Anti-lock control method and device of vehicle flap, electronic equipment and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a dead-lock prevention control method and device for a vehicle door cover and electronic equipment, the method comprising the following steps: in response to a closing signal triggered by a top rod during a closing process of the vehicle door cover, starting a preset time length of a stability verification period; continuously monitoring the stability of the signal; if the signal is interrupted or reversed, terminating the current period and clearing the timing, and waiting for the next signal to re-verify; if the signal continuously remains stable, determining that the top rod has reached the position and generating a locking instruction; and according to the locking instruction, controlling a locking pin to extend and insert into a top rod lock hole to complete locking. Through the technical scheme, the problem that the locking pin is prematurely extended to cause a dead lock when the top rod does not reach the position in the related art is solved, and the dead lock abnormality of the vehicle door cover is eliminated.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a method, device, and electronic equipment for preventing deadlock of vehicle hatches. Background Technology

[0002] With the increasing prevalence of automobiles, vehicle covers such as charging port caps and fuel filler caps are frequently used external components of the vehicle body, and their opening and closing reliability is directly related to user experience. Currently, mainstream models widely use mechatronic electric actuators to control the opening and closing of vehicle covers. These actuators typically consist of a drive motor, transmission components, push rod, and locking pin, working in conjunction with microswitches to sense the user's operating intentions.

[0003] In related technologies, when a user presses the cover to close it, a microswitch is triggered, and the system immediately drives a motor to extend the locking pin, which then inserts into the locking hole of the push rod at the bottom position, completing the locking. The motor locks immediately upon triggering the microswitch. However, if the user performs non-standard operations such as incomplete pressing or repeated pressing, the locking pin extends prematurely before the push rod has fully moved to the bottom locking position, incorrectly getting stuck midway through the push rod's travel, causing serious mis-locking and mechanical interference. In this situation, the vehicle cover can neither continue closing nor open normally, resulting in a deadlock. Conventional unlocking commands are insufficient to effectively retract the locking pin, severely impacting product reliability and user experience. Summary of the Invention

[0004] This application provides a method, device, and electronic device for preventing deadlock of a vehicle cover, in order to solve the technical problem in the related art where the locking pin extends prematurely and causes deadlock jamming when the push rod is not in place.

[0005] In a first aspect, this application provides a method for preventing deadlock of a vehicle hatch, the method comprising: In response to the closing trigger signal generated by the push rod linked to the vehicle cover during the process of the vehicle cover being pressed to the closed position, a stable state verification cycle of a preset duration is initiated. During the stable state verification period, the stability of the closing trigger signal is continuously monitored; If an interruption or level flip is detected in the closing trigger signal during the steady state cycle, the current closing state is determined to be unstable, the current steady state verification cycle is terminated and the timer is reset to zero, and the next closing trigger signal is waited for to restart the steady state verification cycle. If the closing trigger signal remains stable and unchanged during the stable state verification cycle, it is determined that the push rod has moved to the preset bottom locking position and a locking command is generated. According to the locking command, the electric actuator is controlled to drive the locking pin to extend and insert into the lock hole of the top rod, which is already in the bottom locking position, to complete the locking.

[0006] By introducing a preset stable state verification cycle and dynamically determining whether to lock based on signal stability, this implementation ensures that the locking pin only extends after the top rod is fully in place and stationary. This eliminates the risk of accidental locking and mechanical interference from the source of control logic, significantly improving the reliability of the vehicle cover.

[0007] In one alternative implementation, continuously monitoring the stability of the closing trigger signal includes: The voltage level of the micro switch that works with the push rod is polled at a preset frequency.

[0008] This implementation method, by periodically polling and detecting the level state of the microswitch, can promptly detect interruptions or level flips in the closing trigger signal, providing reliable data for judging the stability of the closed state and avoiding missed signal fluctuations due to excessively long sampling intervals.

[0009] In one alternative implementation, the closing trigger signal is generated by a microswitch installed inside the vehicle cover actuator when it is mechanically triggered by a push rod.

[0010] In this embodiment, the mechanical displacement of the push rod is converted into an electrical signal output using a micro switch, thereby achieving accurate sensing and reliable transmission of the push rod's position status and providing accurate signal input for stable state verification.

[0011] In one alternative implementation, the electric actuator includes a drive motor and a transmission assembly for converting the rotational motion of the drive motor into the linear motion of the locking pin.

[0012] This embodiment utilizes the cooperation between the drive motor and the transmission components to reliably convert the motor's rotary motion into the linear motion of the locking pin, ensuring that the locking pin can be accurately inserted into the top rod locking hole or completely withdrawn.

[0013] In one alternative implementation, controlling the electric actuator to drive the locking pin to extend includes: The drive motor is controlled to rotate forward, causing the locking pin to move in a direction close to the push rod, wherein the extension direction of the locking pin is perpendicular to the movement direction of the push rod.

[0014] In this embodiment, the locking pin extends in a direction perpendicular to the direction of the push rod's movement, enabling the locking pin to withstand the load of the push rod along the direction of movement after locking, making the locking more reliable. It also helps to reduce mechanical wear and abnormal noise in the locked state.

