Anti-pinch control method and device, electronic equipment and storage medium

Abstract

The application relates to a pinch prevention control method and device, electronic equipment and a storage medium, wherein the method comprises the following steps: acquiring a vehicle body linear acceleration and a vehicle body angular velocity collected by an acceleration sensor; acquiring a relative position between the acceleration sensor and a display screen rotation shaft point, and converting the vehicle body linear acceleration into a rotation shaft point linear acceleration according to the relative position and the vehicle body angular velocity; calculating an interference torque according to the rotation shaft point linear acceleration, wherein the interference torque is used for representing the interference degree of the vehicle body motion state on the pinch prevention judgment; comparing the interference torque with a preset torque threshold value, and selecting a target pinch prevention mode according to the comparison result; and performing pinch prevention control according to the target pinch prevention mode. The application avoids the problem that the vehicle body acceleration causes the pinch prevention function to be mis-triggered or missed detection, and improves the accuracy of the pinch prevention control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to an anti-pinch control method, device, electronic device and storage medium. Background Technology

[0002] With the development of intelligent automotive cockpits, rotatable or foldable in-vehicle displays are becoming increasingly popular due to their ability to provide flexible human-machine interaction. To ensure the safety of drivers and passengers, these displays typically integrate anti-pinch functions during movement. Improving the accuracy of anti-pinch measures has become a key research challenge. Summary of the Invention

[0003] This application provides an anti-pinch control method, device, electronic device, and storage medium, which can avoid the technical problem of false triggering or missed detection of the anti-pinch function caused by vehicle acceleration, thereby improving the accuracy of anti-pinch control.

[0004] According to one aspect of the embodiments of this application, this application provides an anti-pinch control method, including: acquiring the vehicle body linear acceleration and vehicle body angular velocity collected by an acceleration sensor; acquiring the relative position of the acceleration sensor and the pivot point of the display screen, and converting the vehicle body linear acceleration into pivot point linear acceleration based on the relative position and the vehicle body angular velocity; calculating the interference torque based on the pivot point linear acceleration, wherein the interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment; comparing the interference torque with a preset torque threshold, and selecting a target anti-pinch mode based on the comparison result; and performing anti-pinch control according to the target anti-pinch mode.

[0005] According to another aspect of the embodiments of this application, this application provides an anti-pinch control device, including: an acquisition module, used to acquire the vehicle body linear acceleration and vehicle body angular velocity collected by an acceleration sensor; a conversion module, used to acquire the relative position of the acceleration sensor and the pivot point of the display screen, and convert the vehicle body linear acceleration into pivot point linear acceleration based on the relative position and the vehicle body angular velocity; a calculation module, used to calculate the interference torque based on the pivot point linear acceleration, wherein the interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment; a comparison module, used to compare the interference torque with a preset torque threshold, and select a target anti-pinch mode based on the comparison result; and a control module, used to perform anti-pinch control according to the target anti-pinch mode.

[0006] According to another aspect of the embodiments of this application, this application provides an electronic device, including a memory, a processor, a communication interface and a communication bus. The memory stores a computer program that can run on the processor. The memory and the processor communicate with each other through the communication bus and the communication interface. When the processor executes the computer program, it implements the steps of the above method.

[0007] According to another aspect of the embodiments of this application, this application also provides a computer-readable storage medium including a computer program that, when loaded by a processor, performs the above-described method.

[0008] Compared with related technologies, the technical solutions provided in this application have the following advantages: This application provides an anti-pinch control method, comprising: acquiring the vehicle body linear acceleration and vehicle body angular velocity collected by an acceleration sensor; acquiring the relative position of the acceleration sensor and the pivot point of the display screen, and converting the vehicle body linear acceleration into pivot point linear acceleration based on the relative position and the vehicle body angular velocity; calculating the interference torque based on the pivot point linear acceleration, wherein the interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment; comparing the interference torque with a preset torque threshold, and selecting a target anti-pinch mode based on the comparison result; and performing anti-pinch control according to the target anti-pinch mode. The vehicle body acceleration signal, which originally interferes with the anti-pinch judgment, is converted into a quantifiable interference torque through coordinate transformation and physical calculation, and used as the basis for selecting the anti-pinch mode. This achieves active identification of vehicle body acceleration interference, avoids the problem of false triggering or missed detection of the anti-pinch function due to vehicle body acceleration, and improves the accuracy of anti-pinch control. Attached Figure Description

[0009] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0010] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a flowchart of an optional anti-pinch control method provided according to an embodiment of this application; Figure 2 This is a schematic diagram comparing an optional interference torque with an anti-pinch torque threshold according to an embodiment of this application; Figure 3 A flowchart illustrating an optional quick anti-pinch mode provided according to an embodiment of this application; Figure 4 This is a schematic diagram of an optional anti-pinch threshold for a segmented angle current loop provided according to an embodiment of this application; Figure 5 This is a general architecture diagram of an optional anti-pinch control system provided according to an embodiment of this application; Figure 6This is a flowchart illustrating an optional anti-pinch strategy based on dynamic acceleration compensation provided according to an embodiment of this application. Figure 7 This is a block diagram of an optional anti-pinch control device provided according to an embodiment of this application; Figure 8 This is a schematic diagram of an optional electronic device structure provided in an embodiment of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0013] In the following description, the use of suffixes such as "module," "part," or "unit" to denote elements is solely for the purpose of illustration and has no specific meaning in itself. Therefore, "module" and "part" may be used interchangeably.

[0014] With the development of intelligent automotive cockpits, rotatable or foldable in-vehicle displays are becoming increasingly popular due to their ability to provide flexible human-machine interaction. To ensure the safety of drivers and passengers, these displays typically integrate anti-pinch functions during movement. Improving the accuracy of anti-pinch measures has become a key research challenge.

