Door control methods, systems and vehicles

Abstract

This application relates to a door control method, system, and vehicle. The door control method includes: acquiring the segmented sealing reaction force of the door in a preset locking position, and determining a nominal value of a static locking force based on the segmented sealing reaction force; calibrating a preset locking speed of the door actuator according to the nominal value of the static locking force; and switching the current driving speed of the actuator to the preset locking speed when the door is detected to have moved to a preset opening / closing angle; wherein the actuator drives the door to lock at the preset locking speed. This application solves the problem of low accuracy in door control.

Description

Technical Field

[0001] This application relates to the field of vehicles, and in particular to door control methods, systems and vehicles. Background Technology

[0002] With the increasing prevalence of electric doors, many cars are equipped with them for convenient opening and closing. During the closing process, upon receiving a door closing command, the actuator drives the door to a semi-lock position. Once the semi-lock signal is triggered, the actuator stops driving, and the self-locking mechanism pulls the door to the fully locked position to complete the closure. However, in actual use, the closing and locking speed is often insufficient to overcome the semi-locking force, preventing the actuator from driving the door to the semi-lock position and thus impacting the user experience.

[0003] Currently, no effective solution has been proposed to address the issue of low accuracy in door control within related technologies. Summary of the Invention

[0004] This application provides a door control method, system, and vehicle to at least address the problem of low accuracy in door control in related technologies.

[0005] In a first aspect, embodiments of this application provide a door control method, the method comprising:

[0006] Obtain the segmented sealing reaction force of the door in the preset locking position, and determine the nominal value of the static locking force based on the segmented sealing reaction force;

[0007] Based on the nominal value of the static locking force, the preset locking speed of the door actuator is calibrated;

[0008] When the door is detected to have moved to a preset opening angle, the current driving speed of the actuator is switched to the preset locking speed; wherein the actuator drives the door to lock at the preset locking speed.

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

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

[0011] Based on the first contact characteristics, at least two segments of the first sealing reaction force of the first sealing material are determined, and the segmented sealing reaction force is obtained according to the first sealing reaction force.

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

[0013] 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;

[0014] The first vertical sealing reaction force of the first vertical segment is determined based on the preset compression deformation design value.

[0015] The first horizontal sealing reaction force of the first horizontal segment is determined based on the average value of the compression deformation design value.

[0016] Based on the compression deformation design value and the preset deformation design value of the farthest contact point, the edge sealing reaction force of the edge segment is determined; 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 door and the vehicle body; obtaining the segmented sealing reaction force based on the first sealing reaction force includes:

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

[0019] Based on the second contact characteristics, at least two segments of the second sealing reaction force of the second sealing material are determined;

[0020] The segmented sealing reaction force is obtained based on the first sealing reaction force and the second sealing reaction force.

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

[0022] Based on the second contact characteristics, the second sealing material is divided into a second vertical segment and a second horizontal segment;

[0023] The second vertical sealing reaction force of the second vertical segment is determined based on the preset compression deformation design value;

[0024] The second horizontal sealing reaction force of the second horizontal segment is determined based on the average value of the compression deformation design value; 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; obtaining the segmented sealing reaction force based on the first sealing reaction force includes:

[0026] The third sealing reaction force of the third sealing material is determined based on the average value of the preset compression deformation design value.

[0027] The segmented sealing reaction force is obtained based on the first sealing reaction force and the third sealing reaction force.

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

[0029] Calculate the segmented sealing torque based on the segmented sealing reaction force;

[0030] 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.

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

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

[0033] Obtain the tolerance value of the door, and calculate the target semi-locking force upper limit value based on the nominal value of the static locking force and the tolerance value;

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

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

[0036] Calculate the initial half-locking force upper limit based on the nominal value of the static locking force and the tolerance value;

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

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

[0039] The first locking speed of the actuator is calculated based on the nominal value of the static locking force.

[0040] Detect the air pressure characteristics inside the test vehicle where the door is located; determine the speed adjustment parameters based on the air pressure characteristics inside the test vehicle;

[0041] A second locking speed is determined based on the first 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 drive speed of the actuator to the preset locking speed includes:

[0043] Detect the actual air pressure characteristics of the vehicle door;

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

[0045] Secondly, embodiments of this application provide a vehicle door control system, including: a controller; the controller is used to execute the vehicle door control method as described in the first aspect above.