[0015] In one alternative implementation, the method further includes: When the vehicle cover is stuck due to abnormal interference between the locking pin and the push rod, it receives downward pressure applied by the user to the outside of the vehicle cover. The downward pressure is used to make the push rod linked with the vehicle cover produce a preset downward displacement, so as to reduce the interference engagement area and frictional resistance between the locking pin and the push rod. In response to maintaining downward pressure or generating a preset displacement of the push rod, an unlock signal is received; Based on the unlocking signal, the drive motor of the electric actuator is controlled to reverse, driving the locking pin to retract, thereby disengaging it from the interference area with the push rod and releasing the jam.

[0016] This implementation method enables the effective release of deadlock and self-rescue without the aid of tools or changes to the hardware structure by using a human-machine collaborative operation of "pressing to reduce resistance + motor reversal" after jamming due to extreme abnormal working conditions. This avoids the high maintenance costs of replacing the entire actuator assembly due to unsolvable jamming.

[0017] In one alternative implementation, the unlock signal is triggered via at least one of the vehicle's central control screen, remote key, and mobile terminal application.

[0018] This implementation method provides a variety of convenient unlocking trigger methods to meet the operating habits of users in different usage scenarios and improve the user experience.

[0019] The technical solution provided in this application prevents deadlock from occurring at the source through a stable state verification mechanism, and enables self-rescue in extreme situations through a press-assisted unlocking mechanism. The combination of these two lines of defense completely solves the deadlock problem of vehicle hatches, significantly improving product reliability and user satisfaction.

[0020] Secondly, this application provides an anti-lock control device for a vehicle hatch, the device comprising: The start module is used to initiate a preset-length stable state verification cycle in response to a closing trigger signal generated by a push rod linked to the vehicle cover during the process of the vehicle cover being pressed to the closed position. The monitoring module is used to continuously monitor the stability of the closing trigger signal during the stable state verification period; The termination module is used to determine that the current closed state is unstable if the closing trigger signal is interrupted or the level is flipped during the stable state cycle, terminate the current stable state verification cycle and clear the timer, and wait for the next closing trigger signal to restart the stable state verification cycle. The generation module is used to determine that the push rod has moved to the preset bottom locking position and generate a locking command if the closing trigger signal is detected to remain stable within the stable state verification period. The locking module is used to control the electric actuator to drive the locking pin to extend and insert it into the lock hole of the top rod that is already in the bottom locking position, in accordance with the locking command, so as to complete the locking.

[0021] Thirdly, this application provides an electronic device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the anti-lock control method for the vehicle hatch of the first aspect or any corresponding embodiment described above.

[0022] Fourthly, this application provides a computer-readable storage medium storing computer instructions for causing a computer to execute the anti-lock control method for a vehicle hatch according to the first aspect or any corresponding embodiment described above.

[0023] Fifthly, this application provides a computer program product, including computer instructions for causing a computer to execute the anti-lock control method for a vehicle hatch as described in the first aspect or any corresponding embodiment.

[0024] According to the anti-lock control method for vehicle hatches provided in this application, compared with the prior art, the following beneficial technical effects can be achieved: In response to the process of the vehicle hatch being pressed to the closed position, a closure trigger signal generated by the push rod linked to the vehicle hatch initiates a preset-length stabilization verification cycle, avoiding hasty locking actions before the push rod has stabilized; during the stabilization verification cycle, the stability of the closure trigger signal is continuously monitored, providing a basis for determining whether the push rod has completely stopped; if an interruption or level flip is detected in the closure trigger signal during the stabilization cycle, the current closed state is determined to be unstable, the current stabilization verification cycle is terminated, and the data is cleared. At zero time, it waits for the next closing trigger signal to restart the stable state verification cycle, preventing the locking pin from extending incorrectly in the middle position of the push rod due to non-standard operations such as insufficient or repeated pressing by the user. If the closing trigger signal is detected to remain stable during the stable state verification cycle, it is determined that the push rod has moved to the preset bottom locking position, and a locking command is generated to ensure that the push rod is fully in place when the locking pin extends, and the locking pin and the lock hole are precisely aligned. According to the locking command, the electric actuator is controlled to drive the locking pin to extend and insert it into the lock hole of the push rod, which is already in the bottom locking position, to complete the locking and achieve reliable cooperation between the locking pin and the push rod, eliminating deadlock between the locking pin and the push rod from the source. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a flowchart of a method for preventing deadlock of a vehicle hatch according to an embodiment of this application; Figure 2 This is a flowchart of another method for preventing deadlock of a vehicle hatch according to an embodiment of this application; Figure 3 This is a structural block diagram of a vehicle hatch anti-lock control device according to an embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0027] 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.

[0028] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0029] This application provides a method, device, and electronic device for preventing deadlock of a vehicle cover, aiming to solve the deadlock problem caused by the premature extension of the locking pin before the push rod is fully in place in related technologies.

[0030] In related technologies, vehicle access covers (including charging port covers and fuel filler caps) commonly employ mechatronic electric actuators to control their opening and closing. These actuators typically consist of a miniature drive motor, transmission components, a push rod, and a locking pin, and work in conjunction with a microswitch to sense the user's intention. Under conventional control logic, when the user presses the cover to close it, the microswitch is triggered, and the actuator control unit immediately responds and drives the motor to extend the locking pin forward, inserting it into the push rod's locking hole in the bottom closed position, thus completing the locking process.