[0015] Currently, common anti-pinch control methods mainly rely on the current detection of the drive motor. That is, when the display screen encounters an obstacle during the unfolding or closing process, the motor load increases, causing the current to rise. Based on this, the controller determines that a pinching event has occurred and controls the motor to stop or reverse.

[0016] However, in real-world driving environments, anti-pinch strategies based solely on motor current have significant drawbacks. When a vehicle travels on bumpy roads, accelerates rapidly, or decelerates abruptly, the vehicle body experiences substantial acceleration. This acceleration is transmitted through the vehicle structure to the transmission mechanism of the onboard display, causing instantaneous fluctuations in the motor load and resulting in transient changes in current. Current anti-pinch algorithms cannot effectively distinguish whether this current change is caused by a real obstacle or by vehicle acceleration interference, leading to false triggers or missed anti-pinch attempts.

[0017] Therefore, how to distinguish between actual clamping and vehicle acceleration interference in order to avoid false triggering and missed detection of the anti-pinch function and improve the accuracy of anti-pinch control has become a problem to be solved.

[0018] To address the problems mentioned in the background art, according to one aspect of an embodiment of this application, an anti-pinch control method is provided, such as... Figure 1 As shown, it includes: Step 101: Obtain the linear acceleration and angular velocity of the vehicle body collected by the acceleration sensor.

[0019] This application applies to scenarios where the vehicle-mounted display screen unfolds or closes while the vehicle is in motion, and is particularly suitable for anti-pinch control when the vehicle is traveling on bumpy roads or under conditions of rapid acceleration or deceleration. Specifically, when a user operates the vehicle-mounted display screen, if the vehicle is also in motion, the acceleration generated by the vehicle body may interfere with the anti-pinch judgment. This embodiment can accurately distinguish between acceleration interference and actual clamping in the above scenarios.

[0020] Accelerometers installed on the vehicle body collect the linear acceleration and angular velocity of the vehicle body in real time, and send the collected data to the controller. The linear acceleration is a three-dimensional acceleration, corresponding to the X, Y, and Z axes respectively; the angular velocity is a three-dimensional angular velocity, corresponding to the rotational angular velocity about the X, Y, and Z axes respectively. In this application, the X-axis points in the direction of vehicle movement, the Y-axis points laterally, and the Z-axis points vertically.

[0021] Step 102: Obtain the relative position of the acceleration sensor and the pivot point of the display screen, and convert the linear acceleration of the vehicle body into the linear acceleration of the pivot point based on the relative position and the angular velocity of the vehicle body.

[0022] As an optional embodiment, the linear acceleration of the vehicle body is converted into the linear acceleration of the pivot point based on the relative position and the vehicle body angular velocity, including: performing differential calculation on the vehicle body angular velocity to obtain the vehicle body angular acceleration; and calculating the linear acceleration of the pivot point based on the linear acceleration of the vehicle body, the vehicle body angular velocity, the vehicle body angular acceleration and the relative position.

[0023] Because the accelerometer is mounted on the vehicle body, the linear acceleration it collects reflects the motion state at the sensor mounting point, not the motion state at the display screen's pivot point. However, during the display screen's movement, the actual force point of its transmission mechanism is located at the pivot point. Therefore, it is necessary to convert the acceleration from the sensor mounting point to the display screen's pivot point in order to accurately calculate the interference of acceleration on the anti-pinch detection.

[0024] Specifically, the three-dimensional vehicle body angular velocity includes the angular velocity about the X-axis. angular velocity about the Y-axis angular velocity about the Z-axis .

[0025] Angular acceleration is calculated using the central difference method. This means calculating the angular velocity values ​​from one sampling time before and after the current time. Taking the vehicle's angular acceleration around the X-axis as an example, the vehicle's angular acceleration (denoted as...) The specific calculation formula is as follows: , in, Indicates the current time The angular velocity at the next moment, This represents the angular velocity of the previous instant before the current instant. This represents a sampling interval. Similarly, the angular acceleration about the Y-axis and about the Z-axis can be calculated. , .

[0026] The accelerometer sensor is mounted at a fixed location on the vehicle body, with coordinates (x0, y0, z0). The pivot point of the vehicle display screen refers to the center of rotation of the display screen around its axis, with coordinates P(x, y, z). The relative position is obtained by calculating the differences between the pivot point coordinates and the accelerometer sensor mounting point coordinates in each direction, represented by the vector: The relative position reflects the spatial relationship between the accelerometer mounting point and the display screen's pivot point.

[0027] The accelerometer simultaneously collects the acceleration signal along the vehicle's lines, denoted as... Including X-axis acceleration Y-axis acceleration Z-axis acceleration By substituting the linear acceleration, angular acceleration, relative position, and angular velocity of the vehicle body into the rigid body kinematics coordinate transformation formula, the linear acceleration at the pivot point of the display screen can be calculated. The specific calculation formula is as follows: .

[0028] The linear acceleration in the X direction at the pivot point can be obtained as follows: , The linear acceleration in the Z direction at the pivot point is: , in, , , , + .

[0029] The above conversion is based on the principles of rigid body kinematics, which state that when a vehicle is in motion, the linear acceleration at the pivot point is composed of three superimposed components: the first component is the linear acceleration of the vehicle body at the accelerometer sensor mounting point, reflecting the translational motion of the vehicle body; the second component is the tangential acceleration caused by angular acceleration, reflecting the influence of the rate of change of the vehicle body's rotational motion on the pivot point; and the third component is the centripetal acceleration caused by angular velocity, reflecting the centripetal effect of the vehicle body's rotational motion on the pivot point. By vector superimposing these three components, the linear acceleration at the pivot point can be accurately obtained.