[0046] Thirdly, embodiments of this application provide a vehicle, including: a door and a door control system as described in the second aspect above.

[0047] Compared to related technologies, the door control method, system, and vehicle provided in this application obtain the segmented sealing reaction force of the door at a preset locking position and determine the nominal value of the static locking force based on the segmented sealing reaction force; calibrate the preset locking speed of the door actuator according to the nominal value of the static locking force; when the door is detected to have moved to a preset opening 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 that calculates the half-locking force and calibrates the locking speed through a theoretical analysis model can be realized, ensuring that the door can lock normally, thereby avoiding the problem of the door failing to lock halfway or being directly locked when there is no corresponding locking speed for different vehicle operating conditions, effectively improving the accuracy of door control.

[0048] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0049] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0050] Figure 1 This is a hardware structure block diagram of a terminal for a door control method according to an embodiment of this application;

[0051] Figure 2 This is a schematic diagram of a car door structure according to an embodiment of this application;

[0052] Figure 3 This is a flowchart of a door control method according to an embodiment of this application;

[0053] Figure 4 This is a flowchart of another door control method according to an embodiment of this application;

[0054] Figure 5 This is a schematic diagram of the installation of a sealing material according to an embodiment of this application. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application. Furthermore, it is understood that although the efforts made in such a development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, modifications to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0056] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0057] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; 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 not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application means two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The terms “first,” “second,” “third,” etc., used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0058] The method embodiments provided in this example can be executed on a terminal, computer, or similar computing device. Taking running on a terminal as an example, Figure 1 This is a hardware structure block diagram of a terminal for a door control method according to an embodiment of this application. Figure 1 As shown, a terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. Optionally, the terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the terminal described above. For example, the terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

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

[0060] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the terminal's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0061] To facilitate understanding, the door structure of this application embodiment will be described first. Please refer to... Figure 2 The door 20 is connected to the side panel 22 of the vehicle body via a hinge 24. An actuator 26 is installed inside the door 20; this actuator includes, but is not limited to, various motors, electric limiters containing motors, or other devices used to drive the door to move. Specifically, during the closing process of the electric door, the actuator 26 first drives the door to the half-lock position. After triggering the half-lock signal, the actuator 26 stops driving, and the self-locking lock pulls the door to the fully locked position to complete the closing. In the half-lock position, the door lock and latch are in a semi-locked engagement position, corresponding to a door opening angle of approximately 0.5°. At this time, some of the sealing strips and sheet metal are in a non-contact state. In addition to closing speed and full locking force, factors affecting whether an electric door can close properly also need to be considered, namely, the semi-locking force, which is the resistance encountered when the actuator 26 drives the door to the semi-locked position. The greater the semi-locking force, the faster the closing speed is required. However, too high a speed will cause the actuator to rotate too high, affecting the life of the actuator 26, as well as the opening and closing experience and speed smoothness. Therefore, the control and balance between semi-locking force and closing speed is particularly important.

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

[0063] Step S310: Obtain the segmented sealing reaction force of the door in the preset locking position, and determine the nominal value of the static locking force based on the segmented sealing reaction force.

[0064] The resistance affecting vehicle door closing is primarily due to the sealing reaction force caused by the sealing material. This sealing material is typically installed at the edge of the door, its main function being to reduce the gap between the door and other vehicle structural components, thereby enhancing the vehicle's airtightness. This sealing material can be a sealing strip made of rubber with good elasticity and resistance to compression deformation, or an inflatable sealing strip connected by pipes, as long as it is an elastic material with compressible deformation characteristics. During the door closing process, when the door moves to a position with a smaller opening angle, the sealing material comes into contact with and is compressed against adjacent structural components such as the body, 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 half-locked position, the higher the energy required to close the door, and the faster the closing speed needs to be.