[0031] However, this control logic has a significant risk of jamming in actual high-frequency use. Users often use non-standard actions such as insufficient pressure on the cover, improper operation, or repeated pressing, causing the push rod to not fully reach the designed bottom locking position. Because the relevant control program lacks an effective state stability verification mechanism for the closing signal, once the microswitch is triggered, the motor executes the locking action without delay. At this time, the locking pin forcibly extends before the push rod is in position, its end incorrectly inserting into or getting stuck in other parts of the push rod, resulting in serious "false locking" and mechanical interference. In this deadlock state, the locking pin blocks the up-and-down movement of the push rod, making it impossible for the cover to continue closing or to open normally. More seriously, once this hard jamming occurs, a huge interference force is generated between the locking pin and the push rod. Even if the system subsequently issues an unlocking command, the motor cannot generate enough torque to allow the locking pin to retract smoothly, ultimately causing the cover to completely malfunction and increasing after-sales maintenance costs.

[0032] According to an embodiment of this application, an embodiment of a method for preventing deadlock of a vehicle cover is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] This embodiment provides a method for preventing deadlock of a vehicle hatch, which can be used in the electronic control unit (ECU) of the vehicle hatch. Figure 1 This is a flowchart of a method for preventing deadlock of a vehicle hatch according to an embodiment of this application, as shown below. Figure 1 As shown, the process includes the following steps: Step S101: In response to the closing trigger signal generated by the push rod linked to the vehicle cover during the process of the vehicle cover being pressed to the closed position, a stable state verification cycle of a preset duration is started.

[0034] Specifically, the vehicle cover refers to the charging port cover of a new energy vehicle or the fuel filler cap of a gasoline vehicle, used to protect the internal interfaces and maintain the overall appearance of the vehicle. The locking pin is a mechanical pin driven by a drive motor, capable of extending or retracting linearly, used to lock the push rod. The push rod is a rod-shaped component that moves in conjunction with the vehicle cover; when the vehicle cover is closed, it is pressed into the actuator, and its side wall or end has a locking hole for the locking pin to insert. The closed position refers to the position when the vehicle cover is fully closed and the push rod has moved to the bottom locking position. The closing trigger signal is the electrical signal generated when the push rod touches a microswitch during its movement, used to indicate that the cover has entered the closing stroke. The stable state verification cycle refers to a preset time length (e.g., 8 seconds, 9 seconds, 10 seconds, etc.), during which the system continuously monitors the closing trigger signal to determine whether the push rod has completely stopped and reached its position.

[0035] In this embodiment, the working principle is illustrated by setting the stable state verification period to 10 seconds.

[0036] In response to the closing trigger signal generated by the user pressing the cover and causing the push rod to descend, the locking action is not executed immediately. Instead, a preset stabilization verification cycle is initiated, allowing time for subsequent determination of whether the push rod has truly reached its position. This avoids hastily executing the locking action before the push rod has stabilized, may rebound, or has not reached the bottom, thus reducing the risk of accidental locking from the outset.

[0037] In one possible implementation, when the user presses the charging port cover to close it, a push rod linked to the cover moves downward and triggers a microswitch. The microswitch sends a level transition signal (i.e., a closing trigger signal) to the ECU. Upon receiving this signal, the ECU does not immediately drive the motor to lock, but instead starts a built-in 10-second timer to begin the stable state verification cycle.

[0038] Step S102: During the stable state verification period, continuously monitor the stability of the closing trigger signal.

[0039] Specifically, within a preset stable state verification period, the system continuously detects the closing trigger signal at a certain frequency to determine whether the signal remains continuously valid, thus confirming whether the push rod has completely stopped and is firmly locked at the bottom. This provides real-time feedback on the push rod's movement status, ensuring that locking is only allowed when the push rod is truly stable in place, effectively preventing false triggering caused by brief signal fluctuations or the push rod not being fully in place.

[0040] In one possible implementation, after initiating a 10-second verification cycle, the ECU polls the level of the microswitch linked to the push rod every 100 milliseconds. If the microswitch continuously outputs a high level (indicating that the push rod is in the triggered position), the closed trigger signal is considered stable; if a level flip or interruption is detected, the signal is considered unstable.

[0041] Step S103: If an interruption or level flip is detected in the closing trigger signal during the stable state cycle, it is determined that the current closed state is unstable, the current stable state verification cycle is terminated and the timer is cleared, and the next closing trigger signal is waited for to restart the stable state verification cycle.

[0042] Specifically, the current closed state refers to the instantaneous state of the push rod during the process of the vehicle cover being pressed and closed, while it is moving from the initial position to the bottom locking position. This state is characterized by the continuity of the closing trigger signal.

[0043] During the stable state verification cycle, the electronic control unit monitors the level of the closing trigger signal in real time. If a signal interruption (e.g., a change from high to low) or a level inversion is detected, the current closing action is determined to be unstable (e.g., the user releases too early, the lid pops up, or repeated pressing). The ongoing verification cycle is immediately terminated, the timer is reset, and the system returns to standby mode, waiting for the closing trigger signal generated by the user's next press to restart the verification cycle. This effectively prevents the locking pin from incorrectly extending when the lever pauses midway due to non-standard user operations (e.g., incomplete pressing, too rapid release, or continuous repeated pressing), eliminating the root cause of erroneous locking at the logical level. Simultaneously, the reset mechanism ensures that each closing operation is independently and completely verified, improving the system's fault tolerance and reliability.

