A vehicle door automatic unlocking and locking control method and system and vehicle

Abstract

The application discloses a vehicle door automatic unlocking and locking control method and system and a vehicle, relates to the new energy vehicle function framework and the vehicle body control technical field, establishes a driving cycle, when the gear is switched to D and the vehicle speed is greater than a first vehicle speed threshold for the first time, a whole vehicle door locking instruction is sent; when the vehicle speed is reduced to a second vehicle speed threshold for the first time, a first unlocking decision-making process is started, and an unlocking instruction is sent; when the current trip has been executed once, if the main driver's safety belt is buckled and the vehicle speed is greater than the first vehicle speed threshold again, the whole vehicle door locking instruction is allowed to be sent; during the current trip has been executed once and the whole vehicle door is in the locking state, when the vehicle speed is reduced to the second vehicle speed threshold again, unlocking control is carried out based on the main driver's safety belt switch signal and the rear seat occupancy state signal; when the vehicle is turned off or the high pressure is cut off, it is determined that the current driving cycle is ended. By introducing the driving cycle state marker, the differentiated unlocking strategy of the in-vehicle passenger distribution state is adopted.

Description

Technical Field

[0001] This invention relates to the field of functional architecture and body control technology for new energy vehicles, and in particular to an automatic door locking / unlocking control method, system, and vehicle. Background Technology

[0002] With the increasing popularity of new energy vehicles, automatic door locking and unlocking functions have become an important part of vehicle safety and convenience design. Existing solutions typically use a fixed vehicle speed threshold as the sole trigger condition for door lock action, with some solutions supplementing this with a P-gear signal or a seatbelt fastening signal as prerequisites for locking.

[0003] However, the existing solutions mentioned above have the following drawbacks: In congested urban conditions with low-speed crawling, repeated speed increases above the threshold cause frequent operation of the door lock mechanism, generating mechanical noise and accelerating actuator wear; the system lacks state machine modeling for the time dimension of the driving cycle, making it unable to distinguish between multiple temporary stops within the same trip and state transitions between different trips; on bumpy roads, the inertial force of the occupants and the static pressure of the seats are time-varyingly coupled, leading to misjudgment of the occupancy status of the rear seats and malfunction of the door locks; when unlocking, all four doors of the vehicle are operated indiscriminately, without considering the differentiated safety needs of rear-seat passengers such as children. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, the present invention provides a method, system and vehicle for automatic door locking and unlocking control. Based on vehicle speed, power system status and passenger compartment status, the concept of "driving cycle" is introduced to determine the driver's operating intention. Combined with seat pressure sensors, it effectively ensures passenger safety and automatically executes door locking and unlocking control.

[0005] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: In a first aspect, the present invention provides a method for automatically locking and unlocking a vehicle door, comprising: When the vehicle is powered on and enters the torque output ready state, a driving cycle is established; When the gear is switched to D and the vehicle speed exceeds the first vehicle speed threshold for the first time, a command to lock all doors is issued. When the vehicle speed drops to the second speed threshold for the first time, the first unlocking decision process is initiated, and an unlocking command is issued. If the current trip has already been automatically unlocked, the driver's seat belt is fastened, and the vehicle speed is again greater than the first speed threshold, then a full door locking command can be issued. If the vehicle speed drops to the second speed threshold again during the current trip when the doors have been automatically unlocked and all doors are locked, the unlocking will be suppressed and all doors will remain locked if the driver's seatbelt is fastened; if the driver's seatbelt is unfastened, the unlocking will be performed in stages according to the occupancy status of the rear seats. If there are people in the rear seats, only the driver's door will be unlocked, and if there are no people in the rear seats, all doors will be unlocked. The current driving cycle ends when the vehicle is turned off or the high voltage is cut off.

[0006] A further technical solution involves setting a driving cycle flag. A status value of 0 indicates that the vehicle is in a high-voltage ready but not driving state or in a power-off state. A status value of 1 indicates that the vehicle has entered a torque output ready state and the current trip has not yet executed automatic unlocking. A status value of 2 indicates that the current trip has already executed automatic unlocking once.

[0007] A further technical solution involves having all doors locked and the driving cycle flag value set to 1. When the vehicle speed drops to the second speed threshold for the first time, the driving cycle flag value jumps from 1 to 2, initiating the unlocking decision process.

[0008] A further technical solution is that the unlocking decision process specifically includes: if the status value of the rear seat occupancy status signal indicates that there is someone in the rear, only the driver's door unlocking command is issued, while the passenger side and the left and right rear doors remain locked; if the status value of the rear seat occupancy status signal indicates that there is no one in the rear, all doors are unlocked.

[0009] A further technical solution involves implementing an unlocking process once within the same driving cycle, introducing seatbelt detection criteria, and monitoring vehicle speed signals and driver's seatbelt switch signals.

[0010] A further technical solution is that if the driver's seatbelt switch signal indicates that the seatbelt is unfastened, even if the vehicle speed exceeds the first speed threshold again, the subsequent automatic locking logic will be forcibly suppressed, and the door lock will remain in its current state.

[0011] A further technical solution involves introducing a three-axis dynamic inertial force compensation algorithm to eliminate three-axis inertial force coupling interference under conditions of bumpy roads, rapid acceleration, or rapid deceleration.

[0012] A further technical solution, the triaxial dynamic inertial force compensation algorithm, includes: Calculate the resultant inertial acceleration of the three axes from the longitudinal, lateral, and vertical accelerations; The inertial force disturbance component is calculated based on the preset estimated value of the occupant equivalent mass. The original pressure value of the rear seats is dynamically decoupled and deducted to obtain the equivalent mass after compensation.

[0013] Further technical solutions, based on the determination of hysteresis de-jitter based on the compensated equivalent quality, include: If the compensated equivalent quality is greater than or equal to the first quality threshold and remains for more than the first filtering duration, the system is set to "occupied". Only when the compensated equivalent quality is lower than the second quality threshold and remains below the second filtering duration for more than a certain number of people will the system be set to "no one".

[0014] Further technical solutions also identify occupant types by utilizing pressure distribution characteristics.

[0015] Further technical solutions, occupant type identification: The pressure-bearing area and peak concentration are calculated from the pressure value; If the equivalent mass after compensation is between the first mass threshold and the upper limit for children, the pressure-bearing area is not greater than the first set value, and the peak concentration is greater than the set value, then it is judged as a child. If the child exceeds the upper limit for children and the pressure-bearing area is not less than the second set value, the child is judged to be an adult.

[0016] A further technical solution involves, when a child is identified, automatically sending a command to activate the electronic child safety locks on the rear doors in addition to unlocking only the driver's side door upon triggering the unlocking process. A delay timer is also started, allowing the rear doors to be unlocked via the central control button only after the driver's side door has been open for a preset delay duration.

[0017] A further technical solution includes unfastening the driver's seatbelt by: when the vehicle speed drops to the second speed threshold again, the driver's seatbelt switch signal changes from fastened to unfastened; in response to this change, the occupancy status of the rear seats is read and graded unlocking is performed.

[0018] A further technical solution, the graded unlocking, specifically includes: If the status value of the rear seat occupancy status signal indicates that someone is in the rear seat, only the driver's door will be unlocked. If the status value of the rear seat occupancy status signal indicates that there is no one in the rear seats, then all doors will be unlocked.

[0019] Secondly, the present invention provides an automatic door locking / unlocking control system, comprising: The module is configured to establish a driving cycle when the vehicle is powered on and enters a torque output ready state. The locking / unlocking control module is configured to: issue a full door locking command when the gear is shifted to D and the vehicle speed first exceeds a first speed threshold; initiate the first unlocking decision process and issue an unlocking command when the vehicle speed first drops to a second speed threshold; allow the issuance of a full door locking command when the current trip has already automatically unlocked, the driver's seatbelt is fastened, and the vehicle speed again exceeds the first speed threshold; if the current trip has already automatically unlocked and all doors are locked, and the vehicle speed drops to the second speed threshold again, if the driver's seatbelt is fastened, then unlocking is suppressed and all doors remain locked; if the driver's seatbelt is unfastened, then unlocking is performed in stages according to the occupancy status of the rear seats: only the driver's door is unlocked when there are people in the rear seats, and all doors are unlocked when there are no people in the rear seats. The reset module is configured to end the current driving cycle when the vehicle is turned off or the high voltage is cut off.

[0020] Thirdly, the present invention provides a vehicle that employs an automatic door unlocking and locking control system.

[0021] Fourthly, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the automatic door unlocking and locking control method described in the first aspect.

[0022] Fifthly, the present invention provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the automatic door unlocking and locking control method described in the first aspect.

[0023] The above one or more technical solutions have the following beneficial effects: This invention introduces a "driving cycle" status marker and adopts a differentiated unlocking strategy based on the distribution of occupants inside the vehicle. It achieves convenience while ensuring the safety of the driver and passengers, and ensures that the automatic unlocking logic at a specific vehicle speed is executed only once within a complete power-on driving cycle.

[0024] This invention fundamentally solves the core defects of existing solutions that rely on a single vehicle speed threshold trigger and lack travel boundary management by introducing a driving cycle modeling mechanism that starts with high-voltage power-on and enters the torque output ready state and ends with engine shutdown or high-voltage disconnection. This is combined with the irreversible three-state logic jump within the driving cycle. In the first segment of the journey, the entire vehicle is locked only by the D gear and vehicle speed conditions, without relying on seat belt or rear seat occupancy signals, ensuring the simplicity and enforceability of the locking logic. After the first unlocking of the journey, by incorporating the driver's seat belt fastening status into the preconditions for subsequent locking, it accurately distinguishes between two types of vehicle speed crossing scenarios: driver restarting and stop-and-go traffic in congested conditions. This completely eliminates the problem of frequent door lock mechanism operation due to repeated speed crossings in low-speed congested conditions. In the subsequent unlocking stage, the seat belt switch signal and the rear seat occupancy status signal are further linked to effectively distinguish between temporary waiting and intention to get out of the vehicle, avoiding the risk of mis-locking when waiting at traffic lights. The above mechanisms together constitute a driving cycle state management system with clear time dimension boundaries, which significantly improves the security, logical rigor, and user experience of door lock control without relying on additional sensor hardware.

[0025] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0027] Figure 1This is a flowchart of an automatic door locking / unlocking control method according to an embodiment of the present invention; Figure 2 This is a flowchart of an automatic door locking / unlocking control method according to an embodiment of the present invention; Figure 3 This is a wake-up logic diagram for the automatic unlocking and locking of a vehicle according to an embodiment of the present invention; Figure 4 This is a signal interaction diagram of the automatic unlocking and locking of a vehicle according to an embodiment of the present invention; Figure 5 This is the control logic diagram of the control period signal PTPeriod in an embodiment of the present invention; Figure 6 This is a flowchart of the online dynamic self-calibration process for the dynamic compensation coefficient according to an embodiment of the present invention; Figure 7 This is a flowchart illustrating the door opening protection process in multiple scenarios according to embodiments of the present invention; Figure 8 This is a structural diagram of an automatic door locking and unlocking control system according to an embodiment of the present invention. Detailed Implementation

[0028] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0031] Terminology Explanation: Torque Output Ready State PT_Ready: The vehicle's high-voltage power-on is complete, and the power system is ready to output torque.

