A control method and device of a vehicle door driver, a terminal device and a storage medium

Abstract

This application relates to the field of vehicle control technology, and proposes a control method, device, terminal equipment, and storage medium for a vehicle door actuator. The method includes: when a vehicle door is detected to be performing a stopping action, calculating a first component of the door's weight along the axial direction of the door actuator and a second component along the hinge axis of the door; calculating the clamping and hovering force required for the door to stop based on the first and second components; and controlling an electromagnetic brake of the door actuator to generate this clamping and hovering force. This method enables the clamping and hovering force generated by the electromagnetic brake to be closer to the clamping and hovering force required for a stable door stop, thereby reducing the swaying amplitude when the door stops and improving the stability of the door stop.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, device, terminal equipment, and storage medium for a door actuator. Background Technology

[0002] A car door actuator typically includes components such as a gearbox, electromagnetic brake, housing, connecting base, and struts. Its main function is to control the movement of the vehicle door to achieve electric opening and closing. When the door needs to stop after it has moved, the electromagnetic brake of the door actuator generates a clamping and hovering force along the axial direction of the door actuator, thus achieving the door's hovering function. However, in existing technologies, the clamping and hovering force generated by the electromagnetic brake is generally a preset fixed value. When the door's state changes, the clamping and hovering force generated by the electromagnetic brake may not be sufficient for a stable stop, leading to significant door sway and affecting the stability of the door's stop. Summary of the Invention

[0003] In view of this, embodiments of this application provide a control method, apparatus, terminal device, and storage medium for a car door actuator, which enables the clamping and hovering force generated by the electromagnetic brake to be closer to the clamping and hovering force required for the car door to stop stably, thereby reducing the swaying amplitude of the car door and improving the stability of the car door when stopped.

[0004] A first aspect of this application provides a method for controlling a vehicle door actuator, including:

[0005] When the vehicle door is detected to be performing a stop action, the first component of the door's gravity in the door drive axis and the second component in the door hinge axis direction are calculated.

[0006] The clamping and suspension force required to stop the car door is calculated based on the first and second component forces.

[0007] The electromagnetic brake that controls the door drive generates this clamping and hovering force.

[0008] In this embodiment, when a vehicle door is detected to be stopping, the system calculates the first component of the door's weight along the door drive axis and the second component along the door's hinge axis. Then, based on these first and second components, it calculates the clamping and hovering force required for the door to stop. Finally, it controls the electromagnetic brake of the door drive to generate this clamping and hovering force. With this configuration, the clamping and hovering force generated by the electromagnetic brake is not a preset fixed value, but a real-time matching value related to the current weight of the door. This real-time matching value is closer to the clamping and hovering force required for a stable stop of the door, thus reducing the swaying amplitude when the door stops and improving the stability of the door stop.

[0009] In one implementation of this application, before calculating the first component of the gravity of the car door along the axial direction of the door drive and the second component along the hinge axis of the car door, the following may be included:

[0010] Obtain the first center of gravity and first weight of the car door window glass, and obtain the second center of gravity and second weight of the items stored in the map pocket storage space of the car door;

[0011] Determine the overall center of gravity of the car door based on the first and second centers of gravity;

[0012] Determine the overall weight of the car door based on the first and second weights;

[0013] The weight of the car door is determined based on the overall center of gravity and overall weight.

[0014] Furthermore, obtaining the first center of gravity and first weight of the vehicle door window glass may include:

[0015] Identify the degree to which the car window is opened;

[0016] Determine the first center of gravity of the car window glass based on the opening degree;

[0017] Obtain the preset weight of the car window glass as the first weight.

[0018] In one implementation of this application, calculating the first component of the door's gravity along the door drive axis and the second component along the door's hinge axis may include:

[0019] Obtain the vehicle's whole-vehicle gyroscope parameters;

[0020] Determine the vehicle tilt angle when the vehicle is parked based on the vehicle gyroscope parameters;

[0021] Based on the overall vehicle tilt angle, determine the first angle between the door drive axis and the vertical direction, and determine the second angle between the hinge axis direction and the vertical direction;

[0022] Based on the weight of the car door, the first included angle, and the second included angle, the first component force and the second component force are calculated.

[0023] In one implementation of this application, calculating the clamping and suspension force required to stop the car door based on the first component force and the second component force may include:

[0024] Obtain the system friction force inside the door actuator and the friction coefficient of the door hinge;

[0025] The hinge friction force is calculated based on the second component force and the coefficient of friction.