[0044] In one possible implementation, if the user's initial pressure on the cap is insufficient, the push rod will spring back after traveling approximately half its distance, causing the microswitch signal to change from active (high level) to inactive (low level). Upon detecting this level shift, the ECU immediately terminates the current 10-second timer, resets the count to zero, and exits the calibration state. Subsequently, if the user presses the cap firmly a second time, fully engaging the push rod, the microswitch will again generate a valid closing trigger signal, and the ECU will restart a new 10-second stable calibration cycle.

[0045] Step S104: If the closing trigger signal is detected to remain stable within the stable state verification period, it is determined that the push rod has moved to the preset bottom locking position and a locking command is generated.

[0046] Specifically, the preset bottom locking position refers to the position where the push rod moves to its lowest point and comes to a stop during the closing stroke. At this point, the locking hole on the push rod and the extension direction of the locking pin are directly opposite each other, which is the ideal matching position for the locking action. The locking command is a control signal sent by the ECU to the drive motor, which commands the motor to rotate forward to drive the locking pin to extend.

[0047] Within the preset stable state verification period, if the ECU consistently detects that the closing trigger signal remains stable (e.g., the level remains high without any interruption or toggling), it determines that the push rod has reliably moved to the bottom locking position and remains stationary. It then generates a locking command to prepare for the subsequent extension of the locking pin. Ensuring that the locking command is issued only when the push rod is fully in place and stable guarantees that the locking pin can accurately insert into the push rod locking hole after extension, eliminating the risk of false locking and mechanical interference from the control logic level.

[0048] In one possible implementation, the ECU reads the microswitch's voltage level every 100 milliseconds within a 10-second verification cycle, for a total of 100 reads within 10 seconds, each read being high. The ECU determines that the push rod is stably locked at the bottom position, immediately generates a lock command containing the motor's forward rotation direction and running time, and sends it to the drive motor driver.

[0049] In step S105, according to the locking command, the electric actuator is controlled to drive the locking pin to extend and insert into the locking hole of the top rod that is already in the bottom locking position, thus completing the locking.

[0050] Specifically, an electric actuator is an electromechanical integrated device consisting of a drive motor and transmission components, used to convert the rotational motion of the motor into the linear motion of the locking pin, thereby achieving locking or unlocking. A lock hole is a hole-like structure formed on the side wall or end of the push rod, whose inner diameter matches the outer diameter of the locking pin, used to accommodate the locking pin in the locked state.

[0051] According to the locking command, the ECU controls the electric actuator to drive the locking pin to extend linearly in a set direction. This ensures that the front end of the locking pin precisely inserts into the locking hole of the push rod, which is already stationary at the bottom locking position, forming a mechanical locking engagement and locking the vehicle cover. Locking is performed only when the push rod is fully in place and stable, ensuring precise alignment between the locking pin and the locking hole. This achieves reliable locking from a physical perspective and completely avoids deadlock failures caused by the locking pin accidentally getting stuck in other parts of the push rod.

[0052] In one possible implementation, the ECU sends a locking command to the drive motor driver, which controls the motor to rotate forward. The motor output shaft drives a gear to rotate via a worm gear reducer. The gear meshes with a rack on the locking pin, converting the rotational motion into linear motion of the locking pin. The locking pin extends forward approximately 8mm under the constraint of the guide sleeve, precisely inserting into the rectangular locking hole of the top rod, which is already stationary in the bottom locking position. After the position sensor detects that the locking pin is in place, it sends a locking completion signal to the ECU. The ECU then controls the motor to cut off power, maintaining the locking state based on the self-locking characteristic of the worm gear. Here, the forward extension distance of the locking pin under the constraint of the guide sleeve is not limited to 8mm; it can be 9mm, 7mm, etc. The specific extension distance can be set according to the actual situation and is not limited here.

[0053] The anti-lock control method for vehicle hatches provided in this embodiment, in response to a closing trigger signal generated by a push rod linked to the vehicle hatch during the process of the vehicle hatch being pressed to the closed position, initiates a preset-length stabilization verification cycle to avoid hastily performing the locking action before the push rod has stabilized. During the stabilization verification cycle, the stability of the closing trigger signal is continuously monitored to provide a basis for determining whether the push rod has completely stopped. If an interruption or level flip is detected in the closing trigger signal during the stabilization cycle, the current closing state is determined to be unstable, the current stabilization verification cycle is terminated and the timer is reset to zero, waiting for the next closing. The trigger signal restarts the stable state verification cycle to prevent the locking pin from extending incorrectly in the middle of the push rod due to non-standard operations such as insufficient or repeated pressing by the user. If the closing trigger signal remains stable during the stable state verification cycle, it is determined that the push rod has moved to the preset bottom locking position, and a locking command is generated to ensure that the push rod is fully in place when the locking pin extends, and the locking pin and the lock hole are precisely aligned. According to the locking command, the electric actuator is controlled to drive the locking pin to extend and insert it into the lock hole of the push rod, which is already in the bottom locking position, to complete the locking and achieve reliable cooperation between the locking pin and the push rod, eliminating deadlock between the locking pin and the push rod from the source.

