Vehicle door control method and system and vehicle

Abstract

The invention relates to a vehicle door control method and system and a vehicle, and the vehicle door control method comprises the steps that segmented sealing counterforce of a vehicle door at a preset locking position is obtained, and a static locking force nominal value is determined based on the segmented sealing counterforce; according to the static locking force nominal value, the preset locking speed of an execution piece of the vehicle door is calibrated; under the condition that it is detected that the vehicle door moves to the preset opening and closing angle, the current driving speed of the execution part is switched to the preset locking speed; wherein the execution part drives the vehicle door to be locked at a preset locking speed. According to the invention, the problem of low accuracy of vehicle door control is solved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a door control method, system and vehicle. Background Art

[0002] As the application of electric doors becomes more and more widespread, many cars are equipped with electric doors to facilitate users to open and close the doors. During the closing process of the electric door, after receiving the door closing command, the actuator drives the door to close to the half-lock position. After the half-lock signal is triggered, the actuator stops driving and the self-priming lock is pulled to the full-lock position to complete the door closing. However, in the actual use of the door closing process, the door closing and locking speed is difficult to overcome the half-locking force, resulting in the actuator being unable to drive the door to close to the half-lock position, which in turn affects the user experience.

[0003] Currently, no effective solution has been proposed for the problem of low accuracy of door control in related technologies. Summary of the invention

[0004] The embodiments of the present application provide a door control method, system and vehicle to at least solve the problem of low accuracy of door control in the related art.

[0005] In a first aspect, an embodiment of the present application provides a door control method, the method comprising:

[0006] Acquire the segmented sealing reaction force of the vehicle door at a preset locking position, and determine a static locking force nominal value based on the segmented sealing reaction force;

[0007] According to the static locking force nominal value, calibrating a preset locking speed of the actuator of the vehicle door;

[0008] When it is detected that the vehicle door moves to a preset opening and closing angle, the current driving speed of the actuator is switched to the preset locking speed; wherein the actuator drives the vehicle door to lock at the preset locking speed.

[0009] In some embodiments, a first sealing material is installed at the door frame of the vehicle door; and obtaining the segmented sealing reaction force of the vehicle door at a preset locking position includes:

[0010] determining a first contact feature of the first sealing material relative to the vehicle body when the vehicle door is in the preset locked position;

[0011] Based on the first contact feature, at least two sections of first sealing reaction forces of the first sealing material are determined, and according to the first sealing reaction forces, the segmented sealing reaction forces are obtained.

[0012] In some embodiments, determining at least two first sealing reaction forces of the first sealing material based on the first contact feature includes:

[0013] Based on the first contact feature, dividing the first sealing material into a first vertical segment, a first horizontal segment, and an edge segment;

[0014] Determining a first vertical sealing reaction force of the first vertical segment according to a preset compression deformation design value;

[0015] determining a first horizontal sealing reaction force of the first horizontal segment according to an average of the compression deformation design values;

[0016] The edge sealing reaction force of the edge segment is determined according to the compression deformation design value and the preset farthest contact point deformation design value; the first sealing reaction force includes the first vertical sealing reaction force, the first horizontal sealing reaction force and the edge sealing reaction force.

[0017] In some embodiments, a second sealing material is installed at the connection between the vehicle door and the vehicle body; and obtaining the segmented sealing reaction force according to the first sealing reaction force includes:

[0018] determining a second contact feature of the second sealing material relative to the vehicle body when the vehicle door is in the preset locked position;

[0019] determining at least two sections of second sealing reaction forces of the second sealing material based on the second contact feature;

[0020] The segmented sealing reaction force is obtained according to the first sealing reaction force and the second sealing reaction force.

[0021] In some embodiments, determining at least two sections of second sealing reaction forces of the second sealing material based on the second contact feature includes:

[0022] Based on the second contact feature, dividing the second sealing material into a second vertical segment and a second horizontal segment;

[0023] Determining a second vertical sealing reaction force of the second vertical segment according to a preset compression deformation design value;

[0024] According to the average of the compression deformation design values, the second horizontal sealing reaction force of the second horizontal segment is determined; the second sealing reaction force includes the second vertical sealing reaction force and the second horizontal sealing reaction force.

[0025] In some embodiments, a third sealing material is installed at the door sill of the vehicle door; and obtaining the segmented sealing reaction force according to the first sealing reaction force includes:

[0026] Determining a third sealing reaction force of the third sealing material according to an average of preset compression deformation design values;

[0027] The segmented sealing reaction force is obtained according to the first sealing reaction force and the third sealing reaction force.

[0028] In some embodiments, determining the static locking force nominal value based on the segmented sealing reaction force includes:

[0029] Calculating the segment sealing torque based on the segment sealing reaction force;

[0030] Obtaining the resistance torque of the actuator, the hinge torque of the hinge, and the lock body torque; the hinge is used to connect the door and the vehicle body;

[0031] The total torque is calculated according to the segmented sealing torque, the resistance torque, the hinge torque and the lock body torque, and the static locking force nominal value is determined based on the total torque and a preset static locking force nominal value lever arm.

[0032] In some embodiments, calibrating the preset locking speed of the actuator of the door according to the nominal value of the static locking force includes:

[0033] Acquiring a tolerance value of the vehicle door, and calculating a target half-locking force upper limit value based on the static locking force nominal value and the tolerance value;

[0034] When the actual half-locking force of the vehicle door reaches the target half-locking force upper limit value, the preset locking speed is calibrated.