[0032] High Voltage Ready but Not Running (HV_Ready): The vehicle's high voltage is on, but the power system has not yet entered the torque output ready state.

[0033] Driving cycle: A complete power-on driving cycle that begins when the torque output ready state is established and ends when the high voltage ready but not driving state is exited.

[0034] Currently, most common automatic door locking functions on the market are based on triggering a single vehicle speed threshold, such as locking the entire vehicle when the speed exceeds 15km / h. However, in low-speed crawling, waiting at red lights, or congested traffic, the vehicle speed repeatedly exceeds the threshold, which may cause the door locking mechanism to operate frequently, generating noise and shortening the life of the actuator.

[0035] For low-speed automatic unlocking, some solutions execute immediately after the vehicle speed reaches zero, which poses a safety hazard when temporarily stopped (such as waiting at a red light), as the door could be opened by someone outside. Other solutions rely on the P (Park) gear signal to trigger unlocking, but in actual driving, the driver might prepare to get out of the vehicle without engaging P, causing the door opening action to fail and resulting in a disjointed experience.

[0036] Therefore, a smarter automatic locking / unlocking control logic is needed that better aligns with the driver's intentions for low-speed crawling and temporary stops, as well as ensuring the safety of occupants.

[0037] The existing technology has the following defects and shortcomings: (1) Relying on a single vehicle speed threshold for triggering, the door lock repeatedly operates in low-speed crawling scenarios. Existing automatic door locking solutions for vehicles typically set a fixed vehicle speed threshold (such as 10-15 km / h). In urban congestion and low-speed following conditions, the vehicle speed fluctuates repeatedly around the threshold, causing the door lock mechanism to frequently perform locking and unlocking actions, generating continuous mechanical noise, accelerating actuator wear, and increasing the transient load on the vehicle's low-voltage electrical system.

[0038] (2) The existing solution cannot distinguish between the intention of "brief deceleration" and "final arrival to get off the vehicle", which creates a conflict between safety and convenience. The existing solution only relies on the instantaneous vehicle speed to determine the unlocking time, which cannot effectively distinguish whether the driver's deceleration at the traffic light is for "brief waiting" or "arriving at the destination to get off the vehicle". If the unlocking is triggered when the vehicle speed reaches zero, there is a safety hazard of the door being opened by outsiders while waiting at a red light; if the unlocking is triggered by the P gear signal, it does not match the driver's true intention to open the door when the vehicle is parked at low speed and the D gear is engaged, resulting in a disconnect in operation.

[0039] (3) The initial locking is coupled with the seat belt status, and there is a lack of basic protection in scenarios where there is no seat belt. Some existing solutions take the seat belt being fastened as a prerequisite for automatic locking, the logic of which is "driver not wearing seat belt = no intention to drive = no locking". However, in actual scenarios such as rural transportation, factory areas, and construction site inspections, drivers often do not wear seat belts due to short distances, low speeds, or weak safety awareness. In such scenarios, the automatic locking cannot be triggered throughout the entire journey, posing a safety hazard of the door opening unexpectedly while driving, and lacking the most basic protection for the occupants.

[0040] (4) The unlocking control is a "one-size-fits-all" approach, failing to consider the differentiated safety needs of vehicle occupants. Existing automatic unlocking schemes typically unlock all four doors of the vehicle indiscriminately. When children, the elderly, or passengers with mobility impairments are in the rear seats, simultaneous unlocking of all doors may cause rear passengers to open the doors themselves before the vehicle has come to a complete stop, posing a risk of falling, collision, or being scratched by external vehicles. There is a lack of differentiated unlocking strategies based on the distribution of occupants within the vehicle.

[0041] (5) Lack of driving cycle state management and fuzzy logic boundaries lead to cross-cycle malfunctions. Existing solutions usually lack a clear definition of "driving cycle". The state memory of the automatic locking and unlocking logic may remain or be lost between power-on and power-off, resulting in logic errors across travel. At the same time, there is no fault tolerance mechanism for the instantaneous jitter of sensor signals caused by bumpy roads. The sudden change of wheel speed signal or the instantaneous disconnection of the seat belt buckle micro switch may cause the door lock to malfunction.

[0042] Based on this, the present invention proposes an automatic door locking and unlocking control scheme that introduces a driving cycle state machine and combines rear seat pressure sensor-based graded unlocking with dynamic inertial force compensation, systematically solving the above-mentioned defects from an engineering mechanism perspective.

[0043] To address the aforementioned shortcomings of existing vehicle door control schemes, this invention provides an automatic door locking / unlocking control scheme based on driving cycle and safety assurance recognition. This scheme uses a central body domain controller (BCM) as the execution entity, and collects driving cycle signals (PTPeriod), powertrain status signals, gear signals, vehicle speed signals (VCU_VehicleSpeedVSOSig), driver's seatbelt switch signals (DriverSeaBeltSwitch), rear seat pressure sensor signals, and longitudinal and lateral acceleration signals in real time via the CAN bus. The core of the solution lies in: introducing a three-state irreversible jump state machine called PTPeriod, using the entry and exit of the PT_Ready state as the start and end boundaries of a single driving cycle; in the PTPeriod=1 stage, the initial locking is only associated with vehicle speed and D gear conditions, while the initial unlocking introduces a graded judgment using rear seat pressure sensors; in the PTPeriod=2 stage, subsequent locking and unlocking are linked with DriverSeaBeltSwitch to accurately distinguish between temporary stops and intentions to get off at the final destination; at the same time, a dynamic compensation mechanism for longitudinal and lateral acceleration and a hysteresis de-vibration mechanism are introduced to eliminate signal coupling interference under bumpy conditions; furthermore, the pressure distribution characteristics of a five-point pressure sensor array are used to identify occupant types and provide differentiated graded protection strategies.

[0044] An example system architecture that can be implemented in this embodiment of the invention includes a central body domain controller (BCM), a vehicle control unit (VCU), a microcontroller (MCU), an onboard terminal and gateway (T-BOX / GW), a brake control unit (ABS / ESC), an instrument cluster (ICM), and a rear seat pressure sensor.

[0045] The rear seat pressure sensors are located under the rear seat cushions. Their output signals are converted by a sampling circuit and acquired by the VCU via the ADC interface. The signals are then transmitted to the T-BOX / GW gateway via the P_CAN bus, and then forwarded to the BCM via the CHS_CAN bus. The MCU sends gear position signals and the powertrain status signal PT_Ready to the VCU via the P_CAN bus. The VCU sends signals such as VCU_VehicleSpeedVSOSig and PTPeriod to the bus; the ICM acquires and sends the DriverSeaBeltSwitch signal; and the BCM ultimately outputs the BCM_DriverDoorSts control command to each door locking actuator and provides feedback on the door status signal. The BCM can also display warning information such as rear seat sensor malfunctions to the driver via the ICM.

[0046] The triaxial acceleration signals are acquired by the inertial measurement unit (IMU) built into the brake control unit (ABS / ESC), which outputs longitudinal, lateral, and vertical acceleration signals respectively. These three signals are periodically sent to the VCU via the P_CAN bus, and the VCU forwards them to the CHS_CAN bus. The BCM receives these three signals via the CHS_CAN bus for dynamic inertial force compensation calculations of the rear seat pressure sensors. In vehicles without a separate IMU, the ABS / ESC control unit typically integrates a triaxial acceleration sensor for vehicle dynamic control, allowing for the reuse of these signals without the need for additional hardware, demonstrating good engineering feasibility.

[0047] The aforementioned hardware consists of mature, mass-produced components for new energy vehicles, and the entire signal transmission and control link is engineering-feasible.

[0048] It should be understood that the above system architecture is described for illustrative purposes only and does not imply any limitation on the scope of protection of this application. The present invention can also be applied to traditional fuel vehicles, hybrid vehicles and other scenarios that require automatic door unlocking and locking control.

[0049] Example 1 like Figure 1 , Figure 2 , Figure 4 As shown in the figure, this embodiment discloses an automatic door locking / unlocking control method, which includes the following steps: S1: When the vehicle is powered on and enters the torque output ready state, establish a driving cycle; In this embodiment, when the vehicle's high-voltage power-on is completed and the power system enters the torque output ready state (PT_Ready), the central body domain controller will initialize PTPeriod from 0 to 1 (PTPeriod=1) to establish a single driving cycle.

[0050] The PT_Ready status is determined by the following conditions: the high-voltage bus is connected and the motor can output drive torque. This status signal is sent to the BCM in real time by the VCU via the CAN bus.

[0051] As shown in Table 1 and Figure 5 As shown, PTPeriod (driving cycle flag) is used to record the status flag of the current driving cycle stage. A status value of 0 indicates that the vehicle is in a high-voltage ready but not driving state or a powered-off state; a status value of 1 indicates that the vehicle has entered a torque output ready state and automatic unlocking has not yet been performed during the current trip; a status value of 2 indicates that automatic unlocking has been performed once during the current trip, and subsequent locking / unlocking logic will switch to seatbelt linkage mode. Specifically, the driving cycle signal (PTPeriod) is used to record whether an automatic unlocking action has been performed within the current driving cycle (PTPeriod=1 jumps to PTPeriod=2). This flag is initialized from PTPeriod=1 to PTPeriod=0 each time the PT_Ready state changes from "ready" to "not ready". The three states of PTPeriod are defined as follows: 0 indicates that the vehicle is in a HV_Ready or powered-off state; 1 indicates that automatic unlocking has not yet been performed during the current trip; 2 indicates that automatic unlocking has been performed once during the current trip.

[0052] Table 1 Signal Status Bits

[0053] Through the above technical features, the time boundary of a single trip is clearly defined, the residual state memory of the previous trip is eliminated, cross-trip logic errors are prevented, and the system is ensured to start execution from the beginning of the complete logical link after each power-on.

[0054] S2: When the gear is switched to D and the vehicle speed exceeds the first vehicle speed threshold for the first time, a command to lock all doors is issued. In this embodiment, as Figure 3 As shown, during the PTPeriod=1 phase, the central vehicle domain controller receives the vehicle speed signal (VCU_VehicleSpeedVSOSig) in real time. This occurs when the gear is shifted to D and the vehicle speed first exceeds the first vehicle speed threshold. At this time, the BCM issues a full door locking command (BCM_DriverDoorSts:Locked), locking all four doors of the vehicle simultaneously.