[0054] This embodiment provides a method for preventing deadlock of a vehicle hatch, which can be used in the electronic control unit of the vehicle hatch. Figure 2 This is a flowchart of another anti-lock control method for a vehicle hatch according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps: Step S201: In response to the closing trigger signal generated by the push rod linked to the vehicle cover during the process of the vehicle cover being pressed to the closed position, a stable state verification cycle of a preset duration is started.

[0055] Please see details Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0056] Step S202: During the stable state verification period, continuously monitor the stability of the closing trigger signal.

[0057] Specifically, the continuous monitoring of the stability of the closing trigger signal in step S202 above includes the following steps: Step S2021: Poll the level state of the micro switch that cooperates with the push rod at a preset frequency.

[0058] Specifically, the preset frequency refers to the system's preset sampling time interval, such as detecting once every 100 milliseconds or every 50 milliseconds, used to periodically read the state of the micro switch. A micro switch is a contact switch installed inside the actuator and working in conjunction with a push rod. When the push rod moves to the trigger position, the switch contacts are pressed down, outputting a corresponding electrical signal. The voltage level refers to the high or low voltage value of the electrical signal output by the micro switch. Typically, a high voltage level indicates that the switch is triggered (push rod in position), and a low voltage level indicates that the switch is not triggered (push rod not in position).

[0059] During the stable state verification period, the system polls and reads the current level state of the micro switch that cooperates with the push rod at a preset fixed frequency (e.g., once every 100 milliseconds) to obtain real-time sampled data of the push rod position information. Through periodic sampling, interruptions or level flips of the closing trigger signal can be detected in a timely manner, providing reliable data for judging the stability of the closed state and avoiding missed signal fluctuations due to excessively long sampling intervals.

[0060] In one possible implementation, the ECU internally sets a 100-millisecond timer interrupt, which triggers once every 100 milliseconds. The interrupt service routine reads the output pin level of the microswitch linked to the push rod. If 10 consecutive reads are all high, it is recorded as a valid high level; if a low level is read even once, it is immediately determined that an interrupt has occurred.

[0061] In some alternative implementations, the closing trigger signal is generated by a microswitch installed inside the vehicle cover actuator when it is mechanically triggered by a push rod.

[0062] Specifically, a microswitch is used to convert the mechanical displacement of the push rod into an electrical signal output. When the push rod moves to the trigger position, the microswitch is mechanically triggered, generating a closing trigger signal and sending it to the electronic control unit. This achieves accurate sensing and reliable transmission of the push rod's position status, providing accurate electrical signal input for subsequent stable state verification.

[0063] In one possible implementation, a microswitch is fixed to the inner wall of the actuator housing, with its trigger spring extending into the motion channel of the push rod. When the push rod moves downwards approximately 15mm, the trigger boss on the side wall of the push rod contacts the spring of the microswitch, pressing the spring down. This closes the internal contacts of the microswitch, outputting a high-level signal to the input port of the ECU. When the push rod retracts, the boss disengages from the spring, the spring resets, the contacts open, and the output returns to a low level.

[0064] In some alternative implementations, the electric actuator includes a drive motor and a transmission assembly for converting the rotational motion of the drive motor into the linear motion of the locking pin.

[0065] Specifically, a drive motor refers to a miniature electric motor that provides driving power, usually a DC motor, whose output shaft can rotate forward or backward to generate rotational torque. A transmission assembly refers to a transmission mechanism composed of mechanical components such as gears, racks, worm gears, or lead screws and nuts, used to convert the rotational motion of the motor output shaft into the linear reciprocating motion of the locking pin.

[0066] The drive motor outputs rotational torque, which is then converted into a linear motion direction by a transmission component, pushing the locking pin to extend or retract in a straight line, thus achieving the locking or unlocking function. This ensures a reliable conversion between the motor's rotational motion and the locking pin's linear motion, guaranteeing that the locking pin can be accurately inserted into the top rod's locking hole or completely retracted.

[0067] In one possible implementation, the drive motor is a miniature DC geared motor, whose output shaft is connected to a worm gear. The worm gear meshes with a worm wheel, and a gear is fixed on the worm wheel shaft. The gear meshes with a rack on the locking pin. When the motor rotates, the gear drives the rack, causing the locking pin to move linearly.

[0068] Step S203: Determine that the current closed state is unstable, terminate the current stable state verification cycle and reset the timer, and wait for the next closing trigger signal to restart the stable state verification cycle.

[0069] Please see details Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0070] Step S204: If the closing trigger signal is detected to remain stable within the stable state verification period, it is determined that the push rod has moved to the preset bottom locking position and a locking command is generated.

[0071] Please see details Figure 1 Step S104 of the illustrated embodiment will not be described again here.

[0072] In step S205, according to the locking command, the electric actuator is controlled to drive the locking pin to extend and insert it into the lock hole of the top rod that is already in the bottom locking position, thus completing the locking.