[0065] During the vehicle design phase, the segmented sealing reaction force of the door at the preset locking position is first obtained. This preset locking position specifically refers to the door's half-lock position as determined during the design phase. Considering the different installation positions of the sealing material segments on the door, their contact positions with adjacent structural components, and the varying forces they experience, the sealing material can be calculated in segments. Specifically, the sealing strip can be divided into several segments along its length, each segment considered to have relatively uniform mechanical properties and contact conditions. Based on this calculation model, the segmented sealing reaction force at the half-lock position is obtained. Next, the nominal value of the static locking force is calculated based on the segmented sealing reaction force. This nominal value of the static locking force refers to the design load that the door lock can withstand in the static state of the half-lock position. The calculation process can be as follows: calculate the torque of the sealing material based on the segmented sealing reaction force and the lever arm of the sealing material; calculate the static locking force torque based on the torque of the sealing material; and calculate the nominal value of the static locking force based on the static locking force torque and the static locking force lever arm. It should be understood that other resistances can also be considered at this stage, such as resistance caused by gravity or resistance of the actuator; in this case, it is only necessary to add the torque of other resistance factors to the torque of the sealing material calculated above to calculate the static locking torque, and then calculate the nominal value of the static locking force based on this torque.

[0066] As can be seen, through the above step S310, the nominal value of the static locking force can be obtained in the design stage. Compared with the existing technology, which can only obtain the actual semi-locking force through actual measurement in the manufacturing stage and then repeatedly optimize, it can effectively save a lot of manpower and material resources.

[0067] Step S320: Based on the nominal value of the static locking force, calibrate the preset locking speed of the door's actuator.

[0068] Specifically, based on the aforementioned nominal static locking force, the actual half-locking force of the door lock can be simulated on a real vehicle. Then, under the current actual half-locking force, by adjusting the duty cycle of the actuator output, the closing speed at which the door is just partially locked under this half-locking force value can be obtained, i.e., the aforementioned preset locking speed. This ensures that the door can be properly partially locked even under the influence of sealing reaction force. The calibrated locking speed must ensure that the door will not damage the lock mechanism due to excessive speed during closing, nor will it fail to lock due to insufficient speed. The electric door control module adjusts the drive voltage using a pulse width modulation (PWM) strategy. During the half-locking process, the resistance increases due to sealing reaction force; to maintain the target speed, the output force, i.e., the drive voltage, needs to be increased.

[0069] Alternatively, in another embodiment, in order to provide a certain redundancy value, the upper limit 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 simulates the upper limit of the locking force.

[0070] Step S330: When the door is detected to have moved to a preset opening angle, the current driving speed of the actuator is switched to a preset locking speed; wherein, the actuator drives the door to lock at the preset locking speed.

[0071] In practical applications, the opening angle of the car door can be identified using sensors such as Hall sensors installed on the door to control the timing of the actuator's switching speed. This preset opening angle can be set in advance, for example, to 5° or 10°. It should be noted that the sealing material typically only begins to contact the sheet metal at around 3°. If the actuator maintains its original speed, the angle is too small, and insufficient closing energy may prevent it from fully locking. Therefore, the locking speed needs to be increased, i.e., the actuator's rotational speed needs to be increased, and the locking speed should be switched at around 5°. It should be understood that during the door closing process, the actual speed of the actuator can be determined by the pulse width change of the Hall sensor installed in the limit switch, and the speed is calculated using a PID algorithm, thus 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 static locking force is determined based on the calculated segmented sealing reaction force. This allows for the calculation of the half-locking force through a theoretical analysis model and the calibration of the locking speed, ensuring that the door can lock normally. This avoids the problem of the door failing to lock halfway or being forced into full lock due to the lack of a corresponding locking speed for different vehicle operating conditions, thus effectively improving the accuracy of door control.

[0073] In some embodiments, a first sealing material is installed at the door frame location of the aforementioned vehicle door. Specifically, this first sealing material refers to a strip-shaped elastic sealing material installed at the door frame. The door frame sealing strip is mainly installed on the edge of the door frame, fitting tightly against the door to form a sealing barrier. It is primarily used to fill the gap between the door and the door frame. Please refer to [link / reference]. Figure 4 In this case, obtaining the segmented sealing reaction force of the door in the preset locking position may also include the following steps:

[0074] Step S410: Determine the first contact feature of the first sealing material relative to the vehicle body when the door is in the preset locked position.