[0055] As shown in Table 2 below, the gear position control signal VCU_GearboxPositionDisplay is issued by the vehicle control unit (VCU) and received by the ICM / TBOX; the electronic parking brake status signal EPB_SwitchState is issued by the ABS / ESC and received by the VCU; the electronic parking brake release request signal VCU_EPBReleaseReq is issued by the VCU and received by the ABS / ESC; and the electronic parking brake engagement request signal VCU_EPBStRequest is issued by the VCU and received by the ABS / ESC.

[0056] The door lock status command BCM_DriverDoorSts is output by the central body domain controller. Locked indicates all doors are locked; Unlocked_All indicates all doors are unlocked; Unlocked_Driver indicates only the driver's door is unlocked, and the other doors remain locked. The door locking / unlocking signal VCU_DoorLockControl is issued by the VCU and received by the BCM.

[0057] Table 2

[0058] It should be noted that, considering the driving habits of some drivers and road safety requirements, the initial locking control does not rely on the driver's seatbelt switch signal (DriverSeaBeltSwitch) or the rear seat occupancy status signal (RearSeatSts). That is, regardless of whether the driver is wearing a seatbelt or whether there are rear passengers, as long as the vehicle speed exceeds [a certain threshold], [the system will automatically lock]. This means that the entire vehicle must be locked to ensure basic safety.

[0059] The driver's seatbelt switch signal (DriverSeaBeltSwitch) indicates the driver's seatbelt buckle status. A value of 0 (Default) indicates the seatbelt is unfastened; a value of 1 (Working) indicates the seatbelt is fastened.

[0060] The RearSeatSts signal, representing the occupancy status of the rear seats, is output by the rear seat pressure sensor via a sampling circuit and determined by the central body domain controller. A value of 0 (Default) indicates that the rear seats are unoccupied; a value of 1 (Working) indicates that the rear seats are occupied.

[0061] Preferred, The calibration value is 20 km / h, used to determine that the vehicle has transitioned from a stationary state to a stable driving state. In other optional embodiments, It can be calibrated according to vehicle requirements within the range of 15km / h to 25km / h.

[0062] In some embodiments, the specific calibration value of the first vehicle speed threshold is determined by the following calibration method. Traditional calibration methods rely on engineers' experience in selecting points combined with a small number of real-vehicle verifications, lacking systematic data support for different driver groups and different typical driving scenarios. This invention proposes a dual-objective optimization framework based on false trigger rate and missed trigger rate. The calibration method and specific process are as follows.

[0063] First, collect real-vehicle driving datasets covering typical scenarios such as urban congestion and crawling, urban expressways, highways, rural roads, and factory shuttles (it is recommended to collect no less than 200 complete driving cycles). Extract two types of vehicle speed sample distributions from these datasets: vehicle speed distribution in low-speed crawling sections. (Instantaneous vehicle speed samples in scenarios where the driver is in traffic jams, waiting to start, etc., where locking is not required) and distribution of minimum stable driving speeds (Sample of the lowest vehicle speed when the driver leaves the congested area and enters a stable driving state). Among them, and All are discrete vehicle speed samples extracted from real vehicle data after scene labeling, with units in km / h.

[0064] Secondly, using candidate thresholds Scan point by point within the feasible region [10km / h, 30km / h] with a step size of 1km / h, for each Calculate the false trigger rate separately and missed trigger rate : Defined as China Super League The sample accounts for The proportion of the total sample size represents the probability of the system erroneously triggering a latch in a congested crawling scenario; Defined as China not exceeding The sample accounts for The proportion of the total sample size represents the probability that the vehicle has entered a stable driving state but the system has failed to trigger the interlock in time. The candidate value that best combines FP and FN is selected as the optimal calibration value. The Euclidean distance minimization criterion is adopted:

[0065] in, The candidate first vehicle speed threshold (km / h) is scanned point by point within the feasible region. Candidate threshold The corresponding false trigger rate, i.e. China Super League The sample proportion is dimensionless and ranges from [0,1]. Candidate threshold The corresponding missed trigger rate, i.e. China not exceeding The sample proportion is dimensionless and ranges from [0,1]. The optimal candidate threshold (km / h) is the one that minimizes the combined Euclidean distance between the false trigger rate and the missed trigger rate, i.e., the candidate value closest to the ideal zero error point (FP=0, FN=0).

[0066] Finally, for Engineering margin adjustments: Taking into account the CAN bus vehicle speed signal transmission delay (typically 10ms) and the BCM control cycle (typically 20ms), in Adding a margin of 0.5 km / h to 1.0 km / h to the base speed, the final engineering calibration value is obtained. Based on the above method, the calibration results on a typical passenger vehicle platform are concentrated in the range of 18 km / h to 22 km / h, with a preferred calibration value of 20 km / h. In other optional embodiments, The speed can be adjusted within the range of 15km / h to 25km / h according to the speed signal characteristics of the specific vehicle model and the driving habits of the target user group.

[0067] Compared to traditional empirical decision-making methods, the method based on the bi-objective optimization Euclidean distance minimization criterion... The calibration method reduces the false trigger rate under congested conditions and the missed trigger rate under stable driving conditions, achieving a systematic optimal balance between false triggers and missed triggers.

[0068] Through the aforementioned technical features, even in special scenarios such as rural transportation and factory shuttles where drivers are not wearing seat belts, mandatory basic driving safety protection can still be provided to ensure that the minimum safety baseline is not breached under any conditions.

[0069] S3: When the vehicle speed drops to the second speed threshold for the first time, the first unlocking decision process is initiated and an unlocking command is issued; In this embodiment, when all doors are locked and PTPeriod=1, the vehicle speed signal VCU_VehicleSpeedVSOSig first drops to the second vehicle speed threshold. At this time, the driving cycle signal status bit jumps from 1 to 2 (PTPeriod=2), and the central body domain controller initiates the first unlock decision process, reading the rear seat occupancy status signal RearSeatSts: If RearSeatSts=1 (Working, rear seats occupied), the BCM only issues an unlock command for the driver's door, while the passenger side and rear left and right doors remain locked; if RearSeatSts=0 (Default, rear seats unoccupied), the BCM issues an unlock command for all doors (BCM_DriverDoorSts:Unlocked). Regardless of the unlocking method, the BCM jumps PTPeriod from 1 to 2 (PTPeriod=2) simultaneously with issuing the unlock command.

[0070] The RearSeatSts determination is based on the data collected by the rear seat pressure sensor. For details of the determination logic, please refer to step S5.

[0071] It should be noted that the initial unlocking decision process is triggered only when all doors are locked, PTPeriod=1, and the vehicle speed drops to a minimum for the first time. It does not additionally require the current gear to be in D. The logic is as follows: the initial locking occurred while in D gear and the vehicle speed was greater than [specified value]. Once the conditions are met, subsequent gear changes (such as the driver shifting to neutral (N) for coasting or to reverse (R) during the journey) will not affect the initial unlocking trigger. The system only focuses on whether the vehicle speed has dropped to a certain level for the first time. This ensures ease of unlocking upon arrival at the destination.

[0072] In special circumstances, if the vehicle completes its first locking during the PTPeriod=1 phase, and the driver shifts to P (e.g., during a brief stop and wait) and the vehicle speed decreases... At this point, the system also triggers the initial unlocking decision process, reads RearSeatSts and performs graded unlocking, with PTPeriod jumping to 2. If the driver subsequently switches back to D gear and continues driving, the system will execute subsequent control according to the seatbelt linkage logic at PTPeriod=2, without resetting PTPeriod, to avoid state confusion caused by cross-gear operation.

[0073] Preferred, The calibration value is 2 km / h, used to determine when the vehicle is about to stop. In other alternative embodiments, It can be calibrated within the range of 0 km / h to 5 km / h.

[0074] In some embodiments, The specific calibration value is determined through the following innovative calibration method. Traditional Calibration methods typically rely on the vehicle's near-stationary position as an intuitive basis, directly selecting empirical values ​​within the range of 0 km / h to 5 km / h, without considering the multi-constraint coupling relationships between door lock actuator response delay, driver exit sequence, and low-speed coasting safety boundaries. This invention proposes a dual-constraint optimization model based on unlocking response time and low-speed coasting safety boundaries. The calibration method and specific process are as follows.

[0075] First, establish unlock response time constraints. Define the total delay time from when the BCM issues the unlock command to when the door locking mechanism completes the unlocking action. (unit: s) The typical passenger car platform's response time is composed of three linearly superimposed components: CAN bus transmission delay (typically 10ms), BCM control cycle (typically 20ms), and door lock actuator mechanical response time (typically 80ms to 150ms). It takes approximately 110ms to 180ms. During this period, the vehicle still... Continue gliding forward at a nearby speed, gliding distance (Unit: m) equals and The product of. Safety constraints. Not exceeding the safe parking margin before the driver gets out of the vehicle (The preferred value is 0.5m), from which we can obtain The safety limit is Divide by .

[0076] Secondly, establish timing constraints for the driver's exit actions. Through real-vehicle driving behavior data collection experiments on the target user group, statistically analyze the typical time interval from when the driver unbuckles the seatbelt (DriverSeaBeltSwitch jumps to 0) to when their hand touches the door handle inside the vehicle. (It is recommended to collect a sample size of no less than 100 drivers), to obtain The mean and standard deviation. To ensure the door lock unlocks before the driver touches the door handle, the vehicle speed must be maintained from... The estimated time for uniform deceleration to a standstill (i.e.) Divide by the average deceleration at the final stopping stage (greater than) Therefore, we can obtain The upper limit of the action timing is and The product of.

[0077] By combining safety boundary constraints and action timing constraints, we obtain The optimal calibration interval:

[0078] in, The minimum vehicle speed required to ensure the effectiveness of unlocking; The preset safe parking margin (m) represents the maximum low-speed coasting distance allowed before the driver gets out of the vehicle; The total delay (in seconds) from the time the BCM issues the unlock command to the time the door lock mechanism completes the unlocking action is obtained by adding up the CAN bus transmission delay, the BCM control cycle, and the door lock actuator mechanical response time; a The average deceleration (m / s²) at the final stopping stage; and These correspond to the safety boundary constraints and motion timing constraints given respectively for low-speed coasting. The upper limit is the smaller of the two values ​​used as the upper limit of the overall constraint.

[0079] In some implementations... The optimal speed is 0.5 km / h. Below this speed, the vehicle is nearly stationary, and triggering the unlock is not very meaningful. The preferred value is 0.5m; Based on real vehicle data statistics, the typical value is 0.8 m / s² to 1.5 m / s².

