Vehicle door control method and apparatus, electronic device and vehicle

Abstract

A vehicle door control method, comprising: in response to a first control instruction, controlling a vehicle door (11) of a vehicle to move to a first position; and, in response to a second control instruction, controlling the vehicle door (11) to move from the first position to a second position, the first position and the second position being located on the movement trajectory of the vehicle door (11), and the first position being different from the second position. Further provided are a vehicle door control apparatus using the vehicle door control method, an electronic device, a vehicle, a computer-readable storage medium and a computer program product. By means of different control instructions, the vehicle door control method can accurately control the movement trajectory and position of the vehicle door, so as to more flexibly control the degree of opening and closing of the vehicle door, thereby meeting different use requirements.

Description

Door control methods, devices, electronic equipment and vehicles

[0001] This application claims priority to Chinese patent application No. 202411977337.8, filed on December 30, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle control technology, and in particular to a door control method, device, electronic equipment, and vehicle. Background Technology

[0003] As people's living standards improve, automobiles are playing an increasingly indispensable role in their lives. How to make cars intelligent to improve user experience is receiving increasing attention from developers. Electric door opening systems, as part of modern automotive technology, enhance the vehicle's technological and modern feel with their stylish and simple design and intelligent operation. Summary of the Invention

[0004] This disclosure provides a door control method, device, electronic equipment, and vehicle.

[0005] In a first aspect, a vehicle door control method is provided, comprising: in response to a first control command, controlling a vehicle door to move to a first position; and in response to a second control command, controlling the door to move from the first position to a second position, wherein the first position and the second position are located on the movement trajectory of the door, and the first position is different from the second position.

[0006] The vehicle door control method provided in some embodiments of this disclosure can precisely control the movement trajectory and position of the vehicle door through different control commands, thereby more flexibly controlling the opening and closing degree of the vehicle door and thus meeting different usage needs.

[0007] In some embodiments, when the first control command is used to characterize the control of opening the vehicle door, controlling the vehicle door to move to a first position includes: controlling the vehicle door to move from an initial position to the first position, where the initial position is used to represent the position of the vehicle door when the first control command is received.

[0008] In some embodiments, when the second control command is used to characterize the control of the door to continue opening, the distance between the second position and the initial position on the trajectory is greater than the distance between the first position and the initial position on the trajectory.

[0009] In some embodiments, the second position is the final stopping position of the door during the opening process.

[0010] In some embodiments, when the second control command is used to characterize controlling the door to close, the distance between the second position and the initial position on the motion trajectory is less than the distance between the first position and the initial position on the motion trajectory.

[0011] In some embodiments, when the first control command is used to indicate that the vehicle door is closed, controlling the vehicle door to move to a first position includes: controlling the vehicle door to move from an initial position to the first position, where the initial position is used to indicate the position of the vehicle door when the first control command is received.

[0012] In some embodiments, when the second control command is used to characterize the control of the door to continue closing, the distance between the second position and the initial position on the trajectory is greater than the distance between the first position and the initial position on the trajectory.

[0013] In some embodiments, the second position is the final stopping position of the door during the closing process.

[0014] In some embodiments, when the second control command is used to characterize controlling the opening of the vehicle door, the distance between the second position and the initial position on the motion trajectory is less than the distance between the first position and the initial position on the motion trajectory.

[0015] In some embodiments, the second control command is triggered by any one or more of the following methods:

[0016] Touch operation on the forced switch button was detected;

[0017] Touch operation on the door switch button was detected;

[0018] Received a voice command carrying a forced switch instruction;

[0019] Receives a forced opening / closing command for the vehicle door from a remote control device; or

[0020] Interactions to the car door were detected, including push-pull, knock, or tap actions.

[0021] In some embodiments, detecting a touch operation on a door switch button includes: detecting that the touch operation on the door switch button meets a preset condition, the preset condition including at least one of the following: the operation time is greater than or equal to a target time, or the number of operations within a target time period is greater than or equal to a target number.

[0022] In some embodiments, the location of the door switch button, or the location of the forced switch button, includes at least one of the following: in the display interface of the vehicle's display device, in the vehicle's center console, at the inner door handle of the vehicle, on the outer side of the vehicle's door, in the sunroof control area of ​​the vehicle, or on the door panel or control panel of the driver's position of the vehicle.

[0023] In some embodiments, controlling the door to move to a first position includes: controlling the door to stop moving to the first position based on obstacle information around the door.

[0024] In some embodiments, controlling the door to move to a first position and stop based on obstacle information around the door includes:

[0025] Control the movement of the car door and obtain information about obstacles around the door; if the obstacle information is within the real-time safe zone of the door, control the door to stop moving in order to reach the first position.

[0026] In some embodiments, the real-time safety zone includes a spatial range of a first preset size around the current position of the door.

[0027] In some embodiments, in response to a first control command, controlling the vehicle door to move to a first position includes: in response to the first control command, detecting whether there is obstacle information within the full-travel safety area; and if there is no obstacle information within the full-travel safety area, controlling the door to move to the first position.

[0028] In some embodiments, when there is no obstacle information within the full travel safety area, controlling the door to move to a first position includes:

[0029] If there are no obstacles within the safe area of ​​the entire travel distance, control the door to move to the first position at a first preset speed.

[0030] In some embodiments, the method further includes: if obstacle information exists within the full-travel safety area, detecting whether the obstacle information is located within the real-time safety area; if no obstacle information exists within the real-time safety area, controlling the door to move to a first position, wherein the spatial range of the real-time safety area is smaller than the spatial range of the full-travel safety area.

[0031] In some embodiments, controlling the door to move to a first position when there is no obstacle information in the real-time safe area includes: controlling the door to move to the first position at a second preset speed when there is no obstacle information in the real-time safe area, wherein the second preset speed is less than a first preset speed, and the first preset speed is the door's operating speed when there is no obstacle information in the full-travel safe area.

[0032] In some embodiments, in response to a second control command, controlling the door to move from a first position to a second position includes: in response to the second control command, controlling the door to move from the first position to the second position at a third preset speed, wherein the third preset speed is less than the second preset speed.

[0033] In some embodiments, the method further includes: if obstacle information exists within the safe area of ​​the entire travel path, determining a first position based on the obstacle position represented by the obstacle information.

[0034] In some embodiments, the distance between the obstacle location and the first location is less than or equal to the target distance.

[0035] In some embodiments, the full-travel safety zone includes a space of a second preset size surrounding the range of motion of the door.

[0036] In some embodiments, in response to a first control command, controlling the vehicle door to move to a first position includes: in response to the first control command, controlling a window regulator to operate to drive the window glass in the door to lower a preset height; controlling the door lock to release; and controlling an electric strut to operate to drive the door to move to the first position.

[0037] In some embodiments, obstacle information is obtained by detecting the environment around the vehicle door using at least one of radar equipment or image acquisition devices in the vehicle.

[0038] In some embodiments, the door is any one of the following: a scissor door, a side-opening door, or a butterfly door.

[0039] In a second aspect, a vehicle door control device is provided, comprising: a control module for controlling a vehicle door to move to a first position in response to a first control command; the control module is further configured to control the door to move from the first position to a second position in response to a second control command, wherein the first position and the second position are located on the movement trajectory of the door and the first position is different from the second position.

[0040] Thirdly, an electronic device is provided, including a processor and a memory, the processor being connected to the memory, the memory storing computer instructions that, when executed on the electronic device, cause the electronic device to perform the methods provided in the first aspect and its possible implementations.

[0041] Fourthly, a vehicle is provided, including the door control device provided in the second aspect, or the electronic device provided in the third aspect.

[0042] Fifthly, a computer-readable storage medium is provided that stores computer-executable instructions, which, when executed on a computer, cause the computer to perform the methods provided in the first aspect and its possible implementations.

[0043] In a sixth aspect, a computer program product is provided, the computer program product including instructions, wherein when the instructions are executed on a computer, the computer performs the method provided by the first aspect and its possible implementations.