[0026] The clamping and suspension force is calculated based on the first component force, the system friction force, and the hinge friction force.

[0027] In one implementation of this application, the electromagnetic brake controlling the door drive generates the clamping and hovering force, which may include:

[0028] Obtain the lead of the door actuator screw, the radius of the friction pad of the electromagnetic brake, and the static friction coefficient of the electromagnetic brake;

[0029] Based on the clamping and hovering force, lead screw lead, friction plate radius, and static friction coefficient, the normal force required between the friction plate and stator of the electromagnetic brake to generate the clamping and hovering force is calculated.

[0030] The positive pressure controls the coil voltage of the electromagnetic brake, thereby causing the electromagnetic brake to generate the clamping and hovering force.

[0031] In one implementation of this application, whether the car door performs a stopping action can be detected in the following way:

[0032] If the door is detected to be at its maximum opening, or if the radar device detects that the door has encountered an obstacle while it is moving, the door will be stopped.

[0033] A second aspect of this application provides a control device for a vehicle door actuator, comprising:

[0034] The force calculation module is used to calculate the first component of the gravity of the door in the door drive axis and the second component in the hinge axis direction when the door door is detected to be performing a stopping action.

[0035] The clamping and hovering force calculation module is used to calculate the clamping and hovering force required to stop the car door based on the first component force and the second component force.

[0036] A door drive control module is used to control the electromagnetic brake of the door drive to generate the clamping and hovering force.

[0037] A third aspect of this application provides a terminal device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the door drive control method provided in the first aspect of this application.

[0038] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the door drive control method provided in the first aspect of this application.

[0039] The fifth aspect of this application provides a computer program product that, when run on a terminal device, causes the terminal device to execute the door drive control method provided in the first aspect of this application.

[0040] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0041] Figure 1 This is a flowchart of a door drive control method provided in an embodiment of this application;

[0042] Figure 2 This is a schematic diagram of a door drive mechanism provided in an embodiment of this application;

[0043] Figure 3 This is a schematic diagram of an electromagnetic brake provided in an embodiment of this application;

[0044] Figure 4 This is an idealized angular velocity curve of the door movement provided in the embodiments of this application;

[0045] Figure 5 This is a measured angular velocity curve of the door movement provided in the embodiments of this application;

[0046] Figure 6 This is a schematic diagram showing the center of gravity positions of various components of the car door provided in the embodiments of this application;

[0047] Figure 7 This is a schematic diagram of the operation flow of the door drive control method provided in this application embodiment in a real-world scenario;

[0048] Figure 8 This is a structural framework diagram of a door drive control device provided in an embodiment of this application;

[0049] Figure 9 This is a schematic diagram of a terminal device provided in an embodiment of this application. Detailed Implementation

[0050] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application can also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail. Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0051] A door actuator is a device in a vehicle used to enable the electric opening and closing of the doors. When the door stops, the electromagnetic brake of the door actuator generates a clamping and hovering force along the axial direction of the actuator, thus achieving the door's hovering function. If the provided clamping and hovering force is inappropriate, it can lead to problems such as the door's stopping position shifting and excessive door swaying amplitude and frequency when stopped. In reality, changes in the door's state will affect the clamping and hovering force required for a stable door stop. For example, changes in the weight distribution inside the door or the weight of items in the door's map pocket storage space will cause changes in the mass the door actuator must bear, its center of gravity, and the axial component of the force acting on the actuator, ultimately affecting the clamping and hovering force required when the door stops.

[0052] In view of this, embodiments of this application provide a control method, apparatus, terminal device, and storage medium for a vehicle door actuator, which enables the clamping and hovering force generated by the electromagnetic brake to be closer to the clamping and hovering force required for a stable stop of the vehicle door, thereby reducing the amplitude of door sway and improving the stability of the door stop. For more specific technical implementation details of the embodiments of this application, please refer to the method embodiments described below.

[0053] It should be understood that the execution subject of the various method embodiments of this application can be various types of terminal devices or servers, such as mobile phones, tablets, wearable devices, vehicle controllers, vehicle terminals, augmented reality (AR) / virtual reality (VR) devices, laptops, ultra-mobile personal computers (UMPCs), personal digital assistants (PDAs), etc. The embodiments of this application do not impose any restrictions on the specific type of terminal device and server.