[0080] Finally, within the aforementioned optimal interval, an adaptive threshold learning mechanism across driving cycles is used, with the interval midpoint as the initial calibration value. Subsequently, the adaptive learning module dynamically converges to a personalized optimal value based on the driver's individual habits. Based on the aforementioned dual-constraint optimization method, on a typical passenger vehicle platform (… Approximately 150ms Approximately 1.0 m / s², The calibration results at 0.5m (where m is constant) are concentrated in the range of 1.5km / h to 3.0km / h, with a preferred initial calibration value of 2km / h. In other optional embodiments, The speed can be adjusted within the range of 0km / h to 5km / h according to the door lock actuator response characteristics of the specific vehicle model and the driving habits of the target user group.

[0081] Compared to traditional empirical value selection methods, the double-constraint optimization model... The calibration method establishes a quantitative constraint relationship between unlocking response time and low-speed coasting safety boundary from an engineering mechanism perspective, eliminating the influence of factors such as... The security risks of premature unlocking due to excessively high values, and because... This addresses the user experience issue caused by excessively low unlock values ​​leading to delayed unlocking, achieving a systematic and optimal balance between security and convenience. Combined with a cross-cycle adaptive learning mechanism, The calibration value can be dynamically converged according to the driver's habits, further enhancing the personalized driving experience.

[0082] Through the above technical features, the first unlocking does not require a mandatory P gear signal, and the rear seat occupancy classification strategy prevents children in the rear seat from accidentally opening the door and falling out when the car stops or slows down; PTPeriod jumping to 2 indicates that subsequent control automatically switches to the seat belt linkage mode, realizing layered protection.

[0083] S4: The current trip has been automatically unlocked. When the driver's seat belt is fastened and the vehicle speed is greater than the first speed threshold again, the command to lock all doors is allowed. In this embodiment, during the PTPeriod=2 phase, i.e., when unlocking has been performed once within the same driving cycle, a seatbelt determination condition is introduced. The central body domain controller simultaneously monitors the vehicle speed signal VCU_VehicleSpeedVSOSig and the driver's seatbelt switch signal DriverSeaBeltSwitch. Only when DriverSeaBeltSwitch=1 (Working, seatbelt fastened) and VCU_VehicleSpeedVSOSig is again greater than... Only when the vehicle speed exceeds a certain threshold will the BCM be allowed to issue a full door locking command. If DriverSeaBeltSwitch=0 (Default, seatbelt unfastened), even if the vehicle speed exceeds a certain threshold again... The subsequent automatic locking logic is forcibly suppressed, and the door lock remains in its current state.

[0084] Through the above technical features, the door lock mechanism is prevented from repeatedly locking when the driver unbuckles the seat belt to move the vehicle or when there is stop-and-go traffic, thus simplifying unnecessary actions and significantly reducing mechanical noise and transient load on the low-voltage electrical system.

[0085] In this embodiment, a thin-film pressure sensor or strain gauge pressure sensor is arranged under the rear seat cushion, with the sensing area covering the main load-bearing surface of the seat cushion. The sensor output signal is converted into a voltage value by a sampling circuit, and then acquired and converted into an equivalent pressure value by the central body domain controller through an ADC interface. For ease of description, this embodiment unifies the sensor output dimensions to equivalent mass, with the unit being kilograms. Specifically, a five-point thin-film pressure sensor array is arranged under the rear seat cushion, covering the left, middle, and right rear seat areas, which can independently determine the occupancy status of each seat. During the unlocking tiered control, it is only necessary to determine that "any rear seat is occupied" to trigger the driver-only unlocking strategy.

[0086] On bumpy roads, during rapid acceleration or deceleration, the occupant's body experiences vertical force fluctuations due to inertia, causing severe fluctuations in the sensor's raw readings. Among these fluctuations is the vertical acceleration. It is the main component of the inertial force interference experienced by the seat pressure sensor under bumpy road conditions, longitudinal acceleration. With lateral acceleration This will generate additional interference under conditions of rapid acceleration / deceleration and sharp turns.

[0087] To completely eliminate triaxial inertial force coupling interference, a triaxial dynamic inertial force compensation algorithm is introduced. First, the longitudinal acceleration signal output from the longitudinal accelerometer is acquired. (Unit: m / s²) Lateral acceleration signal output by the lateral acceleration sensor (Unit: m / s²) and the vertical acceleration signal output by the vertical acceleration sensor. (Unit: m / s²) Calculate the resultant inertial acceleration of the three axes. :

[0088] in, For longitudinal acceleration, For lateral acceleration, For vertical acceleration, The values ​​represent the resultant inertial acceleration along the three axes, all in m / s².

[0089] Based on the preset occupant equivalent mass estimate (Unit: kg, used to estimate the reference mass of the inertial force generated by the rear passengers, preferably calibrated to 20 kg), calculate the inertial force disturbance component. (Unit: N):

[0090] in, To preset the estimated value of the occupant equivalent mass, For the resultant inertial acceleration, This is the inertial force disturbance component.

[0091] Raw pressure values ​​collected from the rear seat pressure sensors (Expressed in equivalent mass kg) Dynamic decoupling subtraction is performed to obtain the compensated equivalent mass. (Unit: kg)

[0092] in, The original equivalent mass (kg) collected by the sensor. It is a dimensionless dynamic compensation coefficient used to map the coupling ratio of inertial force to vertical seat pressure. The preferred calibration value is 0.35, and it can be calibrated in the range of 0.20 to 0.50. The standard gravitational acceleration is taken as 9.8 m / s². The equivalent mass (kg) after compensation.

[0093] based on Execution hysteresis debouncing determination: when Greater than or equal to the first quality threshold And it maintains a stable first filtering duration. When the above condition is met, RearSeatSts jumps to 1 (occupied state); once the occupied state is entered, when... Falling to the second mass threshold The second filtering duration is maintained stably for the following period. Only after this point does RearSeatSts switch back to 0 (unattended state). Strictly less than .

[0094] Preferred, The preferred value is 15kg. The preferred value is 5kg; The preferred value is 1.0 second, which can be set within the range of 0.5 seconds to 2.0 seconds; The preferred value is 2.0 seconds, which can be set within the range of 1.0 seconds to 3.0 seconds.

[0095] Through the aforementioned technical features, and the combined effect of acceleration decoupling algorithm and hysteresis filtering, the interference of occupant ejection and instantaneous pressure loss caused by bumpy road surfaces on door lock control is completely eliminated, ensuring the reliability of graded unlocking decisions.

[0096] Building upon the above, occupant type identification is further performed based on pressure distribution characteristics. The central body domain controller simultaneously reads the independent pressure values ​​from each sensor unit in the five-point array. ( (unit: kg) Calculate the effective bearing area = (defined as the number of sensor points whose measured value is greater than the noise threshold) and peak concentration :

[0097] in, For the first Independent pressure measurements (kg) at each sensor point; This represents the maximum pressure value among the five points; It is the sum of the pressure from the five points; The peak concentration is denoted as (0,1). The larger the value, the more concentrated the pressure distribution. Children's body size shows a high concentration due to their small contact area, while adults show a low concentration due to their large contact area. To achieve effective pressure-bearing area, exceeding the noise threshold. The number of sensor points (preferably 2kg) is expressed as follows.

[0098] The system establishes passenger type classification rules: If satisfy ( The upper limit of the equivalent weight of a child occupant is preferably 35 kg. First set value and The third setting determines that the rear passenger is a child passenger; if and The second setting determines the passenger as an adult.

[0099] Preferably, the first setting value is 2, the second setting value is 3, and the third setting value is 0.65.

[0100] In real-world scenarios, there may be an equivalent mass for occupants. In Within the range, but the effective pressure-bearing area or peak concentration In situations where the criteria for determining a child occupant are not met, such as a small adult or a child sitting in a child safety seat resulting in an increased contact area, the system employs a conservative safety strategy for these intermediate scenarios: the rear occupant type is defaulted to "occupied" (RearSeatSts=1), and a tiered strategy of unlocking only the driver's door is implemented. This ensures that the system always prioritizes the highest safety level when the occupant type cannot be accurately identified, preventing rear occupants from opening the door themselves before the vehicle has come to a complete stop or when the driver is not paying attention.

[0101] Similarly, if but Even if the equivalent mass exceeds the upper limit for children but the pressure distribution area is small, the system will still treat it as if someone is present and implement the driver-only unlocking strategy, without judging it as an adult passenger and the full vehicle unlocking logic, in order to avoid misjudgment caused by partial sensor failure or abnormal occupant posture.

[0102] When a child is identified as an occupant, the BCM, upon triggering the unlocking mechanism, will not only unlock the driver's side door but also automatically send a command to activate the electronic child safety locks on the rear doors and start a delay timer, only unlocking the driver's side door after a preset delay duration. (Preferred value is 3.0 seconds) After that, the rear doors can be unlocked via the central control button.

[0103] Through the aforementioned technical features, the system utilizes pressure distribution characteristics to achieve accurate identification of child occupants without cameras, unaffected by lighting conditions, thus protecting privacy. The delayed unlocking mechanism provides parents with ample time to get out of the car and walk around to the back seat, minimizing the risk of children accidentally opening the door.

[0104] S5: If the vehicle speed drops to the second speed threshold again during the current trip when the vehicle has already been automatically unlocked and all doors are locked, the unlocking will be suppressed and all doors will remain locked if the driver's seatbelt is fastened; if the driver's seatbelt is unfastened, the unlocking will be performed in stages according to the occupancy status of the rear seats. If there are people in the rear seats, only the driver's door will be unlocked, and if there are no people in the rear seats, all doors will be unlocked. In this embodiment, during the period when PTPeriod=2 and all doors are locked, when VCU_VehicleSpeedVSOSig drops again... At this time, the central body domain controller checks the DriverSeaBeltSwitch: if DriverSeaBeltSwitch=1 (locked), the system determines that the driver is waiting briefly at a red light or slowing down in traffic, suppresses the unlock command, and keeps all doors locked; if DriverSeaBeltSwitch jumps to 0 (unlocked), the system accurately identifies the intention to get out of the vehicle and reads the current RearSeatSts again to perform tiered unlocking: if RearSeatSts=1 (someone in the rear), only the driver's door is unlocked; if RearSeatSts=0 (no one in the rear), all doors are unlocked.

[0105] By leveraging the aforementioned technical features, the seatbelt unfastening action precisely decouples two scenarios where the vehicle speed is the same but the intentions are completely different: a brief wait and getting off the vehicle at the final stop. This completely eliminates the safety hazard of the door lock mis-locking and causing external intrusion when the vehicle is stopped at a traffic light.

[0106] In this embodiment, the central body domain controller monitors the electrical status of the hardware circuit of the rear seat pressure sensor and the CAN / LIN bus communication status in real time. Once a hardware open circuit, short circuit, or communication loss fault is detected in the sensor, the BCM activates the safety degradation protection mechanism: forcibly locking RearSeatSts to 1 (occupant status) and displaying a rear seat sensor fault warning message in a pop-up box on the instrument cluster (ICM); during the fault period, when the vehicle triggers the unlocking condition, the hierarchical strategy of only unlocking the driver's side door is forcibly executed.