[0044] The technical effects of any of the implementation methods in the second to sixth aspects mentioned above can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0045] Figure 1 is a structural diagram of a door control system according to some embodiments;

[0046] Figure 2 is a schematic diagram of a scissor door according to some embodiments;

[0047] Figure 3A is a flowchart of a door control method according to some embodiments;

[0048] Figure 3B is a flowchart of a door control method according to some embodiments;

[0049] Figure 4 is a schematic diagram of a real-time security zone according to some embodiments;

[0050] Figure 5 is a flowchart of a door control method according to some embodiments;

[0051] Figure 6 is a flowchart of a door control method according to some embodiments;

[0052] Figure 7 is a block diagram of an electronic device according to some embodiments;

[0053] Figure 8 is a block diagram of a door control device according to some embodiments;

[0054] Figure 9A is a block diagram of a vehicle according to some embodiments;

[0055] Figure 9B is a block diagram of another vehicle according to some embodiments. Detailed Implementation

[0056] Some embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0057] In the description of this disclosure, it should be understood that the terms “center,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0058] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0059] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances. Furthermore, when describing pipelines or channels, the terms "connection" and "linkage" as used in this disclosure have the meaning of establishing electrical conductivity. The illustrative meanings should be understood in context.

[0060] In some embodiments of this disclosure, the words "exemplarily" or "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design described as "exemplarily" or "for example" in some embodiments of this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts by way of example.

[0061] As a part of modern automotive technology, electric door opening systems enhance the vehicle's technological and modern feel with their stylish and simple exterior design and intelligent operation. For example, in the case of scissor doors, the movement trajectory of the scissor doors during the opening process is a spatial curve, making it difficult for users to control the direction of force when manually opening and closing the doors. In other words, the feel of mechanically opening and closing doors is very poor, so electric door opening is usually adopted.

[0062] The door control methods in related technologies mainly use ultrasonic radar or millimeter-wave radar to identify the distance between obstacles and the door, and then use a controller to adjust the opening and closing of the door. However, due to the limitations of radar accuracy, the design of the door opening and closing program will leave a large safety margin, which often results in users being unable to open the door electrically when standing next to it, seriously affecting the user experience.

[0063] Based on this, some embodiments of this disclosure provide a vehicle door control method, which responds to a first control command to control the vehicle door to move to a first position; and responds to a second control command to control the vehicle door to move from the first position to a second position, wherein the first position and the second position are located on the movement trajectory of the vehicle door, and the first position is different from the second position.

[0064] The vehicle door control method provided in some embodiments of this disclosure can precisely control the movement trajectory and position of the vehicle door through different control commands, thereby more flexibly controlling the opening and closing degree of the vehicle door and thus meeting different usage needs.

[0065] It should be understood that the door control methods provided in some embodiments of this disclosure can be applied to door control systems in vehicles. As shown in FIG1, the door control system 100 may include: a door 11, a driver 12, and a controller 13.

[0066] Here, the actuator 12 is configured to drive the opening and closing of the door 11. The controller 13 is configured to control the operation of the actuator 12, thereby controlling the opening and closing of the door 11.

[0067] This disclosure does not limit the types of vehicles and doors. Vehicles can be sedans, SUVs, multi-purpose vehicles, or trucks, etc. Doors can be located in different positions on the vehicle, such as side doors on the side of the vehicle or rear doors at the rear of the vehicle. Furthermore, this disclosure does not limit the opening method of the doors. Based on the opening method, doors can be scissor doors, side doors, or butterfly doors, etc., and this disclosure does not impose any restrictions on this.

[0068] Here, the hinges of scissor doors are typically located on the front fenders or the side fenders of the engine compartment. This design allows the doors to open upwards and outwards, with the door opening resembling the shape of scissors. The main characteristic of side-opening doors is that the door leaf rotates along one side of the door frame to open and automatically remains closed when shut. The hinges of butterfly doors are usually installed at the intersection of the front edge of the roof and the A-pillar, or on the fender near the A-pillar. This design allows the doors to open forwards and upwards, forming a shape similar to butterfly wings.

[0069] In some embodiments, when the door 11 is a scissor door, the hinges of the scissor door are located at the front fender or the fenders on both sides of the engine compartment, as shown in FIG2. When it is in the open state, the door 11 can open vertically upward like scissors.

[0070] In some embodiments, the actuator 12 can be a support rod, typically a gas spring or hydraulic rod filled with high-pressure gas or hydraulic oil. When the door 11 is opened, the support rod releases its stored energy, helping the door 11 to lift smoothly and remain in a fixed open position. When the door 11 is closed, the support rod absorbs the impact force generated when the door 11 falls, ensuring that the door 11 closes slowly and quietly, while reducing the impact of the door 11 on the vehicle body.

[0071] The controller 13 can also be referred to as an electronic control unit (ECU). It should be understood that in some embodiments of this disclosure, the controller 13 can be the vehicle's main controller or a door controller, and this disclosure does not limit it in this way.

[0072] In some embodiments, the door control system 100 may further include a plurality of sensors connected to the controller 13. As shown in FIG1, the plurality of sensors may include a radar 14 and an image acquisition device 15, both of which are configured to detect obstacle information around the door and send the obstacle information to the controller 13, so that the controller 13 controls the movement of the vehicle based on the obstacle information detected by the sensors during the movement of the door.

[0073] In one implementation, the radar may include one or more of the following: ultrasonic radar, millimeter-wave radar, parking radar, or lidar, etc.

[0074] It should be understood that ultrasonic radar is mainly used for short-range obstacle detection. It calculates the distance between an object and a vehicle by emitting ultrasonic waves and receiving the reflected signals. Millimeter-wave radar uses electromagnetic waves in the millimeter-wave band for detection, enabling high-precision obstacle detection and distance measurement. Parking radar is a system specifically designed for detecting the distance between a vehicle and obstacles in front of or behind it when parking or driving at slow speeds. LiDAR calculates the distance between a vehicle and obstacles by emitting laser pulses and measuring the reflected signals, and can also obtain the speed, size, direction, and other characteristic attributes of obstacles.

[0075] The image acquisition device 15 may include at least one of a front-view camera, a rear-view camera, or a panoramic camera. The front-view camera is configured to acquire a forward video stream within a preset forward field of view of the vehicle; the rear-view camera is configured to acquire a rearward video stream within a preset rearward field of view of the vehicle; and the panoramic camera is configured to acquire a panoramic video stream within a preset radius of the vehicle.

[0076] In some embodiments, as shown in FIG1, the door control system 100 may further include: a window glass 16 and a window regulator 17. The window regulator 17 is configured to control the raising and lowering of the window glass 16.

[0077] It should be understood that when the car door 11 is a scissor door, due to the upward tilt design of scissor doors, if the window 16 is in a raised position during the opening of the car door 11, it may interfere with the opening of the car door 11, causing the car door 11 to fail to open completely or the window 16 to be damaged. Therefore, in one implementation, the window 16 can be automatically lowered by the window regulator 17 before the car door 11 opens or closes, so that the window 16 is lowered to a preset height, which can avoid interference between the car door 11 and the window 16 and ensure that the car door 11 can move smoothly.

[0078] In some embodiments, as shown in FIG1, the vehicle door control system 100 may further include a vehicle lock 18. Here, the vehicle lock 18 may include a lock cylinder, a lock body, a lock tongue, a linkage mechanism, etc.

[0079] It should be understood that the lock cylinder is the key component controlling the door lock, unlocking or locking is achieved through the insertion and turning of the key. The lock body is the main structure that houses and supports other components. The bolt interacts with the latch on the door frame to close the door securely. The linkage mechanism is responsible for transmitting the movement of the lock cylinder to the bolt to complete the unlocking and locking operations.

[0080] The primary function of the car lock 18 is to ensure passenger safety while the vehicle is in motion. When the car door is locked, passengers cannot open it at will, thus preventing accidents caused by passengers suddenly opening the door while the vehicle is in motion. Therefore, the car lock needs to be controlled to open the door before it can be opened, so that the door can be opened correctly; after the door is closed, the car lock can be controlled to lock the door.

[0081] It should be understood that the door control methods provided in some embodiments of this disclosure can be applied to the controller 13 in the door control system 100 shown in FIG1. ​​As shown in FIG3A, the door control method includes S101-S102.

