection trigger count is not less than the preset threshold, the BCM will deactivate the anti-lock protection and restore normal door locking. This means that even if the low-frequency antenna still malfunctions, the BCM will no longer prevent the door from locking, but will allow the door to lock normally. The logic behind this method is that after repeatedly reminding the user, the BCM assumes that the user has resolved the key issue or that the user is aware of the low-frequency antenna malfunction and has chosen to lock the vehicle in the faulty state. This avoids the inconvenience caused to the user by the BCM repeatedly preventing locking in the event of a persistent malfunction.

[0080] It should be noted that the vehicle key anti-mislocking control method provided in the first aspect of this application can be set in core controllers such as BCM, ECU, and VCU, or in the controller of the PKE system. Furthermore, the sensors that collect the data required for the execution of this control method and each controller can be connected via the vehicle's communication bus (Controller Area Network Controller, CAN).

[0081] This application configures the monitoring of the hatch's opening and closing status, and triggers hardware fault detection of the low-frequency antenna when the opening and closing status represents the target movement state of the hatch moving from an open state to a closed state. This achieves the detection and triggering of hardware faults in the low-frequency antenna. Subsequently, by configuring the system to update the anti-lock protection trigger count for the low-frequency antenna hardware fault in the current power-on cycle when the hardware fault detection result indicates that a hardware fault exists in the low-frequency antenna, and configuring the system to execute the anti-lock protection action when the anti-lock protection trigger count is less than a preset threshold, thereby preventing the vehicle key from being accidentally locked inside the vehicle and prompting the user to remove the key through the vehicle anti-lock action. Finally, since the anti-lock protection trigger count is less than the preset threshold, the anti-lock protection action will be executed, causing the door to be unable to lock, thus inducing the driver to check. However, if the anti-lock protection trigger count is not less than the preset threshold, the driver is more likely to check and retrieve the vehicle key under the influence of the previous anti-lock protection action. Therefore, this application configures the anti-lock protection action to be released and the normal door locking action restored when the anti-lock protection trigger count is not less than the preset threshold and the opening and closing state representing the target movement state is detected again. This avoids the risk of accidentally locking the car key inside the vehicle and does not excessively interfere with the vehicle locking process, thus improving the user experience.

[0082] In one possible implementation, the above-mentioned anti-lock protection action includes:

[0083] Send a prohibition on locking signal to the door lock controller of the target hatch, so that the door lock controller responds to the prohibition on locking signal and keeps the door lock in an unlocked state;

[0084] Output alarm signal.

[0085] It should be noted that in practical applications, the aforementioned door lock controller is an electronic unit responsible for executing the mechanical actions of the door lock. Its core function is to drive the door lock mechanism based on received commands (such as locking, unlocking, and disabling locking). When the existing vehicle door moves to the fully closed position, the door latch first engages with the door latch, fixing the door in place. Subsequently, upon receiving a locking signal (delayed transmission from the VCU / vehicle key), the door lock controller controls the latch to maintain the locked state. At this point, the door cannot be unlocked by the external door handle or electronic controller. This application configures the door lock controller of the target door to send a prohibition signal when performing the anti-lock protection action. This causes the door lock controller to respond to the prohibition signal and keep the door lock in an unlocked state. In this scenario, the user does not perceive the noise generated by the door lock mechanism in the normal locked state, which may induce the user to open the door to check. The door can still be opened, thereby avoiding the risk of the car key being accidentally locked inside the vehicle due to the low-frequency antenna hardware failure causing the vehicle to lock after power failure.

[0086] It should be noted that in practical applications, there are various ways to implement the above-mentioned method of sending a prohibition-locking signal to the door lock controller of the target compartment, so that the door lock controller responds to the prohibition-locking signal to keep the door lock in an unlocked state. For example, the BCM can send digital signals or data frames to the door lock controller of the target compartment via the CAN bus, and the digital signals or data frames include the execution command of the prohibition-locking signal. Alternatively, the BCM can send level signals or pulse signals to the door lock controller via a Local Interconnect Network (LIN) or a hard-wired signal line to trigger the door lock controller to maintain an unlocked state.

[0087] It should be noted that in practical applications, existing vehicle door lock mechanisms exhibit significant differences in their operational noise during the transition between locked and unlocked states to indicate to the user whether the vehicle door is locked or unlocked. Therefore, this application configures the system to send a prohibition-locking signal to the door lock controller of the target door. This causes the door lock controller to respond to the prohibition-locking signal and maintain the door lock in a non-locked state, thereby prompting the user to check the door through abnormal operational noise. For example, in a normal parked and engine-off state, when the door is fully closed, the door lock mechanism will emit locking noise when switching from a non-locked to a locked state. However, if the anti-locking protection trigger count is less than a preset threshold and the anti-locking protection action is executed, the door lock mechanism will remain in a non-locked state after the door is fully closed, and no locking noise will be emitted. Alternatively, if the door lock is already locked, the door lock mechanism will switch from a locked to a non-locked state, at which point the vehicle will first emit locking noise, followed by unlocking noise.