[0107] Furthermore, the central body domain controller detects open circuits and short circuits through pull-up / pull-down resistors: when an open circuit occurs, the sampling voltage is pulled up to a high level, exceeding the normal range; when a short circuit occurs, the sampling voltage is pulled down to a low level, below the normal range. Both abnormalities trigger a fault flag.

[0108] Furthermore, the CAN / LIN bus communication status, i.e., message timeout or checksum error triggers a communication loss fault flag.

[0109] Through the above technical features, the system safety strategy is ensured to tilt towards the highest safety level under extreme conditions of hardware failure, eliminating safety accidents caused by erroneous locking and ensuring that the most stringent occupant protection baseline never fails.

[0110] In this embodiment, during the vehicle deceleration phase, the central body domain controller calculates the rate of change of the vehicle speed signal in real time, i.e., the deceleration. (Unit: m / s²) (Obtained by differential calculation of VCU_VehicleSpeedVSOSig). Simultaneously monitor the state switching action of DriverSeaBeltSwitch and record the moment when the seat belt changes from fastened (1) to unfastened (0). . To reduce vehicle speed The predicted time is calculated using linear extrapolation:

[0111] in, For the current moment, Current vehicle speed Given the current deceleration, calculate the time advance before the seatbelt unfastens. :

[0112] in, For vehicle speed prediction, it drops to The moment (s); The action moment (s) at which DriverSeaBeltSwitch transitions from being on the tether to being untied; Unfastening the seatbelt relative to the vehicle speed decreases A positive value for the timing advance (s) indicates that the seatbelt is unfastened earlier than the vehicle speed decreases. .

[0113] The central vehicle domain controller introduces intent classification and prediction logic: if Less than the preset deceleration lower limit threshold and If the system predicts the driving intention as congestion and slow traffic, it directly suppresses the automatic unlocking logic; if Greater than or equal to the preset lower limit threshold of deceleration but (Normal braking with seatbelts fastened), the system predicts an intention to stop and remains locked; if If the preset lead time range is met, the system predicts the vehicle's intention to disembark at the final destination, and this is achieved at VCU_VehicleSpeedVSOSig. The instantaneous feedforward triggers the tiered unlocking action.

[0114] In some implementations, if If the preset lead time range is met, the system predicts the intention to disembark at the final destination. For boundary cases outside the three intention categories, the system handles them according to the following rules: Firstly, if If the seatbelt unfastens more than 5 seconds before the predicted speed drops to V2, the system determines that the seatbelt unfastening is weakly correlated with the current stopping action (e.g., the driver adjusting the seatbelt while driving). Therefore, it is not included in the determination of the driver's intention to exit the vehicle and is treated as a temporary stop, with all doors locked. The system will wait until the vehicle speed actually drops to V2. At that time, reassess the current state of DriverSeaBeltSwitch.

[0115] Secondly, if If the time between 0 and 0.5 seconds is less than 0.5 seconds, the system will determine that the seatbelt has unfastened and the vehicle speed has decreased. Almost synchronous; to avoid instability in judgment, the system adopts a conservative strategy, waiting for the vehicle speed to actually decrease. Then, read the real-time status of DriverSeaBeltSwitch again. If DriverSeaBeltSwitch=0 (unlocked) at this time, perform graded unlocking; if DriverSeaBeltSwitch=1 (tied up), proceed with temporary stop and wait.

[0116] Preferably, the aforementioned upper limit of 5.0s and lower limit of 0.5s can be adjusted based on driver behavior data when calibrating specific vehicle models, but... The upper limit should not exceed the time span from the first time the seatbelt was fastened during the trip to the current moment, in order to avoid cross-trip data contamination.

[0117] Preferably, the preset lower limit threshold for deceleration is 0.5 m / s²; the lead time range is... .

[0118] By introducing the above technical solution and the feedforward prediction of seat belt unfastening timing and deceleration, the unlocking response speed in the final exit scenario is improved by more than 500 milliseconds, eliminating the disjointed experience of lag after parking in the traditional solution and achieving a seamless and smooth exit.

[0119] In this embodiment, the central vehicle domain controller establishes a driver behavior habit database in non-volatile memory. Each time PT_Ready exits, it records the actual vehicle speed at the end of the current trip when the vehicle is unlocked. (Unit: km / h). The system calculates the average unlocking speed of the vehicle over the most recent N valid trips (preferably N=20). and the second vehicle speed threshold Perform dynamic adaptive correction:

[0120] in, The average speed (km / h) at the end of the last N trips before unlocking the vehicle. For the interval limiting function, the adaptively adjusted... Strictly limited to a safe range of 1.0 km / h to 5.0 km / h.

[0121] Through the aforementioned technical features, the automatic locking and unlocking strategy can be personalized and evolved according to the driver's personal habits, taking into account both operational convenience and driving safety, and realizing the upgrade from fixed parameter control to adaptive control based on user behavior learning.

[0122] S6: When the vehicle is turned off or the high voltage is cut off, the current driving cycle ends.

[0123] In this embodiment, when the vehicle is turned off or the high voltage is cut off, and the PT_Ready state switches from ready to not ready (returning to HV_Ready or power-off state), the central body domain controller determines that the current single driving cycle has ended. The BCM automatically forces the PTPeriod to be reset to zero (PTPeriod=0), and at the same time clears the software cache of the rear seat occupancy status, restoring the complete automatic locking and unlocking function.

[0124] Through the above technical features, closed-loop management of the driving cycle is achieved, ensuring that the system starts execution from the beginning of the complete logical link when it is powered on for the next time, and never generates state memory residue across the trip.

[0125] The complete control logic is then demonstrated and verified using four typical driving scenarios.

[0126] Scenario 1: Rural road transport conditions (driver not wearing seat belt, no passengers or cargo in the back seat).

[0127] This scenario demonstrates the balance between basic safety and convenience in situations where the driver is not wearing a seatbelt and there are no passengers in the back seat.

[0128] Scenario Description: A small business owner in a rural town is transporting goods between villages and the market town. The rear seats are folded down to load goods, and there are no passengers in the back. The driver is not wearing a seatbelt after getting into the vehicle.

[0129] Control logic deduction: First automatic locking: The vehicle enters PT_Ready state upon power-up, PTPeriod=1; the vehicle speed smoothly increases and crosses... (At 20km / h), the controller does not determine the seat belt status or seat occupancy status, but automatically locks all doors to provide basic driving safety protection.

[0130] First automatic unlock: The vehicle reaches its destination and its speed drops back to normal. (2km / h). The controller detects the driving cycle signal PTPeriod=1 and enters the initial unlock judgment: whether the pressure detected by the pressure sensor reaches the threshold. To determine the occupancy status of the rear seats, if there are no occupants in the rear, unlock all four doors of the vehicle, PTPeriod=2.

[0131] Subsequent locking suppression: If the driver does not turn off the engine and the vehicle speed exceeds the limit again after temporarily moving the vehicle. (20km / h). Since the initial unlocking has already been performed in this cycle (PTPeriod=2), the controller enters the subsequent locking judgment, which requires checking the seat belt signal. DriverSeabeltSwitch is in Dault, and subsequent automatic locking is suppressed.

[0132] In scenarios without rear passengers, even if the driver is not used to wearing a seatbelt, the vehicle can still receive basic protection from the first locking action while driving. Furthermore, since there are no rear passengers, the entire vehicle is unlocked directly upon unlocking, which does not affect the driver's convenience.

[0133] Scenario 2: Intercity transportation (frequent traffic lights, children sitting in the back).

[0134] This scenario demonstrates the solution's tiered safety protection capabilities for rear-seat occupants under frequent start-stop conditions.

[0135] Scenario Description: A parent is driving their child to and from school. The child is sitting in the back right seat. The vehicle is traveling on a main urban road, passing through several traffic light intersections. The driver is wearing a seatbelt correctly throughout the journey.

[0136] Control logic deduction: The first green light start cycle: The vehicle powers on and enters PT_Ready, at which point the driving cycle signal PTPeriod=1; the vehicle speed first crosses the threshold. (At 20km / h), the entire vehicle will be locked for the first time. The rear doors will also lock simultaneously to ensure the safety of children while the vehicle is in motion.

[0137] Stop at the first red light: reduce speed to The controller detects a driving cycle signal PTPeriod=1 and initiates the first unlock check: whether the pressure detected by the pressure sensor has reached a threshold. The system determines the occupancy status of the rear seats. If there are no occupants in the rear, all four doors are unlocked (PTPeriod=2). Even if a child pulls the rear door handle out of curiosity, the door cannot be opened, avoiding the risk of accidental opening when the vehicle is not fully stopped or when parents are not paying attention.

[0138] After waiting at a red light, the vehicle starts moving again; when the green light comes on, the driver fastens their seatbelt and accelerates, the vehicle speed increasing again. (20km / h). Subsequent locking conditions must be met (PTPeriod=2 & driver's seatbelt fastened & vehicle speed exceeds threshold). ), and lock the entire vehicle.

[0139] Arrival at destination: Driver slows down to The controller then proceeds to the next unlocking stage. If the driving cycle signal PTPeriod=2, a rear passenger is present (RearSeatSts:Working), and the driver's seatbelt is unfastened (DriverSeabeltSwitch:Dault), only the driver's door will unlock. After the driver exits the vehicle, the rear doors can be unlocked via the central locking system.

[0140] In frequent traffic light scenarios, the system provides continuous door lock protection for children in the back seat through a tiered strategy of "back seat occupants = unlock only the driver's seat", minimizing the risk of accidental door opening.

[0141] Scenario 3: Peak traffic congestion conditions (long-term slow crawling, with an adult colleague sitting in the back).

[0142] This scenario demonstrates how this solution effectively suppresses door lock action and provides appropriate control over rear-seat occupants during prolonged low-speed crawling conditions.

[0143] Scenario Description: During the evening rush hour, a vehicle carrying colleagues / friends (with an adult passenger in the back seat) is stuck in severe traffic congestion on an urban expressway, moving at low speeds and stopping and starting for an extended period. The driver wore a seatbelt throughout the journey.

[0144] Control logic deduction: Entering the initial stage of congestion: Before the vehicle enters the congested area from the unobstructed section, the entire vehicle has been locked for the first time, PTPeriod=1, BCM_DriverDoorSts:Locked.

[0145] Low-speed crawling phase: Vehicle speed fluctuates between 0-15 km / h in congested areas, consistently failing to reach its maximum speed. (20km / h). When the vehicle speed first drops to... At this time, the system enters the initial unlocking judgment: whether the pressure detected by the pressure sensor has reached the threshold. The system determines the occupancy status of the rear seats. If there are occupants in the rear, the driver's door is unlocked, and the driving cycle status signal PTPeriod=2. The door lock system remains silent throughout the congestion period.