[0082] S101, in response to the first control command, control the vehicle door to move to the first position.

[0083] It should be understood that this disclosure does not limit the triggering conditions and content of the first control command. The user can trigger the first control command in one of the following ways, including but not limited to: mobile application (APP), remote key or card, physical switch, sensor switch, facial recognition or voice recognition, etc. Here, the physical switch can be a mechanical button or external handle, etc., and the sensor switch can be a foot sensor, gesture sensor, touch sensor or push-pull sensor, etc.; this disclosure does not limit this.

[0084] In practical applications, the content of the first control command can be determined based on the current state of the car door. In some embodiments, when the car door is in a closed state, if one of the above-mentioned triggering methods is detected, the generated first control command can be used to indicate that the car door is open.

[0085] In other embodiments, if one of the above-mentioned triggering methods is detected when the door is open, the generated first control command can be used to indicate that the door should be closed.

[0086] Upon receiving the first control command, the control door begins to move to a first position. The first position is located within the door's movement trajectory. It should be understood that this disclosure does not limit the location of the first position within the door's movement trajectory.

[0087] In some embodiments, a first location can be determined based on obstacle information around the vehicle door. The process of determining the obstacle can be described in the following embodiments, which will not be repeated here.

[0088] In one implementation, if there are no obstacles around the car door or the movement trajectory of the obstacle does not overlap with that of the car door, the first position can be the stopping position corresponding to the movement state of the car door.

[0089] In another implementation, if the movement trajectories of the obstacle and the car door overlap, the first position can be determined based on the position of the obstacle.

[0090] S102, in response to the second control command, control the door to move from the first position to the second position.

[0091] Here, the first position and the second position are located in the movement trajectory of the car door, and the first position is different from the second position.

[0092] Upon receiving a second control command, the second position can be determined based on the door movement state represented in the second control command, and the door can be controlled to move from the first position to the second position.

[0093] In some embodiments of this disclosure, the door movement state represented by the first control command and the second control command may be the same or different. In practical applications, it can be determined according to the actual movement of the door and the triggering method of the command. This disclosure does not impose any restrictions on this.

[0094] This disclosure does not limit the triggering conditions of the second control command. In practical applications, the triggering conditions of the second control command can be set according to user needs. In some embodiments, the triggering conditions of the second control command can be: long press of a switch button, forced motion button, or voice control, etc.

[0095] In some embodiments, in one implementation, it can be determined that a second control command for the door has been received upon detecting a touch operation on the forced switch button.

[0096] In other words, a forced-open / close button can be installed in the vehicle or car key. When a user needs to force the car door to open or close, they can issue a second control command by touching the corresponding forced-open / close button.

[0097] In another implementation, a second control command for the door can be determined by detecting a user's touch operation on the door switch button.

[0098] In one implementation, detecting a user's touch operation on the door switch button may include: detecting that the user's touch operation on the door switch button meets preset conditions. Here, the preset conditions include at least one of the following: the operation time of the touch operation is greater than or equal to a target time; or, the number of touch operations within the target time period is greater than or equal to a target number.

[0099] It should be understood that the target time, target time period, and target number of times are all preset, and this disclosure does not impose any limitations on them. In some embodiments, in one implementation, the preset conditions include at least one of the following: the operation time of the touch operation is greater than or equal to 10 seconds; or, the number of touch operations within 3 seconds is greater than or equal to 5 times.

[0100] In other words, some control logic can be added to the commonly used door switch buttons to determine that a corresponding second control command has been triggered when the door switch button is touched for a long time or when it is touched multiple times in succession.

[0101] As can be seen, this solution requires no additional hardware components, such as forced door opening / closing buttons, extra sensors, or actuators, thus avoiding the costs of hardware procurement, installation, and debugging. Furthermore, since no new hardware is added, users can still use familiar buttons to open and close the doors without needing to learn new operating methods, maintaining the original convenience. Although no new hardware is added, the improved control logic allows the vehicle to respond more intelligently to user needs, enhancing the overall intelligence of the vehicle.

[0102] It should be noted that this disclosure does not limit the form and location of the aforementioned forced switch button and door switch button. They can be physical buttons located anywhere in the vehicle or vehicle remote control, or they can be display controls located on the display interface of a display device (such as an in-vehicle display screen or terminal device).

[0103] In some embodiments, in one implementation, the location of the door switch button, or the location of the forced switch button, may include at least one of the following: the display interface of the vehicle's display device, the center console of the vehicle, the inner door handle of the vehicle, the outer door of the vehicle, the sunroof control area of ​​the vehicle, or the door panel or control panel of the driver's position of the vehicle.

[0104] In another implementation, it can be determined that the second control command for the door has been received upon receiving a voice command carrying a forced opening command with a second control command.

[0105] It should be understood that vehicles are typically equipped with microphones configured to capture user voice commands. Therefore, the microphones can collect ambient voice signals, which can then be used to identify text within the voice signals using speech recognition technology. Keywords are then extracted from the identified text; these keywords are usually related to door movement operations, such as "open door" or "unlock." The extracted keywords are then matched against a pre-set command library. If the keyword perfectly matches or is highly similar to a keyword in a second control command, it can be considered that a second control command for the door has been received.

[0106] It should be understood that the vehicle may need to verify the user's identity before executing the second control command. This can be achieved through voice recognition (such as voiceprint recognition), facial recognition, fingerprint recognition, or password input, and this disclosure does not limit this.

[0107] In another approach, it can be determined that a second control command for the door has been received upon receiving a forced opening / closing command for the door sent by a remote control device.

[0108] It should be understood that the remote control device can be the user's terminal device, etc., and this disclosure does not limit it.

[0109] Data transmission between remote control devices and vehicles can be achieved through a communication protocol such as Bluetooth, Wi-Fi, cellular networks, or a dedicated vehicle communication system. The vehicle needs a compatible communication interface to receive these commands. Users can send secondary control commands to the vehicle via the remote control device. These commands can follow a specific format, including the command type, target device (e.g., door), operation type (e.g., forced movement), and possible additional parameters (e.g., timestamp, remote control device ID, etc.).

[0110] After receiving the second control command, the vehicle will first perform a format verification to ensure its integrity and validity. Then, if the second control command is found to be valid, the vehicle will control the door to move to the second position.

[0111] In one implementation, a second control command can be determined to have been received upon detecting an interaction with the car door. Here, the interaction includes, but is not limited to, pushing / pulling, tapping, or clicking actions.

[0112] In other words, after the car door moves to the first position, if the user pushes, pulls, knocks, or presses the door, it indicates that the user needs the door to continue moving. At this time, the door can be controlled to move from the first position to the second position.

[0113] In some embodiments, the second position can be determined based on the user's desired movement of the car door as represented by the user's interaction action. For example, when the user directly pushes or pulls the car door, the system can detect this action through sensors on the car door (such as displacement sensors or force sensors) and determine the position the user wants the car door to move to based on the direction and force of the action. For example, if the user pulls the car door outward forcefully, the system may determine that the user wants the car door to open further; if the user gently pushes the door inward, the system may determine that the user only wants the car door to close to a certain extent.

[0114] As can be seen, the door control method provided in some embodiments of this disclosure can precisely control the movement trajectory and position of the door through different control commands, thereby more flexibly controlling the opening and closing degree of the door and thus meeting different usage needs.

[0115] In some embodiments, when a user needs to open or close a car door, a first control command needs to be triggered through a certain triggering method; so that the controller controls the movement of the car door based on the door movement state represented in the first control command.

[0116] In one implementation, when the first control command is used to characterize opening the door, controlling the door of the vehicle to move to a first position in S101 includes: controlling the door to move from an initial position to the first position.

[0117] Here, the initial position is used to represent the door position when the first control command is received. It can be understood that when the user triggers the command to open the door, the door is usually in the closed state, so the initial position can be the closed position of the door when the first control command is received.