[0035] In some embodiments, the calculating the target half-locking force upper limit value based on the static locking force nominal value and the tolerance value includes:

[0036] Calculating an initial half locking force upper limit value based on the static locking force nominal value and the tolerance value;

[0037] The actual assembly accuracy of the vehicle door is obtained, and the initial upper limit value of the semi-locking force is adjusted according to the actual assembly accuracy to obtain the target upper limit value of the semi-locking force.

[0038] In some embodiments, calibrating the preset locking speed of the actuator of the door according to the nominal value of the static locking force includes:

[0039] Calculating a first locking speed of the actuator according to the nominal value of the static locking force;

[0040] Detecting air pressure characteristics inside a test vehicle where the vehicle door is located; determining a speed adjustment parameter according to the air pressure characteristics inside the test vehicle;

[0041] A second locking speed is determined according to the standard locking speed and the speed adjustment parameter; the preset locking speed includes the first locking speed and the second locking speed.

[0042] In some embodiments, switching the current driving speed of the actuator to the preset locking speed includes:

[0043] Detecting actual door air pressure characteristics of the door;

[0044] According to the actual door air pressure characteristics, the current driving speed of the actuator is controlled to switch to the first locking speed or the second locking speed.

[0045] In a second aspect, an embodiment of the present application provides a vehicle door control system, comprising: a controller; the controller is used to execute the vehicle door control method as described in the first aspect above.

[0046] In a third aspect, an embodiment of the present application provides a vehicle, comprising: a door and a door control system as described in the second aspect above.

[0047] Compared with the related art, the door control method, system and vehicle provided in the embodiment of the present application obtain the segmented sealing reaction force of the door at the preset locking position, and determine the static locking force nominal value based on the segmented sealing reaction force; calibrate the preset locking speed of the door actuator according to the static locking force nominal value; when the door is detected to move to the preset opening and closing angle, switch the current driving speed of the actuator to the preset locking speed; wherein the actuator drives the door to lock at the preset locking speed. Based on this, a door control method can be implemented that calculates the semi-locking force through a theoretical analysis model and calibrates the locking speed to ensure that the door can be locked normally, thereby avoiding the problem that there is no corresponding locking speed for different vehicle working conditions, resulting in the door being unable to enter the semi-lock or directly being smashed into the full lock, and effectively improving the accuracy of door control.

[0048] Details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0050] Figure 1 is a hardware structure block diagram of a terminal of a vehicle door control method according to an embodiment of the present application;

[0051] Figure 2 is a schematic diagram of a vehicle door structure according to an embodiment of the present application;

[0052] Figure 3 is a flow chart of a door control method according to an embodiment of the present application;

[0053] Figure 4 is a flow chart of another vehicle door control method according to an embodiment of the present application;

[0054] Figure 5 This is a schematic diagram of the installation of a sealing material according to an embodiment of the present application. DETAILED DESCRIPTION

[0055] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application. In addition, it can also be understood that although the efforts made in this development process may be complex and lengthy, for ordinary technicians in the field related to the contents disclosed in the present application, some changes such as design, manufacturing or production based on the technical contents disclosed in the present application are only conventional technical means, and should not be understood as insufficient contents disclosed in the present application.

[0056] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0057] Unless otherwise defined, the technical terms or scientific terms involved in this application should be understood by people with ordinary skills in the technical field to which this application belongs. The words "one", "a", "a", "the" and the like involved in this application do not indicate a quantitative limitation, and may represent the singular or plural. The terms "include", "comprise", "have" and any of their variations involved in this application are intended to cover non-exclusive inclusions; for example, a process, method, system, product or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units that are not listed, or may also include other steps or units inherent to these processes, methods, products or devices. The words "connect", "connected", "coupled" and the like involved in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The "multiple" involved in this application refers to greater than or equal to two. "And / or" describes the association relationship of associated objects, indicating that there can be three relationships, for example, "A and / or B" can represent: A exists alone, A and B exist at the same time, and B exists alone. The terms "first", "second", "third" and the like involved in the present application are merely used to distinguish similar objects and do not represent a specific ordering of the objects.

[0058] The method embodiment provided in this embodiment can be executed in a terminal, a computer or a similar computing device. Taking running on a terminal as an example, Figure 1 is a hardware structure block diagram of a terminal of a vehicle door control method according to an embodiment of the present application. Figure 1 As shown, the terminal may include one or more ( Figure 1 Only one is shown in the figure) a processor 102 (the processor 102 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data. Optionally, the terminal may also include a transmission device 106 and an input / output device 108 for communication functions. It can be understood by those skilled in the art that Figure 1 The structure shown is for illustration only and does not limit the structure of the above terminal. Figure 1 More or fewer components as shown, or with Figure 1 Different configurations shown.

[0059] The memory 104 can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the door control method in the embodiment of the present invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, that is, to implement the above method. The memory 104 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely arranged relative to the processor 102, and these remote memories may be connected to the terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0060] The transmission device 106 is used to receive or send data via a network. The specific example of the above network may include a wireless network provided by a communication provider of the terminal. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 106 can be a radio frequency (Radio Frequency, referred to as RF) module, which is used to communicate with the Internet wirelessly.