[0088] In one possible implementation, to avoid the risk of the driver manually locking the vehicle doors without noticing noise from the door lock mechanism, thus unlocking the vehicle key, the door lock controller can be configured to: set the prohibited locking signal as the highest priority instruction among all commands executed by the door lock controller; if the door lock controller receives the prohibited locking signal but has not received an action to disengage the anti-locking protection, the door lock controller will prohibit the execution of other instruction signals. Alternatively, a flag can be set within the door lock controller; when the door lock controller receives the prohibited locking signal, this flag is set, and the door lock controller will not receive any signals other than the action to disengage the anti-locking protection. Alternatively, when the door lock controller receives the prohibited locking signal, it can directly cut off or reverse the power supply to the door lock actuator, preventing it from completing the locking action, or keep the door lock mechanism in an unlocked state.

[0089] It should be noted that, in practical applications, the aforementioned alarm signals are used to alert the user that the vehicle is currently in anti-lock protection mode by emitting auditory, visual, or tactile feedback signals. Because there is a risk that the user may not promptly perceive the alarm signal simply by keeping the door lock mechanism in an unlocked state under external environmental interference, this application configures the door lock controller to output an alarm signal when it responds to a lock prohibition signal to keep the door lock in an unlocked state. This improves the success rate of user perception, thereby increasing the probability of the user checking and preventing the risk of accidentally locking the car key inside the vehicle. It should also be noted that, in practical applications, the aforementioned alarm signals can be of various types. The output alarm signals can include one or more of the following types: light signals of a specific frequency or projection emitted by the vehicle lights, sound signals of a specific frequency emitted by the vehicle's external speakers, specific content displayed on the vehicle's external LED dot matrix, text prompts from the vehicle's internal human-machine interface, and audio signals transmitted by the in-vehicle voice player, etc. For example: In response to a lock prohibition signal, the door lock controller keeps the door unlocked, the hazard lights flash continuously, and the vehicle's external speakers sound a continuous alarm. Alternatively, the vehicle's external LED matrix remains constantly lit and displays the message "Low-frequency antenna malfunction, keyless entry function abnormality" in a loop.

[0090] This application configures the door lock controller of the target compartment to send a lock prohibition signal during the execution of the anti-lock protection action. This causes the door lock controller to respond to the lock prohibition signal and keep the door unlocked, thus preventing the target compartment from being locked by existing control signals when it is uncertain whether the vehicle key is inside the vehicle and the user has not completed a check. Furthermore, by outputting an alarm signal, the user is prompted to check the vehicle interior, thereby avoiding the risk of accidentally locking the vehicle key inside.

[0091] In one possible implementation, the above-mentioned anti-lock protection action also includes:

[0092] Send a hatch opening signal to the drive mechanism of the target hatch, so that the drive mechanism responds to the hatch opening signal and drives the target hatch to open to the target angle in the hatch opening signal.

[0093] It should be noted that, in practical applications, the aforementioned target hatch's actuator is a mechanical or electromechanical device used to control or assist in the opening and closing of the hatch. The function of this actuator is to receive control signals and convert them into mechanical motion, thereby directly driving the target hatch. As a specific implementation, this actuator can be an electric push rod or a gear-link mechanism driven by a motor; these mechanisms are commonly used in scenarios such as electric tailgates or electric sliding doors. Alternatively, the actuator can be a hydraulic or pneumatic actuator, using fluid pressure to drive a piston or cylinder to move the hatch. In some more advanced embodiments, the actuator can also be an intelligent drive module integrating a control unit, capable of receiving digital signals and achieving precise control of the hatch position.

[0094] It should be noted that in practical applications, the aforementioned hatch opening signal is a command or data that controls the opening action during the drive process. The function of this signal is to trigger the drive mechanism to initiate the hatch opening process. Specifically, the hatch opening signal can be a digital signal, such as transmitted via CAN bus or LIN bus messages, containing the opening command and target angle information. Another implementation method is to use analog signals, such as changes in voltage or current, to control the speed or direction of the drive motor. Additionally, pulse width modulation (PWM) signals can be used to control the output force or speed of the drive mechanism by adjusting the duty cycle.