[0118] To avoid collisions during the movement of the car door, it will detect whether the door may collide with an obstacle. In reality, in order to ensure safety, a large safety margin is left when detecting obstacles. That is, there may be situations where the door will not actually collide with an obstacle, but the door cannot continue to move. In this case, a second control command is needed to continue to control the movement of the door.

[0119] In one implementation, when the second control command is used to indicate that the door should continue to open, the distance between the second position and the initial position on the door's movement trajectory is greater than the distance between the first position and the initial position on that movement trajectory.

[0120] If the user determines that the car door will not collide and needs to control the door to continue opening, a second control command can be triggered to indicate that the door will continue to open. This will cause the door to move to a position further away from its initial position on its trajectory, meaning the door will be opened to a greater extent.

[0121] In some embodiments, the second position can be the final stopping position of the door during the opening process, that is, the final position where the door stops moving during the opening process, at which the door will no longer continue to open.

[0122] It should be understood that the final stopping position of the door during the opening process can be preset by the system or set by the user according to their own needs, and this disclosure does not impose any restrictions on this.

[0123] As can be seen, when the car door is opened to the first position, the solution provided by some embodiments of this disclosure can control the car door to continue opening according to the second control command, thereby avoiding the situation where the car door will not actually collide with the obstacle, but the car door cannot be opened, so as to ensure the user's door opening needs.

[0124] In another implementation, when the second control command is used to characterize controlling the door to close, the distance between the second position and the initial position on the door's movement trajectory is less than the distance between the first position and the initial position on the movement trajectory.

[0125] After the car door is opened to the first position, even if the door is not fully open, there may be enough space for the user to pass through, or there may be a collision if the door is opened further, or there may have already been a collision with an obstacle. At this time, the user or other sensors in the system will trigger a second control command that indicates the control of closing the car door.

[0126] The controller responds to the second control command and can control the door to move to the second position, so that the distance between the second position and the initial position on the movement trajectory is less than the distance between the first position and the initial position on the movement trajectory, that is, reduce the degree of opening of the door, or even close the door directly.

[0127] As can be seen, when the car door is opened to the first position, the solutions provided by some embodiments of this disclosure can control the car door to close according to the second control command, so as to avoid the collision that may occur if the car door continues to open, or to prevent the risk of objects or people being trapped if the car door continues to open, thereby improving the reliability of the car door movement process.

[0128] In another implementation, when the first control command is used to indicate that the door is closed, controlling the door of the vehicle to move to a first position includes: controlling the door to move from an initial position to the first position, where the initial position is used to indicate the door position when the first control command is received.

[0129] When a user triggers the command to close the car door, it indicates that the door is in the open state. At this time, the door may be in the final stopping position during the opening process, or it may be in the position about to hit an obstacle. Since it is necessary to control the closing of the car door, it is necessary to control the door to move from the current initial position to the first position.

[0130] It should be understood that the distance between the first position and the closed position on the movement trajectory is greater than the distance between the initial position and the closed position on the movement trajectory. In other words, the door needs to move to the first position in the direction of closing.

[0131] During the closing process, obstacles may be detected, preventing the door from closing completely. If the user determines that the door will not collide with the obstacle as it closes, a second control command can be triggered to ensure the door continues closing, such as pressing and holding the close button or triggering the forced close button. Alternatively, if an obstacle is detected to be moving within a certain time period, and the door will not collide with it upon closing, the door control system can also automatically trigger the second control command to ensure the door continues closing.

[0132] In one implementation, when the second control command is used to indicate that the door should continue to close, the distance between the second position and the initial position on the trajectory is greater than the distance between the first position and the initial position on the trajectory.

[0133] That is, if the second control command triggered is determined to indicate that the door should continue to close, the door should continue to close to the second position, so that the distance between the door and the initial position on the trajectory gradually increases.

[0134] In one example, the second position could be the final stopping position of the door during the closing process. That is, the final position where the door stops moving during the closing process, at which point the door will not continue to close.

[0135] As can be seen, when the car door is closed to the first position, the solution provided by some embodiments of this disclosure can continue to control the car door to close according to the second control command, thereby avoiding the situation where the car door will not actually collide with the obstacle, but the car door cannot be closed, so as to ensure the user's door closing needs.

[0136] In another implementation, when the second control command is used to characterize the control of opening the door, the distance between the second position and the initial position on the trajectory is less than the distance between the first position and the initial position on the trajectory.

[0137] After the car door is closed to the first position, even if the door is not completely closed, it may still hit an obstacle if it continues to move, posing a safety hazard. At this time, the user or other sensors in the door control system will trigger a second control command that indicates the opening of the car door.

[0138] The controller responds to the second control command and can control the door to move to the second position, that is, control the door to open, so that the distance between the second position and the initial position on the movement trajectory is less than the distance between the first position and the initial position on the movement trajectory. In other words, the degree of door opening is increased, avoiding the risk of the door colliding with obstacles if it continues to close, or preventing the risk of objects or people being trapped if the door continues to close, thereby improving the reliability of the door movement process.

[0139] In some embodiments, obstacles may exist around the vehicle door, causing the door to potentially collide with them during movement. Therefore, to ensure the safety of people and the vehicle, the door's movement can be controlled based on information about the obstacles around it. That is, controlling the door to move to the first position in S101 can be: controlling the door to move to the first position and then stop based on information about the obstacles around it.

[0140] In one implementation, the above-mentioned control of the door movement to a first position based on obstacle information around the door, as shown in Figure 3B, can be implemented as S201-S202.

[0141] S201. Control the movement of the car door and obtain information about obstacles around the car door.

[0142] Upon receiving the first control command, the door can be controlled to begin moving. While the door is in motion, multiple sensors installed in the vehicle can detect obstacles around the vehicle. If the obstacle is determined to be within the door's real-time safe zone, the door will be stopped to prevent a collision.

[0143] In one implementation, the multiple sensors installed in the vehicle may include at least one of radar equipment or image acquisition devices, that is, the environment around the vehicle door is detected by at least one of the radar equipment or image acquisition devices, and obstacle information around the vehicle door is identified.

[0144] It should be understood that radar equipment is configured to emit electromagnetic wave signals around the vehicle door. When these signals encounter obstacles, they are reflected back, forming echo signals. After receiving these echo signals, the radar equipment processes them to calculate information such as the distance, speed, and direction between the obstacle and the vehicle door.

[0145] The image acquisition device is configured to acquire images of the environment surrounding the vehicle door, and then use image processing technology to analyze the acquired environmental images to identify information such as the type and shape of obstacles. In some embodiments, the image acquisition device can identify obstacle information of various obstacles such as traffic signs, traffic lights, pedestrians, or vehicles.

[0146] Therefore, if the radar device receives an echo signal or resolves at least one of the obstacles in the environmental image, it can determine that there are obstacles around the vehicle door and obtain obstacle information.

[0147] In one implementation, information from radar equipment and image acquisition devices can be correlated to achieve comprehensive perception and accurate understanding of the environment surrounding the vehicle door, thus providing a more reliable decision-making basis for the vehicle controller. That is, the data from radar equipment and image acquisition devices are fused and matched to form a complete perception of obstacles. Then, based on information such as timestamps or spatial location, data fusion algorithms and multi-sensor fusion models are used to match and correlate the radar and camera data to determine the precise location of the obstacle.

[0148] S202. When the obstacle information is within the real-time safe zone of the door, control the door to stop moving in order to reach the first position.

[0149] After obtaining obstacle information, the location of the obstacle is compared with the spatial range of the real-time safe zone to determine whether the obstacle is located within the real-time safe zone. If so, it is determined that the obstacle is detected to be located within the real-time safe zone of the door.

[0150] If the obstacle is within the real-time safe zone of the door, the door control system will immediately stop the door's movement and hold it in its current position to ensure safety. That is, if an obstacle exists during door movement, the initial position is the position the door has reached when the obstacle is detected. At this point, the door movement should stop immediately to avoid a collision with the obstacle, thereby protecting the vehicle and passengers.

[0151] It should be understood that, in the absence of obstacles during the movement of the car door, the first position can also be the preset position corresponding to the current movement state of the car door (the car door is fully closed or the door is open and stopped).