[0061] For ease of understanding, the door structure of the embodiment of the present application is first described. Figure 2 , the door 20 is connected to the body side 22 by a hinge 24. An actuator 26 is installed in the door 20; the actuator includes but is not limited to various motors, electric limiters containing motors or other devices for driving the door to move. Specifically, in the process of closing the electric door, the door is first driven to a semi-locked position by the actuator 26. After the semi-lock signal is triggered, the actuator 26 stops driving and is pulled to a fully locked position by the self-priming lock to complete the door closing. Among them, the semi-locked position and the door lock and the lock buckle are in a semi-locked engagement position, and the corresponding door opening angle is about 0.5°. At this time, part of the sealing strip and the sheet metal are in a non-contact state. The factors that affect whether the electric door can complete closing include not only the closing speed and the full locking force, but also the semi-locking force, that is, the resistance encountered by the actuator 26 when driving the door to the semi-locked position. The greater the semi-locking force, the faster the required closing speed. However, too fast a speed will cause the actuator to rotate too fast, affecting the life of the actuator 26, as well as the door opening and closing experience and speed smoothness. Therefore, the control and balance of the semi-locking force and the closing speed are particularly important.

[0062] Based on this, this embodiment provides a door control method. Figure 3 is a flow chart of a door control method according to an embodiment of the present application, such as Figure 3 As shown, the process includes the following steps:

[0063] Step S310, obtaining the segmented sealing reaction force of the vehicle door at a preset locking position, and determining a static locking force nominal value based on the segmented sealing reaction force.

[0064] Among them, the resistance that affects the closing of vehicle doors mainly includes the sealing reaction force caused by the sealing material. The sealing material is usually installed at the edge of the door, and its main function is to reduce the gap between the door and other vehicle structural parts such as the body, thereby enhancing the sealing inside the car. The sealing material can be a sealing strip made of a rubber material with good elasticity and resistance to compression deformation, or an inflatable sealing strip connected by a pipe, etc., as long as it is an elastic material with compressible deformation characteristics. During the door closing process, the door moves to a position with a smaller opening and closing angle, and the sealing material will contact and be squeezed with adjacent structural parts such as the body, thereby generating a certain sealing reaction force, that is, the reaction force generated by the door's sealing material due to its own compression deformation. The greater the sealing reaction force in the semi-locked position, the higher the required door closing energy, and the faster the corresponding door closing speed.

[0065] In the vehicle design stage, first obtain the segmented sealing reaction force of the door at the preset locking position. The preset locking position specifically refers to the position from the door closed to the half-locked position determined in the design stage. Considering that the installation positions of the various sections of the sealing material on the door are different, the contact positions and forces with the adjacent structural parts are also different. Therefore, the sealing material can be calculated in sections, specifically, the sealing strip can be divided into several sections along its length direction, and each section can be regarded as having relatively uniform mechanical properties and contact conditions; and according to this calculation model, the segmented sealing reaction force at the half-locked position is obtained. Next, the static locking force nominal value is calculated according to the segmented sealing reaction force. The static locking force nominal value refers to the load design value that the door lock can withstand when the door lock is in the static state at the half-locked position. The calculation process can be: according to the segmented sealing reaction force and the sealing material force arm, the torque of the sealing material is calculated; according to the torque of the sealing material, the static locking force torque is calculated, and the static locking force nominal value is calculated according to the static locking force torque and the static locking force force arm. It should be understood that other resistances can also be taken into account at this stage, such as resistance caused by gravity or resistance of actuators, etc.; then, it is only necessary to add the resistance torque of other factors to the sealing material torque calculated above to calculate the static locking force torque, and then calculate the nominal value of the static locking force based on this torque.

[0066] It can be seen that through the above step S310, the nominal value of the static locking force can be obtained in the design stage. Compared with the prior art that can only obtain the actual half locking force through actual measurement in the generation and manufacturing stage, and then repeatedly optimize the method, it can effectively save a lot of manpower and material resources.

[0067] Step S320, calibrating a preset locking speed of the actuator of the door according to the nominal value of the static locking force.

[0068] Specifically, the actual half-locking force of the door lock can be simulated on the actual vehicle according to the above-mentioned nominal value of the static locking force, and then under the condition of the current actual half-locking force, the duty cycle of the actuator output can be adjusted to obtain the door closing speed that can just make the door half-locked at this half-locking force value, that is, the above-mentioned preset locking speed is obtained, so as to ensure that the door can be half-locked normally under the influence of the sealing reaction force. The calibrated locking speed needs to ensure that the door will not damage the locking mechanism due to excessive speed during the closing process, nor will it fail to lock due to too slow speed. Among them, the electric door control module adjusts the driving voltage through the pulse width modulation (PWM) strategy. In the process of half-locking, the sealing reaction force is encountered, and the resistance increases. In order to maintain the target speed, it is necessary to increase the output force, that is, increase the driving voltage.

[0069] Alternatively, in another embodiment, in order to provide a certain redundancy value, the upper limit value of the locking force can be calculated based on the tolerance value of the door assembly process and the nominal value of the static locking force, and the corresponding locking speed can be calibrated when the actual vehicle is simulated to the upper limit value of the locking force.

[0070] Step S330, when it is detected that the vehicle door moves to a preset opening and closing angle, the current driving speed of the actuator is switched to a preset locking speed; wherein the actuator drives the vehicle door to lock at the preset locking speed.

[0071] In actual application, the opening angle of the door can be identified by sensor devices such as Hall sensors installed on the door to control the time of the actuator switching speed. The preset opening and closing angle can be set in advance, for example, it can be set to 5° or 10°. It should be supplemented that the sealing material generally starts to contact the sheet metal at about 3°. If the actuator still maintains the original speed, because the angle is too small, it is likely that the door will not be half-locked due to insufficient energy for closing the door. Therefore, it is necessary to increase the locking speed, that is, to increase the actuator rotation speed, and it is necessary to switch to the locking speed at about 5°. It should be understood that during the door closing process, the actual speed of the actuator can be judged by the pulse width change of the Hall sensor installed in the limiter, and the speed is calculated by the PID algorithm, thereby ensuring that the actual speed of the actuator can be maintained at this preset locking speed.