[0095] It should be noted that, in practical applications, the aforementioned target angle refers to the preset position or angle to be achieved when the hatch opens. The purpose of this target angle is to ensure that the hatch opens sufficiently to attract the user's attention or allow them to retrieve the key, while avoiding inconvenience or danger caused by over-opening the hatch. As one implementation, the target angle can be a preset fixed angle value, such as a hatch opening of 10 degrees or 20 degrees. In other implementations, the target angle can also be configurable, dynamically adjusted according to vehicle type, user preferences, or specific application scenarios. For precise control, closed-loop control can be performed using real-time position data fed back from position sensors (such as Hall effect sensors or encoders) to ensure that the hatch accurately reaches the specified target angle.

[0096] It should be noted that in real-world applications, such as when the user does not perceive the alarm signal, or when the alarm signal output is delayed due to a delay in the vehicle's infotainment system response, the vehicle will still lock under the preset delay strategy, potentially leading to the risk of accidentally locking the key inside the vehicle. Therefore, this application configures the drive mechanism to respond to the door opening signal and open the target door to the target angle specified in the signal. This proactive physical intervention ensures that even if the user ignores the alarm or there is a system response delay, the door can still be physically opened. This creates a gap between the door and the vehicle body sufficient to prevent the key from being completely locked inside, while increasing the likelihood of the user noticing the anomaly and prompting them to check, further improving the thoroughness and reliability of the anti-locking mechanism.

[0097] In one possible implementation, the above-mentioned method for performing the anti-lock protection action can be as follows: When a hardware fault occurs in the low-frequency antenna, and the anti-lock protection trigger count for the low-frequency antenna hardware fault in the updated power-on cycle is less than a preset threshold, the BCM sends a CAN bus message prohibiting locking to the door lock controller of the target hatch, sends an alarm signal to the audible and visual unit, and simultaneously sends a CAN bus message containing an opening command and a target angle (e.g., 15 degrees) to the drive controller of the target hatch's drive mechanism as a hatch opening signal. After receiving the hatch opening signal, the drive controller activates its internally integrated electric push rod or motor drive mechanism (i.e., the drive mechanism). The electric push rod or motor drive mechanism starts working, driving the target hatch to open outward. During this process, the drive controller continuously monitors the feedback data from the hatch's position sensor (e.g., an angle sensor mounted on the hatch hinge or an encoder on the drive motor). Once the hatch opens to the preset target angle of 15 degrees, the door control module stops the action of the drive mechanism and keeps the hatch in the half-open state. At this point, because the door lock controller has received a prohibition signal, the hatch cannot be locked and is in a partially open state, while the audible and visual alarm unit continues to emit an alarm signal. Through this implementation, even if the low-frequency antenna malfunctions and the user may ignore the alarm, the key cannot be accidentally locked inside the vehicle by actively opening the hatch. This proactive physical intervention mechanism, compared to relying solely on passive alarms or prohibition signals, provides a more thorough and reliable protection against accidental locking, significantly reducing the risk of accidental key locking, thereby improving the user experience and the vehicle's level of intelligence.

[0098] In one possible implementation, the control method for preventing accidental locking of the vehicle key also includes:

[0099] Upon detecting the first power-on signal after the vehicle is powered down, the anti-lock protection trigger count will be reset to zero.

[0100] It should be noted that in practical applications, the aforementioned detection of the first power-on signal after the vehicle's power-off state refers to the transition point where the BCM identifies the vehicle's switch from a completely off state (power-off) to a starting state (power-on). This first power-on signal can be detected in various ways. For example, the vehicle's controller, such as the Body Controller (BCM) or Power Management Unit, can continuously monitor the state changes of the vehicle's power bus (e.g., ignition switch signal line KL15 or constant power signal line KL30). When KL15 changes from an off state to an on state, and the system previously recorded the vehicle as being in a power-off state (e.g., KL30 voltage is stable and there are no other active signals), it can be identified as the first power-on signal. Alternatively, the system can also identify it by monitoring specific messages on the vehicle's internal communication network (such as the CAN bus or LIN bus). For example, when a vehicle start-related message (such as an engine start request signal or ignition switch ON signal) is received, and the system previously recorded the vehicle as being in a power-off state, it can be identified as the first power-on signal. Another approach is to comprehensively monitor the changing trends of the vehicle's battery voltage, combined with the vehicle's bus communication status, to determine whether the vehicle has recovered power and started from a completely power-off state.

[0101] It should be noted that, in practical applications, resetting the anti-lockdown protection trigger count to zero refers to clearing the previously accumulated count of low-frequency antenna hardware faults, ensuring that each power-on cycle starts the evaluation from an initial state with no historical fault records. There are several ways to implement this. For example, the anti-lockdown protection trigger count variable stored in the controller's internal non-volatile memory (such as EEPROM or Flash memory) can be written to 0 via software instructions after the first power-on signal is detected. Alternatively, the anti-lockdown protection trigger count variable maintained by the controller in volatile memory (such as RAM) can be set to 0 via software instructions after receiving the first power-on signal. Furthermore, the anti-lockdown protection trigger count can also be managed through a dedicated counter register, which can be cleared to zero via hardware or software reset instructions upon detecting the first power-on signal.