[0152] In one implementation, the real-time safety zone includes a spatial range of a first preset size around the current position of the door.

[0153] Here, the first preset size is determined based on the actual situation and safety requirements, and this disclosure does not impose any limitations on it. In one implementation, the real-time safety zone can be the space within 10cm around the door in its current movement state.

[0154] As can be seen, the real-time safety zone is a dynamic concept. It refers to a protective space range set according to the current position of the car door while it is in motion, in order to prevent the car door from colliding with obstacles.

[0155] In some embodiments, since the vehicle door moves during operation, the insufficient accuracy of the obstacle detection sensors may prevent accurate determination of the obstacle's location. Therefore, in another implementation, the real-time safety zone can be determined based on the door's movement state.

[0156] It is understandable that the real-time safety zone includes the area where the door is located, the space on one side of the door's direction of movement, and the space on the other side relative to the door's direction of movement.

[0157] To prevent collisions with the car door in its direction of movement, the door's direction of movement can be determined first based on its initial state. This allows for a larger space on the side of the door facing the direction of movement, and a smaller space on the other side. This ensures the door has sufficient space to accommodate its trajectory during movement, preventing collisions with obstacles on the side facing the direction of movement.

[0158] In some embodiments, as shown in Figure 4, the real-time safety zone of the door includes: the area where the door is located, the area above the door, and the area below the door. When the door is in a closed state, the area below the door is larger than the area above the door, so that the area below the door has a larger safety range for the door to move during downward movement.

[0159] As can be seen from S201-S202 above, the door control method provided in some embodiments of this disclosure can detect in real time whether obstacle information is located in the real-time safe area of ​​the door when the door is in motion. If obstacle information is detected to be located in the real-time safe area of ​​the door, the door is controlled to stop moving so that it reaches the first position. This can effectively avoid the door from colliding with the obstacle, thereby ensuring the safety of the vehicle and the user.

[0160] In some embodiments, since a large safety margin is left in order to ensure safety when detecting obstacles, that is, there may be a situation where the door will not actually collide with the obstacle, but the door cannot be closed. Based on this, some embodiments of this disclosure provide a solution that controls the door to continue moving when a second control command for the door is received, so as to ensure the user's door opening needs.

[0161] In one implementation, S102 may include: in response to receiving a second control command from the door, controlling the door to continue moving until the door reaches a preset position corresponding to the current movement state. That is, the second position can be a preset position corresponding to the current movement state of the door.

[0162] It should be understood that when the door is closing, the preset position corresponding to the second position represents the fully closed position of the door. When the door is opening, the preset position corresponding to the second position is the opening stop position set by the user or preset by the door control system. If the door opens to the opening stop position, it indicates that the door is fully open and needs to stop moving.

[0163] It is understandable that each user has different needs regarding the degree of door opening, and different users may have different usage habits and requirements. Some users may prefer the door to open to a wider degree for easier entry and exit from the vehicle or placement of items; while other users may prefer a smaller door opening degree to save space or avoid unnecessary trouble. Therefore, in some embodiments of this disclosure, the door has a customizable opening degree function, that is, the user can set the opening degree of the door, and the controller determines the corresponding opening and stopping position of the door during the opening process based on the user-set opening degree, thereby controlling the door movement and thus meeting the user's personalized needs.

[0164] As can be seen from the above embodiments, the door control method provided in some embodiments of this disclosure has a large safety margin in actual situations to ensure safety when detecting obstacles. That is, there may be situations where the door will not actually collide with the obstacle, but the door cannot be closed. Based on this, the solution provided in some embodiments of this disclosure controls the door to continue moving when a second control command for the door is received, so as to ensure the user's door opening needs.

[0165] In some embodiments, when a user needs to open the door, they need to issue a movement command to the door for the door to move. However, if there are obstacles around the door during the preparation phase before the door moves, a collision may still occur in the initial state of the door's movement.

[0166] Based on this, in one implementation, referring to FIG5, the door control method provided in some embodiments of this disclosure, S101 may include S301 to S302.

[0167] S301, in response to the first control command, detects whether there is an obstacle within the safe area of ​​the entire travel.

[0168] Here, the range of the safe zone throughout the entire journey is larger than the range of the real-time safe zone.

[0169] It should be understood that this disclosure does not limit the triggering method of the first control command for the vehicle door. The first control command can be triggered in various ways. For example, the user can trigger the vehicle door movement command through a remote control device (mobile APP application), remote key or card, physical switch, sensor switch, and facial or voice recognition. Here, the physical switch can be a mechanical button or external handle, etc., and the sensor switch can be a foot sensor, gesture sensor, or touch sensor, etc. This disclosure does not limit these.

[0170] Upon receiving the initial control command for the vehicle door, the system first detects the location of surrounding obstacles using various vehicle sensors. These sensors can be radar and ultrasonic sensors, which emit signals to the environment and receive reflected signals. By analyzing changes in these signals, the door control system can determine the presence of obstacles, as well as their location, size, and shape. It should be understood that, in addition to radar and ultrasonic sensors, the door control system may also use visual sensors such as infrared sensors or cameras to enhance detection capabilities. These sensors provide more detailed environmental information, helping the door control system more accurately determine the presence and nature of obstacles.

[0171] After detecting an obstacle, the door control system determines whether there is an obstacle within the full-travel safety zone based on the obstacle's location and the extent of the full-travel safety zone.

[0172] In one implementation, the full-travel safety zone includes a space of a second preset size surrounding the motion envelope of the door.

[0173] It should be understood that the motion envelope of a car door is a range that describes the three-dimensional space occupied by the door during its movement from fully closed to fully open. That is, the full-travel safety zone includes a second preset size of space around the door's range of motion, which is the space occupied by the door during the opening or closing process.

[0174] In some embodiments, since the motion envelope of the door is related to the vehicle model, in one implementation, in practical applications, the stopping position of the door after opening can be input into the motion envelope calculation model corresponding to the vehicle model to obtain the motion envelope of the door from the closed state to the fully open state.

[0175] S302. If there are no obstacles within the safe area of ​​the entire travel range, control the door to move to the first position.

[0176] If there is no obstacle information within the safe area of ​​the entire travel, it indicates that the possibility of the door colliding with an obstacle during its movement is small. Therefore, the movement of the door can be controlled so that the door moves from the initial position to the first position during the movement.

[0177] It should be understood that the process of controlling the door to move to the first position can refer to the above embodiments, and will not be repeated here.

[0178] It is understood that the solutions provided in some embodiments of this disclosure, after receiving the first control command, first determine whether the door will move by detecting whether an obstacle is located within the full-travel safety area. During the movement, the solution determines whether the door should continue moving or stop based on obstacle information. That is, even if it is determined before opening and closing the door that there are no obstacles within the full-travel safety area, the solution provided in some embodiments of this disclosure will still detect whether there are obstacles within the real-time safety area during the opening and closing process, i.e., it will detect whether there are new obstacles around the door in real time, thereby further ensuring safety when opening and closing the door.

[0179] Real-time obstacle monitoring primarily detects obstacles the instant they enter the door's trajectory, while full-travel safety zone monitoring provides early warnings during the pre-door movement preparation phase. This pre-movement warning gives the driver and passengers sufficient time to take action, such as pausing the door opening or choosing a safer location, further reducing the risk of accidents and improving the safety of the door opening process. It should be understood that both real-time obstacle monitoring and full-travel safety zone monitoring reduce the need for additional actions such as stopping, reversing, or reselecting the door opening position due to door collisions with obstacles, thereby improving driving efficiency.

[0180] In one implementation, if there is no obstacle information within the full-travel safety area, the door can be controlled to move at a first preset speed (e.g., move to a first position).

[0181] Here, the first preset speed is preset by the system or the user, and this disclosure does not impose any restrictions on it. It is understood that when there are no obstacles within the full travel safety area, the possibility of the door colliding with obstacles during its movement is small. Therefore, the door can be controlled to move at a relatively high speed to quickly reach the door state required by the user and meet the user's usage needs.

[0182] In other embodiments, if obstacles exist within the safe area of ​​the entire travel path, it can be further determined whether obstacles exist within a smaller area.