[0072] In the above-mentioned door control method, the nominal value of the static locking force is determined according to the calculated segmented sealing reaction force, and the semi-locking force calculation can be realized through the theoretical analysis model, and the locking speed calibration can be performed to ensure that the door can be locked normally, thereby avoiding the problem that there is no corresponding locking speed for different vehicle working conditions, resulting in the door being unable to be half-locked or directly being fully locked, thereby effectively improving the accuracy of door control.

[0073] In some embodiments, a first sealing material is installed at the door frame of the vehicle door. Specifically, the first sealing material refers to a strip-shaped elastic sealing material installed at the door frame. The door frame sealing strip is mainly installed at the edge of the door frame, tightly fitting with the door to form a sealing barrier. It is mainly used to fill the gap between the door and the door frame. Figure 4 At this time, the above-mentioned acquisition of the segmented sealing reaction force of the door at the preset locking position may also include the following steps:

[0074] Step S410, determining a first contact feature of the first sealing material relative to the vehicle body when the vehicle door is in a preset locking position.

[0075] In this step, it is necessary to clarify the contact between the first sealing material (usually the sealing strip at the edge of the door) and the vehicle body when the door is in the preset locked position. This includes the location of the contact point, the shape of the contact surface, and the possible contact pressure distribution. These first contact characteristics can be obtained through physical measurement or simulation.

[0076] Step S420: determining at least two sections of first sealing reaction forces of the first sealing material based on the first contact feature, and obtaining a segmented sealing reaction force according to the first sealing reaction force.

[0077] In the related art, the resistance and force arm of the sealing strip are closely related to the sealing gap and the door opening angle, and are nonlinear changes, which makes it impossible to evaluate the static semi-locking force in the design stage. However, the embodiment of the present application performs segmented force analysis on the first sealing material according to its contact characteristics through the above steps S410 to S420, so that the nonlinear force condition of the sealing material can be simplified into a linear vertical theoretical calculation, thereby effectively simplifying the calculation method.

[0078] In some embodiments, determining at least two sections of sealing reaction forces of the first sealing material based on the first contact feature may further include the following steps:

[0079] Based on the first contact feature, the first sealing material is divided into a first vertical segment, a first horizontal segment and an edge segment; according to a preset compression deformation design value, the first vertical sealing reaction force of the first vertical segment is determined; according to the average of the compression deformation design value, the first horizontal sealing reaction force of the first horizontal segment is determined; according to the compression deformation design value and the preset farthest contact point deformation design value, the edge sealing reaction force of the edge segment is determined; based on the first vertical sealing reaction force, the first horizontal sealing reaction force and the edge sealing reaction force, the first sealing reaction force is determined.

[0080] In order to better understand this embodiment, the concepts related to the compression load deformation (CLD) of the sealing material are first explained. Among them, the CLD value of the sealing strip at the D0 position, that is, the CLD of the sealing strip corresponding to the design value of the sealing gap, the CLD of the sealing strip is the pressure load per 100mm, the unit is N / 100mm; the CLD value of the sealing strip at the D0+1 position, that is, the CLD of the sealing strip corresponding to the design value -1; the CLD value of the sealing strip at the D0-1 position, that is, the CLD of the sealing strip corresponding to the design value +1.

[0081] Specifically, see Figure 5 , the first sealing material 51 is installed along the door frame. In this case, the effect of the sealing reaction force of the first sealing material 51 on the semi-locking force can be divided into three sections. The first section is a vertical section close to the hinge side, that is, the above-mentioned first vertical segment 511. The sealing strip and the sheet metal of this part are in a just-contact position, so the CLD of this section of the sealing strip is the CLD of the sealing strip when it is in the D0 position, and the force arm is the distance from the sealing strip to the hinge axis. The second section is a horizontal section relatively close to the vehicle threshold, that is, the above-mentioned first horizontal segment 512; this section of the sealing strip is approximately in the D0 state, so the CLD value of the sealing strip in this section can be approximated as (D0 value + 0) / 2, and the force arm can be approximated as the distance from the midpoint of this section of the sealing strip to the hinge axis. Among them, the D0 value is the above-mentioned compression deformation design value, that is, the CLD value of the sealing strip at the D0 position. The third section is the upper edge of the corner window, that is, the above-mentioned edge segment 513. The CLD value of this section of the sealing strip can be approximated as (CLD corresponding to the farthest contact point + D0 value) / 2, and the lever arm can be approximated as the distance from the midpoint of this section of the sealing strip to the hinge axis.

[0082] In addition, for frameless doors, the glass is in a short drop position when the door is opened, and the short drop distance is generally 15 to 20 mm. At this time, the upper edge of the glass does not contact the door frame strip, so there is no sealing reaction force in this section. For the contact between the door frame sealing strip and the glass edge of the framed door, the sealing reaction force can also be analyzed and calculated based on the above analysis ideas. Usually, in order to solve the problems of water leakage, wind noise, glass groove and door opening and closing quality of frameless doors, the CLD value of the sealing strip is larger than that of framed doors, and the pre-bending amount of the glass is larger. Therefore, the static semi-locking force of frameless doors is greater than that of framed doors.