[0030] Compared to directly using the measured acceleration at the accelerometer mounting point, this embodiment eliminates the measurement error caused by the difference in position between the accelerometer mounting point and the display screen pivot point through coordinate transformation, improves the calculation accuracy of the interference torque, and thus enhances the accuracy of the anti-pinch judgment.

[0031] This embodiment calculates angular acceleration by differentially analyzing the vehicle body angular velocity and performs coordinate transformation based on the relative position. This allows the linear acceleration measured at the acceleration sensor mounting point to be accurately compensated to the display screen pivot point, so that the subsequently calculated interference torque can truly reflect the actual effect of the vehicle body acceleration at the display screen pivot point.

[0032] Step 103: Calculate the interference torque based on the point-line acceleration of the pivot axis. The interference torque is used to characterize the degree of interference of the vehicle's motion state on the anti-pinch judgment.

[0033] When a vehicle is driving on a bumpy road or undergoes rapid acceleration or deceleration, the acceleration generated by the vehicle body is transmitted to the transmission mechanism of the display screen through the vehicle body structure, generating an additional inertial force at the display screen's pivot point. This inertial force acts on the center of mass of the display screen, forming an inertial torque relative to the pivot point. This inertial torque is the disturbance torque, which physically means the additional torque generated at the display screen's pivot point by the vehicle body acceleration.

[0034] The linear acceleration of the pivot point obtained through coordinate transformation calculation It is a vector containing three directional components, including acceleration in the X direction. Y-axis acceleration and Z-axis acceleration The X-axis component represents the acceleration along the vehicle's forward direction at the display's pivot point, while the Z-axis component represents the acceleration along the vehicle's vertical (upward) direction at the display's pivot point.

[0035] The equivalent mass *m* of a vehicle-mounted display screen refers to the overall mass of the moving parts of the display screen, which can be obtained through design values ​​or bench weighing measurements. The lever arm *d* from the center of mass of the display screen to its axis of rotation refers to the vertical distance between the center of mass of the display screen and its axis of rotation, which can be determined through the structural design of the display screen and is a pre-calibrated fixed value.

[0036] The components of the linear acceleration in the X and Z directions of the pivot point, the equivalent mass m of the vehicle display screen, and the unfolding angle are considered. Substituting the lever arm d into the mechanical formula, the disturbance torque Ta is calculated. The specific calculation formula is as follows: , in, Indicates in At any given time, the display screen is at its unfolded angle. Interference torque at that time.

[0037] This embodiment transforms the abstract vehicle body acceleration signal into a disturbance torque value with clear physical meaning by substituting the pivot point acceleration, the equivalent mass of the display screen, the unfolding angle, and the lever arm into mechanical formulas. This disturbance torque can quantitatively characterize the degree of interference of the vehicle body's motion state on the anti-pinch judgment, enabling the system to objectively and quantitatively assess the current interference level and providing an accurate basis for the subsequent selection of dual-mode anti-pinch strategies.

[0038] Compared to directly using acceleration thresholds for judgment, this embodiment combines acceleration with the inherent physical parameters of the display screen through torque calculation, eliminating the influence of differences in mass or lever arm between different display screens, and improving the accuracy and universality of interference assessment.

[0039] Step 104: Compare the interference torque with the preset torque threshold, and select the target anti-pinch mode based on the comparison result.

[0040] As an optional embodiment, selecting a target anti-pinch mode based on the comparison result includes: when the comparison result indicates that the interference torque is less than or equal to the torque threshold, selecting a fast anti-pinch mode as the target anti-pinch mode; when the comparison result indicates that the interference torque is greater than the torque threshold, selecting a delayed anti-pinch mode as the target anti-pinch mode, wherein the response time of the fast anti-pinch mode is shorter than the response time of the delayed anti-pinch mode.

[0041] The calculated interference torque is compared with the preset anti-pinch torque threshold, which is a value preset according to the calibration test. It is used to determine whether the interference of the current vehicle acceleration on the anti-pinch judgment exceeds the acceptable range. The value of the anti-pinch torque threshold can be 1.2 N·m.

[0042] If the interference torque is less than or equal to the preset anti-pinch torque threshold, it indicates that the current vehicle acceleration has little interference with the anti-pinch judgment. In this case, the fast anti-pinch mode is selected as the target anti-pinch mode. In the fast anti-pinch mode, a fast judgment logic based on the current loop and acceleration loop is used, and the response time can be 20 to 30 milliseconds.

[0043] If the interference torque exceeds the preset anti-pinch torque threshold, it indicates that the current vehicle acceleration significantly interferes with the anti-pinch judgment. In this case, the delayed anti-pinch mode is selected as the target anti-pinch mode. In the delayed anti-pinch mode, a preset delay confirmation window is used. The response time of the fast anti-pinch mode is shorter than that of the delayed anti-pinch mode.

[0044] Figure 2 A comparative diagram of the interference torque and anti-pinch torque threshold provided in this application is shown in the figure. The horizontal axis represents the display screen unfolding angle, and the vertical axis represents the torque. The solid line in the figure represents the acceleration torque. This refers to the interference torque, which varies with the display screen's unfolding angle. It characterizes the degree to which vehicle acceleration interferes with the anti-pinch detection at different unfolding angles. At the worst point, the acceleration torque far exceeds the (anti-pinch) torque threshold, indicating that the vehicle acceleration's interference with the anti-pinch detection is most severe at this angle. Near this angle, a delayed confirmation mechanism is needed to filter interference and avoid false triggering of the anti-pinch mechanism. The dashed line in the figure represents the (anti-pinch) torque threshold Tpinch, which is a preset fixed value. In the false anti-pinch mode area, when the acceleration torque... When the torque exceeds the anti-pinch threshold Tpinch, the system enters the false anti-pinch mode (corresponding to the delayed anti-pinch mode of this application). In this mode, the system starts a delayed confirmation window with a duration of 200 milliseconds. The monitoring results within the window determine whether anti-pinch is triggered to avoid false triggering of anti-pinch. In the normal anti-pinch mode area, the system enters the normal anti-pinch mode (corresponding to the fast anti-pinch mode of this application), using the fast response judgment logic of the current loop acceleration loop.