[0054] Please see Figure 1 This application illustrates a control method for a door actuator provided in an embodiment of the present application, comprising:

[0055] 101. When the vehicle door is detected to be performing a stop action, calculate the first component of the door's gravity in the door drive axis and the second component in the door hinge axis direction;

[0056] The execution subject of this application embodiment can be a vehicle-mounted terminal or vehicle-mounted controller, which is communicatively connected to the vehicle's door drive, window glass controller, and various sensors and other devices installed in the vehicle.

[0057] When the car door needs to be opened and closed electrically, the door driver can adjust the output power of the drive motor according to a preset algorithm and a PWM voltage regulation strategy. The torque is transmitted through the strut, thereby driving the door to accelerate or decelerate, so that the door can perform the preset action. The structure of the door driver is described below.

[0058] like Figure 2 The diagram shows a structural schematic of a car door actuator. The car door actuator mainly includes components such as a gearbox, screw, nut, housing, connecting seat, strut, electromagnetic brake, planetary gearbox, and motor. The screw, nut, housing, and connecting seat serve as connecting components. The motor, combined with the gearbox, transmits torque through the strut to move the car door. The electromagnetic brake provides a stabilizing clamping and suspension force when the door is stopped. The planetary gearbox is mainly used for motor deceleration.

[0059] like Figure 3 The diagram shows a schematic of an electromagnetic brake included in a car door actuator. The electromagnetic brake mainly comprises a drive shaft, stator, coil, rotor, and friction plates. One end of the drive shaft is connected to a planetary reduction gearbox, and the other end is connected to a gearbox. The stator is made of a wear-resistant metal material and contains a coil. The rotor is pressed into the drive shaft as a single unit, and the friction plates are fixed to the rotor by tension springs. The coil in the stator is controlled by the car door controller; when energized, it generates magnetic force, which, under the action of the magnetic force, produces the clamping and hovering force required to stop the car door.

[0060] When the door actuator controls the door to operate, the door's actions sequentially include: starting, accelerating, running, decelerating, stopping, and hovering. For example... Figure 4 As shown, this is an idealized angular velocity curve of the door's motion throughout the entire operation process. Figure 4 The origin is the starting point, and the corresponding angular velocity is 0. The time period from 0 to t1 is the acceleration phase of the door, and the angular velocity gradually increases to the maximum value ω1. The time period from t1 to t2 is the stable operation phase of the door, and the angular velocity remains at the maximum value. The time period from t2 to t3 is the deceleration phase of the door, and the angular velocity gradually decreases to 0. When the time point t3 is reached, the door enters the hovering phase, at which time the clamping and hovering force provided by the electromagnetic brake is needed to achieve a stable stop of the door.

[0061] Figure 4 The angular velocity variation curve shown is an idealized curve. In reality, the measured angular velocity curve of the door movement is different. Figure 1 Prajna Figure 5 As shown. (Through) Figure 5 As can be seen, the angular velocity of the car door fluctuates during actual testing, causing the door to sway and affecting its stable operation. The angular velocity fluctuations are particularly pronounced during the door's stopping and hovering phases, severely impacting the door's stability when stopped. The method provided in this application primarily addresses the door swaying problem during these phases, thereby improving the door's stopping stability.

[0062] During the operation of a vehicle's door actuator, if a stop is detected, the weight of the door is acquired, and its components along the door actuator axis and hinge axis are calculated. The former is represented by the first component, and the latter by the second component. In practice, when the door actuator is active, the signal from the door's DCU (Drive Control Unit) controller determines whether the door needs to stop. The door actuator axis can be understood as the direction of the door actuator's strut, while the hinge axis direction refers to the direction of the door hinge's axis. The door actuator axis and hinge axis directions are generally perpendicular. After detecting the door's weight, since the direction of the weight (vertically downwards), the door actuator axis, and the hinge axis are all known, the weight of the door can be decomposed into a first component along the door actuator axis and a second component along the hinge axis using mechanical principles.

[0063] In one implementation of this application, whether the car door performs a stopping action can be detected in the following way:

[0064] If the door is detected to be at its maximum opening, or if the radar device detects that the door has encountered an obstacle while it is moving, the door will be stopped.

[0065] There are several ways for a car door to stop, such as stopping when the door reaches its maximum opening during normal operation, stopping in anticipation of a stationary obstacle detected by radar, and stopping abruptly when a moving obstacle is detected by radar. In this embodiment, when the door is detected to have reached its maximum opening, or when radar detects that the door has encountered an obstacle, it can be determined that the door will stop.

