Accelerometer-compensated door motion controller

Abstract

This invention provides a door motion controller for accelerometer compensation. Specifically, a system and accelerometer calibration method are provided for opening or closing a vehicle's closing member. The system includes an actuator assembly having an electric motor operably coupled to an extendable member for opening or closing the closing member. The system also includes an accelerometer configured to sense motion of the closing member and output an accelerometer signal. An actuator controller is coupled to the electric motor and the accelerometer and configured to determine a regulated accelerometer signal based on the accelerometer signal regulated using one of a plurality of predetermined compensation factors temporarily determined through an accelerometer calibration process prior to installation of the accelerometer in the vehicle. The actuator controller then uses the electric motor to control the opening or closing of the closing member based on the motion of the closing member represented by the regulated accelerometer signal.

Description

[0001] Cross-references to related applications

[0002] This invention claims the benefit of U.S. Provisional Application No. 63 / 311,094, filed February 17, 2022. The entire disclosure of that U.S. Provisional Application is incorporated herein by reference. Technical Field

[0003] This disclosure relates to a power actuator for a vehicle closure. More specifically, this disclosure relates to a controller for a power actuator assembly for a vehicle side door, the controller compensating for an accelerometer. Background Technology

[0004] This section provides background information relating to this disclosure, which is not necessarily prior art.

[0005] The closing mechanism of a motor vehicle can be mounted to the vehicle body via one or more hinges. For example, a passenger door can be oriented and attached to the vehicle body via one or more hinges for swinging motion about a generally vertical pivot axis. In this arrangement, each door hinge typically includes a door hinge band connected to the passenger door, a body hinge band connected to the vehicle body, and a pivot pin arranged to pivotally connect the door hinge band to the body hinge band and define the pivot axis. Such a swinging passenger door (“swing door”) can be movable by a powered closing mechanism actuation system. Specifically, the powered closing mechanism system can be used to automatically swing the passenger door between an open and closed position about its pivot axis to assist a user in moving the passenger door and / or to automatically move the passenger door between a closed and open position for the user.

[0006] Typically, a powered closure actuation system includes a power operating device, such as an electric motor, and a rotary-linear conversion device operable to convert the rotational output of the electric motor into translational motion of the extendable member. In many arrangements, the electric motor and conversion device are mounted to the passenger door, and the distal end of the extendable member is securely fixed to the vehicle body. An example of a powered closure actuation system for a passenger door is shown in International Publication No. WO2013 / 013313, co-owned by Scheuring et al., which discloses the use of a rotary-linear conversion device having an externally threaded lead screw rotately driven by an electric motor and an internally threaded drive nut meshing with the lead screw, to which the extendable member is attached. Thus, control of the speed and direction of rotation of the lead screw results in control of the speed and direction of translational motion of the drive nut and the extendable member, thereby controlling the swinging motion of the passenger door between its open and closed positions.

[0007] A powered door closure actuation system can, for example, operate to move the passenger door automatically in response to a single input (e.g., a switch activation), or it can continuously assist the movement during a continuous force input (e.g., assisting the movement as a user moves the passenger door). Such a powered door closure actuation system typically relies on accurate sensor readings to correctly determine the position of the passenger door.

[0008] In view of the above, there is still a need to develop improved systems for opening or closing vehicle closure components and methods for calibrating sensors using compensated sensor values, which address and overcome the limitations and drawbacks associated with known power closure component actuation systems and provide increased accuracy and enhanced operational capability. Summary of the Invention

[0009] This section provides the entire contents of this disclosure, but this section is not a complete disclosure of the entire scope or all features of this disclosure.

[0010] The purpose of this disclosure is to provide a system for opening or closing a closing member of a vehicle. The system includes an actuator assembly comprising an electric motor operably coupled to an extendable member coupled to either a vehicle body or a closing member for opening or closing the closing member. The system also includes an accelerometer configured to sense motion of the closing member and output an accelerometer signal corresponding to the sensed motion. An actuator controller is coupled to the electric motor and the accelerometer and configured to use the accelerometer to detect motion of the closing member. The actuator controller is further configured to determine a regulated accelerometer signal based on an accelerometer signal regulated using one of a plurality of regulated compensation factors temporarily determined through an accelerometer calibration process prior to installation of the accelerometer in the vehicle. The actuator controller then uses the electric motor to control the opening or closing of the closing member based on the motion of the closing member represented by the regulated accelerometer signal.

[0011] In another aspect, the system also includes a current sensor for detecting a sensed current flowing in the electric motor, wherein the tactile control algorithm is also configured to receive the sensed current and calculate the target torque.

[0012] In another aspect, the system also includes a drive unit for converting the compensation force into a target current to be supplied to the closed-loop current control system.

[0013] In another aspect, the haptic control algorithm includes summing multiple forces from multiple force calculations by an adder that outputs the target torque to the drive unit. The multiple force calculations include friction force calculation that receives the door speed and outputs friction force, stop force calculation that receives the door position and outputs stop force, tilt force calculation that receives acceleration signals and outputs tilt force, inertial force calculation that receives acceleration signals and outputs inertial force, drive mode force calculation that receives the door position and door speed and outputs drive mode force, impact protection force calculation that receives the door position and door speed and outputs impact protection force, and user input torque force calculation that receives sensed current from a current sensor and outputs user input torque force.

[0014] In another aspect, the system also includes an accelerometer compensation module for the actuator controller, which is configured to adjust the accelerometer signal before it is used by the tilt force calculation and inertial force calculation of the haptic control algorithm.

[0015] In another aspect, the closed-loop current control system includes a motor block and a subtractor. The motor block is connected to an H-bridge block. The subtractor is configured to subtract the sensed current of the current sensor from the target current of the drive unit to output a correction current to the motor block. The motor block and the H-bridge block are configured to convert the correction current into a drive current sensed by the current sensor.

[0016] In another aspect, the system also includes a door position sensor configured to detect the angular position of the closing member and output the position of the door.

[0017] On the other hand, the door position sensor is a Hall effect sensor.

[0018] According to another aspect, a method is provided for compensating an accelerometer signal from an accelerometer installed in a vehicle. The accelerometer is used to sense the motion of a closed member. The method includes the step of receiving an accelerometer signal from the accelerometer. A next step of the method is to determine a regulated accelerometer signal based on the accelerometer signal regulated using one of a plurality of predetermined compensation factors determined through an accelerometer calibration process. The method also includes the step of using the regulated accelerometer signal to calculate a compensation force to be applied to the closed member.

[0019] In the other case, the accelerometer calibration process occurs temporarily before the accelerometer is installed in the vehicle.

[0020] According to another aspect, an accelerometer calibration method for an accelerometer of a vehicle used for sensing the motion of a closed member is also provided. The method includes the step of mounting the accelerometer in a controller housing of a controller. Next, the controller housing is mounted to a calibration device. A next step of the method is to orient the controller housing and the accelerometer relative to a starting position at each of a plurality of angles using the calibration device, while determining the difference between the accelerometer signal obtained when the accelerometer is oriented at each of the plurality of angles and a predetermined expected accelerometer signal for each of the plurality of angles. The method continues by determining a plurality of predetermined compensation factors based on the difference between the accelerometer signal and the predetermined expected accelerometer signal for each of the plurality of angles. The method continues by programming the accelerometer compensation module of the controller to adjust the accelerometer signal to an adjusted accelerometer signal using the plurality of predetermined compensation factors.

[0021] According to another aspect, a system for opening or closing a closing member of a vehicle is also provided. The system includes an actuator assembly comprising an electric motor operably coupled to an extendable member, which is coupled to either a vehicle body or a closing member for opening or closing the closing member. The system also includes an accelerometer configured to sense one of a movement and orientation of the closing member and output an accelerometer signal corresponding to the sensed movement and orientation of the closing member. The electric motor is controlled using the regulated accelerometer signal.

[0022] In another aspect, the system also includes a controller connected to the electric motor and the accelerometer, wherein the controller is adapted to receive accelerometer signals, generate regulated accelerometer signals, and control the electric motor based on the regulated accelerometer signals.

[0023] According to another aspect, a control system is also provided for controlling an electric motor of an actuator assembly for opening or closing a closing member. The control system includes an accelerometer configured to output an accelerometer signal. The control system also includes a controller configured to receive the accelerometer signal, the controller being further adapted to adjust the accelerometer signal based on at least one predetermined parameter to generate an adjusted accelerometer signal, and to control the electric motor using the adjusted accelerometer signal.