[0075] In this step, it is necessary to determine the contact between the primary sealing material (usually the door edge sealing strip) 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 distribution of contact pressure. These primary contact characteristics can be obtained through physical measurements or simulation.

[0076] Step S420: Based on the first contact characteristics, determine at least two segments of the first sealing reaction force of the first sealing material, and obtain the segmented sealing reaction force according to the first sealing reaction force.

[0077] In related technologies, the resistance and lever arm of the sealing strip are closely related to the sealing gap and the opening angle, and these changes are non-linear, making it impossible to assess the static semi-locking force during the design phase. However, the embodiments of this application, through the aforementioned steps S410 to S420, perform segmented force analysis on the first sealing material based on its contact characteristics. This simplifies the non-linear force condition of the sealing material into a linear, vertical theoretical calculation, thereby effectively simplifying the calculation method.

[0078] In some embodiments, the above-described determination of at least two sealing reaction forces of the first sealing material based on the first contact characteristics may further include the following steps:

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

[0080] To better understand this embodiment, the concept of compression load deflection (CLD) of the sealing material is first explained. Specifically, the CLD value of the sealing strip at position D0, i.e., the CLD of the sealing strip when the sealing gap is at the design value, represents the load borne per 100mm, expressed in N / 100mm; the CLD value of the sealing strip at position D0+1, i.e., the CLD of the sealing strip when the sealing gap is 1 less than the design value; and the CLD value of the sealing strip at position D0-1, i.e., the CLD of the sealing strip when the sealing gap is 1 more than the design value.

[0081] Specifically, please refer to 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 segments. The first segment is the vertical segment near the hinge, namely the first vertical segment 511 mentioned above. The sealing strip and the sheet metal in this part are in the just contact position. Therefore, the CLD of the sealing strip in this segment is the CLD of the sealing strip when it is in the D0 position, and the lever arm is the distance from the sealing strip to the hinge axis. The second segment is the horizontal segment relatively close to the vehicle sill, namely the first horizontal segment 512 mentioned above. The sealing strip in this segment is approximately in the D0 state. Therefore, the CLD value of the sealing strip in this segment can be approximated as (D0 value + 0) / 2, and the lever arm can be approximated as the distance from the midpoint of this sealing strip to the hinge axis. Among them, the D0 value is the above-mentioned compression deformation design value, which is the CLD value of the sealing strip when it is in the D0 position. The third segment is the upper edge of the corner window, namely the edge segment 513 mentioned above. The CLD value of this section of the sealing strip can be approximated as (CLD + D0 value corresponding to the farthest contact point) / 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] Furthermore, for frameless doors, the glass is in a short-closed position when the door is opened, typically by 15-20mm. At this point, the upper edge of the glass does not contact the door frame strip, therefore there is no sealing reaction force in this area. However, for framed doors, the sealing reaction force at the contact point between the door frame sealing strip and the glass edge can be analyzed and calculated based on the same analytical approach. Generally, to address issues like water leakage, wind noise, glass recessing, and door opening / closing quality in frameless doors, the sealing strip has a larger CLD value and the glass pre-bending is greater compared to framed doors. Therefore, the static semi-locking force of frameless doors is greater than that of framed doors.

[0083] Through the above embodiments, the first sealing material installed at the door frame position is calculated in segments. For example, the CLD and lever arm of the sealing strip in the vertical segment of the door frame strip near the hinge can be calculated as ideal fixed values. In the horizontal segment at the bottom of the door frame strip, in the half-lock position, the CLD of the sealing strip can be approximately changed from the CLD value of D0 to 0, and the lever arm can be considered as the distance from the midpoint of this sealing strip to the hinge axis. According to this calculation model, the nonlinear sealing strip CLD and lever arm can be transformed into linear values ​​for theoretical calculation, thus simplifying the calculation method.

[0084] In some embodiments, a second sealing material is installed at the connection between the door and the vehicle body. Specifically, this second sealing material can be a strip-shaped elastic sealing material installed at the first sealing strip of the door. The first sealing strip of the door is the main sealing element in the door sealing system and is installed between the door and the vehicle body. Therefore, obtaining the segmented sealing reaction force based on the first sealing reaction force may further include the following steps:

[0085] Determine the second contact characteristics between the second sealing material and the vehicle body when the door is in a preset locked position; based on the second contact characteristics, determine at least two segments of the second sealing reaction force of the second sealing material; obtain the segmented sealing reaction force according to the first sealing reaction force and the second sealing reaction force.