[0073] Specifically, step S205 above, which controls the electric actuator to drive the locking pin to extend, includes the following steps: Step S2051: Control the drive motor to rotate forward, causing the locking pin to move along the direction approaching the push rod, wherein the extension direction of the locking pin is perpendicular to the movement direction of the push rod.

[0074] Specifically, upon receiving the locking command, the electronic control unit controls the drive motor to start in the forward direction. The rotational torque output by the motor is converted by the transmission component, driving the locking pin to extend smoothly in a direction perpendicular to the movement direction of the push rod (e.g., horizontally). This causes the front end of the locking pin to gradually approach and eventually insert into the locking hole of the push rod in the bottom locking position. The extension direction of the locking pin is perpendicular to the movement direction of the push rod, ensuring that the locking pin can withstand the load of the push rod along the movement direction after locking, making the locking more reliable. At the same time, this vertical engagement method helps to reduce mechanical wear and abnormal noise in the locked state.

[0075] In one possible implementation, the ECU outputs a forward rotation control signal to the drive motor driver, causing the motor output shaft to rotate clockwise. This rotation drives the worm gear, worm wheel, and gear set to rotate, and the gear meshes with the rack on the locking pin, pushing the locking pin forward in a horizontal direction. At this point, the push rod is stationary in the bottom locking position, and its direction of movement is vertical. The locking pin extends horizontally and inserts into the locking hole on the side wall of the push rod, completing the vertical locking engagement.

[0076] In summary, the embodiments of this application, through the above steps S201 to S205, prevent deadlock from occurring at the source during normal shutdown.

[0077] However, considering that the locking pin may still extend prematurely under extreme abnormal operating conditions (such as system power failure and restart causing state memory errors), this application embodiment also provides an auxiliary unlocking mechanism for self-rescue after jamming occurs. The auxiliary unlocking method includes the following steps: Step a1: When the vehicle cover is stuck due to abnormal interference between the locking pin and the push rod, a downward pressing force is applied to the outside of the vehicle cover. The downward pressing force is used to make the push rod linked with the vehicle cover produce a preset downward displacement, so as to reduce the interference engagement area and frictional resistance between the locking pin and the push rod.

[0078] Specifically, abnormal interference refers to the locking pin extending prematurely before the push rod reaches the bottom locking position, causing the end of the locking pin to incorrectly contact and get stuck on the side wall of the push rod or other non-locking hole parts, instead of being properly inserted into the lock hole, creating a mechanical obstruction. A stuck state refers to a paralyzed malfunction state where the vehicle cover can neither continue to close nor open normally due to the aforementioned abnormal interference. Downward pressing force refers to the vertically downward external force applied by the user when pressing the vehicle cover panel with their palm or fingers. Interference engagement area refers to the surface area where the end of the locking pin contacts and rubs against the side wall of the push rod or other non-locking hole parts under abnormal interference conditions.

[0079] It should be noted that the preset displacement refers to the slight movement of the top rod relative to the locking pin caused by the downward force received and transmitted from the vehicle cover to the top rod. This displacement is usually a very small distance, such as 1mm, 0.8mm, 0.5mm, etc. The specific preset displacement distance can be set according to the actual situation and is not limited here.

[0080] When the vehicle's locking cover is detected to be stuck, the user actively presses down on the cover panel. This downward pressure, through mechanical transmission, causes a slight downward displacement (e.g., 0.5 to 1 mm) in the push rod linked to the cover. This changes the contact position between the locking pin and the push rod, reducing the interference area between them, and thus lowering the normal pressure and frictional resistance on the contact surface. By actively reducing the mechanical interference resistance between the locking pin and the push rod through physical means, favorable mechanical conditions are created for subsequent motor reversal unlocking, allowing the locking pin, which might otherwise be unable to retract due to insufficient torque, to smoothly disengage.

[0081] Step a2, in response to receiving an unlock signal after maintaining downward pressure and causing the push rod to produce a preset displacement.

[0082] Specifically, although the preset displacement is small, it is sufficient to change the contact state between the locking pin and the push rod. The unlocking signal refers to the electronic command triggered by the user through interactive methods such as the vehicle's central control screen, remote key, or mobile terminal application, which instructs the electric actuator to perform the unlocking action.

[0083] While maintaining downward pressure and with the push rod having undergone slight displacement, the system receives an unlocking signal triggered by the user or system, ensuring that the unlocking command is issued at a favorable moment when the interference resistance between the locking pin and the push rod has been significantly reduced. Through the timing coordination of "pressing to reduce resistance first, then triggering unlocking," the mechanical resistance experienced by the locking pin is at a low level when the unlocking signal is issued, creating optimal conditions for the motor to successfully reverse and retract.

[0084] Step a3: Based on the unlocking signal, control the drive motor of the electric actuator to reverse, drive the locking pin to retract, thereby disengaging it from the interference area with the push rod and releasing the jam.

[0085] Specifically, the interference zone refers to the spatial range in which the locking pin and the push rod come into contact with each other and create mechanical obstruction under abnormal interference conditions. This zone includes the contact surface between the end of the locking pin and the side wall of the push rod and the surrounding meshing parts.