[0045] This embodiment compares the interference torque with a preset anti-pinch torque threshold and dynamically selects either a fast anti-pinch mode or a delayed anti-pinch mode based on the comparison result, achieving adaptive adjustment of the anti-pinch judgment strategy to the vehicle's motion state. When acceleration interference is low, the fast anti-pinch mode is used to ensure the rapid response capability of the anti-pinch function; when acceleration interference is high, the delayed anti-pinch mode is used, filtering short-term acceleration impacts through a delayed confirmation window to avoid false triggering caused by bumpy roads. The automatic switching between the two modes allows the system to balance rapid response and anti-interference capability without passively increasing the anti-pinch force threshold, thereby simultaneously reducing the risk of false triggering and missed detection.

[0046] Step 105: Perform anti-pinch control according to the target anti-pinch mode.

[0047] As an optional embodiment, the delayed anti-pinch mode includes a delayed confirmation window. When the target anti-pinch mode is the delayed anti-pinch mode, anti-pinch control is performed according to the target anti-pinch mode, including: setting the delay duration corresponding to the delayed confirmation window; monitoring whether the interference torque is greater than the torque threshold within the delayed confirmation window; in response to the interference torque being less than or equal to the torque threshold being detected within the delayed confirmation window, determining that an interference event has occurred and not performing anti-pinch control; in response to the duration of the interference torque being greater than the torque threshold exceeding the delayed duration, performing anti-pinch control according to the fast anti-pinch mode.

[0048] In delayed anti-pinch mode, it has been determined that the current vehicle body acceleration interference is significant, and the current fluctuation of the drive motor may be caused by acceleration interference rather than actual obstacle clamping. However, based solely on the information that the current interference torque is greater than the anti-pinch torque threshold, it is not possible to distinguish whether the interference is a short-term acceleration impact (such as a single road bump) or a continuous acceleration effect (such as continuous road bumps or actual clamping). Therefore, when delayed anti-pinch mode is selected, a delay timer is started, and the delay duration of the delay confirmation window is set, which can be preset to 200 milliseconds.

[0049] Within the delayed confirmation window, the comparison result between the interference torque and the torque threshold is continuously monitored, that is, it is determined in real time whether the interference torque is still greater than the anti-pinch torque threshold or has fallen back to less than or equal to the anti-pinch torque threshold.

[0050] If the interference torque falls back to less than or equal to the anti-pinch torque threshold within the delay confirmation window, it indicates that the acceleration interference causing the current fluctuation has disappeared. This current fluctuation is an interference event caused by a short-term acceleration impact, not a real clamping. At this time, it is determined that an interference event has occurred, and the anti-pinch action is not triggered. The vehicle display continues to move normally.

[0051] If the duration of the interference torque exceeding the anti-pinch torque threshold exceeds the delay time of the delay confirmation window, it is necessary to switch to the fast anti-pinch mode and use the fast anti-pinch mode for anti-pinch control.

[0052] This embodiment can effectively distinguish between short-term acceleration impact and continuous clamping events by continuously monitoring whether the interference torque falls below the anti-pinch torque threshold within the delay confirmation window. If it falls below the anti-pinch torque threshold within the delay confirmation window, it is determined to be an interference event and the anti-pinch is not triggered. If the interference torque continues to exceed the limit within the delay confirmation window, the fast anti-pinch mode needs to be enabled for anti-pinch control to ensure user safety.

[0053] As an optional embodiment, when the target anti-pinch mode is the fast anti-pinch mode, anti-pinch control is performed according to the target anti-pinch mode, including: acquiring the anti-pinch threshold current corresponding to the unfolding angle of the vehicle display screen, and monitoring the actual current of the motor; when the actual current is greater than the anti-pinch threshold current, the actual current is limited to the current limiting threshold through pulse width modulation operation, and the changing trend of the actual speed of the motor is monitored, wherein the current limiting threshold is a current value determined according to the operating state of the motor; when the changing trend is that the actual speed continues to drop to the target value, it is determined that a clamping event has occurred, and the anti-pinch operation is triggered; when the changing trend is that the actual speed does not continue to drop to the target value, it is determined that an interference event has occurred, and no anti-pinch control is performed.

[0054] In the rapid anti-pinch mode, the current acceleration interference has been determined to be relatively small, so a rapid judgment logic combining a current loop and a speed loop can be used. The basic principle of the current loop judgment is: when the vehicle display encounters an obstacle during the unfolding or closing process, the load torque of the drive motor increases, leading to an increase in the actual current. However, the condition of current exceeding the limit alone cannot distinguish between real clamping and transient interference. Therefore, the system introduces a speed loop as an auxiliary judgment criterion: in a real clamping event, the obstacle physically obstructs the movement of the display, causing the drive motor speed to continuously decrease until it approaches zero; while transient interference does not actually hinder motor rotation, so the speed does not continuously decrease. By monitoring the trend of speed change, it is possible to effectively distinguish between real clamping and interference events.

[0055] The corresponding anti-pinch threshold current is determined based on the current unfolding angle of the display screen. Different calculation strategies are required depending on the angle range of the display screen.

[0056] The actual current of the drive motor is collected in real time and compared with the anti-pinch threshold current to determine whether the actual current exceeds the anti-pinch threshold current.

[0057] When the actual current of the drive motor exceeds the anti-pinch threshold current, pulse width modulation (PWM) current limiting is immediately executed to limit the actual current of the drive motor within the current limiting threshold. Simultaneously, the actual speed of the drive motor is acquired in real time via a Hall sensor, and the trend of this speed change is monitored to determine whether the speed continues to decrease.