[0083] Through the above embodiment, the first sealing material installed in the door frame position is calculated in sections. For example, for the vertical section of the door frame strip close to the hinge, the CLD and the lever arm of the sealing strip can be calculated according to the ideal constant value; and for the horizontal section at the lower part of the door frame strip, in the semi-locked position, the CLD of the sealing strip can approximately change from the CLD value of D0 to 0, and the lever arm can be considered as the distance from the midpoint of this section of the sealing strip to the hinge axis. According to this calculation model, the nonlinear CLD and lever arm of the sealing strip can be converted into linear values ​​for theoretical calculation, which simplifies the calculation method.

[0084] In some embodiments, a second sealing material is installed at the connection between the door and the vehicle body. Specifically, the second sealing material can be a strip elastic sealing material installed at the door head. The door head sealing strip is the main sealing element in the door sealing system and is installed between the door and the vehicle body. Then, the step of obtaining the segmented sealing reaction force according to the first sealing reaction force can also include the following steps:

[0085] Determine a second contact feature between the second sealing material and the vehicle body when the vehicle door is in a preset locking position; determine at least two sections of second sealing reaction forces of the second sealing material based on the second contact feature; and obtain a segmented sealing reaction force based on the first sealing reaction force and the second sealing reaction force.

[0086] Specifically, the contact between the second sealing material (usually the door sealing strip) and the vehicle body is analyzed when the door is in the preset locking position. The contact characteristics may include contact area, contact shape, contact pressure distribution, etc. Afterwards, based on the contact characteristics obtained by analysis, the reaction force generated by the second sealing material when it is squeezed by the vehicle body can be further analyzed. In this step, since the sealing strip is not evenly distributed, or the contact pressure is uneven due to the shape of the vehicle body, the second sealing reaction force may be different at different positions. Based on this, the second sealing reaction force can be divided into at least two sections according to the second contact characteristics analyzed above, and each section has its specific reaction force value. Finally, the first sealing reaction force and the second sealing reaction force of each segment are merged to obtain the above-mentioned segmented sealing reaction force.

[0087] Through the above embodiments, segmented force analysis is performed for different installation positions of the door and sealing materials that play different roles, thereby effectively improving the accuracy of sealing reaction force calculation.

[0088] In some embodiments, determining at least two sections of second sealing reaction forces of the second sealing material based on the second contact feature may further include the following steps:

[0089] Based on the second contact feature, the second sealing material is divided into a second vertical segment and a second horizontal segment; according to the preset compression deformation design value, the second vertical sealing reaction force of the second vertical segment is determined; according to the average of the compression deformation design value, the second horizontal sealing reaction force of the second horizontal segment is determined; based on the second vertical sealing reaction force and the second horizontal sealing reaction force, the second sealing reaction force is determined.

[0090] For example, please refer to the application of frameless doors. Figure 5 At this time, the first sealing strip, that is, the second sealing material 52 mentioned above, only has the part below the water cut, not a full circle, so it is also called a half-first strip. The influence of the sealing reaction force of the first strip on the half locking force can be divided into two sections; the first section is the vertical section close to the hinge side, that is, the second vertical segment 521 mentioned above; the CLD of this part of the sealing strip can be approximated to the CLD of the sealing strip at D0, and the force arm is the distance from the sealing strip to the hinge axis. The second section is the horizontal section 522 close to the door sill, that is, the second horizontal segment mentioned above. This section of the sealing strip and the sheet metal are in a state of just contacting close to D0. Therefore, the CLD of this section of the sealing strip can be approximated to (D0 value + 0) / 2, and the force arm can be approximated to the distance from the midpoint of this section of the sealing strip to the hinge axis. It should be understood that for framed doors, the sealing reaction force can also be analyzed and calculated based on the above analysis ideas, which will not be repeated here.

[0091] Through the above embodiment, a segmented calculation method for the second sealing material installed at the connection between the door and the body is also provided, thereby constructing a theoretical analysis model for sealing materials at different installation positions. According to this calculation model, the nonlinear sealing strip CLD and force arm can be converted into linear values ​​for theoretical calculation.

[0092] In some embodiments, a third sealing material is installed at the door sill of the vehicle door; then obtaining the segmented sealing reaction force according to the first sealing reaction force may further include the following steps:

[0093] According to the average of the preset compression deformation design values, the third sealing reaction force of the third sealing material is determined; according to the first sealing reaction force and the third sealing reaction force, the segmented sealing reaction force is obtained. Figure 5, where this section of the third sealing material 53 and the sheet metal are in a state close to D0, so the CLD of this section of the sealing strip can be approximated as (D0 value + 0) / 2, and the force arm can be approximated as the distance from the midpoint of this section of the sealing strip to the hinge axis. Through the above embodiment, the theoretical analysis model for calculating the sealing reaction force in a segmented manner is further improved.

[0094] In some embodiments, the above-mentioned determination of the static locking force nominal value based on the segmented sealing reaction force may further include the following steps:

[0095] Based on the segmented sealing reaction force, the segmented sealing torque is calculated; the resistance torque of the actuator, the hinge torque of the hinge, and the lock body torque are obtained; the hinge is used to connect the door and the body; based on the segmented sealing torque, the resistance torque, the hinge torque and the lock body torque, the total torque is calculated, and based on the total torque and the preset static locking force nominal value lever arm, the static locking force nominal value is determined.