[0102] This application introduces a mechanism to reset the anti-lock protection trigger count upon the first power-on after the vehicle has been powered off, combining it with the basic vehicle key anti-lock control method to form a more comprehensive anti-lock strategy. In the basic scheme, the controller monitors the opening and closing status of the target door and performs hardware fault detection on the vehicle's low-frequency antenna while the target door is moving towards the fully closed position. If the detection result indicates a hardware fault in the low-frequency antenna, the controller updates the anti-lock protection trigger count for the low-frequency antenna in the current power-on cycle. When the anti-lock protection trigger count is less than a preset threshold, the controller executes anti-lock protection actions, such as sending a prohibition signal to the door lock controller of the target door, causing the door lock controller to respond to the prohibition signal by keeping the door lock in an unlocked state, outputting an alarm signal, and controlling the door to open to a preset angle. However, without the reset mechanism of this application, the historically accumulated anti-lock protection trigger count may continue to affect the anti-lock decision after the vehicle is restarted. This application configures the anti-lock protection trigger count to zero upon detecting the first power-on signal after the vehicle's power-off, ensuring that the anti-lock protection trigger count is re-evaluated from zero each time the vehicle is started. This allows anti-lock decisions to be based on the actual fault conditions of the current power-on cycle, avoiding misjudgments caused by previously accumulated fault data that may no longer be relevant, thereby improving the accuracy and reliability of anti-lock control.

[0103] In one possible implementation, the method of resetting the anti-lock protection trigger count to zero upon detecting the first power-on signal after the vehicle is powered down can be:

[0104] Suppose that during a user's drive, the vehicle's low-frequency antenna experiences a hardware malfunction due to transient interference, and the controller records an anti-lockdown protection trigger count of 1. The user then turns off the vehicle and disconnects the power. During this power-off period, the anti-lockdown protection trigger count is stored in non-volatile memory. When the user restarts the vehicle the next day, the vehicle's power management module or body controller detects the ignition switch switching from the off state to the on state and, combined with the vehicle bus status, determines this as the first power-on signal after the power-off. The controller then executes an instruction to clear the anti-lockdown protection trigger count variable stored in non-volatile memory. At this point, the anti-lockdown protection trigger count becomes 0. If, during the same drive, the target door (e.g., the driver's side door) moves towards the fully closed position and the low-frequency antenna experiences another hardware malfunction, the controller will restart the counting. If the anti-lockdown protection trigger count is less than a preset threshold (e.g., 2), the anti-lockdown protection action will be executed. In this way, the controller avoids erroneously disengaging the anti-lockdown protection due to accumulated fault counts from the previous drive, ensuring the effectiveness of the anti-lockdown function.

[0105] In one possible implementation, the above-mentioned vehicle key anti-mislocking control method further includes:

[0106] If a fault-clearing reset signal for a low-frequency antenna is detected, the anti-lock protection trigger count will be reset to zero.

[0107] It should be noted that in troubleshooting scenarios, the low-frequency antenna needs to be repaired or replaced while the power is off, and after replacement, the power needs to be restored to reset the low-frequency antenna fault to avoid subsequent false detections. Therefore, this application configures the anti-lock protection trigger count to zero when a troubleshooting reset signal for the low-frequency antenna is detected. This allows the solution to be adapted to various vehicle usage scenarios and avoids excessive execution of the anti-lock operation due to accumulated status.

[0108] One possible implementation also includes:

[0109] If the hardware fault detection results indicate that there is no hardware fault in the low-frequency antenna, the door locking action is performed based on the interaction parameters between the low-frequency antenna and the vehicle key.