[0183] Referring again to Figure 5, the methods provided in some embodiments of this disclosure also include S303 to S304.

[0184] S303. When obstacle information exists within the safe zone throughout the entire journey, detect whether the obstacle information is located within the real-time safe zone.

[0185] Since the real-time safety zone is determined based on the current position of the door, while the full-travel safety zone is related to the door's operating range during movement, the real-time safety zone is smaller than the full-travel safety zone. Therefore, when obstacle information exists within the full-travel safety zone, the obstacle may be located within the real-time safety zone or outside the real-time safety zone but still within the full-travel safety zone. If the obstacle is within the real-time safety zone, it is very likely to collide with the door; if the obstacle is outside the real-time safety zone but still within the full-travel safety zone, it will not collide with the door within a certain angle range of its movement.

[0186] Therefore, the solutions provided by some embodiments of this disclosure can detect whether obstacle information is located within the real-time safe area when obstacle information exists within the entire travel safety area, so as to more accurately determine whether the obstacle will collide with the door.

[0187] In one implementation, if there is obstacle information within the safe zone of the entire travel distance, a warning message can be issued before the door begins to move, thus giving the user more time to react and avoid collisions.

[0188] S304. If there is no obstacle information in the real-time safe area, control the door to move to the first position.

[0189] If there are no obstacles within the real-time safe zone, it means that the door will not collide with any obstacles while moving within the real-time safe zone, and therefore the door can be controlled to move to the first position. Furthermore, during the movement, the system continuously assesses whether there are any obstacles within the real-time safe zone at the current position of the door to avoid collisions.

[0190] In one implementation, if an obstacle exists within the full-travel safety zone but not within the real-time safety zone, the door movement can be controlled at a preset angle. This preset angle is related to the range of the real-time safety zone and can be set according to requirements in practical applications.

[0191] In one implementation, if an obstacle exists within the full-travel safety zone but not within the real-time safety zone, the door can be controlled to move at a second preset speed (e.g., move to the first position). Here, the second preset speed can be less than the first preset speed in the above embodiment.

[0192] In other words, when there are no obstacles within the full travel safety zone, the door can be controlled to move at a higher first preset speed to quickly open or close. When there are obstacles within the full travel safety zone but no obstacles within the real-time safety zone, it indicates that the obstacle is close to the door and a collision may occur. Therefore, the door can be controlled to move at a lower second preset speed to avoid a collision between the door and the obstacle.

[0193] As can be seen, the door control method provided in some embodiments of this disclosure detects whether an obstacle is located within the real-time safe area when an obstacle exists within the full-travel safe area, in order to more precisely determine whether the obstacle will collide with the door. When there is no obstacle within the real-time safe area, it indicates that the door will not collide while moving within the real-time safe area; therefore, the door movement can be controlled, and collisions can be avoided more accurately.

[0194] In some embodiments, the second control command is typically triggered manually by the user after detecting an obstacle during the door's movement and determining the relationship between the obstacle and the door. However, manual judgment can introduce errors, especially with scissor doors where the door's trajectory is difficult to accurately predict. Therefore, the probability of a collision between the door and an obstacle is relatively high during forced opening or closing of the door.

[0195] Therefore, in one implementation, the door control method further includes: upon receiving a second control command, responding to the second control command by controlling the door to move at a third preset speed from a first position to a second position. Here, the third preset speed is less than the first preset speed and the second preset speed in the above embodiments. That is, the door's movement speed during forced movement is lower than the door's normal movement speed.

[0196] During the forced opening or closing of the car door, controlling the door to move at a low speed makes it easier for the user to judge the door's trajectory and speed, thus giving them enough time to react and avoid collisions between obstacles and the door.

[0197] In some embodiments, when obstacle information is detected within the vehicle's full-travel safety area, the door movement can be directly controlled based on the obstacle information, since the obstacle's position may not change or the change distance may be short in a short period of time.

[0198] In one implementation, the method provided by some embodiments of this disclosure further includes: determining a first position based on the obstacle position represented by the obstacle information when obstacle information exists within the safe area of ​​the entire journey.

[0199] If obstacle information exists within the safe area of ​​the entire travel range, it indicates that the door will collide with the obstacle during its movement from the initial position to the final stopping position. Therefore, some embodiments of this disclosure provide a solution that determines a first position based on the obstacle position represented by the obstacle information.

[0200] Understandably, the first position should be safe, meaning it is not within the range of any obstacles, and may also meet other specific conditions (such as being closest to the end point of the movement).

[0201] In one implementation, the distance between the obstacle position and the first position is less than or equal to the target distance. That is, the first position and the obstacle position do not overlap (the door will not collide with the obstacle), and the distance between the first position and the obstacle position is relatively short, ensuring that the door can achieve maximum movement without collision.

[0202] In some embodiments, the obstacle area to which the obstacle belongs can be determined first based on the location and size of the obstacle. This area is the space in which the door will not collide with the obstacle during its movement. When determining this area, factors such as the trajectory, speed, and acceleration of the door's movement need to be taken into account, but this disclosure does not limit this.

[0203] Within the obstacle area corresponding to the obstacle, select a point that is closest to the obstacle but does not overlap with it as the "first position". This position should ensure that the door does not come into contact with the obstacle when it starts or stops moving.

[0204] As can be seen, the solutions provided by some embodiments of this disclosure, by accurately determining the "first position," can ensure that the door completes its movement safely and efficiently during opening or closing, minimizing the potential collision risk between the door and obstacles, while ensuring that the door can move to the maximum extent, thereby ensuring the safety and efficiency of the door movement.

[0205] In some embodiments, referring to FIG6, taking the door opening process as an example, the overall flow of the door control method provided in some embodiments of this disclosure may include S11 to S190.

[0206] S11, The user triggers the door opening command.

[0207] It should be understood that users can trigger door opening commands in various ways, including but not limited to: mobile app, remote key or card, physical switch, sensor switch, and facial or voice recognition. Here, physical switch can be mechanical button or external handle, etc., and sensor switch can be foot sensor, gesture sensor, or touch sensor, etc.; this disclosure does not impose any limitations on this.

[0208] S12, The controller receives the door opening command.

[0209] It should be understood that the door opening command can be the first control command in the above embodiments. The controller can be a vehicle controller, a door controller, etc., and can be determined according to the electrical control architecture corresponding to the vehicle model in practical applications. This disclosure does not impose any restrictions on this.

[0210] It should be understood that after receiving the door opening command, the controller can determine whether to perform the door opening operation based on the vehicle's operating conditions. For example, if the vehicle speed is high and it is determined that opening the door may pose a certain safety hazard, the controller can output a prompt message after receiving the door opening command.

[0211] S13. Detect obstacle information around the vehicle using sensors.

[0212] Here, sensors may include radar and image acquisition devices. In some embodiments, the radar may include one or more of the following: ultrasonic radar, millimeter-wave radar, parking radar, or lidar, etc. The image acquisition device may include: a front-view camera, a rear-view camera, or a panoramic camera, etc.

[0213] S14. Determine whether the obstacle information is within the safe zone of the entire journey. If not, proceed to S151; if yes, proceed to S161.

[0214] It should be understood that the full-travel safety zone is related to the movement envelope of the door. Determining whether an obstacle exceeds the full-travel safety zone means determining whether an obstacle exists within the movement range of the door.

[0215] S151, Control the opening of the car door.

[0216] In response to the first control command, the window regulator is controlled to operate, causing the window glass to drop slightly, thereby driving the window glass in the door to lower to a preset height; the door lock is controlled to release, thereby controlling the electric strut to drive the door to open and move to the first position.

[0217] S152. Detect whether a new obstacle has appeared using the sensor. If yes, proceed to S161; otherwise, proceed to S153.

[0218] During the start-up process, detect whether any new obstacles appear around the vehicle.

[0219] S153. Determine whether the car door has reached the preset position. If yes, execute S190; otherwise, execute S151.

[0220] It should be understood that the preset position is the final stopping position during the door opening process set by the user or preset by the system. If the door reaches the preset position, it indicates that the door has been fully opened. Therefore, if so, it means that the door has been fully opened, and the operation stops; if not, it means that the door needs to continue opening, and the process returns to execute S151.