[0024] Other applicable fields will become apparent from the description provided herein. The descriptions and specific examples in this invention summary are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0025] The accompanying drawings described herein are for illustrative purposes only, and not for all possible implementations, and are not intended to limit the scope of this disclosure.

[0026] Figure 1 This is a perspective view of an example motor vehicle equipped with a power-operated closing member actuation system located between the front passenger swing door and the vehicle body, according to various aspects of this disclosure;

[0027] Figure 2 It is a partial perspective view of a motor vehicle having another closing member equipped with a latch assembly, based on various publicly available aspects;

[0028] Figure 3 yes Figure 1 The view shown is a perspective inner view of the closing member, in which various components have been removed for clarity only. This view relates to a portion of the vehicle body equipped with a power closing member actuation system according to various aspects of this disclosure.

[0029] Figure 4 The illustration shows a pivotally mounted component, according to aspects of this disclosure, on a hinge connected to the vehicle body for rotation about a pivot axis. Figure 3 Closed component;

[0030] Figure 5 A front perspective view of a power actuator according to various aspects of this disclosure is shown;

[0031] Figure 6 Another view of the accelerometer inside the controller housing is shown;

[0032] Figure 7 The diagram illustrates a block diagram of a power-closing member actuation system according to various aspects of this disclosure;

[0033] Figure 8 Another block diagram is shown of a power closing member actuation system for moving a closing member in automatic mode, according to various aspects of this disclosure.

[0034] Figure 9 and Figure 10 It is a block diagram of a motor control system for controlling the movement of a vehicle door according to various aspects of this disclosure;

[0035] Figure 11A and Figure 11B The graph shows the handle force error versus handle weight for regular and heavy doors without any accelerometer calibration.

[0036] Figure 12A and Figure 12BA graph showing the handle force error versus handle weight for conventional and heavy-duty doors after accelerometer calibration along only one orientation, according to various aspects of this disclosure;

[0037] Figure 13A and Figure 13B An example calibration apparatus is shown in operation during the accelerometer calibration process according to various aspects of this disclosure;

[0038] Figure 14 A simplified view of another example calibration apparatus according to various aspects of this disclosure is shown;

[0039] Figure 15 The illustration shows the steps of a method for compensating the accelerometer signal of an accelerometer installed in a vehicle according to various aspects of this disclosure;

[0040] Figure 16 The illustration shows the steps of the accelerometer calibration process for a vehicle accelerometer according to various aspects of this disclosure;

[0041] Throughout the various views in the accompanying drawings, corresponding reference numerals indicate the respective parts. Detailed Implementation

[0042] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. Exemplary embodiments are provided so that this disclosure will be thorough and will fully convey the scope to those skilled in the art. Numerous specific details, such as examples of specific components, apparatuses, and methods, are set forth to provide a thorough understanding of embodiments of this disclosure. It will be apparent to those skilled in the art that specific details are not required, that the exemplary embodiments may be implemented in many different forms, and none of them should be construed as limiting the scope of this disclosure. In some exemplary embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.

[0043] First refer to Figure 1Example vehicle 10 is shown including a first passenger door, which is pivotally mounted to vehicle body 14 via upper door hinge 16 and lower door hinge 18, shown in dashed lines. According to this disclosure, a power-operated closing member actuation system 20 is pivotally connected between the first passenger door and vehicle body 14. According to a preferred configuration, the power-operated closing member actuation system 20 typically includes a power-operated actuator mechanism or power actuator 22 and a rotary drive mechanism. The power-operated actuator mechanism is fixed within the cavity of the passenger door, and the rotary drive mechanism is driven by the power-operated actuator mechanism 22 and operatively coupled to vehicle body 14. Driven rotation of the rotary drive mechanism causes controlled pivoting movement of the passenger door relative to vehicle body 14. According to this preferred configuration, the power-operated actuator mechanism is pivotally coupled to and closely approximates the closing surface of the door 12 between the upper door hinge 16 and lower door hinge 18, while the rotary drive mechanism is pivotally coupled to vehicle body 14. However, those skilled in the art will recognize that alternative packaging configurations for the power-operated closing member actuation system 20 can be used to accommodate available packaging space. One such alternative packaging configuration may include mounting the power-operated actuator mechanism to the vehicle body 14 and operatively interconnecting the rotary drive mechanism to the door 12.

[0044] Each of the upper door hinge 16 and the lower door hinge 18 includes a door-mounted hinge component and a body-mounted hinge component that are pivotally interconnected by a hinge pin or post. The door-mounted hinge component is hereinafter referred to as the door hinge band, while the body-mounted hinge component is hereinafter referred to as the body hinge band. Although the powered closing member actuation system 20 is shown only as being associated with the front passenger door, those skilled in the art will recognize that the powered closing member actuation system 20 may also be associated with any other closing member of the vehicle 10 (e.g., a door or liftgate), for example, with the rear passenger door 17 and the trunk lid 19.

[0045] Now refer to Figure 2The vehicle body 14 of the motor vehicle 10 defines an opening 23 leading to an interior passenger compartment. A closing member, such as a rear passenger door 17, is illustratively shown as pivotally mounted to the vehicle body 14 for movement between an open position (shown) and a fully closed position to open and close the opening 23, respectively, via a latch assembly 83. An example of the latch assembly 83 can be found in U.S. Publication No. 2018 / 0100331, which is incorporated herein by reference. While the rear passenger door 17 is shown, it should be understood that the latch assembly 83 can be used alternatively or additionally for the door 12 and / or the power closing member actuation system 20 can be used for the rear passenger door 17. The latch assembly 83 is shown as being secured to the rear passenger door 17 adjacent to an edge portion 17A, and the latch assembly includes a latching mechanism capable of releasably engaging a striker 24 securely fixed to a recessed edge portion 23A of the opening 23. As will be described in detail, the latch assembly 83 is operable to engage the striker 24 and hold the closing member in its fully closed position in a releasable manner. The outer handle 25 and the inner handle 26 are configured to selectively actuate the latch release mechanism of the latch assembly 83 to release the striker 24 from the latch mechanism and allow the rear passenger door 17 to subsequently move to its open position. An optional locking knob 27 provides a visual indication of the locked state of the closed latch assembly 83, and the optional locking knob 27 is also operable to mechanically change the locked state of the latch assembly 83. The weatherproof seal or door seal 29 is mounted on the edge portion 23A of the opening 23 in the vehicle body 14 and is adapted to be elastically compressed when engaged with the mating sealing surface of the rear passenger door 17, provided that the rear passenger door 17 is held in the fully closed position by the latching mechanism of the latching assembly 83, so as to provide a sealing engagement between the weatherproof seal or door seal and the mating sealing surface of the rear passenger door. The weatherproof seal or door seal 29 is configured, for example, to prevent rainwater and dirt from entering the passenger compartment while minimizing audible wind noise.

[0046] The dynamic closing component actuation system 20 is generally in Figure 3 As shown and mentioned, the power closing member actuation system 20 is operable to pivot the door 12 relative to the vehicle body 14 in a controllable manner between an open position and a closed position. Figure 3As shown, the lower door hinge 18 of the power closure member actuation system 20 includes a door hinge band 28 connected to the door 12 and a body hinge band 30 connected to the body 14. The door hinge band 28 and the body hinge band 30 of the lower door hinge 18 are interconnected via hinge pins 32 along a generally vertically aligned pivot axis A to establish a pivotable interconnection between the door hinge band 28 and the body hinge band 30. However, any other mechanism or device may be used to establish the pivotable interconnection between the door hinge band 28 and the body hinge band 30 without departing from the scope of this disclosure.

[0047] Still refer to Figure 3 The power-operated closing member actuation system 20 includes a power-operated actuator mechanism having a motor and gear train assembly 34 rigidly connected to the door 12. Illustratively, the power-operated closing member actuation system 20 is pivotally connected to the closing surface 162 of the door 12. The motor and gear train assembly 34 is configured to generate a rotational force about a pivot axis A. In a preferred embodiment, the motor and gear train assembly 34 includes an electric motor 36 operatively coupled to a reduction / torque amplification assembly 38, which serves as a gearbox with one or more stages, the gear ratio of which allows the motor and gear train assembly 34 to generate a rotational force with high torque output at very low speeds of the electric motor 36. However, any other arrangement of the motor and gear train assembly 34 can be used to establish the desired rotational force without departing from the scope of this disclosure. The electric motor 36 is... Figure 3 The electronic device 50 is illustrated as a box and may include a microprocessor 110 and power electronic devices 92 controlled by the microprocessor 110, such as an H-bridge or FET. The controller 50 is electrically connected, for example, to a command source such as a door open or close switch 53, or electrically connected to another controller 65 such as a body control module, or an authentication controller such as a PKE controller.