[0086] Specifically, the contact between the second sealing material (usually a door sealing strip) and the vehicle body is analyzed when the door is in a preset locked position. Contact characteristics can include contact area, contact shape, and contact pressure distribution. Then, based on the analyzed contact characteristics, the reaction force generated by the second sealing material when compressed by the vehicle body can be further analyzed. In this step, because the sealing strip is not uniformly distributed, or the shape of the vehicle body causes uneven contact pressure, the second sealing reaction force may vary at different locations. Based on this, the second sealing reaction force can be divided into at least two segments according to the analyzed second contact characteristics, each segment having its specific reaction force value. Finally, the first and second sealing reaction forces of each segment are combined to obtain the segmented sealing reaction force.

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

[0088] In some embodiments, the above-described determination of at least two segments of the second sealing reaction force of the second sealing material based on the second contact characteristics may further include the following steps:

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

[0090] For example, regarding its application in frameless doors, please refer to [link / reference]. Figure 5 At this point, the first sealing strip, also known as the second sealing material 52 mentioned above, only has the portion below the water-cut section and is not a complete circle; therefore, it is also called a half-first sealing strip. The effect of the sealing reaction force of the first sealing strip on the half-locking force can be divided into two parts: the first part is the vertical section near the hinge side, namely the second vertical segment 521 mentioned above; the sealing strip CLD of this part can be approximated as the sealing strip CLD at D0, and the lever arm is the distance from the sealing strip to the hinge axis. The second part is the horizontal section 522 near the door sill, namely the second horizontal segment mentioned above. The sealing strip and the sheet metal in this part are just in contact, close to the D0 state. Therefore, the sealing strip CLD of this part can be approximated as (D0 value + 0) / 2, and the lever arm can be approximated as the distance from the midpoint of this sealing strip to the hinge axis. It should be understood that for framed car doors, the sealing reaction force can also be analyzed and calculated based on the above analysis approach, which will not be elaborated here.

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

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

[0093] Based on the average of the preset compression deformation design values, determine the third sealing reaction force of the third sealing material; based on the first and third sealing reaction forces, obtain the segmented sealing reaction forces. (See also...) Figure 5In this case, the third sealing material 53 and the sheet metal are in a state of just contact, close to D0. Therefore, the CLD of this section of the sealing strip can be approximated as (D0 value + 0) / 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. Through the above embodiment, the theoretical analysis model for segmented calculation of sealing reaction force is further improved.

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

[0095] Based on the segmented sealing reaction force, calculate the segmented sealing torque; obtain 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 body; calculate the total torque based on the segmented sealing torque, resistance torque, hinge torque, and lock body torque, and determine the nominal value of the static locking force based on the total torque and the preset nominal value lever arm of the static locking force.

[0096] Specifically, taking an electric limit switch as an example, its resistance torque can be calculated using the following formula: Electric limit switch resistance torque = Limit switch lever arm × Limit switch internal resistance. Additionally, a certain force is required to rotate the ratchet from fully open to half-locked, i.e., the insertion force of the lock body itself; therefore, the lock body torque also needs to be calculated. Furthermore, because the hinge is tilted inwards, the component of gravity acts as an assist when closing the door on a level slope; therefore, the gravitational torque at the half-locked position needs to be calculated, and the formula for calculating the gravitational torque is as follows: Gravitational torque = Gravitational component × Gravitational lever arm.

[0097] Based on the above analysis, an example of the calculation results for one type of static semi-locking force nominal value is shown in the table below:

[0098]

[0099] In the table above, the formula for calculating the sealing reaction force of each section of the sealing material is: Sectional sealing material force value = CLD × length. Static semi-locking force value = Total torque / Static semi-locking force arm. Wherein, the static semi-locking force arm is the vertical distance from the latch engagement position to the hinge axis.

[0100] The above embodiments take into account various factors affecting the semi-locking force. Based on the statistics of each influencing factor and combined with the segmented sealing reaction force, a complete theoretical analysis model of the semi-locking force is provided, which is beneficial to improving the accuracy of door control.