[0096] Specifically, taking the electric limiter as an example, the resistance torque can be calculated using the following formula: Electric limiter resistance torque = limiter force arm × limiter internal resistance. In addition, from fully open to half-locked, a certain force is required to rotate the ratchet, that is, the insertion force of the lock body itself, so the lock body torque also needs to be calculated. At the same time, because the hinge is tilted inward, the gravity component on a flat slope plays a role in assisting when closing the door, so it is necessary to calculate the gravity torque of the half-locked position. The calculation formula for the gravity torque is as follows: Gravity torque = gravity component × gravity arm.

[0097] Based on the above analysis, an example of the calculation result of one of the static semi-locking force nominal values ​​is shown here, as shown in the following table:

[0098]

[0099] In the above table, the calculation formula for the sealing reaction force of each section of the sealing material is: Segmented sealing material force value = CLD × length. Static half-locking force value = total torque / static half-locking force arm. Among them, the static half-locking force arm is the vertical distance from the locking position to the hinge axis.

[0100] Through the above embodiments, various factors affecting the semi-locking force are taken into consideration, so that based on the statistics of various influencing factors and combined with the segmented sealing reaction force, a complete semi-locking force theoretical analysis model is provided, which is conducive to improving the accuracy of door control.

[0101] In some embodiments, the above-mentioned calibration of the preset locking speed of the actuator of the door according to the nominal value of the static locking force may further include the following steps:

[0102] The tolerance value of the vehicle door is obtained, and the target upper limit value of the semi-locking force is calculated based on the nominal value of the static locking force and the tolerance value; when the actual semi-locking force of the vehicle door reaches the target upper limit value of the semi-locking force, the preset locking speed is calibrated.

[0103] It should be noted that the above influencing factors are integrated into the semi-locking force calculation model for vector calculation to obtain the static semi-locking force, that is, the resistance that needs to be overcome when the door is semi-locked statically. Each influencing factor has a tolerance. In order to ensure that all doors can be semi-locked normally, the semi-locking force needs to be controlled, that is, each sub-part in the system must meet the tolerance requirements during the production process. Therefore, in this embodiment, the corresponding upper limit value is found in combination with the tolerance value of each part, and the calibrated locking speed needs to ensure that the door can be locked normally under the upper limit of the semi-locking force.

[0104] Specifically, there are the following requirements for each part: Electric limiter: Regardless of whether it is a worm gear drive or a screw reducer drive, the internal resistance of the limiter itself needs to be controlled within ±50N; Hinge torque: The torque of a single hinge is controlled within 2Nm; Sealing gap: The smaller the internal gap, the greater the sealing reaction force, so the internal gap needs to be controlled within ±1mm; Sealing strip: Control the CLD upper limit at D0+1mm, which needs to be less than 2 times the CLD upper limit at the D0 position, so as to ensure the sealing reaction force when the internal gap goes down; Lock body: By controlling the manufacturing consistency of the lock body, including injection molding and Assembly parameters to ensure that the insertion force is controlled within 20N; Door glass status: It is necessary to control the gap surface difference between the glass and the surrounding circle. The glass pressing on the B-pillar will increase the semi-locking force, so the front door glass cannot fall back. This problem is solved by adjusting the travel difference of the A / B rails of the lifter; Corner window Z-direction height: The Z-direction height tolerance of the corner window needs to be kept within ±1.5mm to avoid too much Y-direction reaction force when the Z-direction height is too high. Lock position: In the designed state, the lock and the lock body are centered in the Z direction. Knocking the lock will increase the semi-locking force. When adjusting the door lock, it is necessary to ensure that the lock does not knock.

[0105] Based on the tolerance values ​​of the car door and its related components (such as locking mechanisms, sealing strips, etc.) specified in the above requirements, the corresponding upper limit of the static semi-locking force is determined. When calibrating the speed, this semi-locking force value is simulated on the actual vehicle, and the duty cycle of the motor output is adjusted to obtain the door closing speed that can just make the car door semi-locked at this semi-locking force value. Of course, during actual measurement, the semi-locking force of the car lock may not reach the target upper limit of the semi-locking force. At this time, in order to calibrate the corresponding locking speed at the upper limit of the semi-locking force, you can use methods such as sticking sealing strips to compensate so that the system resistance can reach the upper limit of the semi-locking force. For example, the actual semi-locking force of the car is only 50N, and the upper limit of the semi-locking force of 80N is simulated by sticking rubber strips.

[0106] Among them, in order to overcome the resistance when entering the semi-lock, it is necessary to ensure the locking speed. If the semi-locking force is not controlled at the upper limit, in order to ensure the semi-locking, the locking speed needs to be very large, and the door opening and closing time and speed smoothness in the entire door opening and closing process cannot be balanced. Therefore, in this embodiment, the upper limit value of the semi-locking force is determined in the above manner, thereby achieving effective control of the upper limit of the semi-locking force of the electric door, and the calibrated locking speed can cover the upper limit of the semi-locking force of the actual vehicle, ensuring that the door can be locked normally, and effectively ensuring the smoothness of the door closing speed.

[0107] In some embodiments, the calculation of the target upper limit value of the semi-locking force based on the static locking force nominal value and the tolerance value may further include the following steps:

[0108] Based on the nominal value and tolerance value of the static locking force, the initial upper limit value of the semi-locking force is calculated; the actual assembly accuracy of the door is obtained, and the initial upper limit value of the semi-locking force is adjusted according to the actual assembly accuracy to obtain the target upper limit value of the semi-locking force.

[0109] During the design process, the upper limit of the semi-locking force corresponding to the nominal value of the static locking force can be obtained according to the tolerance values ​​of the relevant parts of the door. In order to further improve the accuracy of the upper limit calculation, the upper limit is used as an initial value to be adjusted, and the upper limit of the semi-locking force is fine-tuned according to the actual manufacturing accuracy and part accuracy, and finally the target upper limit of the semi-locking force is obtained.