[0221] S161. Determine whether the obstacle is in the real-time safe zone. If yes, execute S180; otherwise, execute S151.

[0222] Here, the real-time safe zone is determined based on the current position of the door. It determines whether an obstacle is within the real-time safe zone, that is, whether there is an obstacle within a certain distance around the door at its current position.

[0223] If yes, then control the door to stop, and execute S171 after the door stops; if no, control the door to open, and continue executing S161 during the door opening process.

[0224] S171. Check if a forced start command has been received. If yes, execute S181; otherwise, execute S180.

[0225] It should be understood that the forced activation command can be the second control command in the above embodiments. The triggering conditions for the forced activation command can be: long press of the switch button, forced activation button, or voice control, etc., and this disclosure does not limit this.

[0226] If yes, continue controlling the door to open until it reaches the preset position, then control the door to stop moving. If no, control the door to stop moving and execute S171 again.

[0227] In other words, once the forced opening command is triggered, it has the highest execution priority and will immediately control the door to open, regardless of whether there are obstacles in the safe area.

[0228] S180, Control the door to stop.

[0229] S181, Control the opening of the car door.

[0230] S190, Control the door to stop.

[0231] As can be seen, the door control method provided in some embodiments of this disclosure, by identifying the position of obstacles before the door opens and combining this with the door's movement space requirements, reduces the tolerance of the safety area detected by the sensors, thereby more accurately preventing collisions between the door and obstacles. Furthermore, real-time obstacle identification during door opening further prevents collisions between newly appearing obstacles and the door. In addition, some embodiments of this disclosure also provide users with a function to force the door to open, allowing users to control the door to open and close electrically according to their needs in extreme conditions.

[0232] In some embodiments of this disclosure, the door control device or electronic device can be divided into functional modules according to the above method. For example, the door control device or electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in some embodiments of this disclosure is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0233] As shown in Figure 8, some embodiments of this disclosure also provide a door control device 1000, including: a control module 1001.

[0234] Here, the control module 1001 is configured to control the vehicle door to move to a first position in response to a first control command; the control module 1001 is also configured to control the door to move from the first position to a second position in response to a second control command, wherein the first position and the second position are located in the movement trajectory of the door, and the first position is different from the second position.

[0235] In some embodiments, the control module 1001 is configured to control the door to move from an initial position to a first position when the first control command is used to characterize the opening of the door, wherein the initial position is used to indicate the door position when the first control command is received.

[0236] In some embodiments, when the second control command is used to characterize the control of the door to continue opening, the distance between the second position and the initial position on the trajectory is greater than the distance between the first position and the initial position on the trajectory.

[0237] In some embodiments, the second position is the final stopping position of the door during the opening process.

[0238] In some embodiments, when the second control command is used to characterize controlling the door to close, the distance between the second position and the initial position on the motion trajectory is less than the distance between the first position and the initial position on the motion trajectory.

[0239] In some embodiments, the control module 1001 is configured to control the door to move from an initial position to a first position when a first control command is used to indicate that the door is closed. The initial position is used to indicate the door position when the first control command is received.

[0240] In some embodiments, when the second control command is used to characterize the control of the door to continue closing, the distance between the second position and the initial position on the trajectory is greater than the distance between the first position and the initial position on the trajectory.

[0241] In some embodiments, the second position is the final stopping position of the door during the closing process.

[0242] In some embodiments, when the second control command is used to characterize controlling the opening of the door, the distance between the second position and the initial position when the door begins to move is less than the distance between the first position and the initial position.

[0243] In some embodiments, the second control command is triggered by any one or more of the following methods:

[0244] Touch operation on the forced switch button was detected;

[0245] Touch operation on the door switch button was detected;

[0246] Received a voice command carrying a forced switch instruction;

[0247] Receives a forced opening / closing command for the vehicle door from a remote control device; or

[0248] Interaction actions targeting the car door were detected. These actions include, but are not limited to, pushing, pulling, tapping, or clicking.

[0249] In some embodiments, the above-mentioned detection of a touch operation on the door switch button includes: detecting that the touch operation on the door switch button meets a preset condition, the preset condition including at least one of the following: the operation time is greater than or equal to a target time, or the number of operations within the target time period is greater than or equal to a target number.

[0250] In some embodiments, the location of the door switch button, or at least one of the locations of the forced switch button, includes one or more of the following: in the display interface of the vehicle's display device, in the vehicle's center console, at the inside door handle of the vehicle, on the outside of the vehicle's door, in the sunroof control area of ​​the vehicle, and on the door panel or control panel of the driver's position of the vehicle.

[0251] In some embodiments, the control module 1001 is configured to control the door to move to a first position and stop based on obstacle information around the door.

[0252] In some embodiments, the control module 1001 is configured to control the movement of the vehicle door and acquire obstacle information around the vehicle door; if the obstacle information is located in the real-time safe area of ​​the vehicle door, control the vehicle door to stop moving in order to reach a first position.

[0253] In some embodiments, the real-time safety zone includes a spatial range of a first preset size around the current position of the door.

[0254] In some embodiments, the control module 1001 is configured to, in response to a first control command, detect whether there is obstacle information within the full-travel safety area; and if there is no obstacle information within the full-travel safety area, control the door to move to a first position.

[0255] In some embodiments, the control module 1001 is configured to control the door to move to a first position at a first preset speed when there is no obstacle information within the full travel safety area.

[0256] In some embodiments, as shown in FIG8, the door control device 1000 further includes: a detection module 1002 configured to detect whether obstacle information is located within a real-time safe area when obstacle information exists within the full-travel safe area; and a control module 1001 further configured to control the door to move to a first position when there is no obstacle information within the real-time safe area.

[0257] In some embodiments, the control module 1001 is configured to control the door to move to a first position at a second preset speed when there is no obstacle information in the real-time safe area. The second preset speed is lower than the first preset speed, and the first preset speed is the running speed of the door when there is no obstacle information in the safe area throughout the entire travel.

[0258] In some embodiments, the control module 1001 is configured to control the door to move from a first position to a second position at a third preset speed in response to a second control command, wherein the third preset speed is lower than the second preset speed.

[0259] In some embodiments, as shown in FIG8, the door control device 1000 further includes a determination module 1003, configured to determine a first position based on the obstacle position represented by the obstacle information when obstacle information exists in the full-travel safety area.

[0260] In some embodiments, the distance between the obstacle location and the first location is less than or equal to the target distance.

[0261] In some embodiments, the full-travel safety zone includes a space of a second preset size surrounding the range of motion of the door.

[0262] In some embodiments, the control module 1001 is configured to, in response to a first control command, control the operation of the window regulator to drive the window glass in the door to lower a preset height; control the door lock to release; and control the operation of the electric strut to drive the door to move to a first position.

[0263] In some embodiments, obstacle information is obtained by detecting the environment around the vehicle door using at least one of radar equipment or image acquisition devices in the vehicle.

[0264] Figure 7 is a block diagram of an electronic device according to some embodiments. As shown in Figure 7, the electronic device 130 includes, but is not limited to, a processor 1301 and a memory 1302.

[0265] Here, the aforementioned memory 1302 is configured to store executable instructions of the aforementioned processor 1301. It is understood that the aforementioned processor 1301 is configured to execute instructions to implement the noise reduction method for the vehicle interior in the above embodiments.

[0266] Processor 1301 is the control center of electronic device 130. It connects various parts of electronic device 130 via various interfaces and lines. By running or executing at least one of the software programs or modules stored in memory 1302, and by calling data stored in memory 1302, it performs various functions and processes data of electronic device 130, thereby providing overall control of electronic device 130. Processor 1301 may include one or more processing modules. In some embodiments, processor 1301 may integrate an application processor and a modem processor. Here, the application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 1301.