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

[0102] Obtain the tolerance value of the car door, and calculate the target upper limit of the semi-locking force based on the nominal value and tolerance value of the static locking force; when the actual semi-locking force of the car door reaches the target upper limit of the semi-locking force, calibrate the preset locking speed.

[0103] It should be further explained that by incorporating the above influencing factors into the semi-locking force calculation model for vector calculation, the static semi-locking force is obtained, which is the resistance that the door needs to overcome when it is statically half-locked. Since each influencing factor has tolerances, to ensure that all doors can be half-locked normally, the semi-locking force needs to be controlled. This means that each sub-component in the system must meet tolerance requirements during manufacturing. Therefore, in this embodiment, the upper limit value is found by combining the tolerance values ​​of each component, and the calibrated locking speed needs to ensure that the door can lock normally even under the upper limit of the semi-locking force.

[0104] Specifically, the following requirements apply to each component: Electric limit switch: Regardless of whether it's a worm gear drive or a lead screw reducer, the internal resistance of the limit switch itself needs to be controlled within ±50N; Hinge torque: The torque of a single hinge needs to be controlled within 2Nm; Sealing gap: The smaller the internal gap, the greater the sealing reaction force; therefore, the internal gap needs to be controlled within ±1mm; Sealing strip: The upper limit of the CLD at D0+1mm needs to be less than twice the upper limit of the CLD at D0 position to ensure the sealing reaction force when the internal gap decreases; Lock body: By controlling the manufacturing consistency of the lock body, including injection molding and... Assembly parameters: Ensure insertion force is controlled within 20N; Door glass condition: Control the gap between the glass and the surrounding surface. Glass pressing on the B-pillar will increase the semi-locking force, so the front door glass cannot be tilted back. This problem is solved by adjusting the travel difference of the A / B rails of the window regulator; Corner window Z-axis height: The Z-axis height tolerance of the corner window needs to be kept within ±1.5mm to avoid excessive Y-axis reaction force when the Z-axis height is too high; Lock position: In the design state, the lock and lock body are centered in the Z-axis direction. Hitting the lock will increase the semi-locking force. When adjusting the door lock, it is necessary to ensure that the lock is not hit.

[0105] Based on the aforementioned requirements regarding the tolerance values ​​of the car door and its related components (such as the locking mechanism and sealing strips), the corresponding upper limit of the static semi-locking force is determined. During speed calibration, this semi-locking force value is simulated on a real vehicle. By adjusting the duty cycle of the motor output, the closing speed at which the door is just partially locked under this semi-locking force value is obtained. Of course, in actual testing, the car lock's semi-locking force may not reach the target upper limit. In this case, to calibrate the locking speed corresponding to the upper limit of the semi-locking force, methods such as applying sealing strips can be used for compensation, ensuring that the system resistance reaches the upper limit of the semi-locking force. For example, if the actual measured semi-locking force of the car is only 50N, an upper limit of 80N can be simulated by applying sealing strips.

[0106] In order to overcome the resistance when partially locking, it is necessary to ensure the locking speed. If the upper limit of the half-locking force is not controlled, the locking speed would need to be very high to ensure partial locking, and the opening and closing time and speed smoothness of the entire door opening and closing process would not be balanced. Therefore, in this embodiment, the upper limit of the half-locking force is determined by the above method, thereby achieving effective control of the upper limit of the electric door's half-locking force. The calibrated locking speed can cover the upper limit of the actual vehicle's half-locking force, ensuring that the door can lock normally and effectively ensuring the smoothness of the door closing speed.

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

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

[0109] During the design process, based on the tolerance values ​​of each relevant part of the door, the upper limit of the semi-locking force corresponding to the nominal value of the static locking force can be obtained. To further improve the accuracy of the upper limit calculation, this 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 precision and part precision, finally obtaining the target upper limit value of the semi-locking force.

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

[0111] The above embodiments provide a strategy for adjusting the upper limit of the locking force, which helps to further improve the performance and safety of door control.

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

[0113] Calculate the first locking speed of the actuator based on the nominal value of the static locking force; detect the air pressure characteristics inside the test vehicle where the door is located; determine the speed adjustment parameters based on the air pressure characteristics inside the test vehicle; determine the second locking speed based on the standard locking speed and the speed adjustment parameters; the preset locking speed includes the first locking speed and the second locking speed.