[0066] In one implementation of this application, before calculating the first component of the gravity of the car door along the axial direction of the door drive and the second component along the hinge axis of the car door, the following may be included:

[0067] (1) Obtain the first center of gravity and first weight of the car door window glass, and obtain the second center of gravity and second weight of the items stored in the map pocket storage space of the car door.

[0068] (2) Determine the overall center of gravity of the car door based on the first and second centers of gravity;

[0069] (3) Determine the overall weight of the door based on the first weight and the second weight;

[0070] (4) Determine the weight of the car door based on the overall center of gravity and overall weight.

[0071] To more accurately obtain the weight of the vehicle door, this embodiment considers the influence of the window glass and the map pocket storage space of the door on the door's weight. First, the center of gravity and weight of the window glass are obtained; the center of gravity is represented by a first center of gravity, and the weight by a first weight. Since the weight of the window glass is generally a known fixed value, a preset window glass weight can be obtained as the first weight. The center of gravity of the window glass is related to the opening range of the window glass; therefore, the current opening range of the window glass can be identified first, and then the center of gravity of the window glass can be determined based on this opening range. Specifically, the corresponding glass Hall signal can be obtained through the window glass lifting controller. By analyzing the signal frequency and signal quantity of the glass Hall signal, the current position (lifting height) of the window glass can be determined, which also determines the opening range of the window glass. The specific method for determining the window glass opening based on the glass Hall signal can refer to existing technology and will not be elaborated here. After obtaining the opening range of the window glass, the center of gravity of the window glass can be determined based on the opening range. In practice, the correspondence between different window opening percentages and the window's center of gravity can be pre-defined and recorded. For example, experiments can be conducted to detect the corresponding center of gravity positions for different window opening percentages and record the relationships, such as a 10% window opening percentage corresponding to center of gravity position A, a 30% window opening percentage corresponding to center of gravity position B, a 50% window opening percentage corresponding to center of gravity position C, and so on. After obtaining the current window opening percentage, the corresponding center of gravity can be retrieved through a query.

[0072] In real-world scenarios, items stored in the map pocket storage space of a car door (i.e., the storage space below the inner door handle) also affect the overall center of gravity and weight of the door. In practice, pressure sensors or similar devices can be installed in the map pocket storage space to obtain the weight of the stored items, denoted as a second weight. Additionally, the center of gravity of the stored item can be estimated based on its location within the map pocket storage space, denoted as a second center of gravity. This determined center of gravity can be an estimate; for example, for items like water bottles, the center of gravity can be estimated based on the height of an equivalent cylinder. To improve the accuracy of the center of gravity estimation, cameras or distance sensors can be added to the map pocket storage space to detect the spatial shape and dimensions of the item, achieving a more precise center of gravity estimation.

[0073] After determining the primary center of gravity of the car window and the secondary center of gravity of the items stored in the map pocket storage space, the overall center of gravity of the car door can be estimated and determined based on their positions. In practice, the overall center of gravity of the car door can be estimated by combining the primary and secondary centers of gravity with the centers of gravity of other car door components, using methods such as geometric feature analysis. Similarly, the overall weight of the car door can be estimated based on the primary and secondary weights; specifically, the primary and secondary weights, along with the weights of other car door components, can be added together to obtain the overall weight of the car door. After obtaining the overall center of gravity and overall weight of the car door, the gravity of the car door can be determined relatively accurately.

[0074] like Figure 6 The diagram shown is a schematic representation of the center of gravity of each component of the car door provided in an embodiment of this application. Figure 6 The diagram shows the center of gravity of the window glass at its current opening, the center of gravity of other fixed door components, and the center of gravity of the items stored in the map pocket. When the door is in motion, each component rotates around the door hinge axis. The overall center of gravity of the door can be estimated using the centers of gravity of each component; similarly, the overall weight of the door can be estimated using the weight of each component, ultimately determining the door's gravity.

[0075] In one implementation of this application, calculating the first component of the door's gravity along the door drive axis and the second component along the door's hinge axis may include:

[0076] (1) Obtain the vehicle's whole vehicle gyroscope parameters;

[0077] (2) Determine the vehicle tilt angle when the vehicle is parked based on the vehicle gyroscope parameters;

[0078] (3) Based on the vehicle tilt angle, determine the first angle between the door drive axis and the vertical direction, and determine the second angle between the hinge axis direction and the vertical direction;

[0079] (4) The first component force and the second component force are calculated based on the weight of the car door, the first included angle and the second included angle.