[0048] The motor and gear assembly 34 includes a mounting bracket 40 for establishing a connectable relationship with the door 12 and the power-operated actuator mechanism. The connectable relationship between the power-operated actuator mechanism and the door 12 via the mounting bracket 40 is illustrated as a pivotal connection, allowing the power-operated actuator mechanism to pivot about a pivot axis B, for example, indicated as... Figure 3 The rotation of PA in the middle. Mounting bracket 40 is configured to connect to door 12 between upper door hinge 16 and lower door hinge 18 and, for example, to closing surface 162. Closing surface 162 includes a port or hole for allowing drive shaft 42 to pass through closing surface 162, wherein such port can typically be associated with allowing door limit connectors to pass through. Also, Figure 3As shown, this mounting of the motor and gear assembly 34, as described herein, positions the power-operated actuator mechanism of the power-closing member actuation system 20 close to the pivot axis B. The mounting of the motor and gear assembly 34 adjacent to the pivot axis B of the door 12 minimizes the potential influence of the power-closing member actuation system 20 on the mass moment of inertia of the door 12 (i.e., the pivot axis A), thereby improving or facilitating the movement of the door 12 between its open and closed positions. Reducing the mass of the actuator and shifting the mass of the power actuator 22 closer to the pivot axis A reduces the mass of the door and shifts the center of mass closer to the pivot axis C, thereby allowing for a reduction in the power and / or size of the electric motor 36. Additionally, as also... Figure 3 As shown, the mounting of the motor and gear assembly 34 closer to the pivot axis A of the door 12 allows the powered door closure actuation system 20 to be enclosed in front of the A-pillar glass travel channel and other interior door components and metal panel associated with the door 12, thus avoiding any interference with the glass window function of the door 12. In other words, the powered door closure actuation system 20 can be enclosed in an unused portion of the interior cavity 39 within the door 12, thus reducing or eliminating impact on existing hardware / mechanisms within the door 12. Although the powered door closure actuation system 20 is illustrated as being mounted between the upper door hinge 16 and the lower door hinge 18 of the door 12, as an alternative, without departing from the scope of this disclosure, the powered door closure actuation system 20 may also be mounted in other locations within the door 12 or even on the body 14.

[0049] The power-operated closure member actuation system 20 also includes a rotary drive mechanism that is rotatably driven by a power-operated actuator mechanism. For example... Figure 3As shown, the rotary drive mechanism includes a drive shaft 42 interconnected to the output member of the gearbox 38 of the motor and gear train assembly 34, and extending and retracting from both sides of the gearbox 38. Alternatively, as an optional configuration, although not explicitly shown, a clutch, such as a mechanical or electric clutch, may be provided between the rotary output of the gearbox 38 and the first end 44 of the drive shaft 42. The clutch can be engaged and disengaged using any suitable type of clutch mechanism, such as a set of sprags, balls, coil springs, friction plates, or any other suitable mechanism. The clutch can be configured to allow a user to manually move the door 12 relative to the body 14 between an open position and a closed position. Such a clutch may also be located, for example, between the output of the electric motor 36 and the input of the gearbox 38. The location of this optional clutch can be particularly based on whether the gearbox 38 includes a reversible gear. In another possible configuration, the power closing member actuation system 20 may not be equipped with a clutch, thereby reducing the mass of the power closing member actuation system 20 and the door. It is possible that gearbox 38 may include a "reverse-drive" gear to allow the user to manually move the door, thereby inducing rotation of the gearbox 38. Alternatively, gearbox 38 may include a non-reverse-drive gear to prevent the user from manually moving the door, thus preventing rotation of the gearbox 38 due to door movement, and instead only the activation of the motor will cause the gearbox 38 to rotate to move the door. A braking mechanism to prevent any of the rotation of the motor, the gearbox 38, or the movement of the drive shaft 42 may also be excluded from the power-closing member actuation system 20 to further reduce the mass of the power-closing member actuation system 20 and the door.

[0050] To accommodate the angular motion resulting from the swinging motion of the door 12 relative to the body 14, the power-operated closing member actuation system 20 also includes a pivoting connector 45 disposed between the body 14 and a first end 44 of the drive shaft 42. A second end 46 of the drive shaft 42 is configured to reciprocate in and out of the inner door cavity 39 when the drive shaft 42 is driven by the gearbox 38 in response to the actuation of the electric motor 36. Illustratively, the pivoting connector 45 is a pin and socket type connection that allows the drive shaft 42 to rotate about an axis C extending parallel or substantially parallel to the pivot axis A of the door 12 and the pivot axis B of the power-operated actuator mechanism. Translation of the drive shaft 42 via the operation of the motor and gear assembly 34 is used to: push the door 12 away from the body 14 when the drive shaft 42 retracts from the inner door cavity 39, and to pull the door 12 towards the body 14 when the drive shaft 42 translates into the inner door cavity 39. Therefore, in Figure 3In the example shown, the power-operated closing member actuation system 20 can achieve the movement of the door 12 between its open and closed positions by transmitting rotational force "directly" to the vehicle body 14 via the linear translation of the driven drive shaft 42. Utilizing a motor and gear assembly 34 connected to the door 12 adjacent to the closing surface 162, the second end 46 of the drive shaft 42 can reciprocate and oscillate within the inner door cavity 39 as the drive shaft 42 reciprocates R within the gearbox 38. Based on the available space within the inner door cavity 39, the second end 46 of the drive shaft 42 can avoid collision with internal components within the cavity 49 when the power-operated actuator mechanism oscillates about axis B, for example, as the drive shaft 42 retracts from the inner door cavity 39 when the door 12 is opened.

[0051] Figure 4 The door 12 is shown pivotally mounted on an upper door hinge 16 and a lower door hinge 18 connected to a body 14 (not shown in its entirety) for rotation about a pivot axis A. For clarity, the body 14 is intended to include “non-moving” structural elements of the vehicle 10, such as the frame (not shown) and body panels (not shown). The door 12 includes an inner metal panel 12a and an outer metal panel 12b, with a connecting portion 12c between the inner and outer metal panel 12a and the outer metal panel 12b. The power-operated actuator mechanism or power actuator 22 includes an extendable actuating member or drive shaft 42 movable between a retracted position and an extended position to achieve a swinging motion of the door 12. Furthermore, an accelerometer 200 is mounted within a controller housing 202 of the controller 50.