[0267] The memory 1302 can be configured to store software programs and various data. The memory 1302 may primarily include a program storage area and a data storage area. Here, the program storage area may store the operating system, application programs required by at least one functional module (such as an acquisition unit, a determination module, or a processing unit), etc. Furthermore, the memory 1302 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0268] As shown in Figures 9A and 9B, some embodiments of this disclosure also provide a vehicle 2000, including the aforementioned electronic device 130 or door control device 1000.

[0269] In some embodiments, this disclosure also provides a computer program product including a computer program that, when executed by a device, causes the device to perform the methods described above.

[0270] In this way, the computer program in the computer program product can be customized according to the needs and operating conditions of the equipment, realizing personalized control methods and improving the adaptability and flexibility of equipment control.

[0271] In addition, computer program products can be executed on different devices or systems, achieving cross-platform applicability, providing a unified control method for different types of devices, and improving system integration and interoperability.

[0272] Although this disclosure has been described in conjunction with specific features and embodiments, it will be apparent that various modifications and combinations can be made therein without departing from the spirit and scope of this disclosure. Accordingly, this specification and drawings are merely exemplary illustrations of the disclosure as defined by the appended claims and are to be considered as covering any and all modifications, variations, combinations, or equivalents within the scope of this disclosure. It is obvious that those skilled in the art can make various alterations and modifications to this disclosure without departing from its spirit and scope. Thus, this disclosure is also intended to include any such modifications and modifications that fall within the scope of the claims of this disclosure and their equivalents.

[0273] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A door control method, comprising: In response to the first control command, the vehicle door (11) is moved to the first position; In response to a second control command, the door (11) is controlled to move from the first position to the second position, the first position and the second position being located on the movement trajectory of the door (11), and the first position being different from the second position.

2. The method according to claim 1, wherein, When the first control command is used to characterize the opening of the vehicle door (11), the vehicle door (11) moves to a first position, including: Control the door (11) to move from an initial position to the first position, the initial position being used to indicate the position of the door (11) when the first control command is received.

3. The method according to claim 2, wherein, When the second control command is used to characterize the control of the door (11) to continue opening, the distance between the second position and the initial position on the motion trajectory is greater than the distance between the first position and the initial position on the motion trajectory.

4. The method according to claim 3, wherein, The second position is the final stopping position of the door (11) during the opening process.

5. The method according to claim 2, wherein, When the second control command is used to characterize the control of closing the door (11), the distance between the second position and the initial position on the motion trajectory is less than the distance between the first position and the initial position on the motion trajectory.

6. The method according to claim 1, wherein, When the first control command is used to characterize the control of closing the vehicle door (11), the control of the vehicle door (11) to move to a first position includes: Control the door (11) to move from an initial position to the first position, the initial position being used to indicate the position of the door (11) when the first control command is received.

7. The method according to claim 6, wherein, When the second control command is used to characterize the control of the door (11) to continue closing, the distance between the second position and the initial position on the motion trajectory is greater than the distance between the first position and the initial position on the motion trajectory.

8. The method according to claim 7, wherein, The second position is the final stopping position of the door (11) during the closing process.

9. The method according to claim 6, wherein, When the second control command is used to characterize the control of opening the door (11), the distance between the second position and the initial position on the motion trajectory is less than the distance between the first position and the initial position on the motion trajectory.

10. The method according to any one of claims 1-9, wherein, The second control command is triggered in any one or more of the following ways: Touch operation on the forced switch button was detected; Touch operation on the door (11) switch button was detected; Received a voice command carrying a forced switch instruction; Receives a forced opening / closing command for the vehicle door (11) sent by a remote control device; or An interactive action is detected on the door (11), the interactive action including: pushing and pulling action, knocking action or tapping action.

11. The method according to claim 10, wherein, The detected touch operation on the door (11) switch button includes: The touch operation on the door (11) switch button is detected to meet the preset conditions, which include at least one of the following: the operation time is greater than or equal to the target time, or the number of operations within the target time period is greater than or equal to the target number.

12. The method according to claim 10 or 11, wherein, The location of the door (11) switch button, or the location of the forced switch button, includes at least one of the following: The display interface of the vehicle's display device, the center console of the vehicle, the inner handle of the vehicle's door (11), the outer side of the vehicle's door (11), the sunroof control area of ​​the vehicle, and the door panel or control panel of the driver's position of the vehicle.

13. The method according to any one of claims 1-12, wherein, The control of moving the vehicle door (11) to the first position includes: Based on the obstacle information around the door (11), the door (11) is controlled to move to the first position and stop.

14. The method according to claim 13, wherein, The method of controlling the movement of the car door (11) to the first position and stopping based on obstacle information around the car door (11) includes: Control the movement of the car door (11) and obtain obstacle information around the car door (11); If the obstacle information is located within the real-time safe zone of the door (11), control the door (11) to stop moving in order to reach the first position.

15. The method according to claim 14, wherein, The real-time safety zone includes a space of a first preset size around the current position of the door (11).

16. The method according to any one of claims 1-12, wherein, The control of the vehicle door (11) to move to a first position in response to the first control command includes: In response to the first control command, detect whether there is obstacle information within the safe area of ​​the entire travel; If there are no obstacles within the safe area of ​​the entire travel range, control the door (11) to move to the first position.

17. The method according to claim 16, wherein, When there is no obstacle information within the full-travel safety area, controlling the door (11) to move to the first position includes: If there are no obstacles within the safe area of ​​the entire travel range, control the door (11) to move to the first position at a first preset speed.

18. The method according to claim 16 or 17, further comprising: If obstacle information exists within the entire safe travel area, detect whether the obstacle information is located within the real-time safe area; If there is no obstacle information in the real-time safe area, control the door (11) to move to the first position; The spatial range of the real-time safety zone is smaller than that of the full-journey safety zone.

19. The method according to claim 18, wherein, When there is no obstacle information in the real-time safe area, controlling the door (11) to move to the first position includes: If there is no obstacle information in the real-time safe area, control the car door (11) to move to the first position at a second preset speed, where the second preset speed is less than the first preset speed; Wherein, the first preset speed is the operating speed of the door (11) when there is no obstacle information in the full-travel safety area.

20. The method according to claim 19, wherein, The control of the door (11) to move from the first position to the second position in response to the second control command includes: In response to the second control command, the door (11) is controlled to move from the first position to the second position at a third preset speed, the third preset speed being less than the second preset speed.

21. The method according to claim 16 or 17, further comprising: If obstacle information exists within the entire safe travel area, the first position is determined based on the obstacle position represented by the obstacle information.

22. The method according to claim 21, wherein, The distance between the obstacle location and the first location is less than or equal to the target distance.

23. The method according to any one of claims 16-22, wherein, The full-travel safety zone includes a space of a second preset size around the range of motion of the door (11).

24. The method according to any one of claims 1-12, wherein, The control of the vehicle door (11) to move to a first position in response to the first control command includes: In response to the first control command, the window regulator (17) is controlled to operate to drive the window glass (16) in the door (11) to lower to a preset height; Control the door lock of the vehicle door (11) to release, and control the electric strut to drive the vehicle door to the first position.

25. The method according to any one of claims 13-23, wherein, The obstacle information is obtained by detecting the environment around the door (11) through at least one of the radar equipment or image acquisition devices in the vehicle.

26. The method according to any one of claims 1-25, wherein, The door (11) can be any one of the following: scissor door, side door, or butterfly door.

27. A door control device, comprising: The control module is configured to control the vehicle door (11) to move to a first position in response to a first control command; The control module is also configured to control the door (11) to move from the first position to the second position in response to a second control command, wherein the first position and the second position are located on the movement trajectory of the door (11), and the first position is different from the second position.

28. An electronic device comprising a processor and a memory, the processor being connected to the memory, the memory storing computer instructions that, when executed on the electronic device, cause the electronic device to perform the method according to any one of claims 1-26.

29. A vehicle (2000) comprising a door control device according to claim 27, or an electronic device according to claim 28.

30. A computer-readable storage medium, wherein, The computer-readable storage medium stores computer-executable instructions that, when executed on a computer, cause the computer to perform the method according to any one of claims 1-26.

31. A computer program product, the computer program product comprising instructions, wherein, When the instructions are executed on a computer, the computer performs the method according to any one of claims 1-26.

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