[0114] The air pressure characteristics inside the vehicle are related to the closed status of the doors and windows, as well as the air conditioning setting, and this status can be monitored by the program. Specifically, regarding the calibration of the standard locking speed of the doors, since all four doors are raised to the top and the other three doors and the tailgate are closed, if either of these two conditions is not met, there is an area where the compressed air can be expelled when the doors are closed (the exhaust area other than the exhaust valves on the vehicle body). The air resistance is small, and the main task during locking is to overcome the static locking force. Therefore, the locking speed can be calibrated according to the nominal value of the static locking force calculated above, or the upper limit of the half-locking force corresponding to the nominal value, to obtain the first locking speed mentioned above.

[0115] Secondly, regarding the calibration of the locking speed when the doors are fully closed, since all four windows are raised to the top and the other three doors and tailgate are fully closed, the reverse thrust generated by air resistance has a significant impact on the locking speed when the doors are partially locked. Therefore, it is necessary to increase the locking speed to ensure that the doors can be properly partially locked. The influence of the air conditioning fan speed on the locking speed also needs to be considered. Actual measurements show that when the air conditioning is on, its fan force exerts an outward pushing force on the doors, increasing the required locking speed when closing. The higher the air conditioning setting, the greater the outward pushing force. To ensure that the doors can be properly partially locked, the air conditioning fan speed was set to maximum during calibration, and the half-lock force was set to the upper limit. This allowed for the calibration of the maximum locking speed. Testing revealed that the locking speed when the air conditioning is fully on is approximately 13% higher than the standard locking speed. Based on this, parameters (e.g., 13%) can be adjusted according to the calibrated speed to further adjust the standard locking speed, resulting in the aforementioned second locking speed.

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

[0117] The system detects the actual door air pressure characteristics and, based on these characteristics, switches the current drive speed of the actuators to either the first or second locking speed. The actual door air pressure characteristics are related to the closed state of the doors and windows. In practical applications, the software can automatically identify the appropriate locking speed based on the monitored door and window states, such as whether the doors are fully closed and the windows are fully closed. For example, the standard locking speed for a particular car model, the first locking speed, is 23° / s; however, if the program detects that all four doors are fully closed and the windows are fully raised, the current locking speed needs to be switched to the second locking speed, 26° / s.

[0118] The above embodiments take into account the influence of air resistance, further improving the accuracy of door control. Different locking speeds can be achieved for different vehicle operating conditions, ensuring that doors can lock normally under all operating conditions.

[0119] It should be noted that the steps shown in the above process or in the flowchart of the accompanying figures 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 may be executed in a different order than 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 as described in any of the above method embodiments.

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

[0122] This embodiment also 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 perform the steps in any 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 can be configured to perform the following steps via a computer program:

[0125] S1, obtain the segmented sealing reaction force of the door in the preset locking position, and determine the nominal value of the static locking force based on the segmented sealing reaction force.

[0126] S2, based on the nominal value of the static locking force, calibrate the preset locking speed of the door's actuator.

[0127] S3, when the door is detected to have moved to a preset opening angle, the current driving speed of the actuator is switched to the preset locking speed; wherein, the actuator drives the 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 implementations, and will not be repeated here.

[0129] Furthermore, in conjunction with the door control methods in the above embodiments, this application embodiment can provide a storage medium for implementation. This storage medium stores a computer program; when executed by a processor, the computer program implements any of the door control methods in the above embodiments.

[0130] Those skilled in the art should understand that the technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments have been 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 embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A vehicle door control method characterized by, The method comprises: acquiring a segmented sealing reaction force of the vehicle door at a preset latching position, and determining a static latching force nominal value based on the segmented sealing reaction force; calibrating a preset latching speed of an actuator of the vehicle door according to the static latching force nominal value; switching a current driving speed of the actuator to the preset latching speed when it is detected that the vehicle door moves to a preset opening and closing angle, wherein the actuator drives the vehicle door to latch at the preset latching speed.