[0052] Now refer to another source Figure 5Another example, a power actuator 122', is shown and includes a mounting device 300 having a door adapter bracket, also referred to as a mounting bracket 304. The mounting bracket 304 is configured to pivotally attach to the gearbox 140 and fixedly attach to a closing panel, thereby allowing the mounting bracket 304 and the gearbox 140, as well as all components operably attached to the gearbox 140, including the electric motor 36, to pivot relative to each other. Illustratively, the mounting bracket 304 is configured for direct pivotal attachment to the gearbox 140, allowing the gearbox 140 to pivot only about axis B. Illustratively, the mounting bracket 304 is configured for pivotal attachment to the outer periphery of the gearbox. Therefore, the mounting bracket 304 allows for a single axis around which the gearbox 140 pivots. Mounting bracket 304 is shown having multiple (by way of example, a pair) fastener openings 305, sized to receive fasteners such as threaded bolts (not shown) for securely attaching mounting bracket 304 to a closing panel, such as to closing face 162. It should be understood that the opposite arrangement is contemplated herein, such that mounting bracket 304 can be configured to be securely attached to gearbox 140 and pivotally attached to the closing panel, thereby allowing mounting bracket 304, gearbox 140, and all components operably attached to gearbox 140 to pivot relative to the closing panel. Mounting device 300 is an illustrative example of pivoting connection 45. Mounting device 300 can be configured to allow power actuator 122' to pivot about a single axis of rotation, such as pivot axis B. Pivot axis B is illustratively parallel to the Y-axis, which is aligned with the downward pulling force due to gravity. Illustratively, only a single axis of rotation is provided between power actuator 122' and door 12. Illustratively, the mounting bracket 304 is constructed as a U-shaped bracket. As shown, for ease of pivoting attachment, the mounting bracket 304 has a pair of yokes, also referred to as lugs or flanges 306, which have through openings configured to receive axially aligned trunnions, such as those provided by pins 308. Pins 308 may be configured to be received in axially aligned receiving bosses 310 extending from the gearbox 140 (e.g., parallel to axis B), but it is contemplated that the pin may be formed as an integral piece of material with the gearbox 140 as needed. Pins 308 provide pivoting movement of the gearbox 140 relative to the mounting bracket 304. Flanges 306 provide support against movement of the gearbox 140 in the Y direction. For example, a lower boss may be supported by a bottom flange 306, thereby supporting the weight of the power actuator 122'. Upper flanges 306 may support the upper boss, for example, through connection with pins 308.Therefore, the weight of the power actuator 122', including the gearbox 140 and the electric motor 36, is transferred to the bracket 304 instead of the extendable member 134, for example, if the receiving boss 310 and pin 308 were to rotate ninety degrees so that pin 308 extends along the Z-axis. Distributing the weight of the power actuator 122' to the bracket 304 reduces the force between the gears of the gearbox 140 and the extendable member 134 compared to the weight of the power actuator 122', such as the gearbox 140 and / or the electric motor 36, being supported by the extendable member 134. This distribution of the power actuator 122''s weight to the bracket 304 reduces the force between the gears of the gearbox 140 and the extendable member 134, which tends to increase engagement, increase friction between the nut tube and the teeth of the extendable member 134, and may cause deflection of the extendable member 134, potentially requiring an increase in motor size to compensate for this force. To allow unrestricted pivoting movement of the gearbox 140 relative to the mounting bracket 304, the mounting bracket 304 has a clearance opening 312 extending through the mounting bracket 304. The gap opening 312 is configured to receive the extendable member 134 passing through it, and the gap opening 312 is sized to allow free, unobstructed pivoting movement within it as the closed panel or door 12 moves between its closed and open positions. The gap opening 312 is shown extending significantly more in the Z-axis direction than in the Y-axis direction. Therefore, the extendable member 134 ensures a clearance relationship with the mounting bracket 304 as the closed panel moves between its closed and open positions and as the extendable member 134 translates through the gap opening 312 and pivots relative to the mounting bracket 304. Due to the single pivot axis B, the extendable member 134 is restricted to pivoting only in the Z-direction.

[0053] Because of the ability of the extendable member 134 to pivot relative to and within the clearance opening 312 of the mounting bracket 304 about the pivot axis B, no linkage is required. Thus, similar to the first end, the distal end 314 of the extendable member 134 can be directly pivotally secured to the vehicle body 14, wherein the distal end 314 has an attachment through opening 136. Therefore, the gearbox 140 and components attached to the gearbox 140, including the electric motor 36, can move close to the closing surface 162, thereby providing reduced torque variation and enhanced tactile / servo control response, particularly since the torque arm does not change when the closing panel moves between the closed and open positions. Furthermore, by eliminating additional pivot axes associated with the pivot connection between the power actuator 122' and the closing surface 162, such as a rotation axis extending in the Z direction, and providing only a single rotation axis, such as rotation axis B, the additional complex pivot connection configuration can be avoided. This further eliminates the distance-generating components between the closing surface 162 and the gearbox 140, reduces the mass of the power actuator 122', and allows the mass of the power actuator 122' to be closer to the door pivot axis C. Therefore, since there is less mass generating inertia away from the pivot axis C, the size of the electric motor 36 can be reduced, and the braking capability and response time of the electric motor 36 can be improved. In addition, providing the gearbox 140 as a structural support for other components reduces the engagement of the extendable member 134 with the gears of the gearbox 140 and other loads on the gears of the gearbox 140, because, as described herein, all gears are supported by load-bearing bearings.

[0054] Figure 6 Another view of an accelerometer in controller housing 202 is shown. Specifically, the accelerometer may include a chip mounted to controller printed circuit board 204 (e.g., together with microprocessor 110 and power electronics 92, such as H-bridge, FET). Controller housing 202 may also include mounting holes 206 as shown (e.g., for attaching controller housing 202 to door 12).

[0055] Figure 7The diagram illustrates a power door system 21 including a power closing member actuation system 20 for moving a closing member (e.g., door 12) of vehicle 10 relative to the vehicle body 14 between an open position and a closed position. As discussed above, the power closing member actuation system 20 includes a power actuator 22 coupled to the closing member (e.g., door 12) and the vehicle body 14. The power actuator 22 is configured to move the closing member relative to the vehicle body 14. The power closing member actuation system 20 also includes a controller or actuator controller coupled to the actuator 22 and communicating with other vehicle systems (e.g., door node control module 52 or body control module (BCM)) and also receiving vehicle power from vehicle 10 (e.g., from vehicle battery 53).

[0056] The actuator controller is capable of operating in at least one of an automatic mode (in response to automatic mode initiation input 54) and a power-assisted mode (in response to motion input 56). In automatic mode, the actuator controller commands the closing member to move along a predetermined motion trajectory (e.g., to open the closing member). The power-assisted mode differs from the automatic mode in that the motion input 56 from the user 75 can be continuous to move the closing member, rather than a single input from the user 75 in automatic mode. The actuator controller can therefore be configured as a servo controller, as will be described in more detail below as an illustrative example, which can, for example, receive an electrical signal from the closing member actuation system 20, such as a high-count sensor, indicating the position of the door, and in response send an electrical signal to the power actuator 22 based on the received high-count signal to move the door closing member. The user does not need to activate a separate button or switch to move the closing member; the user only needs to move the closing member directly. The command 51 from the vehicle system may include, for example, instructions to the actuator controller to open the closing member, close the closing member, or stop the movement of the closing member. Such control inputs, such as inputs 54 and 56, may also include other types of inputs 55, such as inputs from the body control module, which may receive wireless commands to control the doors to open based on signals received from the smart key 60 or other wireless devices, such as cellular smartphones, or from sensor components located on the vehicle, such as radar or optical sensor components, which detect the approach of the user 75 when the user approaches the vehicle, such as the user 75's gestures or gait, such as walking. Other components that may affect the operation of the power closure member actuation system 20 are also shown, such as the door seal 57 of the door 12. Furthermore, environmental conditions 59 (rain, cold, heat, etc.) may be monitored by the vehicle 10 (e.g., by the body control module) and / or the actuator controller. The actuator controller also includes an artificial intelligence learning algorithm 61 (e.g., forming a series of nodes in a neural network model), which will be discussed in more detail below.

[0057] Now refer to Figure 8 The actuator controller is configured to receive an automatic mode activation input 54 and, in response to receiving the automatic mode activation input 54, enter automatic mode to output a motion command 62, or receive the input motion command 62. The automatic mode activation input 54 can be a manual input on the closing member itself or an indirect input from the vehicle (e.g., a closing member switch 58 on the closing member, a switch on the smart key 60, etc.). Therefore, for example, the automatic mode activation input 54 could be the result of a user or operator activating a switch (e.g., closing member switch 58), making a gesture near the vehicle 10, or possessing the smart key 60 near the vehicle 10. It should also be understood that other automatic mode activation inputs 54 are conceivable, such as, but not limited to, the proximity of a user 75 detected by a proximity sensor.

[0058] Furthermore, the powered closing member actuation system 20 includes at least one closing member feedback sensor 64 for determining at least one of the closing member's position, velocity, and attitude. Thus, the at least one closing member feedback sensor 64 detects signals from the powered actuator 22 by counting the revolutions of the electric motor 36, detects the absolute position of an extendable member (not shown), or detects signals from the door 12 (e.g., as an example, an absolute position sensor regarding door limits) that can provide position information to the actuator controller. The at least one closing member feedback sensor 64 communicating with the actuator controller is part of a feedback system or motion sensing system used to illustrate the direct or indirect detection of door movement, for example, by detecting changes in the velocity and position of the closing member or its associated components. For example, the motion sensing system may be hardware-based (e.g., a Hall sensor unit, associated circuitry) for detecting movement of a target, for example, on the closing member (e.g., on a hinge) or on the powered actuator 22 (e.g., on a motor shaft), and / or the motion sensing system may be software-based (e.g., using code and logic to execute a pulse counting algorithm), which is executed, for example, by the actuator controller. Other types of position, velocity, and / or orientation detectors, such as accelerometers and induction-based sensors, can be used without restriction.