[0086] Based on the received unlocking signal, the drive motor of the electric actuator is reversed, driving the locking pin to move linearly in the retraction direction via the transmission component. This causes the locking pin to completely exit the interference area with the push rod, releasing the mechanical jam. Utilizing the reduced frictional resistance from step a2, the motor can smoothly drive the locking pin back with normal output torque, effectively releasing the jammed state and restoring the normal opening and closing function of the vehicle's cover.

[0087] In one possible implementation, after discovering the charging port cover is stuck, the user first presses down firmly on the cover panel with their palm, causing the push rod to move downwards by about 1 mm. This changes the interlocking contact area between the locking pin and the side wall of the push rod from a tight fit to point contact. While maintaining this downward pressure, the user simultaneously taps the "unlock" button on the vehicle's central control screen. Upon receiving the unlock signal, the ECU controls the drive motor to reverse, causing the locking pin to smoothly withdraw from the interference area under the motor's drive. The cover then springs open at a certain angle under the action of the hinge spring, completely releasing the stuck state.

[0088] Through this implementation method, after a deadlock occurs due to extreme abnormal working conditions, the user can effectively release the mechanical interference between the locking pin and the push rod by "pressing the cover to reduce resistance" and "triggering the unlock signal" through human-machine collaborative operation, without the need for any tools or changes to the hardware structure. This achieves self-rescue unlocking and avoids the high maintenance costs of replacing the entire actuator assembly due to the inability to resolve the jamming. This significantly improves the reliability of the product and the user experience.

[0089] In some possible implementations, the unlock signal is triggered by at least one of the vehicle's central control screen, remote key, and mobile terminal application.

[0090] Specifically, the vehicle's central control screen refers to a touchscreen LCD display installed in the center of the driver's cabin, integrating vehicle settings, entertainment, air conditioning, and other control functions. Users can trigger the unlock signal by touching virtual buttons. The remote key refers to the vehicle's wireless communication key, which includes physical buttons or touch areas. Users can send a wireless unlock command to the vehicle by pressing the corresponding button. The mobile terminal application refers to dedicated software running on mobile devices such as smartphones and smartwatches. Users can send unlock commands to the vehicle via Bluetooth or cellular networks by clicking virtual buttons in the software interface.

[0091] The system receives user input for unlocking via any human-machine interface device, such as the in-vehicle central control screen, remote key, or mobile application, generates an unlock signal, and sends it to the electronic control unit. It offers multiple convenient unlocking trigger methods to meet user operating habits in different usage scenarios and enhance the user experience.

[0092] In one possible implementation, if a user is preparing to charge the vehicle while seated in the driver's seat and finds the charging port cover stuck, they can simply tap the virtual "Unlock Charging Port Cover" button on the central control screen. Alternatively, if the user finds the cover stuck after getting out of the vehicle, they can press the unlock button on the remote key. If the user does not have their key or it is inconvenient to get into the vehicle, they can also open the vehicle service app on their mobile phone and tap the "Unlock Charging Port Cover" button. Any of these operations will send an unlock signal to the ECU.

[0093] This embodiment also provides an anti-lock control device for a vehicle hatch, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0094] This embodiment provides an anti-lock control device for a vehicle hatch, such as... Figure 3 As shown, it includes: The startup module 301 is used to start a preset stable state verification cycle in response to a closing trigger signal generated by a push rod linked to the vehicle cover during the process of the vehicle cover being pressed to the closed position. The monitoring module 302 is used to continuously monitor the stability of the closing trigger signal during the stable state verification period; The termination module 303 is used to determine that the current closed state is unstable if the closing trigger signal is interrupted or the level is flipped during the stable state cycle, terminate the current stable state verification cycle and clear the timer, and wait for the next closing trigger signal to restart the stable state verification cycle. The generation module 304 is used to determine that the push rod has moved to the preset bottom locking position and generate a locking command if the closing trigger signal is detected to remain stable during the stable state verification cycle. The locking module 305 is used to control the electric actuator to drive the locking pin to extend and insert it into the lock hole of the top rod that is already in the bottom locking position, in accordance with the locking command, so as to complete the locking.

[0095] In some alternative implementations, the monitoring module 302 includes: The voltage level of the micro switch that works with the push rod is polled at a preset frequency.

[0096] In some alternative implementations, the closing trigger signal is generated by a microswitch installed inside the vehicle cover actuator when it is mechanically triggered by a push rod.

[0097] In some alternative implementations, the electric actuator of the locking module 305 includes a drive motor and a transmission assembly for converting the rotational motion of the drive motor into the linear motion of the locking pin.

[0098] In some alternative implementations, the locking module 305 includes: The locking pin extension unit is used to control the drive motor to rotate forward, causing the locking pin to move in a direction close to the push rod, wherein the extension direction of the locking pin is perpendicular to the movement direction of the push rod.

[0099] In some alternative embodiments, the apparatus further includes: The pressure receiving module 306 is used to receive downward pressure applied to the outside of the vehicle cover when the vehicle cover is stuck due to abnormal interference between the locking pin and the push rod. The downward pressure is used to make the push rod linked with the vehicle cover produce a preset downward displacement, so as to reduce the interference engagement area and frictional resistance between the locking pin and the push rod. The unlocking receiver module 307 is used to receive an unlocking signal in response to maintaining a downward pressing force and causing the push rod to produce a preset displacement. The locking pin retraction module 308 is used to control the drive motor of the electric actuator to reverse according to the unlocking signal, thereby driving the locking pin to retract, thereby disengaging it from the interference area with the push rod and releasing the jamming.