[0110] On the other hand, considering the safety of door control, an anti-pinch strategy can also be introduced. In other words, during the entire process of opening and closing the door, the anti-pinch force value cannot exceed 100N. The anti-pinch force value in the middle uniform speed stage from the maximum angle to the half-locked position of the door closing can be calibrated to about 60N. When locking, the upper limit of the half-locked force is 75-85N due to the intervention of the sealing reaction force, and the corresponding anti-pinch force value increases. To ensure that the anti-pinch force does not exceed 100N, the anti-pinch force in the half-locked position needs to be calibrated as half-locked force + 10-15N, which in turn requires the upper limit of the half-locked force to be controlled.

[0111] Through the above embodiments, an adjustment strategy for the upper limit value of the half locking force is provided, which is conducive to further improving the performance and safety of the vehicle door control.

[0112] In some embodiments, the above-mentioned calibration of the preset locking speed of the actuator of the door according to the nominal value of the static locking force may further include the following steps:

[0113] According to the nominal value of the static locking force, the first locking speed of the actuator is calculated; the air pressure characteristics inside the test vehicle where the door is located are detected; the speed adjustment parameters are determined according to the air pressure characteristics inside the test vehicle; the second locking speed is determined according to the standard locking speed and the speed adjustment parameters; the preset locking speeds include the first locking speed and the second locking speed.

[0114] Among them, the air pressure characteristics inside the car are related to the closing status of the doors and windows and the air conditioning adjustment gear, and this status can be monitored by the program. Specifically, for the standard locking speed calibration of the car door, since the four door glasses are raised to the top, the other three doors and the tailgate are all closed, when any of these two conditions is not met, the compressed air when the door is closed has an area to be discharged (except the exhaust area outside the body exhaust valve), the air resistance is small, and the static locking force only needs to be overcome when locking. Therefore, at this time, the locking speed can be calibrated according to the static locking force nominal value calculated above, or the upper limit value of the half locking force corresponding to the nominal value, to obtain the above-mentioned first locking speed.

[0115] Secondly, for the calibration of the locking speed when the car door is fully closed, since the four door glasses are raised to the top, and the other three doors and the tailgate are fully closed, when the car door enters the half-locked state, the reverse thrust generated by the air resistance has a particularly large impact on the locking speed, so it is necessary to increase the locking speed to ensure that the car door enters the half-locked state normally. At the same time, it is necessary to consider the impact of the air conditioning wind force on the locking speed. Through actual measurement, it is found that when the air conditioner is turned on, its wind force will produce an outward force on the car door, and the locking speed required when closing the door increases. The higher the air conditioner gear, the greater the outward force. In order to fully ensure that the car door can enter the half-locked state normally, during calibration, the air conditioner gear wind force is adjusted to the maximum, and the half-locking force is adjusted to the upper limit, so that the maximum locking speed can be calibrated; through testing, it is found that the locking speed when the air conditioner is fully turned on is about 13% higher than the standard locking speed. Based on this, the standard locking speed can be further adjusted according to the speed adjustment parameters (such as 13%) calibrated by the test to obtain the above-mentioned second locking speed.

[0116] In some embodiments, the above-mentioned switching of the current driving speed of the actuator to the preset locking speed may further include the following steps:

[0117] Detect the actual door air pressure characteristics of the door; according to the actual door air pressure characteristics, control the current driving speed of the actuator to switch to the first locking speed or the second locking speed. Among them, the actual door air pressure characteristics are related to the closing status of the doors and windows. In the actual application process, according to the status of the doors and windows monitored by the program, such as whether the doors are fully closed and whether the glass is fully closed, the software can automatically identify which locking speed to use. For example, the standard locking speed calibrated for the doors of a certain model, that is, the first locking speed is 23° / s; and when the program detects that the four doors are fully closed and the glass is fully raised, it is necessary to switch the current locking speed to the second locking speed, that is, 26° / s.

[0118] Through the above embodiments, the influence of air resistance is taken into consideration, the accuracy of door control is further improved, and different locking speeds can be achieved for different vehicle operating conditions, ensuring that the doors can be locked normally in all operating conditions.

[0119] It should be noted that the steps shown in the above process or the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0120] This embodiment also provides a vehicle door control system, which includes: a controller; the controller is used to execute the vehicle door control method described in any of the above method embodiments.

[0121] This embodiment further provides a vehicle, comprising: a vehicle door and a vehicle door control system as described in the above embodiment.

[0122] This embodiment further provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the steps in any one of the above method embodiments.

[0123] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0124] Optionally, in this embodiment, the processor may be configured to perform the following steps through a computer program:

[0125] S1, obtaining the segmented sealing reaction force of the door at a preset locking position, and determining a static locking force nominal value based on the segmented sealing reaction force.

[0126] S2, calibrating the preset locking speed of the door actuator according to the nominal value of the static locking force.

[0127] S3, when it is detected that the vehicle door moves to a preset opening and closing angle, the current driving speed of the actuator is switched to a preset locking speed; wherein the actuator drives the vehicle door to lock at the preset locking speed.

[0128] It should be noted that the specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.

[0129] In addition, in combination with the vehicle door control method in the above embodiments, the embodiment of the present application can provide a storage medium for implementation. The storage medium stores a computer program; when the computer program is executed by a processor, any vehicle door control method in the above embodiments is implemented.