[0110] It should be noted that the above hardware fault detection results indicating that the low-frequency antenna has no hardware faults mean that after fault detection, the physical structure and electrical performance of the low-frequency antenna are confirmed to be in normal working condition. This can be determined by comparing the test parameters (e.g., impedance, signal strength, frequency response, etc.) fed back by the low-frequency antenna during test operation with preset health thresholds or standard modes. For example, if the antenna's impedance value falls within a specific range (e.g., 45-55Ω), or its signal output power reaches the minimum requirement (e.g., -20dBm), it can be determined that there are no hardware faults. The aforementioned "low-frequency antenna" is the core component of the vehicle's keyless entry system, mainly used to emit low-frequency electromagnetic signals to detect the presence and approximate location of the vehicle key. It typically operates in the 125kHz frequency band and can be in the form of a coil antenna or a planar antenna array, integrated into locations such as the vehicle's door handles, interior, or trunk. The aforementioned "vehicle key interaction parameters" refer to the various data generated during communication between the low-frequency antenna and the vehicle key, which are used to assess the distance and position of the vehicle key relative to the vehicle. Common interaction parameters include Signal Strength Indication (RSSI), which measures the strength of the low-frequency antenna signal received by the vehicle key, or vice versa, and Time of Flight (ToF) or Round-Trip Time (RTT), which is the time it takes for the signal to travel from the antenna to the key and back. Distance can be calculated from these times. The aforementioned "performing a door locking action" refers to switching the vehicle's door locking mechanism to the locked state mechanically or electronically to prevent unauthorized entry. This typically involves sending an electrical signal to the locking mechanism to move the lock to the locked position, for example, by activating a solenoid valve or motor to drive the locking mechanism.

[0111] This application monitors the opening and closing status of the target hatch and performs hardware fault detection on the vehicle's low-frequency antenna as the hatch moves towards the fully closed position. When the hardware fault detection result clearly indicates that the low-frequency antenna is not faulty, the actual position of the vehicle key is accurately determined based on reliable interaction parameters between the low-frequency antenna and the vehicle key (e.g., signal strength, signal arrival time). If these interaction parameters determine that the vehicle key is outside the vehicle or not in a position where it might be accidentally locked, the system will execute a door locking action. This mechanism ensures that door locking is only permitted when the low-frequency antenna is functioning normally and the key is in a safe position, thereby avoiding misjudgments and unnecessary anti-locking protection actions caused by antenna failure, achieving high efficiency and reliability of the PKE system under normal operating conditions.

[0112] In one possible implementation, the method of executing the door locking action based on the interaction parameters between the low-frequency antenna and the vehicle key can be as follows: When the driver closes the driver's side hatch, the vehicle controller initiates hardware fault detection of the low-frequency antenna in that hatch area. Assuming this detection process involves sending a test signal to the low-frequency antenna's driver chip and receiving feedback test parameters, if the low-frequency antenna is confirmed to be free of hardware faults, the controller further utilizes the low-frequency antenna to communicate with the vehicle key and obtain the vehicle key's interaction parameters. For example, the low-frequency antenna periodically transmits low-frequency signals, and the vehicle key sends a response signal upon receiving the signal. The controller analyzes interaction parameters such as the signal strength indication (RSSI) or time of arrival (ToA) of the received response signal to accurately determine whether the vehicle key is inside or outside the vehicle. If the interaction parameter analysis indicates that the vehicle key is outside the vehicle, the controller sends a locking command to the driver's side hatch's door lock controller, thereby executing the door locking action to ensure vehicle safety. In one possible implementation, the target hatch includes one of the following: the driver's side hatch, the cargo hatch, and the engine compartment hatch.

[0113] It's important to note that in practical applications, the target hatch refers to a component on a vehicle that can be opened and closed, and its interior space may contain the vehicle key. These hatches are typically equipped with locking mechanisms and status sensors to detect their open / closed status. The driver's side hatch specifically refers to the hatch on the side of the driver's seat, usually one of the most frequently opened and closed hatches. It can be a traditional mechanical door or an electric door, integrating a door lock mechanism and door status sensors. The cargo hatch refers to the hatch used for loading goods or luggage, such as the trunk lid of a sedan or the tailgate of an SUV or MPV. These hatches typically have a large opening area, and keys are easily left behind when loading items. They can be manually or electrically operated and also integrate locking mechanisms and status sensors. The engine compartment hatch refers to the hatch in the area where the vehicle's engine is located, usually at the front or rear of the vehicle. It is typically a hatch with a safety latch, requiring an inside handle or an external button to unlock.