[0059] The powered closure member actuation system 20 further includes at least one non-contact obstacle detection sensor 66, which can form part of a non-contact obstacle detection system connected, for example, electrically connected to an actuator controller. The actuator controller is configured to determine whether an obstacle has been detected using at least one non-contact obstacle detection sensor 66 (e.g., using a non-contact obstacle detection algorithm 69), and can, for example, stop the movement of the closure member in response to determining that an obstacle has been detected. The non-contact obstacle detection system can also be configured to calculate the distance from the closure member to an object or obstacle, or from a user who is an object or obstacle to the door 12. For example, the non-contact obstacle detection system can be configured to perform time-of-flight calculations using radar-based sensors to determine the distance, or, for example, characterize an object as a user or a human by comparing it to a non-human object based on the reflectivity of the object determined using radar-based sensors and systems. The non-contact obstacle detection system can also be configured to determine when an obstacle has been detected, for example, by detecting reflected waves from radar emitted from at least one non-contact obstacle detection sensor 66, indicating an object, obstacle, or user. The non-contact obstacle detection system can also be configured to determine, for example, when an obstacle is not detected by the absence of reflected waves from radar emitted from at least one non-contact obstacle detection sensor 66, indicating an object, obstacle, or user. Operation and examples of the at least one non-contact obstacle detection sensor 66 and the system are discussed in U.S. Patent Application No. 2018 / 0238099, which is incorporated herein by reference.

[0060] In automatic mode, the actuator controller may include one or more closed member motion profiles 68, which are utilized by the actuator controller when generating a motion command 62, taking into account obstacle detection by at least one non-contact obstacle detection sensor 66 (e.g., using the actuator controller's motion command generator 70). Therefore, in automatic mode, the motion command 62 has a specified motion profile 68 (e.g., an acceleration curve, a speed curve, a deceleration curve, and ultimately stops at the open position) and is continuously optimized based on user feedback (e.g., automatic mode initiation input 54).

[0061] Figure 9 and Figure 10 This is a block diagram of a motor control system 400 for controlling the movement of the vehicle door 12. The motor control system 400 may include an electric motor 36 for moving the vehicle door 12. The motor control system 400 may also include a closed-loop current control system 401. Figure 10 The closed-loop current control system 401 controls the drive current I supplied to the electric motor 36 to control the electric motor 36 to apply torque or force F to the door 12. The motor control system 400 also includes a compensation force F configured to be supplied to the closed-loop current control system 401.触觉 The force compensation module or haptic control algorithm 402. According to one aspect, the force compensation module or haptic control algorithm 402 is based on the principle of torque superposition. The closed-loop current control system 401 is based on the compensation force F. 触觉 To control the drive current I.

[0062] The haptic control algorithm 402 is an example module. The haptic control algorithm is configured to compensate for or cancel, partially, substantially, or completely cancel, external influences acting on the movement of the door 12, for example, by calculating and providing compensation values ​​or compensation factors, such as torque values, current values, or force values, but as a non-limiting example. A drive unit 404 may be provided. Figure 10 The drive unit is configured to convert the torque value output by the haptic control algorithm 402 into a target current I for input into the closed-loop current control system 401. 目标 An example of the haptic control algorithm 402 is described in WO2021081664A1, entitled "Powered door unit optimized for servocontrol," the entire contents of which are incorporated herein by reference. In a possible configuration, the control system 301 may be provided as an integrated unit with the motor controller 408.

[0063] Therefore, the closed-loop current control system 401, the haptic control algorithm 402, the drive unit 404, and the electric motor 36 can work together as part of the motor control system 400. More specifically, the motor control system 400 may include an electric motor 36 for moving the door 12. The motor control system 400 may also include a closed-loop current control system 401 that controls the drive current I supplied to the electric motor 36 to control the electric motor 36 to apply a force F to the door 12. The motor control system 400 also includes components configured to calculate a compensation force F to be supplied to the closed-loop current control system 401. 触觉 The tactile control algorithm 402. The closed-loop current control system 401 is based on the compensating force F. 触觉 To control the drive current I.

[0064] The performance of door control via electric motor 36 is improved by using a closed-loop current feedback motor control system 401 that receives control commands based on torque value calculations to control electric motor 36. Since the drive current I supplied to electric motor 36 is controlled by closed-loop current control system 401, and since the drive current I is proportional to the motor torque output T and force F (or alternatively, from the user's reference point, the user moves door 12, causing torque input to electric motor 36, thus electric motor 36 acts as a torque input generator to proportionally modify drive current I).

[0065] The motor control system 400 also includes sensors provided to each control block of the motor control system 400. More specifically, the motor control system 400 also includes sensors for detecting a sensing current I flowing in the electric motor 36. 感测 The current sensor 406. The haptic control algorithm is also configured to receive the sensed current I. 感测 And calculate the compensating force F 触觉 Therefore, a current sensor 406 and an accelerometer 200 (as well as a door position sensor discussed above and in more detail below) are provided to provide precise torque values ​​to the haptic control algorithm for operating the closed-loop current control system 401.

[0066] Specifically, the accelerometer 200 can provide more sensitive sensing of door movement, while the door position sensor can be configured to provide reliable door position and movement information to the system. In other words, the accelerometer 200 has a higher accelerometer sensitivity than the door position sensor, allowing the accelerometer 200 to detect movements that the door position sensor cannot detect. Therefore, different sensors can provide accurate, reliable, and sensitive data for providing motion feedback of the door 12 in the motor control system 400.

[0067] Therefore, by using a current sensor 406 (e.g., a parallel resistor configuration) to detect the current from the electric motor 36 via the feedback branch of the closed-loop current control system 401, such as by directly measuring the current through the electric motor 36 as modified by the user pushing the door 12 to make the electric motor 36 act as a generator, a derivable torque value is provided for use by the haptic control algorithm 402, thus improving the force-based control of the electric motor 36. By directly monitoring the drive current I, the haptic control algorithm 402 can be input with the precise input torque applied by the user to the door 12 (via sensing the current I). 感测 (Proportional). Compared to other types of sensors, such as door position sensors or accelerometers 200, this sensor cannot detect force input on the door 12 and will require a transfer function to convert the position or motion signal into an approximate force value. This is achieved by detecting the sensing current I flowing through the electric motor 36. 感测 Since this drive current I is proportional to the torque T of the electric motor 36, this detected or sensed current I 感测 Feedback can be sent to the haptic control algorithm 402 to modify the compensation force F to be provided to the drive unit 404. 触觉Since the haptic control algorithm 402 performs calculations based on torque values, and the detected motor current can be easily converted into a torque value to be used by the haptic control algorithm 402, other sensors that require complex conversions from position / velocity / acceleration data to torque, such as position sensors and accelerometers 200, may not yet be able to provide data or precise data to extract the force acting on the door 12 for use by the haptic control algorithm 402. Therefore, the use of a closed-loop current control system 401—in which current from the feedback circuit of the electric motor 36 is sensed for use by the haptic control algorithm 402 to provide data related to the precise torque applied to the door 12 by the user—results in a precise compensation force F from the haptic control algorithm 402. 触觉 The current is supplied to the drive unit 404, which the closed-loop current control system 401 then uses to adjust the motor torque acting on the door 12, and this motor torque is sensed by the user. Therefore, the force exerted by the user on the door 12 can be accurately compensated by the haptic control algorithm 402, because the user's force can be accurately detected by detecting the motor current.

[0068] specifically refer to Figure 10 Accelerometer 200 provides acceleration signal a to at least one of closed-loop current control system 401 and haptic control algorithm 402. x,y,z The haptic control algorithm 402 includes using a compensating force F 触觉 Adder 414, output to drive unit 404, sums multiple forces from multiple force calculations 416, 418, 420, 422, 424, 426, and 428. In other words, haptic control algorithm 402 calculates a target torque as a control parameter for drive unit 404, which is applied by drive unit 404 to a closing member (e.g., door 12) to compensate for external environmental factors affecting the position of door 12. The multiple force calculations include: the speed v of receiving the closing member or door. 门 And output frictional force F 摩擦 Friction calculation 416, position x of the receiving door 门 And output stopping force F 止动 Calculation of stopping force 418, receiving acceleration signal a x,y,z And output tilting force F 倾斜 Calculation of tilt force 420, receiving acceleration signal a x,y,z And output inertial force F 惯性 Calculation of inertial force 422, position x of receiving gate 门 The speed v of the gate 门 And output driving mode force F 驱动模式 Drive mode force calculation 424, receiving gate position x 门 The speed v of the gate门 And output impact protection force F 撞击保护 The impact protection force calculation 426 and the receiving of the sensing current I from the current sensor 406 感测 And output the user-input torque force F 使用者输入 The user inputs torque force calculation 428. Based on this, an acceleration signal a is sent to tilt force calculation 420 and inertial force calculation 422. x,y,z It can be adjusted before being used by tilt force calculation 420 and inertial force calculation 422.