[0080] Once a vehicle is manufactured, the axial directions of its door actuator and hinge axis are determined. This means that when the vehicle is on a level surface, the angles between the door actuator axis and the vertical direction, and between the hinge axis and the vertical direction, are known. However, if the vehicle is parked on a sloping plane, the angles between these two directions cannot be directly determined. In this case, the vehicle's overall gyroscope parameters can be obtained. Based on these parameters, the vehicle's tilt angle (the angle between the parking plane and the level surface) can be determined. Then, by combining this tilt angle with calculations, the angle between the door actuator axis and the vertical direction (denoted as the first angle) and the angle between the hinge axis and the vertical direction (denoted as the second angle) can be determined. Finally, using the principles of geometry, the weight of the door can be decomposed into a first component along the door actuator axis and a second component along the hinge axis.

[0081] 102. Based on the first and second component forces, calculate the clamping and suspension force required for the car door to stop;

[0082] After calculating the first component of the door's weight along the door drive axis and the second component along the door's hinge axis, the clamping and hovering force required to stop the door can be calculated based on these two components. Specifically, based on the magnitude and direction of the door's weight components in both directions, the effects of gravity and friction on the door when it stops can be estimated, thereby calculating the magnitude of the clamping and hovering force required to keep the door stopped under these influences.

[0083] In one implementation of this application, calculating the clamping and suspension force required to stop the car door based on the first component force and the second component force may include:

[0084] (1) Obtain the system friction force inside the door drive and the friction coefficient of the door hinge;

[0085] (2) The hinge friction force is calculated based on the second component force and the coefficient of friction;

[0086] (3) The clamping and suspension force is calculated based on the first component force, the system friction force and the hinge friction force.

[0087] When calculating the clamping and suspension force, we can first obtain the system friction force inside the door actuator and the friction coefficient of the door hinge. Both of these parameters are known fixed values ​​(which can be obtained through actual measurement and calibration). The system friction force can be represented by F. n The coefficient of friction of a hinge can be expressed as μ. h This is represented by the component of the car door's weight along the hinge axis (i.e., the second component force) and the coefficient of friction. The hinge friction force, or static friction force of the car door hinge system, can then be calculated. For example, let's assume the second component force is G. h The hinge friction force is F h Then it can be done through formula F h =G h *μ h Calculations are performed. Additionally, since the influence of the window opening and the items stored in the map pocket storage space were considered when calculating the second component force, the hinge friction force calculated here is a value related to the window opening and map pocket storage. After calculating the hinge friction force, the clamping and suspension force can be calculated based on the first component force, the system friction force, and the hinge friction force. Specifically, assume the first component force of the door's weight along the door drive axis is G. a The clamping and suspension force is F d Then it can be done through formula F d =G a -F n -F h Perform the calculation.

[0088] 103. The electromagnetic brake that controls the door drive generates the clamping and suspension force.

[0089] The clamping and hovering force calculated in step 102 is the clamping and hovering force required for the door to stop stably. Therefore, the electromagnetic brake of the door actuator can be controlled to generate this clamping and hovering force. With this setting, the door can maintain a stable stopped state under the combined action of gravity, system friction, and this clamping and hovering force.

[0090] In one implementation of this application, the electromagnetic brake controlling the door drive generates the clamping and hovering force, which may include:

[0091] (1) Obtain the lead of the door drive screw, the friction plate radius of the electromagnetic brake, and the static friction coefficient of the electromagnetic brake;

[0092] (2) Based on the clamping and suspension force, lead screw, friction plate radius and static friction coefficient, the normal force required between the friction plate and the stator of the electromagnetic brake when the clamping and suspension force is generated is calculated.

[0093] (3) The coil voltage of the electromagnetic brake is controlled based on the positive pressure so that the electromagnetic brake generates the clamping and hovering force.

[0094] The basic principle of electromagnetic brakes generating clamping and hovering force is as follows: The vehicle controller uses a PWM voltage regulation strategy to power the electromagnetic brake. The coil generates magnetic force, attracting the friction plates on the rotor to the stator and generating a certain positive pressure. This creates frictional torque between the stator and the friction plates. Under the action of this frictional torque, the friction plates and stator come to rest, thus stopping the drive shaft from rotating. This provides a clamping and hovering force in the direction of the door drive strut, achieving the door hovering function. Therefore, the magnitude of the magnetic force generated by the coil can be adjusted by controlling the voltage of the coil, thereby controlling the magnitude of the clamping and hovering force generated by the electromagnetic brake. In actual operation, since the positive pressure between the friction plates and the stator is positively correlated with the coil voltage, the required coil voltage can be determined by calculating the value of the positive pressure needed to generate the clamping and hovering force, thus adjusting the clamping and hovering force generated by the electromagnetic brake to the required value. For example, assuming the clamping and hovering force F is generated... d If the required normal force N between the friction plate and the stator of the electromagnetic brake is N, then based on the positive correlation between the normal force and the coil voltage, the coil voltage value corresponding to the normal force N can be found. This voltage value is then applied to the coil of the electromagnetic brake, thereby causing the electromagnetic brake to generate a clamping and hovering force F. d .