[0114] It should be noted that this application, by specifically defining the type of target compartment door, ensures that the vehicle key anti-locking control method can focus on the critical and accidentally locked compartment doors in the vehicle, thereby improving the applicability and reliability of the controller. In the aforementioned vehicle key anti-locking control method, it is necessary to monitor the opening and closing status of the target compartment door and execute anti-locking protection actions under specific conditions. If the target compartment door is not specifically defined, the controller may need to consider all possible compartment door types during design and implementation, which increases the complexity of the controller or system and may prevent the anti-locking mechanism from being effectively applied to certain special compartment door types, thus increasing the risk of key mis-locking. By explicitly defining the target compartment door as one of the driver's side compartment door, cargo compartment door, and engine compartment door, this solution allows the monitoring and anti-locking actions to be optimized for these specific compartment doors. The driver's side compartment door, as the most frequently used entrance and exit of the vehicle, has a high risk of key mis-locking; cargo compartment doors (such as the trunk) are also prone to keys being left behind when loading items; and although the engine compartment door is not often used to store keys, it may still be accidentally locked during maintenance. By targeting hatches in high-risk areas, the anti-lockdown controller can concentrate resources on specific hardware fault detection and anti-lockdown protection. For example, for the driver's side hatch, the low-frequency antenna status during its closing process can be monitored more precisely; for cargo hatches, it can ensure that the key is not left behind after loading. This limitation avoids incompatibility issues that may arise from generic hatch type settings. For instance, with a general target hatch setting, the controller may not be able to adapt to the structural or operational differences of different hatches, thus effectively reducing the probability of key mis-locking. Therefore, this solution, based on the basic anti-lockdown control method, makes the entire anti-lockdown controller more efficient and reliable by precisely defining the target hatch, and more effectively solves the key mis-locking problem.

[0115] In one possible implementation, the preset threshold value is 2.

[0116] It should be noted that, in practical applications, the aforementioned preset threshold defines the upper limit for the controller to determine whether to continue executing the anti-lock protection action under specific conditions. Specifically, this value can be configured as a fixed constant within the system, for example, hard-coded into a specific value during the firmware programming phase of the vehicle control unit to ensure its consistency throughout the vehicle's lifecycle. Alternatively, this value can be stored as a configurable parameter in non-volatile memory, such as EEPROM or flash memory, for necessary calibration or updates during vehicle manufacturing or maintenance, but it remains at the preset fixed value during actual operation. The setting of this preset threshold directly provides a clear judgment basis for the anti-lock control logic, solving the problem of inaccurate system response or misjudgment caused by an unclear threshold.

[0117] It should be noted that this application configures a preset threshold value of 2. After hardware fault detection of the vehicle's low-frequency antenna, if the detection result indicates a hardware fault in the low-frequency antenna, the controller will update the anti-lock protection trigger count for the low-frequency antenna hardware fault in this power-on cycle. At this time, the anti-lock protection trigger count will be compared with the preset threshold 2. When the anti-lock protection trigger count is 1, since 1 is less than the preset threshold 2, the controller will execute the anti-lock protection action, such as prohibiting the target door from locking to prevent the vehicle key from being accidentally locked inside the vehicle. This provides a fault tolerance opportunity for occasional or transient faults, ensuring that protection is still provided when the fault is detected for the first time. However, if the fault persists and is detected again in subsequent tests, causing the anti-lock protection trigger count to reach 2, at which point the anti-lock protection trigger count is not less than the preset threshold 2, and the probability of the driver checking the vehicle and taking the key during the previous process is high, the controller will deactivate the anti-lock protection action and restore the normal door locking action. This mechanism prevents the anti-lock protection from failing to activate due to persistent malfunctions even after the user has removed the key, thus avoiding disruption to normal vehicle use. In this way, the solution ensures both the security of the key anti-lock protection and the convenience of vehicle operation, as well as the robustness of the system.

[0118] In one possible implementation, hardware fault detection of the vehicle's low-frequency antenna includes:

[0119] A fault detection trigger signal is sent to the driver chip of the low-frequency antenna. The driver chip then controls the low-frequency antenna to perform test operation and feeds back the test parameters.

[0120] Based on the matching results between the test parameters and the preset verification rules, the hardware fault detection results are output.

[0121] It should be noted that sending a fault detection trigger signal to the low-frequency antenna driver chip is intended to proactively initiate the low-frequency antenna's self-test or test mode, ensuring the proactiveness and controllability of the detection process. This trigger signal can be sent by the vehicle's controller, such as the Body Control Controller (BCM) or a dedicated keyless entry (PKE) controller, via an onboard communication bus (such as a CAN bus or LIN bus) to the low-frequency antenna driver chip. Alternatively, the controller can also send level signals or data packets to the driver chip via dedicated general-purpose input / output (GPIO) pins or serial communication interfaces (such as SPI or I2C) to trigger its internal test logic.

[0122] It should be noted that in practical applications, the driver chip controls the low-frequency antenna for testing. Its function is to simulate the low-frequency antenna's normal operating state or execute specific test sequences under controlled conditions to expose potential hardware problems. Specifically, the driver chip can control the low-frequency antenna to transmit test signals with preset frequencies, power, and waveforms. For example, it can transmit a low-frequency (LF) signal of known strength, which is then monitored by internal or external receiving circuitry. The driver chip can also control the low-frequency antenna to perform impedance matching tests, determining whether open circuits, short circuits, or performance degradation have occurred by measuring the antenna's impedance characteristics.