[0069] The motor controller 408 is illustratively shown as being adapted to compensate for internal influences acting on the motion of the door 12. Internal influences may include effects on door motion attributable to or originating from the power actuators 22, 122', which may include, but are not limited to, gear trains, such as gearboxes (recoil response, operational differences between the rearward and forward driving directions of the power actuators 22, 122'), internal friction due to gear or bushing type, torque variations due to the connection points of the power actuators 22, 122' with the vehicle body and / or door, flexible connections, shaft / nut engagements, which often result in the power actuators 22, 122' not outputting a target force value, such as a target force value received from the output of the haptic control algorithm 302, or the power actuators 22, 122' not transmitting a compensation force F. 触觉 The difference between the expected door movement and the actual door movement caused by the force F applied to the door 12 is considered as the door movement difference. The motor controller is therefore configured to generate a control signal provided to the electric motor 36, which is varied to compensate for any internal effects or actions attributable to the power actuators 22, 122'. Thus, a motor control system 400 for controlling the movement of the door 12 is provided, illustratively including power actuators 22, 122' of the electric motor 36 for generating an output force for moving the door 12, and for compensating for the force F. 触觉 A motor controller for controlling the electric motor 36, wherein the motor controller is adapted to compensate for the following actions associated with the power actuators 22, 122': these actions cause the force output F of the electric motor 36 to be relative to the compensation force F. 触觉 Changes occur. For example, if a compensating force F equal to 10 Newtons is intended to be used. 触觉 To control the electric motor 36 such that a force of 10 Newtons is desired to be applied to the door 12, and the power actuators 22, 122' have a tendency to cause a difference between the commanded force value and the actual force output, for example, the actual motor output F is reduced by 0.5 Newtons due to internal friction, the controller is adapted to compensate for the force F. 触觉The force is adjusted from 10 Newtons to 10.5 Newtons so that the output motor force equals 10 Newtons (10.5 Newtons - 0.5 Newtons) of the desired output force acting on the door. As another example, due to the difference between reverse and forward drive operations of the power actuators 22 and 122' (e.g., due to gear trains) – requiring the electric motor 36 to operate differently when controlled in the reverse or forward drive direction as determined by block 438 – resulting in low operating efficiency, the controller, such as the drive unit 404, is adapted to adjust the compensating force F. 触觉 To overcome the efficiency loss when the power actuators 22 and 122' operate in the reverse drive direction, so that the actual motor output (i.e., force F) matches the compensation force F 触觉 Matching.

[0070] The closed-loop current control system 301 includes a motor block 430 connected to an H-bridge block 432. A subtractor 434 receives the target current I... 目标 Subtract the sensed current I from the current sensor 406 感测 To correct the current I 校正 The output is sent to motor block 430. Motor block 430 and H-bridge block 432 are configured to output the correction current I. 校正 It is converted into a drive current I sensed by the current sensor 406.

[0071] The accelerometer 200 itself may have basic calibration from the supplier of the accelerometer 200; however, there are usually still some errors that still exist in the accelerometer 200 (i.e., the integrated circuit itself). Figure 11A and Figure 11B A graph showing the handle force error in Newtons (N) versus handle weight for a regular door and a heavy door without any accelerometer calibration is presented. As shown, without any accelerometer calibration, the handle force error can reach 14 N for a regular door (33 kg) or 40 N for a heavy door (100 kg). These force errors may be easily noticed by the user 75 and may even cause the door 12 to open or close. These forces are even more noticeable when the door 12 is calibrated to a light setting (i.e., in power-assisted mode).

[0072] Therefore, the motor control system 400 may include an accelerometer compensation module 450 of the controller 50, the accelerometer compensation module being configured to compensate for accelerometer signal a x,y,z The tilt force calculation 420 and inertial force calculation 422 of the haptic control algorithm 402 are used before the accelerometer signal a is processed. x,y,z Adjustments are made. Therefore, the accelerometer 200 senses the motion of the closed member and outputs an accelerometer signal a corresponding to the sensed motion. x,y,zThe actuator controller is configured to use accelerometer 200 to detect the motion of the closed member. The actuator controller adjusts the accelerometer signal a according to a predetermined compensation factor, which is determined by an accelerometer calibration process or method. x,y,z To determine the regulated accelerometer signal A 经调节 According to one aspect, the accelerometer calibration process occurs temporarily before the accelerometer 200 is installed in the vehicle 10. The actuation controller then uses an electric motor 36 to control the opening or closing of the closing member based on the movement of the closing member represented by the regulated accelerometer signal.

[0073] Figure 12A and Figure 12B A graph showing the handle force error in Newtons versus handle weight for a standard and heavy-duty door after accelerometer calibration along only one orientation is presented. As shown, if a single-orientation calibration is performed, the error will be 2.7 N for a standard 33 kg door and 8 N for a heavy 100 kg door. These force errors are still outside the acceptable range. These errors may not be perceptible for a door 12 calibrated as heavy-duty, but will be perceptible for a door 12 calibrated as light-duty.

[0074] Therefore, the accelerometer calibration process disclosed herein includes: orienting the accelerometer 200 relative to the starting position at each of a plurality of angles, and simultaneously recording the accelerometer signal a obtained when the accelerometer 200 is oriented at each of the plurality of angles. x,y,z It is compared with a predetermined expected accelerometer signal for each of a plurality of angles. These angles may vary depending on the application; however, examples of these angles may be -45 degrees, -12 degrees, -8 degrees, -4 degrees, 0 degrees, 4 degrees, 8 degrees, 12 degrees, and 45 degrees. Figure 13A and Figure 13B An example calibration apparatus 500 is shown in operation during the accelerometer calibration process of accelerometer 200. Accelerometer 200 is calibrated once it is mounted in controller housing 202 or controller 50. Calibration apparatus 500 includes a stepper motor 502 operably coupled to a mounting platform 504 supporting controller 50. Stepper motor 502 is configured to move the mounting platform 504 and controller housing 202 (and accelerometer 200) from a starting position to each of a plurality of angles. Thus, stepper motor 502 rotates controller 50. Eighteen measurements were performed, according to one aspect. The calibration process for each controller 50 takes approximately one minute.

[0075] Figure 14A simplified view of another example calibration device 500 is shown. Figure 14 In this example, the mounting platform 504 is configured to engage and support multiple actuator controllers (i.e., each actuator controller includes an accelerometer 200 located within a controller housing 202). The stepper motor 502 is configured to move the mounting platform 504 and the controller housing 202 (and accelerometer 200) of each actuator controller from a starting position to each of a plurality of angles. Here, according to one aspect, only nine measurements are required. This reduces the calibration time for each group of controllers 50 to at least 25 seconds. The mounting platform 504 can be extended to allow for the calibration of multiple controllers 50 at once.

[0076] The calibration data obtained during the calibration process is integrated into the controller 50 for use in the accelerometer signal a. x,y,z The force compensation module or haptic control algorithm 402 adjusts the accelerometer gain and offset before performing inertia compensation and tilt compensation. Therefore, the actuator controller is also configured to use the adjusted accelerometer signal A. 经调节 To calculate the compensating force F to be applied to the closed member 触觉 .

[0077] Figure 15 The diagram illustrates the accelerometer signal a of the accelerometer 200 installed in vehicle 10. x,y,z The steps of the compensation method are as follows. As described above, the accelerometer 200 is used to sense the motion of the closed member. The method includes receiving an accelerometer signal a from the accelerometer 200. x,y,z Step 600. The next step 602 of the method is to adjust the accelerometer signal a according to one of a plurality of predetermined compensation factors determined by the accelerometer calibration process. x,y,z To determine the regulated accelerometer signal A 经调节 The method continues via 604 to use the regulated accelerometer signal A. 经调节 To calculate the compensating force F to be applied to the closed member 触觉 According to one aspect, and as described in detail below, the accelerometer calibration process can occur temporarily before the accelerometer 200 is installed in the vehicle 10.