[0058] The calculation method for the current limiting threshold includes: First, under the condition of uniform speed operation of the vehicle display screen, the current value of the drive motor is measured by the current detection circuit. This current value reflects the drive current required for the display screen to overcome its own weight torque and the friction torque of the transmission mechanism at the current unfolding angle. Second, according to the current-torque characteristic curve of the drive motor, the current current value is converted into the corresponding motor output torque, denoted as N. This characteristic curve is an inherent property of the drive motor and describes the output torque relationship of the motor under different currents. Then, the target anti-pinch force Fpinch and the transmission ratio i of the transmission mechanism under the current working condition are obtained, and the motor end torque increment corresponding to the anti-pinch force is calculated, i.e., Fpinch / i. Add the current motor output torque N to the torque increment to obtain the total torque value after adding the target anti-pinch force to the current load. Then, use the total torque value to look up the corresponding current value through the motor characteristic curve, denoted as (N + Fpinch / i). Finally, take the minimum value between the calculated current value (N + Fpinch / i) ​​and the preset safety limit C as the current limiting threshold, i.e., current limiting threshold = min(N + Fpinch / i, C). The safety limit C is used to prevent the display screen from becoming unresponsive due to excessively low current after current limiting.

[0059] The current limiting threshold means that, while ensuring that the display screen can continue to move, the driving current is limited to the current level corresponding to the target anti-pinch force.

[0060] The target value is a positive value that approaches 0 infinitely. When the actual speed drops to the target value, it means that the actual speed drops to close to 0.

[0061] When the actual rotational speed continues to drop to near 0, it indicates that the drive motor has been stuck by an obstacle and cannot continue to rotate. At this time, it is determined that a clamping event has occurred, and the anti-pinch operation is triggered to control the drive motor to reverse and retract.

[0062] If the actual speed does not continuously decrease to near zero, it indicates that the drive motor is not stuck. The actual current over-limit is caused by transient interference (such as short-term impact) and is not a real clamping. At this time, the system judges it as an interference event and does not trigger the anti-pinch operation.

[0063] This embodiment combines a current loop and a speed loop to achieve a balance between rapid response and accurate judgment in the fast anti-pinch mode. The current loop is responsible for real-time monitoring of current over-limit and immediate current limiting; the speed loop is responsible for using the speed change trend to help determine the event type and avoid misjudging transient interference as a clamping event.

[0064] Figure 3 The flowchart of the quick anti-pinch mode provided in this application is shown in the figure. The quick anti-pinch mode includes the following execution steps: Step 1: The system starts running, and the display screen is running at a constant speed.

[0065] Step 2: Measure the current of the drive motor while it is running at a constant speed.

[0066] Step 3: Based on the current current, check the motor curve to obtain the corresponding output torque.

[0067] Step 4: Calculate the anti-pinch threshold current. Select the threshold strategy based on the angle segment: when the unfolding angle is in a small angle range (e.g., 0 degrees to 45 degrees), use a fixed threshold; when the unfolding angle is in a large angle range (e.g., 45 degrees to 120 degrees), use an adaptive threshold.

[0068] Step 5: Monitor the actual current of the drive motor in real time.

[0069] Step 6: Determine if the actual current is greater than the anti-pinch threshold current. If the result is no, return to step 5 to continue monitoring; if the result is yes, proceed to step 7.

[0070] Step 7: If the actual current is greater than the anti-pinch threshold current, perform PWM current limiting operation to limit the actual current within the current limiting threshold, while monitoring the actual speed of the drive motor.

[0071] Step 8: Determine if the actual rotational speed continues to drop to near zero. If the result is yes, it is determined to be a genuine anti-pinch event, triggering the motor to reverse; if the result is no, it is determined to be an interference event, increasing the current to continue driving the display screen to perform the current opening or closing movement.

[0072] Step 9, End.

[0073] As an optional embodiment, obtaining the anti-pinch threshold current corresponding to the unfolding angle of the vehicle display screen includes: determining the angle range in which the unfolding angle of the vehicle display screen is located, wherein the angle range includes a first angle range and a second angle range, and the maximum value of the first angle range is less than the minimum value of the second angle range; when the unfolding angle is in the first angle range, using a fixed threshold as the anti-pinch threshold current, and when the unfolding angle is in the second angle range, using an adaptive threshold as the anti-pinch threshold current, wherein the adaptive threshold is dynamically adjusted as the unfolding angle changes.

[0074] Obtain the current unfolded angle of the display screen and determine the angle range it falls within. The angle range includes a first angle range (i.e., the small angle region) and a second angle range (i.e., the large angle region). For example, the first angle range is 0 degrees to 45 degrees, and the second angle range is 45 degrees to 120 degrees, but the specific numerical range can be determined based on the actual calibration results.

[0075] When the current unfolded angle of the display screen is within the first angle range, a fixed threshold is used as the anti-pinch threshold current for the current loop anti-pinch judgment. This fixed threshold does not change with the unfolded angle and remains a fixed value. The fixed threshold is denoted as... Take the motor terminal current corresponding to the maximum anti-pinch force. Motor terminal current corresponding to the human pain threshold The minimum value in, i.e. .

[0076] Motor terminal current corresponding to maximum anti-pinch force This refers to the current value at the drive motor terminal when the anti-pinch force reaches the maximum allowable value (e.g., 100N).

[0077] Motor terminal current corresponding to human pain threshold This refers to the current value on the drive motor when the clamping force of the display reaches the critical force value at which the human body begins to feel pain. This critical force value is obtained through bench testing, for example, by using subjective pain feedback from different subjects during clamping force testing. In this application, the motor terminal current corresponding to the human pain threshold is used as the absolute upper limit of the anti-pinch threshold current, ensuring that the maximum clamping force triggered by anti-pinch under any working condition does not exceed the human pain threshold.