[0095] Specifically, the parameters such as the lead screw of the door actuator, the radius of the friction pad of the electromagnetic brake, and the static friction coefficient of the electromagnetic brake (which is related to the material and roughness of the stator and friction pad) can be obtained first. These parameters are all known fixed values. Then, using the clamping and hovering force, the lead screw, the radius of the friction pad, and the static friction coefficient calculated in step 102, the normal pressure required between the friction pad and the stator of the electromagnetic brake to generate the clamping and hovering force can be calculated.

[0096] For example, assume the clamping and hovering force is F. d The lead of the door actuator screw is L, the radius of the friction pad of the electromagnetic brake is r, and the static friction coefficient of the electromagnetic brake is μ. d If the frictional torque generated between the friction plate and the stator is T, and the normal force between the friction plate and the stator is N, then the following relationship exists:

[0097] F d =2πT / L=(2πN*μ d *r) / L

[0098] Combined with the F described above d =G a -F n -Fh Then we have:

[0099] F d =2πT / L=(2πN*μ d *r) / L=G a -F n -F h

[0100] Therefore, we can conclude that:

[0101] N=(G a -F n -F h )*L / (2π*μ d *r)

[0102] The normal force N between the friction plate and the stator can be calculated using the above formula.

[0103] In this embodiment, when a vehicle door is detected to be stopping, the system calculates the first component of the door's weight along the door drive axis and the second component along the door's hinge axis. Then, based on these first and second components, it calculates the clamping and hovering force required for the door to stop. Finally, it controls the electromagnetic brake of the door drive to generate this clamping and hovering force. With this configuration, the clamping and hovering force generated by the electromagnetic brake is not a preset fixed value, but a real-time matching value related to the door's weight. This real-time matching value is closer to the clamping and hovering force required for the door to stop stably, thus reducing the shaking amplitude when the door stops and improving the stability of the door stop.

[0104] like Figure 7The diagram illustrates an operational flow of the door actuator control method provided in this application embodiment in a real-world scenario. First, when the door is open, the door actuator begins operation. At this time, the stopping position and travel distance of the door can be determined using radar signals from the side of the vehicle, thus determining whether the door has stopped. Additionally, the window regulator controller can acquire Hall effect signals from the glass to identify the opening degree of the glass and determine its position. Then, the center of gravity and weight of the window glass at different opening degrees can be acquired, as well as the center of gravity and weight of items stored in the map pocket storage space can be detected, and the overall center of gravity and weight of the door can be calculated to determine the door's gravity. Next, the parameters of the vehicle's gyroscope are acquired to determine the vehicle's tilt angle when parked. Next, based on the vehicle tilt angle, the components of the door's weight along the drive axis and along the hinge axis can be calculated. System friction and hinge friction are then calculated, and the required clamping and hovering force is determined by combining these two component forces. When controlling the door drive, the normal force between the friction pads and stator of the electromagnetic brake is first calculated to meet the clamping and hovering force requirement. Based on this normal force, the coil voltage of the electromagnetic brake is controlled, thereby generating the corresponding clamping and hovering force. Finally, it is determined whether the door has come to a stable stop. If so, the operation ends; otherwise, the process returns to determining the door's stopping position and travel distance, and the next round of control is repeated.

[0105] In summary, by considering the impact of changes in the door's state, the embodiments of this application can more accurately assess the clamping and suspension force required for the door to stop stably, thereby enabling adaptive control of the door drive and ultimately achieving stable stopping of the door.

[0106] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0107] The above mainly describes a control method for a car door actuator. The following will describe a control device for a car door actuator.

[0108] Please see Figure 8 One embodiment of a door drive control device in this application includes:

[0109] The force calculation module 801 is used to calculate the first component of the gravity of the door in the door drive axis and the second component in the hinge axis direction when the door of the vehicle is detected to be performing a stopping action.