[0078] Figure 16The illustration shows the steps of an accelerometer calibration process for an accelerometer 200 of vehicle 10. The method includes step 700 of mounting the accelerometer 200 in a controller housing 202 of a controller 50. Furthermore, since there may be some offset caused by how the accelerometer 200 is positioned within the controller housing 202, it is advantageous to calibrate along with the controller housing 202. The method proceeds through 702 to mount the controller housing 202 to the calibration device 500. For different procedures, the controller 50 will be mounted in different orientations. Even if these procedures are all side-door procedures, the mounting position of the controller 50 may vary. This may change the angle selected during calibration. The next step 704 of the method is to use the calibration device 500 to orient the controller housing 202 and the accelerometer 200 relative to the starting position at each of a plurality of angles, while determining the accelerometer signal a obtained when the accelerometer 200 is oriented at each of the plurality of angles. x,y,z The difference between the accelerometer signal and a predetermined expected accelerometer signal for each of the multiple angles. More specifically, according to one aspect, the method may include creating an accelerometer signal a obtained when the accelerometer 200 is oriented at each of the multiple angles. x,y,z The best-fit line is obtained by comparing the expected accelerometer signal with the predicted accelerometer signal for each of the multiple angles. Therefore, the expected accelerometer value and the actual accelerometer value (i.e., accelerometer signal a) are measured. x,y,z The difference between the values ​​is calculated, and then the best-fit offset and gain value can be calculated. The predetermined expected value is known. For example, mounting platform 504 rotates controller 50 to 45 degrees. The value being read by the accelerometer, accelerometer signal a, will be read. x,y,z If the accelerometer signal a x,y,z If the controller 50 is at 43 degrees, it is known that there is an error of 2 degrees at this angle. All these errors are then used to create the best-fit line. The method continues with step 706: based on the accelerometer signal a... x,y,z Multiple predetermined compensation factors are determined by comparing the difference between the expected accelerometer signal and the signal for each of multiple angles. These factors are adjustment factors or predetermined compensation factors (gain and offset (A)). 偏移量 The predetermined compensation factors are constant and independent of the gate angle. These predetermined compensation factors may include the offsets of the needle X, Y, and Z axes, and also the gain X, Y, and Z values. Once determined, the predetermined compensation factors are programmed into the software. Therefore, the method further includes step 708: programming the accelerometer compensation module 450 of the controller 50 to compensate the accelerometer signal a using multiple predetermined compensation factors. x,y,z Adjusted to the regulated accelerometer signal A 经调节The steps. According to one aspect, multiple predetermined compensation factors include an accelerometer offset A that is independent of the angle of the closed member relative to the vehicle body 14. 偏移量 And accelerometer gain. More specifically, the regulated accelerometer signal A 经调节 It can be equal to the accelerometer offset A 偏移量 Multiply the accelerometer gain by the accelerometer signal a x,y,z Addition or subtraction (i.e., A) 经调节 = A 偏移量 + / - Gain × a x,y,z Therefore, according to one aspect, the optimal fit offset and gain calibration values ​​are added to the software of controller 50 to minimize the overall error. There exists an offset value, which is an addition / subtraction of the accelerometer value. There also exists a gain value, which is essentially an addition / subtraction of the accelerometer signal a. x,y,z Perform multiplication. Regardless of the position of door 12, the offset and gain value remain constant.

[0079] However, it is obvious that changes may be made to the content described and illustrated herein without departing from the scope defined by the appended claims. The foregoing description of embodiments has been provided for purposes of illustration and description. The foregoing description of embodiments is not intended to be exhaustive or limiting of this disclosure. Elements or features of a particular embodiment are generally not limited to that particular embodiment, but rather are interchangeable and can be used in selected embodiments where applicable, even if not specifically shown or described. Elements or features of a particular embodiment may also vary in many ways. Such variations should not be considered as departing from this disclosure, and all such modifications are intended to be included within the scope of this disclosure.

[0080] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may also be intended to include the plural forms unless the context clearly indicates otherwise. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the described features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein should not be construed as requiring them to be performed in the particular order discussed or described, unless specifically indicated as such. It should also be understood that additional or alternative steps may be employed.

[0081] When an element or layer is referred to as “on another element or layer,” “joined to,” “connected to,” or “attached to” another element or layer, the element or layer may be directly on, joined to, connected to, or attached to the other element or layer, or there may be intermediate elements or layers present. In contrast, when an element is referred to as “directly on another element or layer,” “directly joined to,” “directly connected to,” or “directly attached to” another element or layer, there may be no intermediate elements or layers present. Other terms used to describe relationships between elements (e.g., “between” vs. “directly between,” “adjacent” vs. “directly adjacent,” etc.) should be interpreted in the same manner. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0082] Although the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers, and / or portions, these elements, components, regions, layers, and / or portions should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or portion from another. Unless the context clearly indicates otherwise, terms such as “first,” “second,” and other numerical terms used herein do not imply any order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as a second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0083] For ease of description, spatial relative terms such as “inside,” “outside,” “below,” “below,” “lower,” “above,” “upper,” etc., are used herein to describe the relationship between one element or feature as illustrated in the accompanying drawings and another element (or other) element or feature. Spatial relative terms may be intended to cover different orientations of the device in use or operation other than those depicted in the accompanying drawings. For example, if the device in the accompanying drawings is flipped, an element described as “below other elements or features” or “below other elements or features” will be oriented “above other elements or features.” Thus, the example term “below…” can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatial relative descriptors used herein may be interpreted accordingly.

[0084] The foregoing description of embodiments has been provided for purposes of illustration and description. The foregoing description of embodiments is not intended to be exhaustive or limiting of this disclosure. Elements or features of a particular embodiment are generally not limited to that particular embodiment, but rather are interchangeable and can be used in selected embodiments where applicable, even if not specifically shown or described. Elements or features of a particular embodiment can also be varied in many ways. Such variations should not be considered as departing from this disclosure, and all such modifications are intended to be included within the scope of this disclosure.

[0085] The embodiments of this disclosure can be understood with reference to the following numbered paragraphs:

[0086] 1. A system for opening or closing a closing member of a vehicle, the system comprising:

[0087] An actuator assembly including an electric motor operably coupled to an extendable member, the extendable member being coupled to either a vehicle body or a closing member for opening or closing the closing member.

[0088] An accelerometer configured to sense one of the motion and orientation of the closed member and output an accelerometer signal corresponding to the sensed motion and orientation of the closed member;

[0089] The electric motor is controlled using a regulated accelerometer signal.

[0090] 2. The system according to paragraph 1 further includes a controller connected to the electric motor and the accelerometer, wherein the controller is adapted to receive the accelerometer signal, generate the regulated accelerometer signal, and control the electric motor based on the regulated accelerometer signal.

[0091] 3. The system according to paragraph 2, wherein the controller is further configured to determine the regulated accelerometer signal based on the accelerometer signal regulated using one of a plurality of predetermined compensation factors temporarily determined by an accelerometer calibration process prior to the installation of the accelerometer in the vehicle.

[0092] 4. The system according to paragraph 3, wherein the accelerometer calibration process includes: orienting the accelerometer relative to a starting position at each of a plurality of angles, and simultaneously comparing the accelerometer signal obtained when the accelerometer is oriented at each of the plurality of angles with a predetermined expected accelerometer signal for each of the plurality of angles.

[0093] 5. The system according to paragraph 3, wherein the controller is further configured to use the adjusted accelerometer signal to calculate the compensating force to be applied to the closing member.

[0094] 6. The system according to paragraph 5, wherein the controller comprises:

[0095] A closed-loop current control system, wherein the closed-loop current control system controls the drive current supplied to the electric motor for controlling the electric motor to apply the compensating force to the closing member; and

[0096] A tactile control algorithm configured to calculate the compensation force to be provided to the closed-loop current control system, wherein the closed-loop current control system controls the drive current based on the compensation force.

[0097] 7. The system according to paragraph 6 further includes a current sensor for detecting a sensed current flowing in the electric motor, wherein the tactile control algorithm is further configured to receive the sensed current and calculate a target torque.

[0098] 8. The system according to paragraph 7 further includes a drive unit for converting the compensating force into a target current to be provided to the closed-loop current control system.