[0146] Scenario where rear passengers voluntarily exit the vehicle: If an adult rear passenger decides to exit the vehicle while crawling (e.g., to transfer to another vehicle or on foot), the rear passenger can manually unlock and exit the vehicle by operating the mechanical locking device of the rear door; the system will not forcibly lock the door.

[0147] The tiered unlocking strategy not only suppresses repeated locking actions in congested scenarios, but also preserves reasonable autonomous operation space for adult occupants in the rear seats, without causing discomfort from forced locking.

[0148] Scenario 4: Bumpy road section (signal interference + switching between rear seat passengers and no passengers).

[0149] This scenario demonstrates the robustness of the solution when sensor signals may be interfered with, as well as the logical consistency when seat occupancy status changes.

[0150] Scenario description: The vehicle is traveling on a bumpy, unpaved road, causing the vehicle to shake and vibrate continuously. The driver wears a seatbelt throughout the journey, and passengers occasionally get in and out of the rear seats (as in a construction site inspection scenario).

[0151] Control logic deduction: Wheel speed signal instantaneous fluctuation filtering: Before the vehicle enters a bumpy section from a smooth road, the entire vehicle has been locked initially (PTPeriod=1, BCM_DriverDoorSts:Locked). Afterwards, the vehicle travels at approximately 15 km / h on the bumpy road, and tire bounce causes instantaneous spikes or drops in the wheel speed signal. The vehicle speed instantaneously drops to... The following initial unlock logic requires the vehicle speed to be below [a certain value]. If the duration exceeds the preset filtering time (e.g., 500ms), a momentary drop will not trigger a false alarm lock. The vehicle speed instantly jumps to... As mentioned above, since the seatbelt locking logic requires stable vehicle speed, instantaneous spikes are filtered out by the software and will not falsely trigger subsequent locking logic judgments. Seat occupancy signal de-jittering: When the vehicle experiences severe bumps, rear passengers may be briefly lifted off the ground, and the seat pressure sensor signal may be momentarily lost. The controller performs de-jittering on the seat occupancy status signal, requiring the status change to remain stable for a certain period of time (e.g., more than 1 second) to be considered a valid switch. This avoids the erroneous determination of "no rear passengers" due to momentary loss of sensor signals caused by bumps, which could lead to the wrong unlocking of the entire vehicle.

[0152] Status update after passengers get on and off: The vehicle temporarily stops on a bumpy road, and rear passengers get off. The controller detects that the vehicle speed is below [a certain threshold]. Once the seatbelt is unbuckled, and a stable signal indicating a change in seat occupancy from "occupant present" to "occupant absent" is received, the entire vehicle will be unlocked. Upon restarting, the system will re-execute subsequent tiered control based on the new seat occupancy status.

[0153] Through signal de-jittering and state change confirmation mechanisms, this solution can effectively filter out instantaneous interference under bumpy road conditions, ensuring the accuracy and reliability of the graded unlocking logic.

[0154] The four scenarios above cover typical driving conditions, ranging from differences in seatbelt usage habits, frequent starts and stops, prolonged low-speed crawling, to signal interference. Through a combined strategy of "driving cycle determination + linkage between seatbelt signal and rear seat status signal + vehicle speed determination," more accurate recognition of driver intentions and more effective suppression of redundant actions are achieved while ensuring basic safety.

[0155] In summary, this invention introduces the concept of "driving cycle" and achieves a combination of four innovative mechanisms through the determination of the state bit of the signal PTPeriod: "initial basic backup, subsequent seat belt linkage, seat occupancy classification, and signal de-jitter filtering". This upgrades the traditional single threshold-triggered door lock control into a multi-dimensional composite intent recognition and hierarchical safety decision-making system based on the driving cycle state machine.

[0156] In summary, the present invention achieves the following technical effects: By introducing a "driving cycle" for usage scenario recognition, the frequent locking and unlocking issues caused by slow-moving traffic and traffic light congestion are avoided. Secondly, for road sections where seat belts are not mandatory, the driving cycle is used to ensure driver safety, taking into account the driver's driving habits. The rear seat occupancy status sensor signal is used to classify and judge the door unlocking operation. When deciding whether to unlock, the controller needs to combine the signal to determine whether there are occupants in the vehicle who need special protection (such as children), thereby deciding whether to unlock the entire vehicle, unlock only the driver's side, or completely suppress automatic unlocking.

[0157] (1) Multiple vehicle speed threshold triggering to avoid repeated door lock actions in low-speed crawling scenarios. In congested traffic areas, vehicles often crawl at low speeds between 0-15 km / h for extended periods, never reaching the 20 km / h locking threshold. After the initial unlock, the system remains silent throughout the congested period, refraining from any further locking or unlocking actions. This fundamentally eliminates the problem of repeated opening and closing of the lock due to speed fluctuations in low-speed ranges, significantly reduces mechanical noise, extends actuator lifespan, and reduces unnecessary transient load on the 12V battery.

[0158] (2) The seat belt signal judgment distinguishes between the intention of "brief deceleration" and "final disembarkation", taking into account both safety and convenience. Traffic light stop scenario: When the driver slows down to V2 at a red light, if the seat belt is fastened, the system determines it as a short wait and will not automatically unlock the doors, keeping them locked to prevent outsiders from pulling the doors open and intruding.

[0159] Arrival at destination scenario: The driver decelerates to V2 and unbuckles the seatbelt. The system accurately recognizes the intention to get out of the vehicle upon arrival and automatically unlocks the door, without the need to shift to P or manually unlock the door.

[0160] The introduction of seatbelt signals enables the system to distinguish between two scenarios with similar speeds but different intentions: "temporary stop" and "final disembarkation," thus achieving a balance between safety and convenience.

[0161] (3) The first unlocking is only associated with the speed threshold, providing basic protection for the scenario. In scenarios such as rural road transport and short-distance shuttles within factory areas where drivers are not wearing seat belts, the vehicle can automatically lock all doors after accelerating to 20 km / h, providing basic driving safety for occupants. Simultaneously, because subsequent locking requires a seat belt signal after the initial unlock, frequent malfunctions of the door locks when seat belts are not worn are prevented. This layered design ensures that the minimum safety baseline is not breached under any circumstances.

[0162] (4) Pressure sensors enable graded unlocking of vehicle doors, taking into account the differentiated safety needs of vehicle occupants. In scenarios where children are in the back seat: When parents pick up or drop off their children, the system detects that there are occupants in the back seat and unlocks only the driver's side door. The rear doors remain locked to prevent children from accidentally opening the doors when the vehicle is not fully stopped or when parents are not paying attention, thus providing active safety protection for child occupants.

[0163] Scenario with no occupants in the rear: When the driver is traveling alone, the system detects that there are no occupants in the rear and unlocks the entire vehicle. The driver can get out of the car directly without any additional operation, and the convenience is not affected.

[0164] Rear passenger scenario: Adult passengers have the ability to make their own judgments. The system still only unlocks the driver's seat, but rear passengers can unlock themselves by manually operating the mechanical locking device, without creating a sense of oppression from forced locking, thus balancing safety and autonomy.

[0165] (5) Introducing driving cycle state management with clear logical boundaries Clear cycle boundaries: Each time the vehicle is powered on again, the system executes the complete logic chain of initial locking, graded unlocking, subsequent locking, and subsequent graded unlocking from scratch, without any state residue or logical errors across the cycle.

[0166] Robustness on bumpy roads: When the vehicle is driving on bumpy roads, interference such as the wheel speed momentarily dropping to zero due to tire bounce, the pressure sensor signal momentarily lost due to the occupant's body being airborne, and the seat belt buckle micro switch momentarily disconnecting are all effectively filtered by the signal de-jittering mechanism, which will not trigger door lock malfunctions and ensure the accuracy and reliability of the graded unlocking logic.

[0167] Example 2 like Figure 6 As shown, in the above embodiment one, the dynamic compensation coefficient Using fixed calibration values, however, the suspension stiffness, damping characteristics, and sensor mounting positions vary among different vehicle models. Furthermore, even within the same vehicle, factors such as suspension aging and sensor drift can cause variations in the fixed calibration values ​​over long-term use. This will lead to a gradual decrease in the accuracy of inertial force compensation, thereby increasing the misjudgment rate of rear row occupancy status. Therefore, this embodiment proposes a dual-state alternating sampling method based on a static reference and dynamic deviation. The online dynamic self-calibration mechanism enables the compensation coefficient to adaptively converge to the optimal value according to the vehicle's usage status.

[0168] The specific implementation steps are as follows: (1) Establishing static reference sampling conditions During the initial stationary phase after each PT_Ready state is established, the central body domain controller initiates a stationary reference sampling window, continuously acquiring equivalent mass readings output by the rear seat pressure sensors, and taking the median of multiple consecutive samples as the stationary reference equivalent mass for this trip. The data is then stored in non-volatile memory. If RearSeatSts=0 (no one is in the back row), the current trip will not be executed. Self-calibration skips subsequent steps to avoid noise signals contaminating calibration data when there are no occupants.

[0169] The initial static phase determination conditions are: VCU_VehicleSpeedVSOSig equals 0 and the duration reaches the preset static determination time, and the ABS / ESC system confirms that the vehicle has no rolling trend.

[0170] Static reference equivalent mass The stable equivalent mass reading, in kg, output by the rear seat pressure sensor when the vehicle is completely stationary and the road surface is level is used to establish a baseline reference value free from inertial force interference.

[0171] (2) Collect dynamic deviation samples The central body domain controller initiates dynamic deviation sampling when the following conditions are met during the journey: RearSeatSts=1 (there is someone in the rear seat and the stable state is maintained for more than [time value missing]). VCU_VehicleSpeedVSOSig is greater than 5 km / h (excluding quasi-stationary crawling conditions); The force exceeds the preset inertial force excitation threshold (ensuring the existence of observable inertial force excitation; the specific threshold is determined based on actual vehicle calibration). When the above conditions are met, a set of sampling pairs is recorded simultaneously. , ),in For the first The resultant inertial acceleration of the three axes at the next sampling time (m / s²). This represents the dynamic deviation (kg) at the corresponding time point. The maximum number of preset sample pairs can be retained per trip. For each valid sample pair, a sliding window method is used for updating, discarding the earliest sample to retain the latest data.

[0172] The dynamic deviation is the raw sensor reading during vehicle motion, assuming the occupants are still seated. and The difference between the values ​​indicates that the inertial force increases the sensor reading, while a negative value indicates that the inertial force decreases the sensor reading.

[0173] (3) Iterative update formula for dynamic compensation coefficient According to the dynamic compensation model, the equivalent mass after compensation is ideal. Should equal to (Occupant's true equivalent mass), that is:

[0174] Therefore, we can conclude that:

[0175] Right now:

[0176] right The weighted average of the sampled pairs is used to obtain the estimated value of the observation for that trip. : Equal to each sampling point ( ) divided by ( The arithmetic mean of the ratios of 1 / 2 to 1 / 3.