[0123] It should be noted that the driver chip feeds back test parameters to transmit key data generated by the low-frequency antenna during test operation to the controller, serving as a basis for diagnosing hardware faults. The driver chip can send data such as voltage, current, frequency, phase, impedance, and signal strength collected during test operation to the controller in the form of digital packets via digital communication interfaces (such as SPI, I2C, and UART). Alternatively, the driver chip can convert the test results into analog voltage or current signals via analog output pins, which the controller then acquires and quantizes using an analog-to-digital converter (ADC).

[0124] It should be noted that the above-mentioned output of hardware fault detection results based on the matching results of test parameters and preset verification rules aims to logically determine whether a low-frequency antenna has a hardware fault based on the received test parameters and pre-set standards. After receiving the test parameters, the controller can compare them with preset threshold ranges, ideal waveform templates, or characteristic values ​​stored in memory. For example, if the test signal strength is lower than a certain threshold, or the impedance value exceeds the allowable range, it is determined to be a hardware fault. The controller can also run a diagnostic algorithm that evaluates the antenna's health status based on a combination of multiple test parameters and determines whether a fault exists based on a comprehensive score.

[0125] In one possible implementation, the above-mentioned method for hardware fault detection of the vehicle's low-frequency antenna can be:

[0126] The vehicle's PKE control unit integrates a microcontroller (MCU) and connects to a low-frequency antenna driver chip via a serial peripheral interface (SPI). When the PKE control unit detects that the target door is closing via the door lock sensor, the MCU immediately sends a specific command word to the low-frequency antenna driver chip via the SPI interface; this command word serves as the fault detection trigger signal. Upon receiving this command, the low-frequency antenna driver chip enters self-test mode and controls the connected low-frequency antenna to transmit a test signal with a preset frequency and power. During this process, the driver chip monitors the antenna impedance, transmission current, and signal reflection in real time, storing these measurements as test parameters in its internal registers. Subsequently, the MCU reads these test parameters again via the SPI interface. The MCU's firmware pre-stores a series of verification rules; for example, the antenna impedance should be within a specific range (e.g., 45Ω ± 5Ω), and the transmission current should be above a specific threshold. The MCU compares the read test parameters with these preset verification rules. If any test parameter does not meet the verification rules, the MCU determines that there is a hardware fault in the low-frequency antenna and outputs the corresponding hardware fault detection result.

[0127] The vehicle key anti-mislocking control method provided in the first aspect and any implementation thereof ensures accurate identification of low-frequency antenna hardware failure at the critical moment when the vehicle door is closed through active triggering, controlled testing, and intelligent analysis. This significantly improves the decision-making accuracy and reliability of the anti-mislocking protection action, effectively avoids the risk of key mislocking caused by low-frequency antenna failure, and thus greatly improves the user experience and vehicle control reliability.

[0128] To facilitate understanding of the vehicle key anti-mislocking control method provided by the first aspect and any implementation thereof of this application, an example of a possible implementation of this application is described below:

[0129] The flowchart of the vehicle key anti-lock control method is as follows: Figure 2 As shown, the specific operation steps are as follows:

[0130] Step S201: Monitor the opening and closing status of the target hatch. Then trigger step S202.

[0131] In one possible implementation, step S201 above may be triggered when a power-off signal for the entire vehicle is detected.

[0132] Step S202: Determine whether the open / closed state indicates that the target hatch is moving towards the fully closed position. If yes, then trigger step S203; otherwise, trigger step S201.

[0133] Step S203: A fault detection trigger signal is sent to the driver chip of the low-frequency antenna. The driver chip then controls the low-frequency antenna to perform test operations and feeds back test parameters. Based on the matching result of the test parameters and preset verification rules, the hardware fault detection result is output, triggering step S204.

[0134] Step S204: Determine whether there is a hardware fault in the low-frequency antenna based on the hardware fault detection results. If yes, trigger step S205; otherwise, trigger step S206.

[0135] Step S205: Update the anti-lock protection trigger count. And trigger step S207.

[0136] Step S206: Perform the door locking action based on the interaction parameters between the low-frequency antenna and the vehicle key.

[0137] Step S207: Determine whether the anti-lock protection trigger count is less than a preset threshold. If yes, trigger step S208; otherwise, trigger step S209.

[0138] Step S208: A lock prohibition signal is sent to the door lock controller of the target hatch, so that the door lock controller controls the door lock to remain in an unlocked state in response to the lock prohibition signal, outputs an alarm signal, and sends a hatch opening signal to the drive device of the target hatch, so that the drive device drives the target hatch to open to the target angle in the hatch opening signal in response to the hatch opening signal. Step S201 is then triggered.