[0099] 9. According to the system described in paragraph 8, the haptic control algorithm includes summing multiple forces from multiple force calculations by an adder that outputs a target torque to the drive unit. The multiple force calculations include friction force calculation (receiving the velocity of the closing member and outputting a frictional force), stop force calculation (receiving the position of the closing member and outputting a stopping force), tilt force calculation (receiving the acceleration signal and outputting a tilting force), inertial force calculation (receiving the acceleration signal and outputting an inertial force), drive mode force calculation (receiving the position and velocity of the closing member and outputting a drive mode force), impact protection force calculation (receiving the position and velocity of the closing member and outputting an impact protection force), and user input torque force calculation (receiving a sensed current from the current sensor 406 and outputting a user input torque force).

[0100] 10. The system according to paragraph 9 further includes an accelerometer compensation module for the controller, the accelerometer compensation module being configured to adjust the accelerometer signal before it is used by the tilt force calculation and the inertial force calculation of the haptic control algorithm.

[0101] 11. The system according to paragraph 8, wherein the closed-loop current control system includes a motor block and a subtractor, the motor block being connected to an H-bridge block, the subtractor being configured to subtract the sensed current of the current sensor from the target current of the drive unit to output a correction current to the motor block, the motor block and the H-bridge block being configured to convert the correction current into the drive current sensed by the current sensor.

[0102] 12. An accelerometer calibration method for a vehicle accelerometer used to sense the motion of a closed member, the method comprising the following steps:

[0103] Determine the operational irregularities of the accelerometer; and

[0104] The controller is adjusted to compensate for the determined irregularities of the accelerometer.

[0105] 13. The method described in paragraph 12 further includes:

[0106] Install the accelerometer into the calibration device;

[0107] The accelerometer is oriented at multiple angles using the calibration device.

[0108] Obtain the accelerometer signal when the accelerometer is oriented at each of the plurality of angles;

[0109] The accelerometer signal is compared with a predetermined expected accelerometer signal for each of the plurality of angles;

[0110] Multiple predetermined compensation factors are determined based on the difference between the accelerometer signal and the predetermined expected accelerometer signal for each of the multiple angles.

[0111] 14. The method according to paragraph 13, wherein adjusting the controller to compensate for determined irregularities of the accelerometer comprises: adjusting the controller to adjust the accelerometer signal to an adjusted accelerometer signal by means of the plurality of predetermined compensation factors.

[0112] 15. The method described in paragraph 12 further includes:

[0113] The accelerometer is installed in the controller housing of the controller;

[0114] Install the controller housing into the calibration device;

[0115] The controller housing and accelerometer were oriented relative to the starting position at each of a plurality of angles using a calibration device, while determining the difference between the accelerometer signal obtained when the accelerometer was oriented at each of the plurality of angles and the predetermined expected accelerometer signal for each of the plurality of angles.

[0116] Multiple predetermined compensation factors are determined based on the difference between the accelerometer signal and a predetermined expected accelerometer signal for each of multiple angles; and

[0117] The accelerometer signal is adjusted to a regulated accelerometer signal using the plurality of predetermined compensation factors.

[0118] 16. The method according to paragraph 12, wherein the plurality of predetermined compensation factors include accelerometer offset and accelerometer gain independent of the angle of the closing member relative to the vehicle body.

[0119] 17. The method according to paragraph 16, wherein the adjusted accelerometer signal is equal to the sum or subtraction of the accelerometer offset and the accelerometer gain multiplied by the accelerometer signal.

[0120] 18. A control system for controlling an electric motor of an actuator assembly for opening or closing a vehicle's closing member, the control system comprising:

[0121] An accelerometer, the accelerometer being configured to output an accelerometer signal; and

[0122] A controller configured to receive the accelerometer signal, the controller being further adapted to adjust the accelerometer signal based on at least one predetermined parameter to generate an adjusted accelerometer signal, and to control the electric motor using the adjusted accelerometer signal.

[0123] 19. The method according to paragraph 18, wherein the controller is further configured to determine the regulated accelerometer signal based on the accelerometer signal regulated using one of a plurality of predetermined compensation factors temporarily determined by an accelerometer calibration process prior to the installation of the accelerometer in the vehicle.

[0124] 20. The method according to paragraph 19, wherein the accelerometer calibration process includes: orienting the accelerometer relative to a starting position at each of a plurality of angles, and comparing the accelerometer signal obtained when the accelerometer is oriented at each of the plurality of angles with a predetermined expected accelerometer signal for each of the plurality of angles.

Claims

1. A system for opening or closing a closing member of a vehicle (10), the system comprising: An actuator assembly including an electric motor (36) operably coupled to an extendable member (134) coupled to one of a vehicle body (14) and a closing member for opening or closing the closing member; An accelerometer (200) is configured to sense one of the motion and orientation of the closed member and output an accelerometer signal a corresponding to the sensed motion and orientation of the closed member. x , y , z ; wherein the electric motor (36) is using the adjusted accelerometer signal A 经调节 is controlled; The system also includes a controller (50) connected to the electric motor (36) and the accelerometer (200), wherein the controller (50) is adapted to receive the accelerometer signal a x , y , z Generate the adjusted accelerometer signal A 经调节 and based on the adjusted accelerometer signal A 经调节 To control the electric motor; The controller is further configured to adjust the accelerometer signal a according to a predetermined compensation factor, which is one of a plurality of predetermined compensation factors temporarily determined by an accelerometer calibration process, prior to the installation of the accelerometer (200) in the vehicle (10). x , y , z To determine the regulated accelerometer signal A 经调节 .

2. The system of claim 1, wherein, The accelerometer calibration process includes: orienting the accelerometer (200) relative to a starting position at each of a plurality of angles, and simultaneously recording the accelerometer signal a obtained when the accelerometer (200) is oriented at each of the plurality of angles. x , y , z The signal is compared with a predetermined expected accelerometer signal for each of the plurality of angles.

3. The system of claim 1, wherein, The controller (50) is also configured to use the regulated accelerometer signal A 经调节 To calculate the compensating force F to be applied to the closing member. 触觉 .

4. The system of claim 3, wherein, The controller (50) includes: A closed-loop current control system (401) provides control to the electric motor (36) to control the electric motor (36) to apply the compensating force F to the closing member. 触觉 The drive current (I); and A tactile control algorithm (402) is configured to calculate the compensation force F to be provided to the closed-loop current control system (401). 触觉 The closed-loop current control system (401) is based on the compensation force F. 触觉 To control the drive current (I).

5. An accelerometer calibration method for a vehicle accelerometer used to sense the motion of a closed member, the method comprising the following steps: Determine the operational irregularities of the accelerometer; as well as The controller is adjusted to compensate for the irregularities identified by the accelerometer. Install the accelerometer into the calibration device; The accelerometer is oriented at multiple angles using the calibration device. Obtain the accelerometer signal when the accelerometer is oriented at each of the plurality of angles; The accelerometer signal is compared with a predetermined expected accelerometer signal for each of the plurality of angles; Multiple predetermined compensation factors are determined based on the difference between the accelerometer signal and the predetermined expected accelerometer signal for each of the multiple angles.

6. The method of claim 5, wherein, Adjusting the controller to compensate for determined irregularities in the accelerometer includes adjusting the controller to regulate the accelerometer signal to a regulated accelerometer signal using the plurality of predetermined compensation factors.

7. The method according to claim 5, further comprising: The accelerometer is installed in the controller housing of the controller; Install the controller housing into the calibration device; The calibration device is used to orient the controller housing and the accelerometer relative to the starting position at each of a plurality of angles, while determining the difference between the accelerometer signal obtained when the accelerometer is oriented at each of the plurality of angles and a predetermined expected accelerometer signal for each of the plurality of angles; Multiple predetermined compensation factors are determined based on the difference between the accelerometer signal and the predetermined expected accelerometer signal for each of the multiple angles; as well as The accelerometer signal is adjusted to a regulated accelerometer signal using the plurality of predetermined compensation factors.

8. A control system for controlling an electric motor (36) of an actuator assembly for opening or closing a closing member of a vehicle (10), the control system comprising: an accelerometer (200) configured to output an accelerometer signal a x , y , z ; and Controller (50), the controller being configured to receive the accelerometer signal a x , y , z The controller (50) is also adapted to adjust the accelerometer signal a based on at least one predetermined parameter. x , y , z To generate a regulated accelerometer signal A 经调节 And using the adjusted accelerometer signal A 经调节 To control the electric motor (36); The controller is further configured to adjust the accelerometer signal a according to a predetermined compensation factor, which is one of a plurality of predetermined compensation factors temporarily determined by an accelerometer calibration process, prior to the installation of the accelerometer (200) in the vehicle (10). x , y , z To determine the regulated accelerometer signal A 经调节 .

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