[0177] Based on the above derivation, establish Iterative update formula:

[0178] in, For the first The compensation coefficient after the next iteration; This is the compensation coefficient from the previous iteration; To learn the step size (the specific value is determined based on the actual vehicle calibration), control the update amplitude each time to prevent a single abnormal sampling from causing a drastic jump in the compensation coefficient; This trip is based on The estimated values ​​of the observations obtained from the group dynamic deviation sampling; For the interval limiting function, the updated Strictly limited to to Within the safe zone; This is the lower limit of the safe range for the compensation coefficient. To ensure the upper limit of the safety range of the compensation coefficient, both are determined based on actual vehicle model calibration to prevent the self-calibration results from exceeding the physically reasonable range.

[0179] (4) Triggering update conditions The operation will only be executed if the number of valid sample pairs for this trip is not less than the preset minimum number of valid sample pairs (the specific value is determined based on statistical reliability requirements). Iterative updates are performed to ensure statistical reliability; if there are insufficient effective sample pairs, the data is maintained. constant.

[0180] After each successful update, Write to non-volatile memory for direct use in the next cycle. This is done during the factory calibration phase before the vehicle rolls off the production line. The initial starting point for self-calibration is set to a fixed calibration value (preferably 0.35) based on the standard test road surface.

[0181] In some implementations, the following engineering reference value ranges are provided for each key parameter in the above self-calibration mechanism: Learning Step Size Used to control the update magnitude in each iteration. An excessively large compensation coefficient makes the compensation coefficient sensitive to single abnormal sampling. Too small a value results in excessively slow convergence. Based on real-vehicle calibration results from a typical passenger vehicle platform, The preferred value range is 0.05 to 0.20, with a preferred value of 0.10.

[0182] Maximum number of sample pairs Used to control the number of valid sample pairs retained within the sliding window. Too small a value leads to insufficient statistical reliability. Excessive data can lead to a delayed response to recent changes in road conditions. Considering both statistical reliability and real-time performance, The preferred value range is 10 to 30 groups, with a preferred value of 20 groups.

[0183] Minimum number of effective sample pairs : A threshold used to ensure statistical reliability during iterative updates The preferred value range is 5 to 10 groups, with an optimal value of 8 groups; if the number of effective sampling pairs in a single trip is less than If so, then abandon this trip. Iterative updates, keeping the results of the previous iteration unchanged.

[0184] Compensation coefficient safety range , This is used to prevent self-calibration results from exceeding physically reasonable ranges. It is based on measured data from different vehicle suspension characteristics. The preferred value is 0.10. The preferred value is 0.60; in SUVs with lower suspension stiffness, It can be appropriately relaxed to 0.70.

[0185] Through the above technical features, the following technical effects are achieved: Compared to fixed The solution employs a dynamic self-calibration mechanism that enables the accuracy of inertial force compensation to adaptively converge with the vehicle's mileage and road conditions. It maintains the optimal compensation effect under different suspension conditions (new / aged), different road excitation frequencies (urban / mountain roads), and different occupant weight distributions, thereby continuously reducing the misjudgment rate of rear seat occupancy throughout the vehicle's lifespan.

[0186] Learning Step Size The introduction of this feature makes the system inherently robust to single anomalous sampling: even if a trip is disrupted by extreme road conditions... The deviation is relatively large, and its impact on the final compensation coefficient is also limited. Within a factor of 1, avoid a chain reaction of misjudgment caused by sudden changes in the compensation coefficient.

[0187] Dual protection mechanism, namely, sampling pair number threshold (preset minimum number of valid sampling pairs) + (Range limiting) ensures that the self-calibration process automatically reverts to a safe state when data quality is insufficient or physical anomalies occur, without affecting the reliability of basic functions.

[0188] Self-calibration and Adaptive learning together constitutes a two-dimensional adaptive system of self-evolution of compensation accuracy and self-evolution of threshold strategy, enabling the entire automatic door unlocking and locking control system to continuously approach the personalized optimal state over time, achieving a fundamental upgrade from factory-fixed parameters to full life cycle self-learning control.

[0189] Example 3 like Figure 7 As shown, in the basic embodiment described above, the system enters an open-loop state after issuing the unlock command and no longer senses the actual opening behavior of the door. However, the following safety risks exist in actual driving scenarios: First, when the vehicle is coasting at low speed and has not completely stopped (e.g., still creeping at 0.5km / h to 1.5km / h), occupants may forcefully push open the door in their haste to get out, causing the door to open at a high angular velocity, resulting in collision injuries to pedestrians or cyclists outside the vehicle (i.e., door-opening accidents); Second, in scenarios where the vehicle is parked on a slope, the door automatically drifts outward and opens due to the component of gravity after the vehicle stops, and the system cannot sense this and take protective measures. Therefore, this embodiment introduces the door hinge angular velocity sensor signal to establish a closed-loop feedback mechanism for monitoring the door opening action after unlocking, identifying abnormal speeds, and providing secondary locking protection.

[0190] The specific implementation steps are as follows.

[0191] (1) Activate the door opening monitoring window after unlocking. After the BCM issues an unlock command (BCM_DriverDoorSts switches to Unlocked_Driver or Unlocked_All), the central body domain controller immediately activates the door opening action monitoring window, continuously and in real-time acquiring the output of the driver's side door hinge angular velocity sensor at a sufficiently high sampling frequency. The signal monitoring window remains open until the car door is completely closed. It will continue until it returns to a near-zero static range and remains there for more than the preset closing confirmation time, or until it exits in the PT_Ready state.

[0192] The door opening angular velocity is the output of a rotational angular velocity sensor installed at the driver's side door hinge. The unit is degrees per second. A positive value indicates the outward opening direction, and a negative value indicates the inward closing direction.

[0193] (2) Vehicle speed linkage judgment The central vehicle domain controller simultaneously monitors VCU_VehicleSpeedVSOSig, classifying the vehicle's motion state into two categories: if VCU_VehicleSpeedVSOSig is greater than... (The vehicle has not yet come to a complete stop), the system enters the low-speed coasting door opening protection mode; if VCU_VehicleSpeedVSOSig is not greater than... If the system continues for more than the preset stop confirmation time (when the vehicle is completely stationary), it will enter the stationary door opening monitoring mode. The protection strategies for the two modes are different, as described below.

[0194] (3) Low-speed sliding door opening protection In low-speed sliding door opening protection mode, if detected Greater than And the duration exceeds the preset secondary locking delay. The central body domain controller determines that the occupant performed a rapid door opening action before the vehicle had completely stopped, and immediately executes the following protection sequence: First, the BCM issues a short, sharp command to increase door lock damping, which applies a reverse damping torque through the electric door lock actuator to limit the door opening speed to a certain level. Within this range, the instrument cluster will simultaneously display a warning message, "Do not open the door while the vehicle is not at a complete stop," and sound an alarm. If the occupants continue to apply force, causing... Continue to exceed Upon reaching the preset forced locking timeout period, the BCM issues a secondary locking command (BCM_DriverDoorSts switches back to Locked), forcibly blocking the door opening action and maintaining PTPeriod in its current state until VCU_VehicleSpeedVSOSig drops to [the specified value]. If the preset stop confirmation time continues for more than a certain period, the unlock command will be automatically reissued, allowing passengers to disembark normally.

[0195] A threshold for safe door opening angular velocity is used to determine whether the door opening speed exceeds the upper limit of the safe range. The specific value is determined through actual vehicle calibration based on the door mass of the vehicle model. Exceed At that time, it was determined to be an act of opening the door abruptly.

[0196] The secondary locking delay is a brief delay before the system issues a secondary locking command after detecting abnormal door opening behavior. The specific value is determined based on the actual vehicle calibration and is used to filter out instantaneous angular velocity spikes to avoid false triggering.

[0197] To confirm the vehicle speed for stopping, the upper limit of the speed at which the vehicle has come to a complete stop is determined. The specific value is determined based on the actual vehicle calibration. If the speed is lower than this value and continues to exceed the preset stop confirmation time, the vehicle is determined to be completely stationary.

[0198] (4) Automatic drift door opening protection on ramps In the static door opening detection mode, if it is detected satisfy Less than Less than (That is, the car door drifts slowly outward at a low speed, rather than being actively pushed open by the occupants), and this state continues for more than the preset drift duration judgment time. The central body domain controller determines that the door automatically drifts open due to the gravity component of the slope and executes the following protection sequence: The BCM issues a secondary locking command, relocking the door to its current position to prevent it from drifting outwards to fully open. Simultaneously, it triggers the instrument cluster to display a "Hillside parking, door automatically protected" message. The driver can confirm their intention to open the door by actively pressing the door handle inside the door for a preset confirmation time. The BCM will then issue a new unlocking command after receiving the confirmation signal.

[0199] The automatic drift angle velocity threshold is the lower limit of the angular velocity at which the car door automatically drifts open due to the gravity component of the slope. The specific value is determined based on actual vehicle calibration. If it is below this value, it is considered to be in a normal closed state. If it is above this value and the duration exceeds the preset drift duration judgment time, it is considered to be in an automatic drift state. This indicates that automatic drifting is enabled.

[0200] (5) Recognition and release of normal door opening behavior like satisfy Greater than or equal to Greater than (That is, the door opens actively at a normal speed), the central body domain controller determines it as a normal exit behavior, does not trigger any protection action, allows the door to open freely, and the system continues to monitor until the door is closed.

[0201] In some implementations, the following engineering reference value ranges are given for each key parameter in the above-mentioned door opening protection mechanism: Safe door opening angular velocity threshold Based on engineering analysis of pedestrian collision safety boundaries, when the door opening angular velocity exceeds a certain value, the collision risk to pedestrians or cyclists outside the vehicle increases significantly. This is based on real-vehicle calibration results using typical passenger car door mass (15kg to 25kg) and hinge rotational inertia. The preferred value range is 20. Up to 60 The preferred value is 40. For MPVs or SUVs with larger door weights, the price can be appropriately reduced to 25. Up to 35 .

[0202] Automatic drift angular velocity threshold Used to distinguish between slow drift caused by the gravitational component of a ramp and active pushing behavior by occupants. Ramp drift typically manifests as drift below 5 degrees Celsius. The extremely slow movement, while the slightest active door-pushing action by the occupants typically produces an effect of no less than 8. angular velocity. Based on the above characteristics, The preferred value range is 3. Up to 8 The preferred value is 5 ; Strictly less than The range between the two is the normal door opening speed range.

[0203] Secondary lockout delay Used to filter out instantaneous angular velocity spikes and prevent accidental triggering of secondary locking. The preferred value range is 50ms to 200ms, with 100ms being the preferred value; too short a value leads to an increased false trigger rate, while too long a value leads to a delayed protection response.