[0139] Step S209: Deactivate the anti-lock protection and restore normal door locking.

[0140] It should be noted that, in practical application scenarios, steps S201 and S202 are as described above. Figure 1 One possible implementation of step S101 is shown above, and steps S203 and S204 are as described above. Figure 1 One possible implementation of step S102 shown above, and step S205 is as described above. Figure 1 One possible implementation of step S103 is shown above, and steps S207 and S208 are as described above. Figure 1 One possible implementation of step S104 is shown above, and step S209 is as described above. Figure 1 One possible implementation of step S105 shown.

[0141] A second aspect of this application provides a controller, including at least one processor and a memory connected to the processor, wherein:

[0142] Memory is used to store computer programs;

[0143] The processor is used to execute a computer program to enable the controller to implement the vehicle key anti-mislocking control method as described in the first aspect of this application and any implementation thereof.

[0144] This application also provides a controller in its embodiments. (See reference...) Figure 3 The diagram illustrates a structural schematic suitable for implementing the controller in the embodiments of this application. The controller in the embodiments of this application may include, but is not limited to, ECU (Electronic Control Unit), VCU (Vehicle Control Unit), MCU (Micro Controller Unit), HCU (Hybrid Control Unit), and BCM (Body Control Module). Figure 3 The controller shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0145] like Figure 3 As shown, the controller may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 301, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 302 or a program loaded from a storage device 308 into a random access memory (RAM) 303. When the controller is powered on, the RAM 303 also stores various programs and data required for controller operation. The processing device 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.

[0146] Typically, the following devices can be connected to I / O interface 305: input devices 306 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 307 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 308 including, for example, memory cards, hard drives, etc.; and communication devices 309. Communication device 309 allows the controller to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 3 A controller with various devices is shown; however, it should be understood that implementation or possession of all the devices shown is not required. More or fewer devices may be implemented alternatively.

[0147] A third aspect of this application provides a vehicle including a controller as provided in the second aspect of this application.

[0148] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0149] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0150] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0151] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A control method for preventing accidental locking of a vehicle key, characterized in that, include: Monitor the opening and closing status of the target hatch; When the opening / closing state indicates that the target door is moving towards a fully closed position, hardware fault detection is performed on the vehicle's low-frequency antenna. If the hardware fault detection results indicate that the low-frequency antenna has a hardware fault, the anti-lock protection trigger count for this power-on cycle is counted. The anti-lock protection trigger count includes at least one of the number of low-frequency antenna fault detections and the number of times the anti-lock protection action is executed. If the anti-lock protection trigger count is less than a preset threshold, the anti-lock protection action is executed; If the anti-lock protection trigger count is not less than a preset threshold, the anti-lock protection action is released, and the normal door locking action is restored.

2. The control method for preventing accidental locking of vehicle keys according to claim 1, characterized in that, The execution of the anti-lock protection action includes: Send a lock prohibition signal to the lock controller of the target door, so that the lock controller controls the door lock to remain in an unlocked state in response to the lock prohibition signal; Output alarm signal.

3. The control method for preventing accidental locking of vehicle keys according to claim 2, characterized in that, The execution of the anti-lock protection action also includes: Send a hatch opening signal to the drive device of the target hatch, so that the drive device responds to the hatch opening signal and drives the target hatch to open to the target angle in the hatch opening signal.

4. The control method for preventing accidental locking of vehicle keys according to any one of claims 1 to 3, characterized in that, The vehicle key anti-accidental locking control method further includes: Upon detecting the first power-on signal after the vehicle is powered down, the anti-lock protection trigger count is reset to zero.

5. The control method for preventing accidental locking of vehicle keys according to claim 1, characterized in that, Also includes: If the hardware fault detection result indicates that the low-frequency antenna does not have the hardware fault, the door locking action is performed based on the interaction parameters between the low-frequency antenna and the vehicle key.

6. The control method for preventing accidental locking of a vehicle key according to any one of claims 1 to 3, characterized in that, The target hatch includes one of the following: the driver's side hatch, the cargo hatch, and the engine compartment hatch.

7. The control method for preventing accidental locking of vehicle keys according to claim 1, characterized in that, The value of the preset threshold is 2.

8. The control method for preventing accidental locking of vehicle keys according to claim 1, characterized in that, The hardware fault detection of the vehicle's low-frequency antenna includes: A fault detection trigger signal is sent to the driver chip of the low-frequency antenna. Subsequently, the driver chip controls the low-frequency antenna to perform test operation and feeds back test parameters. Based on the matching result between the test parameters and the preset verification rules, the hardware fault detection result is output.

9. A controller, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the controller can implement the vehicle key anti-mislocking control method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, include: The controller as described in claim 9.

Images