[0078] The risk of pinching and the force characteristics of a display screen vary significantly at different unfolding angles. When the display screen is in a small angle range, it is close to a closed position. If a pinching event occurs at this time, the pinching point is usually located between a small object such as a finger and the edge of the screen or the casing, resulting in a high risk of pinching injury and requiring the highest anti-pinch sensitivity. Therefore, a fixed threshold is used in this angle range. This threshold is directly taken as the minimum value between the motor terminal current corresponding to the maximum anti-pinch force and the motor terminal current corresponding to the human pain threshold, and it does not change with the angle. This ensures that the anti-pinch trigger threshold is always at the highest sensitivity level in the small angle range, regardless of the specific position of the screen.

[0079] As an optional embodiment, the method further includes determining the adaptive threshold in the following manner: obtaining a reference current when the vehicle display screen moves at a constant speed at the current unfolding angle, and obtaining a current increment corresponding to the target anti-pinch force, wherein the target anti-pinch force is a clamping force preset by the system to trigger anti-pinch protection; adding the reference current and the current increment to obtain a first current value; obtaining a second current value corresponding to a human pain threshold; and determining the minimum value between the first current value and the second current value as the adaptive threshold.

[0080] When the current unfolding angle of the vehicle display screen is within the second angle range, an adaptive threshold is used as the anti-pinch threshold current for the current loop anti-pinch judgment. The adaptive threshold is denoted as... Take the reference current at the current angle. Motor terminal current increment corresponding to the target anti-pinch force The sum of these values, plus the minimum value of the second current value corresponding to the human pain threshold, is taken as the second current value, which is the motor terminal current mentioned above that corresponds to the maximum anti-pinch force. , .

[0081] The reference current is the motor terminal current when the display screen moves at a constant speed at the current deployment angle. It includes a gravity compensation component to overcome the weight of the display screen and a friction compensation component to overcome the resistance of the transmission mechanism, and it is dynamically adjusted with changes in the deployment angle. The increment of the motor terminal current corresponding to the target anti-pinch force... This refers to the increase in motor terminal current required to achieve the target anti-pinch force (e.g., 60N).

[0082] The target anti-pinch force is different from the maximum anti-pinch force mentioned above. The maximum anti-pinch force is the upper limit of the clamping force that can be reached. Exceeding this value may cause harm to the human body. Both can be calibrated separately through bench tests.

[0083] Figure 4 The diagram illustrates the anti-pinch threshold of the angle-divided current loop provided in this application. The horizontal axis represents the display screen's unfolding angle, and the vertical axis represents the anti-pinch threshold current. Within a small angle range (e.g., 0 to 45 degrees), a fixed threshold is used as the anti-pinch threshold current, and its value does not change with the unfolding angle. A lower fixed threshold corresponds to a smaller angle range, indicating higher anti-pinch sensitivity within that angle range. Within a large angle range (e.g., 45 to 120 degrees), an adaptive threshold is used as the anti-pinch threshold current. The adaptive threshold dynamically adjusts with the unfolding angle, specifically increasing as the unfolding angle increases and decreasing as the unfolding angle decreases. The reference current in the diagram changes with the unfolding angle, including gravity compensation and friction compensation components. Specifically, the reference current increases as the unfolding angle increases and decreases as the unfolding angle decreases.

[0084] When the display screen is at a large angle, it is already significantly extended. In this case, the clamping point is typically located between the screen and surrounding components, with a larger gap, thus reducing the risk of pinching injury. Simultaneously, the component of the vehicle display screen's weight in the direction of motion varies at different angles, causing the reference current required for uniform motion to change with the angle. Therefore, an adaptive threshold is used within this angle range. The reference current at the current angle is used as a benchmark, plus a fixed current increment corresponding to the anti-pinch force. This allows the benchmark for anti-pinch judgment to dynamically adjust with the angle while maintaining a constant anti-pinch force increment.

[0085] This embodiment divides the unfolding angle of the display screen into two intervals and adopts different anti-pinch threshold current calculation strategies in different intervals. This achieves adaptive matching between anti-pinch sensitivity and usage scenarios, taking into account both the high sensitivity requirements at small angles and the adaptability requirements at large angles, thereby improving the safety of anti-pinch control and user experience.

[0086] As an optional embodiment, after determining that an interference event has occurred, the method further includes: releasing the pulse width modulation operation on the motor to control the vehicle display screen to perform an unfolding or closing movement.

[0087] When the current event is determined to be an interference event in fast anti-pinch mode, the pulse width modulation current limiting operation previously performed on the drive motor is released. The pulse width modulation current limiting operation is initiated when the actual current of the motor exceeds the anti-pinch threshold current, and is used to limit the actual current of the drive motor within a safe range. After the current limiting operation is released, the output current of the drive motor returns to the normal drive current value.

[0088] Since the determination result is an interference event rather than a real clamping event, there are no obstacles to avoid on the movement path of the display screen. Therefore, there is no need to stop or reverse, and the user-initiated unfolding or closing command should continue to be executed.

[0089] This embodiment removes the pulse width modulation current limiting operation after an interference event is detected, allowing the drive motor to return to normal driving mode. This avoids the problem of the display screen's movement being obstructed or its speed slowed down due to the current limiting operation. It ensures that even if a momentary interference causes the current to exceed the limit but there is no actual obstacle, the display screen can continue to complete the user-initiated opening or closing movement without being affected, improving the usability of the anti-pinch function and the user experience.

[0090] Figure 5 A general architecture diagram of an anti-pinch control system provided in this application embodiment is shown in the figure. The system includes: ABM (Acceleration Sensor Module) is an integrated IMU (Inertial Measurement Unit) mounted on the vehicle body to collect linear acceleration and angular velocity signals of the vehicle body in real time.