2. The vehicle door control method according to claim 1, characterized by, A first sealing material is installed at a door frame position of the vehicle door; the acquiring of the segmented sealing reaction force of the vehicle door at the preset latching position comprises: determining a first contact feature of the first sealing material relative to a vehicle body when the vehicle door is at the preset latching position; determining at least two segments of first sealing reaction force of the first sealing material based on the first contact feature, and acquiring the segmented sealing reaction force according to the first sealing reaction force.

3. The vehicle door control method according to claim 2, characterized by, The determining of the at least two segments of first sealing reaction force of the first sealing material based on the first contact feature comprises: dividing the first sealing material into a first vertical segment, a first horizontal segment and an edge segment based on the first contact feature; 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 a mean value of the compression deformation design value; determining an edge sealing reaction force of the edge segment according to the compression deformation design value and a preset farthest end contact point deformation design value; the first sealing reaction force comprises 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 by, A second sealing material is installed at a connection position of the vehicle door and the vehicle body; the acquiring of 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 at the preset latching position; determining at least two segments of second sealing reaction force of the second sealing material based on the second contact feature; acquiring the segmented sealing reaction force according to the first sealing reaction force and the second sealing reaction force.

5. The vehicle door control method according to claim 4, characterized by, The determining of the at least two segments of second sealing reaction force of the second sealing material based on the second contact feature comprises: dividing the second sealing material into a second vertical segment and a second horizontal segment based on the second contact feature; determining a second vertical sealing reaction force of the second vertical segment according to a preset compression deformation design value; determining a second horizontal sealing reaction force of the second horizontal segment according to a mean value of the compression deformation design value; the second sealing reaction force comprises the second vertical sealing reaction force and the second horizontal sealing reaction force.

6. The vehicle door control method according to claim 2, characterized by, A third sealing material is installed at a rocker position of the vehicle door; the acquiring of 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 a mean value of a preset compression deformation design value; acquiring the segmented sealing reaction force according to the first sealing reaction force and the third sealing reaction force.

7. The vehicle door control method according to claim 1, characterized by, The determining of a static latching force nominal value based on the segmented sealing reaction force comprises: calculating a segment sealing torque based on the segment sealing counterforce; obtaining a resistance torque of the actuator, a hinge torque of a hinge, and a lock body torque, the hinge being used to connect the door and a vehicle body; calculating a total torque based on the segment sealing torque, the resistance torque, the hinge torque, and the lock body torque, and determining a static nominal value of the static latch force based on the total torque and a preset force arm of the static nominal value.

8. The vehicle door control method according to claim 1, characterized by, The preset latch speed of the actuator of the door is calibrated according to the static nominal value of the static latch force, including: obtaining a tolerance value of the door, and calculating an upper limit value of a target half-latch force based on the static nominal value of the static latch force and the tolerance value; calibrating the preset latch speed when an actual half-latch force of the door reaches the upper limit value of the target half-latch force.

9. The vehicle door control method according to claim 8, characterized by, The upper limit value of the target half-latch force is calculated based on the static nominal value of the static latch force and the tolerance value, including: calculating an initial upper limit value of a half-latch force based on the static nominal value of the static latch force and the tolerance value; obtaining an actual assembly precision of the door, and adjusting the initial upper limit value of the half-latch force according to the actual assembly precision to obtain the upper limit value of the target half-latch force.

10. The vehicle door control method according to any one of claims 1 to 9, characterized by, The preset latch speed of the actuator of the door is calibrated according to the static nominal value of the static latch force, including: calculating a first latch speed of the actuator according to the static nominal value of the static latch force; detecting a test vehicle interior air pressure feature of the door, and determining a speed adjustment parameter according to the test vehicle interior air pressure feature; determining a second latch speed according to the first latch speed and the speed adjustment parameter, the preset latch speed including the first latch speed and the second latch speed.

11. The vehicle door control method according to claim 10, characterized by, The current driving speed of the actuator is switched to the preset latch speed, including: detecting an actual door air pressure feature of the door; controlling the current driving speed of the actuator to be switched to the first latch speed or the second latch speed according to the actual door air pressure feature.

12. A vehicle door control system characterized by comprising: including: a controller; the controller is configured to execute the door control method according to any one of claims 1 to 11.

13. A vehicle characterized by comprising: including: a door and the door control system according to claim 12.

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