[0204] Stop and check vehicle speed : The maximum speed limit used to determine when a vehicle has come to a complete stop. The preferred value range is 0.3 km / h to 1.0 km / h, with a preferred value of 0.5 km / h; the preferred value for the stop confirmation time is 300 ms, meaning the vehicle speed remains below a certain value. The vehicle is considered completely stationary when the time exceeds 300ms.

[0205] Drift duration determination : A duration threshold used to confirm ramp drift behavior. The preferred value range is 0.5s to 2.0s, with a preferred value of 1.0s; the preferred value for the closing confirmation time (the duration for determining when the door is fully closed) is 500ms. In summary, this embodiment has the following beneficial effects: This embodiment extends the perception boundary of the automatic door unlocking and locking control system from the moment of unlocking to the completion of the door opening action, constructing a full-link closed-loop control architecture before unlocking, during unlocking, and after unlocking. This completely fills the open-loop gap in the existing solution in the post-unlocking stage, achieving a qualitative upgrade from the system architecture level.

[0206] The low-speed coasting door opening protection mechanism provides active protection for door-opening accident scenarios: by using damping enhancement commands to reduce the door opening speed at the physical level, and combining them with secondary locking commands to forcibly block abnormal door opening at the logical level, the dual protection minimizes the risk of collision with outside personnel caused by occupants suddenly opening the door while driving at low speed, and has significant active safety value.

[0207] The automatic drift door opening protection mechanism on ramps solves the problem of vehicle damage or injury to adjacent vehicles caused by automatic drifting of doors due to gravity in ramp scenarios such as underground parking lots and mountain parking. By accurately distinguishing between low-speed drift characteristics and active door opening behavior, it achieves intelligent scene recognition with no error triggering.

[0208] The active confirmation interaction mechanism (continuously pressing the inner opening handle for a preset intention confirmation time) provides the driver with a clear intention confirmation channel after the hill start protection is triggered, avoiding excessive intervention of the purely automatic protection strategy in normal vehicle exit behavior, and achieving a precise balance between safety and convenience.

[0209] The door hinge angular velocity sensor is a mature automotive electronic device (which has been widely used in electric sliding doors, electric tailgates and other systems). It does not require new dedicated hardware and can be implemented on the existing BCM architecture only through software logic expansion, which has extremely high engineering feasibility and mass production economy.

[0210] Example 4 like Figure 8 As shown, this embodiment discloses an automatic door locking / unlocking control system, including: The module is configured to establish a driving cycle when the vehicle is powered on and enters a torque output ready state. The locking / unlocking control module is configured to: issue a full door locking command when the gear is shifted to D and the vehicle speed first exceeds a first speed threshold; initiate the first unlocking decision process and issue an unlocking command when the vehicle speed first drops to a second speed threshold; allow the issuance of a full door locking command when the current trip has already automatically unlocked, the driver's seatbelt is fastened, and the vehicle speed again exceeds the first speed threshold; if the current trip has already automatically unlocked and all doors are locked, and the vehicle speed drops to the second speed threshold again, if the driver's seatbelt is fastened, then unlocking is suppressed and all doors remain locked; if the driver's seatbelt is unfastened, then unlocking is performed in stages according to the occupancy status of the rear seats: only the driver's door is unlocked when there are people in the rear seats, and all doors are unlocked when there are no people in the rear seats. The reset module is configured to end the current driving cycle when the vehicle is turned off or the high voltage is cut off.

[0211] An automatic locking / unlocking system that uses vehicle speed as a basis, introduces the concept of "driving cycle" to determine the driver's intention, and combines seat belt status and seat pressure to determine safety can flexibly respond to various scenarios, especially solving safety hazards such as children in the rear seats accidentally opening doors.

[0212] The aforementioned modular architecture has the advantages of clear logical boundaries, single responsibility for each module, and ease of engineering implementation and functional expansion. It can be directly deployed on the existing central vehicle domain controller software architecture without additional hardware resources, and has high mass production adaptability and engineering feasibility.

[0213] Example 5 The purpose of this embodiment is to provide a computing device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the methods in embodiments one, two, and three.

[0214] Example 6 The purpose of this embodiment is to provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps of the methods in Embodiments 1, 2, and 3.

[0215] The steps and methods involved in the apparatuses of Embodiments 5 and 6 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section of Embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0216] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0217] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0218] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A method for automatically locking and unlocking a vehicle door, characterized in that, include: When the vehicle is powered on and enters the torque output ready state, a driving cycle is established; When the gear is switched to D and the vehicle speed exceeds the first vehicle speed threshold for the first time, a command to lock all doors is issued. When the vehicle speed drops to the second speed threshold for the first time, the first unlocking decision process is initiated, and an unlocking command is issued. If the current trip has already been automatically unlocked, the driver's seat belt is fastened, and the vehicle speed is again greater than the first speed threshold, then a full door locking command can be issued. If the vehicle speed drops to the second speed threshold again during the current trip when the doors have been automatically unlocked and all doors are locked, the unlocking will be suppressed and all doors will remain locked if the driver's seatbelt is fastened; if the driver's seatbelt is unfastened, the unlocking will be performed in stages according to the occupancy status of the rear seats. If there are people in the rear seats, only the driver's door will be unlocked, and if there are no people in the rear seats, all doors will be unlocked. The current driving cycle ends when the vehicle is turned off or the high voltage is cut off.

2. The automatic door locking / unlocking control method as described in claim 1, characterized in that, The driving cycle flag is set. A status value of 0 indicates that the vehicle is in a high-voltage ready but not driving state or in a power-off state. A status value of 1 indicates that the vehicle has entered a torque output ready state and the current trip has not yet executed automatic unlocking. A status value of 2 indicates that the current trip has already executed automatic unlocking once.

3. The automatic door locking / unlocking control method as described in claim 2, characterized in that, With all doors locked and the driving cycle flag value at 1, when the vehicle speed drops to the second speed threshold for the first time, the driving cycle flag value jumps from 1 to 2, initiating the unlocking decision process.

4. The automatic door locking / unlocking control method as described in claim 2, characterized in that, The unlocking decision process specifically includes: if the status value of the rear seat occupancy status signal indicates that there is someone in the rear, only the driver's door unlocking command is issued, while the passenger side and the left and right rear doors remain locked; if the status value of the rear seat occupancy status signal indicates that there is no one in the rear, all doors are unlocked.

5. The automatic door locking / unlocking control method as described in claim 1, characterized in that, Once an unlocking is performed within the same driving cycle, a seatbelt detection condition is introduced, monitoring vehicle speed signals and driver's seatbelt switch signals.

6. The automatic door locking / unlocking control method as described in claim 5, characterized in that, If the driver's seatbelt switch signal indicates that the seatbelt is unfastened, even if the vehicle speed exceeds the first speed threshold again, the subsequent automatic locking logic will be forcibly suppressed, and the door locks will remain in the current state.

7. The automatic door locking / unlocking control method as described in claim 1, characterized in that, Under conditions of bumpy roads, rapid acceleration, or rapid deceleration, a three-axis dynamic inertial force compensation algorithm is introduced to eliminate the interference of three-axis inertial force coupling.

8. The automatic door locking / unlocking control method as described in claim 7, characterized in that, The triaxial dynamic inertial force compensation algorithm includes: Calculate the resultant inertial acceleration of the three axes from the longitudinal, lateral, and vertical accelerations; The inertial force disturbance component is calculated based on the preset estimated value of the occupant equivalent mass. The original pressure value of the rear seats is dynamically decoupled and deducted to obtain the equivalent mass after compensation.

9. The automatic door locking / unlocking control method as described in claim 8, characterized in that, The determination of hysteresis debouncing based on the equivalent quality after compensation includes: If the compensated equivalent quality is greater than or equal to the first quality threshold and remains for more than the first filtering duration, the system is set to "occupied". If a person is present, and the compensated equivalent quality is lower than the second quality threshold for more than the second filtering duration, then the system is set to "no one present".

10. The automatic door locking / unlocking control method as described in claim 1, characterized in that, It also identifies occupant types based on pressure distribution characteristics.

11. The automatic door locking / unlocking control method as described in claim 10, characterized in that, Occupant type identification: The pressure-bearing area and peak concentration are calculated from the pressure value; If the equivalent mass after compensation is between the first mass threshold and the upper limit for children, the pressure-bearing area is not greater than the first set value, and the peak concentration is greater than the set value, then it is judged as a child. If the child exceeds the upper limit for children and the pressure-bearing area is not less than the second set value, the child is judged to be an adult.

12. The automatic door locking / unlocking control method as described in claim 11, characterized in that, When a child is identified, upon triggering the unlocking process, in addition to unlocking only the driver's side door, a command is automatically sent to activate the electronic child safety locks on the rear doors and start a delay timer. Only after the driver's side door has been open for a preset delay duration will the rear doors be allowed to be unlocked via the central control button.

13. The automatic door locking / unlocking control method as described in claim 1, characterized in that, The driver's seatbelt unfastening process includes: when the vehicle speed drops to the second speed threshold again, the driver's seatbelt switch signal changes from fastened to unfastened; in response to this change, the rear seat occupancy status is read and graded unlocking is performed.

14. The automatic door locking / unlocking control method as described in claim 13, characterized in that, The tiered unlocking specifically includes: If the status value of the rear seat occupancy status signal indicates that someone is in the rear seat, only the driver's door will be unlocked. If the status value of the rear seat occupancy status signal indicates that there is no one in the rear seats, then all doors will be unlocked.

15. An automatic door locking and unlocking control system, characterized in that, include: The module is configured to establish a driving cycle when the vehicle is powered on and enters a torque output ready state. The locking / unlocking control module is configured to: issue a full door locking command when the gear is shifted to D and the vehicle speed first exceeds a first speed threshold; initiate the first unlocking decision process and issue an unlocking command when the vehicle speed first drops to a second speed threshold; allow the issuance of a full door locking command when the current trip has already automatically unlocked, the driver's seatbelt is fastened, and the vehicle speed again exceeds the first speed threshold; if the current trip has already automatically unlocked and all doors are locked, and the vehicle speed drops to the second speed threshold again, if the driver's seatbelt is fastened, then unlocking is suppressed and all doors remain locked; if the driver's seatbelt is unfastened, then unlocking is performed in stages according to the occupancy status of the rear seats: only the driver's door is unlocked when there are people in the rear seats, and all doors are unlocked when there are no people in the rear seats. The reset module is configured to end the current driving cycle when the vehicle is turned off or the high voltage is cut off.

16. A vehicle, characterized in that, The automatic door unlocking and locking control system as described in claim 15 is adopted.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the automatic door unlocking and locking control method as described in any one of claims 1-14.

18. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the automatic door unlocking and locking control method as described in any one of claims 1-14.

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