[0091] The acceleration sensor module is connected to the ZCM_R (Zone Control Module Rear) via a CAN (Controller Area Network) bus, with a communication cycle of 2ms. The acceleration sensor module transmits the acquired acceleration and angular velocity signals to the body domain controller via this CAN bus.

[0092] The vehicle body domain controller connects to the ZCM_FR (Zone Control Module Front) via internal routing to forward received acceleration and angular velocity signals to the front domain controller.

[0093] The front-end domain controller is the core processing unit of the system, used to run the acceleration dynamic compensation algorithm, including acceleration coordinate transformation, disturbance torque calculation and anti-pinch mode selection and other processing logic.

[0094] The front-end domain controller connects to the actuators via a LIN (Local Interconnect Network) bus, with a communication cycle of 30ms. The front-end domain controller sends processed control commands to the actuators via this LIN bus.

[0095] The actuator integrates a drive motor and a Hall sensor to perform current loop and speed loop anti-pinch detection according to the received control commands, and to perform corresponding anti-pinch actions, including stopping the motor, reversing back, or continuing to advance.

[0096] Figure 6 This application provides a flowchart illustrating the acceleration-based dynamic compensation anti-pinch strategy, describing the complete process of generating a false anti-pinch flag based on acceleration prediction, combining current loop threshold and velocity loop assistance for comprehensive decision-making, and ultimately selecting either the false anti-pinch mode or the fast response mode to trigger the anti-pinch mechanism. Specifically, it includes: Step 1: The front-end domain controller ZCM_FR performs acceleration prediction and calculates the disturbance torque Ta over the entire angular range.

[0097] Step 2: Compare the calculated interference torque Ta with the preset anti-pinch torque threshold Tpinch. If Ta is greater than Tpinch, set the false anti-pinch flag to 1; if Ta is less than or equal to Tpinch, set the false anti-pinch flag to 0.

[0098] Step 3: The actuator acquires the acceleration prediction result (including the anti-pinch flag), the current loop threshold (including the anti-pinch threshold current calculated by angle division), and the speed loop auxiliary information (including the Hall speed monitoring result).

[0099] Step 4: The actuator makes a comprehensive decision based on the above information. It determines whether the anti-pinch flag is 1. If the anti-pinch flag is 1, it enters the anti-pinch mode and executes step 5; if the anti-pinch flag is 0, it enters the fast response mode and executes step 6.

[0100] Step 5: In the false clamping prevention mode (i.e., delayed clamping prevention mode), a confirmation window with a 200-millisecond delay is activated. Within the window, the interference torque and drive motor current are continuously monitored, and the clamping prevention is triggered based on the monitoring results. If a real clamping event is detected, the clamping prevention action is triggered, and the motor is controlled to reverse.

[0101] Step 6: In the fast response mode (i.e. fast anti-pinch mode), a fast response logic of 20 to 30 milliseconds is used. Combined with the current loop and speed loop judgment, the anti-pinch action is triggered when the current exceeds the limit and the speed continues to drop to near zero, and the motor is controlled to reverse.

[0102] This application provides an anti-pinch control method, comprising: acquiring the vehicle body linear acceleration and vehicle body angular velocity collected by an acceleration sensor; acquiring the relative position of the acceleration sensor and the pivot point of the display screen, and converting the vehicle body linear acceleration into pivot point linear acceleration based on the relative position and the vehicle body angular velocity; calculating the interference torque based on the pivot point linear acceleration, wherein the interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment; comparing the interference torque with a preset torque threshold, and selecting a target anti-pinch mode based on the comparison result; and performing anti-pinch control according to the target anti-pinch mode. The method transforms the vehicle body acceleration signal, which originally interferes with the anti-pinch judgment, into a quantifiable interference torque through coordinate transformation and physical calculation, and uses this torque as the basis for selecting the anti-pinch mode. This achieves active identification of vehicle body acceleration interference, avoiding the problem of false triggering or missed detection of the anti-pinch function due to vehicle body acceleration, and improving the accuracy of anti-pinch control. According to another aspect of the embodiments of this application, this application provides an anti-pinch control device, such as... Figure 7 As shown, it includes: The acquisition module 701 is used to acquire the linear acceleration and angular velocity of the vehicle body collected by the acceleration sensor; The conversion module 702 is used to obtain the relative position of the acceleration sensor and the pivot point of the display screen, and convert the linear acceleration of the vehicle body into the linear acceleration of the pivot point based on the relative position and the angular velocity of the vehicle body. The calculation module 703 is used to calculate the interference torque based on the point-line acceleration of the pivot shaft. The interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment. The comparison module 704 is used to compare the interference torque with a preset torque threshold and select the target anti-pinch mode based on the comparison result. The control module 705 is used to perform anti-pinch control according to the target anti-pinch mode.

[0103] It should be noted that the acquisition module 701 in this embodiment can be used to execute step 101 in this application embodiment, the conversion module 702 in this embodiment can be used to execute step 102 in this application embodiment, the calculation module 703 in this embodiment can be used to execute step 103 in this application embodiment, the comparison module 704 in this embodiment can be used to execute step 104 in this application embodiment, and the control module 705 in this embodiment can be used to execute step 105 in this application embodiment.

[0104] It should be noted that the examples and application scenarios implemented by the above modules and corresponding steps are the same, but are not limited to the content disclosed in the above embodiments.

[0105] According to another aspect of the embodiments of this application, this application provides an electronic device, such as... Figure 8 As shown, it includes a memory 801, a processor 802, a communication interface 803, and a communication bus 804. The memory 801 stores a computer program that can run on the processor 802. The memory 801 and the processor 802 communicate through the communication interface 803 and the communication bus 804. When the processor 802 executes the computer program, it implements the steps of the above method.

[0106] The memory and processor in the aforementioned electronic devices communicate with each other via a communication bus and a communication interface. The communication bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into an address bus, a data bus, a control bus, etc.