[0110] The clamping and hovering force calculation module 802 is used to calculate the clamping and hovering force required to stop the car door based on the first component force and the second component force.

[0111] The door drive control module 803 is used to control the electromagnetic brake of the door drive to generate the clamping and hovering force.

[0112] In one implementation of this application, the control device for the door drive may further include:

[0113] The center of gravity and weight acquisition module is used to acquire the first center of gravity and first weight of the window glass of the car door, and to acquire the second center of gravity and second weight of the items stored in the map pocket storage space of the car door.

[0114] The overall center of gravity determination module for the vehicle door is used to determine the overall center of gravity of the vehicle door based on the first center of gravity and the second center of gravity.

[0115] A door overall weight determination module is used to determine the overall weight of the door based on the first weight and the second weight;

[0116] The door gravity determination module is used to determine the gravity of the door based on the overall center of gravity and the overall weight.

[0117] Furthermore, the center of gravity and weight acquisition module may include:

[0118] A window opening recognition unit is used to recognize the opening range of the window glass;

[0119] A glass center of gravity determination unit is used to determine the first center of gravity of the vehicle window glass based on the opening range.

[0120] A glass weight determination unit is used to obtain a preset weight of the vehicle window glass as the first weight.

[0121] In one implementation of this application, the force calculation module may include:

[0122] A gyroscope parameter acquisition unit is used to acquire the vehicle's whole-vehicle gyroscope parameters;

[0123] The vehicle tilt angle determination unit is used to determine the vehicle tilt angle when the vehicle is parked based on the vehicle gyroscope parameters.

[0124] Angle calculation unit is used to determine, based on the vehicle tilt angle, a first included angle between the axial direction of the door drive and the vertical direction, and a second included angle between the hinge axis direction and the vertical direction;

[0125] The component force calculation unit is used to calculate the first component force and the second component force based on the weight of the car door, the first included angle, and the second included angle.

[0126] In one implementation of this application, the clamping suspension force calculation module may include:

[0127] Friction parameter acquisition unit, used to acquire the system friction force inside the door drive and the friction coefficient of the door hinge;

[0128] The hinge friction calculation unit is used to calculate the hinge friction force based on the second component force and the friction coefficient.

[0129] The clamping and hovering force calculation unit is used to calculate the clamping and hovering force based on the first component force, the system friction force, and the hinge friction force.

[0130] In one implementation of this application, the door drive control module may include:

[0131] The drive parameter acquisition unit is used to acquire the lead screw of the door drive, the friction plate radius of the electromagnetic brake, and the static friction coefficient of the electromagnetic brake.

[0132] The positive pressure calculation unit is used to calculate the positive pressure required between the friction plate and the stator of the electromagnetic brake when the clamping and hovering force is generated, based on the clamping and hovering force, the lead screw, the radius of the friction plate, and the static friction coefficient.

[0133] A coil voltage control unit is used to control the coil voltage of the electromagnetic brake based on the positive pressure, so that the electromagnetic brake generates the clamping and hovering force.

[0134] In one implementation of this application, the control device for the door drive may further include:

[0135] The stop action detection module is used to determine that the door will stop if it is detected that the door has reached its maximum opening degree or if the door encounters an obstacle during operation, as detected by radar equipment.

[0136] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the door drive control method as described in any of the above embodiments.

[0137] This application also provides a computer program product that, when run on a terminal device, causes the terminal device to execute a control method for a door drive as described in any of the above embodiments.

[0138] Figure 9 This is a schematic diagram of a terminal device provided in an embodiment of this application. For example... Figure 9As shown, the terminal device 9 of this embodiment includes: a processor 90, a memory 91, and a computer program 92 stored in the memory 91 and executable on the processor 90. When the processor 90 executes the computer program 92, it implements the steps in the embodiments of the various door drive control methods described above, for example... Figure 1 Steps 101 to 103 are shown. Alternatively, when the processor 90 executes the computer program 92, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 8 The functions of modules 801 to 803 are shown.

[0139] The computer program 92 can be divided into one or more modules / units, which are stored in the memory 91 and executed by the processor 90 to complete this application. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 92 in the terminal device 9.

[0140] The processor 90 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0141] The memory 91 can be an internal storage unit of the terminal device 9, such as a hard disk or memory of the terminal device 9. The memory 91 can also be an external storage device of the terminal device 9, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the terminal device 9. Furthermore, the memory 91 can include both internal and external storage units of the terminal device 9. The memory 91 is used to store the computer program and other programs and data required by the terminal device. The memory 91 can also be used to temporarily store data that has been output or will be output.