[0100] In some alternative implementations, the unlocking signals of the unlock receiving module 307 and the lock pin retraction module 308 are triggered by at least one of the vehicle's central control screen, remote key, and mobile terminal application.

[0101] The anti-lock control device for vehicle hatches provided in this application can execute the anti-lock control method for vehicle hatches provided in any embodiment of this application, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0102] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0103] The following is a detailed reference. Figure 4 The diagram illustrates a structural schematic suitable for implementing the electronic device described in the embodiments of this application. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 401, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 402 or a program loaded from memory 408 into random access memory (RAM) 403. The RAM 403 also stores various programs and data required for the operation of the electronic device. The processor 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0104] Typically, the following devices can be connected to I / O interface 405: input devices 406 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 407 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 408 including, for example, magnetic tapes, hard disks, etc.; and communication devices 409. Communication device 409 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0105] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 409, or installed from a memory 408, or installed from a ROM 402. When the computer program is executed by the processor 401, it performs the functions defined in the anti-lock control method for a vehicle hatch according to embodiments of this application.

[0106] Figure 4 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0107] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that the computer, processor, microprocessor controller, or programmable hardware includes storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the anti-lock control method for the vehicle hatch shown in the above embodiments is implemented.

[0108] A portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0109] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for preventing deadlock control of a vehicle hatch, characterized in that, The method includes: In response to the closing position of the vehicle cover being pressed, a closing trigger signal is generated by the push rod linked to the vehicle cover, and a stable state verification cycle of a preset duration is initiated. During the stable state verification period, the stability of the closing trigger signal is continuously monitored; If the closing trigger signal is interrupted or its level flipped during the stable state period, the current closing state is determined to be unstable, the current stable state verification period is terminated and the timer is reset to zero, and the next closing trigger signal is waited for to restart the stable state verification period. If the closing trigger signal is detected to remain stable within the stable state verification period, it is determined that the push rod has moved to the preset bottom locking position and a locking command is generated. According to the locking command, the electric actuator is controlled to drive the locking pin to extend and insert into the lock hole of the top rod that is already in the bottom locking position, thus completing the locking.

2. The method according to claim 1, characterized in that, The continuous monitoring of the stability of the closing trigger signal includes: The voltage level of the micro switch that cooperates with the top rod is polled at a preset frequency.

3. The method according to claim 1, characterized in that, The closing trigger signal is generated by a microswitch installed inside the vehicle cover actuator when it receives a mechanical trigger from the push rod.

4. The method according to claim 1, characterized in that, The electric actuator includes a drive motor and a transmission assembly, the transmission assembly being used to convert the rotational motion of the drive motor into the linear motion of the locking pin.

5. The method according to claim 4, characterized in that, The control of the electric actuator to drive the locking pin to extend includes: The drive motor is controlled to rotate forward, causing the locking pin to move in a direction close to the push rod, wherein the extension direction of the locking pin is perpendicular to the movement direction of the push rod.

6. The method according to claim 1, characterized in that, The method further includes: When the vehicle cover is stuck due to abnormal interference between the locking pin and the push rod, it receives a downward pressing force applied to the outside of the vehicle cover. The downward pressing force is used to cause the push rod linked with the vehicle cover to produce a preset downward displacement, so as to reduce the interference engagement area and frictional resistance between the locking pin and the push rod. In response to maintaining the downward pressing force and causing the push rod to produce the preset displacement, an unlocking signal is received; According to the unlocking signal, the drive motor of the electric actuator is controlled to reverse, driving the locking pin to retract, thereby disengaging it from the interference area with the top rod and releasing the jam.

7. The method according to claim 6, characterized in that, The unlock signal is triggered by at least one of the following methods: the vehicle's central control screen, the remote key, and a mobile terminal application.

8. A deadlock prevention control device for a vehicle hatch, characterized in that, The device includes: The startup module is used to initiate a preset-length stable state verification cycle in response to a closing trigger signal generated by a push rod linked to the vehicle cover during the process of the vehicle cover being pressed to the closed position. The monitoring module is used to continuously monitor the stability of the closing trigger signal during the stable state verification period; The termination module is used to determine that the current closed state is unstable if the closing trigger signal is interrupted or the level is flipped during the stable state period, terminate the current stable state verification period and clear the timer, and wait for the next closing trigger signal to restart the stable state verification period. The generation module is used to determine that the push rod has moved to the preset bottom locking position and generate a locking command if the closing trigger signal is detected to remain stable within the stable state verification period. The locking module is used to control the electric actuator to drive the locking pin to extend and insert it into the lock hole of the top rod that is already in the bottom locking position, in accordance with the locking command, so as to complete the locking.

9. An electronic device, characterized in that, include: The system includes a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the anti-lock control method for the vehicle hatch as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes a controller, which includes a memory and a processor. The memory and the processor are communicatively connected to each other. The memory stores computer instructions. The processor executes the computer instructions to perform the anti-lock control method for the vehicle hatch as described in any one of claims 1 to 7.

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