[0107] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0108] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0109] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a computer program that, when loaded by a processor, performs the above-described method.

[0110] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0111] In specific implementation, the embodiments of this application can be referred to the above embodiments and have corresponding technical effects.

[0112] It is understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions described herein, or combinations thereof.

[0113] For software implementation, the techniques described herein can be implemented by units that perform the functions described herein. The software code can be stored in memory and executed by a processor. The memory can be implemented in the processor or external to the processor.

[0114] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0115] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0116] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0117] The units described as separate components may or may not be physically separate. 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0118] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0119] If the aforementioned function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks. It should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, 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. In the absence of further restrictions, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0120] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. 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 application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for preventing pinching, characterized in that, include: Acquire the linear acceleration and angular velocity of the vehicle body collected by the accelerometer; The relative position between the accelerometer and the pivot point of the display screen is obtained, and the linear acceleration of the vehicle body is converted into the linear acceleration of the pivot point based on the relative position and the angular velocity of the vehicle body. The interference torque is calculated based on the linear acceleration of the pivot point, wherein the interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment; The interference torque is compared with a preset torque threshold, and the target anti-pinch mode is selected based on the comparison result. Anti-pinch control is performed according to the target anti-pinch mode.

2. The method according to claim 1, characterized in that, The step of converting the linear acceleration of the vehicle body into a point-to-axis linear acceleration based on the relative position and the vehicle body angular velocity includes: The angular velocity of the vehicle body is calculated by difference to obtain the angular acceleration of the vehicle body; The linear acceleration of the pivot point is calculated based on the vehicle body linear acceleration, the vehicle body angular velocity, the vehicle body angular acceleration, and the relative position.

3. The method according to claim 1, characterized in that, The step of selecting the target anti-pinch mode based on the comparison results includes: When the comparison result indicates that the interference torque is less than or equal to the torque threshold, the fast anti-pinch mode is selected as the target anti-pinch mode. When the comparison result indicates that the interference torque is greater than the torque threshold, the delayed anti-pinch mode is selected as the target anti-pinch mode, wherein the response time of the fast anti-pinch mode is shorter than the response time of the delayed anti-pinch mode.

4. The method according to claim 3, characterized in that, The delayed anti-pinch mode includes a delayed confirmation window. When the target anti-pinch mode is the delayed anti-pinch mode, the anti-pinch control according to the target anti-pinch mode includes: Set the delay duration corresponding to the delay confirmation window; Within the delay confirmation window, monitor whether the interference torque is greater than the torque threshold. If the interference torque is detected to be less than or equal to the torque threshold within the delay confirmation window, it is determined that an interference event has occurred, and anti-pinch control is not performed. In response to the duration during which the interference torque is greater than the torque threshold exceeding the delay duration, anti-pinch control is performed according to the fast anti-pinch mode.

5. The method according to claim 3, characterized in that, When the target anti-pinch mode is the fast anti-pinch mode, the anti-pinch control according to the target anti-pinch mode includes: Obtain the anti-pinch threshold current corresponding to the unfolding angle of the vehicle display screen, and monitor the actual current of the motor; When the actual current is greater than the anti-pinch threshold current, the actual current is limited to the current limiting threshold through pulse width modulation operation, and the change trend of the actual speed of the motor is monitored. The current limiting threshold is a current value determined according to the operating state of the motor. If the actual rotational speed continues to decrease to the target value, a clamping event is determined to have occurred, and an anti-clamping operation is triggered. If the actual rotational speed does not continuously decrease to the target value, it is determined that an interference event has occurred, and anti-pinch control is not performed.

6. The method according to claim 5, characterized in that, The step of obtaining the anti-pinch threshold current corresponding to the unfolding angle of the vehicle display screen includes: Determine the angle range in which the unfolding angle of the vehicle display screen is located, wherein the angle range includes a first angle range and a second angle range, and the maximum value of the first angle range is less than the minimum value of the second angle range; When the unfolding angle is within the first angle range, a fixed threshold is used as the anti-pinch threshold current; when the unfolding angle is within the second angle range, an adaptive threshold is used as the anti-pinch threshold current, wherein the adaptive threshold is dynamically adjusted as the unfolding angle changes.

7. The method according to claim 6, characterized in that, The method further includes determining the adaptive threshold in the following manner: The reference current of the vehicle display screen when it moves at a constant speed at the current unfolding angle is obtained, and the current increment corresponding to the target anti-pinch force is obtained, wherein the target anti-pinch force is a clamping force preset by the system to trigger anti-pinch protection. The reference current is added to the current increment to obtain the first current value; Obtain the second current value corresponding to the human pain threshold; The minimum value between the first current value and the second current value is determined as the adaptive threshold.

8. An anti-pinch control device, characterized in that, include: The acquisition module is used to acquire the linear acceleration and angular velocity of the vehicle body collected by the acceleration sensor; The conversion module is used to obtain the relative position between the acceleration sensor and the pivot point of the display screen, and convert the linear acceleration of the vehicle body into the linear acceleration of the pivot point based on the relative position and the angular velocity of the vehicle body. The calculation module is used to calculate the interference torque based on the linear acceleration of the pivot point, wherein the interference torque is used to characterize the degree of interference of the vehicle body motion state on the anti-pinch judgment. The comparison module is used to compare the interference torque with a preset torque threshold and select the target anti-pinch mode based on the comparison result. The control module is used to perform anti-pinch control according to the target anti-pinch mode.

9. An electronic device comprising a memory, a processor, a communication interface, and a communication bus, wherein the memory stores a computer program executable on the processor, and the memory and the processor communicate via the communication bus and the communication interface, characterized in that... When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Includes a computer program that, when loaded by a processor, executes the method of any one of claims 1 to 7.

Images