[0130] Those skilled in the art should understand that the technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0131] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A door control method, characterized in that: The method comprises: Acquire the segmented sealing reaction force of the vehicle door at a preset locking position, and determine a static locking force nominal value based on the segmented sealing reaction force; According to the static locking force nominal value, calibrating a preset locking speed of the actuator of the vehicle door; When it is detected that the vehicle door moves to a preset opening and closing angle, the current driving speed of the actuator is switched to the preset locking speed; wherein the actuator drives the vehicle door to lock at the preset locking speed.

2. The vehicle door control method according to claim 1, characterized in that: A first sealing material is installed at the door frame of the vehicle door; and obtaining the segmented sealing reaction force of the vehicle door at a preset locking position includes: determining a first contact feature of the first sealing material relative to the vehicle body when the vehicle door is in the preset locked position; Based on the first contact feature, at least two sections of first sealing reaction forces of the first sealing material are determined, and according to the first sealing reaction forces, the segmented sealing reaction forces are obtained.

3. The vehicle door control method according to claim 2, characterized in that: The determining, based on the first contact feature, at least two sections of first sealing reaction forces of the first sealing material comprises: Based on the first contact feature, dividing the first sealing material into a first vertical segment, a first horizontal segment, and an edge segment; Determining a first vertical sealing reaction force of the first vertical segment according to a preset compression deformation design value; determining a first horizontal sealing reaction force of the first horizontal segment according to an average of the compression deformation design values; The edge sealing reaction force of the edge segment is determined according to the compression deformation design value and the preset farthest contact point deformation design value; the first sealing reaction force includes the first vertical sealing reaction force, the first horizontal sealing reaction force and the edge sealing reaction force.

4. The vehicle door control method according to claim 2, characterized in that: A second sealing material is installed at a connection between the vehicle door and the vehicle body; and obtaining the segmented sealing reaction force according to the first sealing reaction force comprises: determining a second contact feature of the second sealing material relative to the vehicle body when the vehicle door is in the preset locked position; determining at least two sections of second sealing reaction forces of the second sealing material based on the second contact feature; The segmented sealing reaction force is obtained according to the first sealing reaction force and the second sealing reaction force.

5. The vehicle door control method according to claim 4, characterized in that: The determining of at least two sections of second sealing reaction forces of the second sealing material based on the second contact feature comprises: Based on the second contact feature, dividing the second sealing material into a second vertical segment and a second horizontal segment; Determining a second vertical sealing reaction force of the second vertical segment according to a preset compression deformation design value; According to the average of the compression deformation design values, the second horizontal sealing reaction force of the second horizontal segment is determined; the second sealing reaction force includes the second vertical sealing reaction force and the second horizontal sealing reaction force.

6. The vehicle door control method according to claim 2, characterized in that: A third sealing material is installed at the door sill position; and obtaining the segmented sealing reaction force according to the first sealing reaction force comprises: Determining a third sealing reaction force of the third sealing material according to an average of preset compression deformation design values; The segmented sealing reaction force is obtained according to the first sealing reaction force and the third sealing reaction force.

7. The vehicle door control method according to claim 1, characterized in that: The determining of the static locking force nominal value based on the segmented sealing reaction force comprises: Calculating the segment sealing torque based on the segment sealing reaction force; Obtaining the resistance torque of the actuator, the hinge torque of the hinge, and the lock body torque; the hinge is used to connect the door and the vehicle body; The total torque is calculated according to the segmented sealing torque, the resistance torque, the hinge torque and the lock body torque, and the static locking force nominal value is determined based on the total torque and a preset static locking force nominal value lever arm.

8. The vehicle door control method according to claim 1, characterized in that: The step of calibrating a preset locking speed of the actuator of the vehicle door according to the nominal value of the static locking force includes: Acquiring a tolerance value of the vehicle door, and calculating a target half-locking force upper limit value based on the static locking force nominal value and the tolerance value; When the actual half-locking force of the vehicle door reaches the target half-locking force upper limit value, the preset locking speed is calibrated.

9. The vehicle door control method according to claim 8, characterized in that: The calculating the target half-locking force upper limit value based on the static locking force nominal value and the tolerance value includes: Calculating an initial half locking force upper limit value based on the static locking force nominal value and the tolerance value; The actual assembly accuracy of the vehicle door is obtained, and the initial upper limit value of the semi-locking force is adjusted according to the actual assembly accuracy to obtain the target upper limit value of the semi-locking force.

10. The vehicle door control method according to any one of claims 1 to 9, characterized in that: The step of calibrating a preset locking speed of the actuator of the vehicle door according to the nominal value of the static locking force includes: Calculating a first locking speed of the actuator according to the nominal value of the static locking force; Detecting air pressure characteristics inside a test vehicle where the vehicle door is located; determining a speed adjustment parameter according to the air pressure characteristics inside the test vehicle; A second locking speed is determined according to the standard locking speed and the speed adjustment parameter; the preset locking speed includes the first locking speed and the second locking speed.

11. The vehicle door control method according to claim 10, characterized in that: The step of switching the current driving speed of the actuator to the preset locking speed includes: Detecting actual door air pressure characteristics of the door; According to the actual door air pressure characteristics, the current driving speed of the actuator is controlled to switch to the first locking speed or the second locking speed.

12. A door control system, characterized in that: include: Controller; The controller is used to execute the vehicle door control method according to any one of claims 1 to 11.

13. A vehicle, characterized in that: include: A vehicle door and a vehicle door control system as claimed in claim 12.

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