[0142] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0143] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0144] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0145] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0146] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the system embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between devices or units through some interfaces, and may be electrical, mechanical, or other forms.

[0147] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of this application, depending on actual needs.

[0148] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0149] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0150] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method for a vehicle door actuator, characterized in that, include: When the vehicle door is detected to be performing a stop action, the first component of the gravity of the door in the door drive axis and the second component in the hinge axis direction of the door are calculated. The clamping and suspension force required to stop the car door is calculated based on the first component force and the second component force. The electromagnetic brake that controls the door driver generates the clamping and hovering force; The method further includes, before calculating the first component of the gravity of the door along the door drive axis and the second component along the hinge axis of the door: The first center of gravity and first weight of the car door window glass are obtained, and the second center of gravity and second weight of the items stored in the map pocket storage space of the car door are obtained. The overall center of gravity of the car door is determined based on the first center of gravity and the second center of gravity. The overall weight of the vehicle door is determined based on the first weight and the second weight; The gravity of the car door is determined based on the overall center of gravity and the overall weight. The step of obtaining the first center of gravity and first weight of the vehicle door window glass includes: Identify the opening degree of the vehicle window glass; The first center of gravity of the vehicle window glass is determined based on the opening range. Obtain the preset weight of the vehicle window glass as the first weight.

2. The method as described in claim 1, characterized in that, The calculation of the first component of the gravity of the door in the door drive axis and the second component in the hinge axis direction of the door includes: Obtain the vehicle's whole-vehicle gyroscope parameters; Based on the vehicle gyroscope parameters, determine the vehicle tilt angle at which the vehicle is parked; Based on the vehicle tilt angle, determine the first angle between the axial direction of the door drive and the vertical direction, and determine the second angle between the hinge axis direction and the vertical direction; The first component force and the second component force are calculated based on the weight of the car door, the first included angle, and the second included angle.

3. The method as described in claim 1, characterized in that, The step of calculating the clamping and suspension force required to stop the car door based on the first component force and the second component force includes: The system friction force inside the door actuator and the friction coefficient of the door hinge are obtained; The hinge friction force is calculated based on the second component force and the friction coefficient. The clamping and suspension force is calculated based on the first component force, the system friction force, and the hinge friction force.

4. The method as described in claim 1, characterized in that, The electromagnetic brake that controls the door drive generates the clamping and hovering force, including: Obtain the lead of the lead screw of the door actuator, the radius of the friction pad of the electromagnetic brake, and the static friction coefficient of the electromagnetic brake; Based on the clamping and hovering force, the lead screw lead, the friction plate radius, and the static friction coefficient, the normal force required between the friction plate and the stator of the electromagnetic brake when the clamping and hovering force is generated is calculated. The coil voltage of the electromagnetic brake is controlled based on the positive pressure, so that the electromagnetic brake generates the clamping and hovering force.

5. The method according to any one of claims 1 to 4, characterized in that, Whether the vehicle door has performed a stopping action is detected by the following methods: If the door is detected to be at its maximum opening, or if radar equipment detects that the door has encountered an obstacle while moving, then the door is determined to stop.

6. A control device for a vehicle door actuator, characterized in that, include: The force calculation module is used to calculate the first component of the gravity of the door in the door drive axis and the second component in the hinge axis direction when the door door is detected to be performing a stopping action. The clamping and hovering force calculation module is used to calculate the clamping and hovering force required to stop the car door based on the first component force and the second component force. A door drive control module is used to control the electromagnetic brake of the door drive to generate the clamping and hovering force; The center of gravity and weight acquisition module is used to acquire the first center of gravity and first weight of the window glass of the car door, and to acquire the second center of gravity and second weight of the items stored in the map pocket storage space of the car door. The overall center of gravity determination module for the vehicle door is used to determine the overall center of gravity of the vehicle door based on the first center of gravity and the second center of gravity. A door overall weight determination module is used to determine the overall weight of the door based on the first weight and the second weight; A door gravity determination module is used to determine the gravity of the door based on the overall center of gravity and the overall weight. The center of gravity and weight acquisition module includes: A window opening recognition unit is used to recognize the opening range of the window glass; A glass center of gravity determination unit is used to determine the first center of gravity of the vehicle window glass based on the opening range. A glass weight determination unit is used to obtain a preset weight of the vehicle window glass as the first weight.

7. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the door drive control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the door drive control method as described in any one of claims 1 to 5.

Images