Seat motor control method and device, electronic equipment and storage medium

Abstract

The invention relates to a seat motor control method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining the operation data of a first seat motor under a target working condition, and enabling the operation data to be obtained through the driving of the first seat motor after the driving compensation of the first seat motor based on a preset initial compensation coefficient; under the condition that it is determined that the first seat motor has abnormal stalling or false anti-pinch according to the operation data, a target compensation coefficient is determined based on the operation parameters, and the target compensation coefficient is used for representing a driving compensation coefficient needed when the first seat motor normally operates under the target working condition; and performing driving compensation on the first seat motor based on the target compensation coefficient, so that the first seat motor after driving compensation can operate normally. Therefore, the situation that the first seat motor is blocked abnormally or prevented from being clamped by mistake can be eliminated, the first seat motor does not need to be rectified or replaced, and the problems that resources are wasted and cost is high are effectively solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a control method, device, electronic device, and storage medium for a seat motor. Background Art

[0002] With the increasing automation of vehicles, seat motors are becoming increasingly common. However, due to various factors, such as manufacturing process, structural design, and assembly errors, seat motors can experience abnormal stalling and mis-entrapment during operation. These can include inconsistent clearances between the motor rotor and stator, improper design of components like speed change gears, uneven seat adjustment tracks, or extrusion deformation caused by uneven installation forces.

[0003] In the related art, it is usually necessary to rectify or replace the seat motor that has abnormal stalling and false anti-pinching phenomena, resulting in waste of resources and high costs. Summary of the Invention

[0004] The present application provides a control method, device, electronic device and storage medium for a seat motor to solve the problem in the related art that seat motors that have abnormal stalling and false anti-pinch phenomena usually need to be rectified or replaced, resulting in waste of resources and high costs.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling a seat motor, the method comprising:

[0006] Acquiring operating data of a first seat motor under a target operating condition, wherein the operating data is obtained by driving the first seat motor after driving compensation based on a preset initial compensation coefficient;

[0007] If it is determined according to the operating data that the first seat motor is abnormally blocked or mis-anti-pinch, determining a target compensation coefficient based on the operating parameters, wherein the target compensation coefficient is used to represent a drive compensation coefficient required for the first seat motor to operate normally under the target operating condition;

[0008] Drive compensation is performed on the first seat motor based on the target compensation coefficient, so that the first seat motor can operate normally after drive compensation.

[0009] Optionally, determining a target compensation coefficient based on the operating parameters includes:

[0010] determining a first friction force generated by the first seat motor operating under the target operating condition based on the operating parameters, wherein the operating parameters include motor current, motor voltage, and motor speed;

[0011] Obtaining a second friction force corresponding to the initial compensation coefficient;

[0012] The target compensation coefficient is determined according to the first friction force, the second friction force and the initial compensation coefficient.

[0013] Optionally, the calculation formula of the first friction force is as follows:

[0014] F1=K×I×U÷N;

[0015] Wherein, F1 represents the first friction force, K represents a preset coefficient, I represents the motor current, U represents the motor voltage, and N represents the motor speed.

[0016] Optionally, performing drive compensation on the first seat motor based on the target compensation coefficient so that the first seat motor can operate normally after drive compensation includes:

[0017] determining a duty cycle of a driving voltage for driving the first seat motor based on the target compensation coefficient, wherein the duty cycle of the driving voltage is proportional to the target compensation coefficient;

[0018] The first seat motor is driven with compensation according to the duty cycle of the driving voltage, so that the first seat motor can operate normally after the driving compensation.

[0019] Optionally, before obtaining the operating data of the first seat motor under the target operating condition, the method further includes:

[0020] acquiring operating data of the second seat motor under multiple operating conditions, wherein the multiple operating conditions include the target operating condition;

[0021] determining, based on the acquired operating data under the multiple operating conditions, a third friction force generated by the second seat motor operating under the multiple operating conditions;

[0022] determining, based on a third friction force generated by the second seat motor when operating under the plurality of operating conditions, an initial compensation coefficient corresponding to the second seat motor under the plurality of operating conditions;

[0023] The initial compensation coefficients corresponding to the second seat motor under the multiple working conditions are pre-stored in a preset database.

[0024] Optionally, after determining the target compensation coefficient based on the operating parameters, the method further includes:

[0025] Based on the target compensation coefficient, the initial compensation coefficient in the preset database is updated.

[0026] Optionally, the operating parameters further include a motor current change rate and a motor speed change rate;

[0027] Before determining the target compensation coefficient based on the operating parameters, the method further includes:

[0028] Obtain a first comparison result between the motor current and the anti-pinch current threshold and the locked-rotor current threshold, a second comparison result between the motor speed and the anti-pinch speed threshold and the locked-rotor speed threshold, a third comparison result between the motor current change rate and the anti-pinch current change rate threshold and the locked-rotor current change rate threshold, and / or a fourth comparison result between the motor speed change rate and the anti-pinch speed change rate threshold and the locked-rotor speed change rate threshold;

[0029] It is determined whether the first seat motor is abnormally blocked or incorrectly anti-pinch according to the first comparison result, the second comparison result, the third comparison result and / or the fourth comparison result.

[0030] In a second aspect, an embodiment of the present application further provides a control device for a seat motor, the device comprising:

[0031] a first acquisition module, configured to acquire operating data of a first seat motor under a target operating condition, wherein the operating data is obtained by driving and compensating the first seat motor based on a preset initial compensation coefficient;

[0032] a first determining module configured to determine a target compensation coefficient based on the operating parameters when it is determined based on the operating data that the first seat motor is abnormally blocked or mis-anti-pinch, wherein the target compensation coefficient represents a drive compensation coefficient required for the first seat motor to operate normally under the target operating condition;

[0033] The compensation module is configured to perform drive compensation on the first seat motor based on the target compensation coefficient, so that the first seat motor can operate normally after the drive compensation.

[0034] In a third aspect, an embodiment of the present application further provides an electronic device, comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0035] Memory for storing computer programs;

[0036] The processor is configured to implement the seat motor control method described in the first aspect when executing the program stored in the memory.

[0037] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the seat motor control method described in the first aspect is implemented.

[0038] The technical solution provided by the embodiments of the present application has the following advantages over the prior art: The method provided by the embodiments of the present application obtains operating data of a first seat motor under a target operating condition, wherein the operating data is obtained by driving the first seat motor after compensating the motor based on a preset initial compensation coefficient. If the operating data determines that the first seat motor has abnormal stalling or false anti-pinch operation, a target compensation coefficient is determined based on the operating parameters, wherein the target compensation coefficient represents the drive compensation coefficient required for normal operation of the first seat motor under the target operating condition. Drive compensation is performed on the first seat motor based on the target compensation coefficient to ensure normal operation of the first seat motor after the compensation. In this manner, if the first seat motor has abnormal stalling or false anti-pinch operation, the operating parameters are used to determine the target compensation coefficient required for normal operation of the first seat motor. Drive compensation is then performed on the first seat motor using the target compensation coefficient to eliminate the abnormal stalling or false anti-pinch operation, eliminating the need for modification or replacement of the first seat motor and effectively addressing the issues of wasted resources and high costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0041] One or more embodiments are exemplarily illustrated by pictures in the corresponding drawings. These exemplifications do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings are represented as similar elements. Unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0042] Figure 1 A flowchart of a seat motor control method provided in an embodiment of the present application;

[0043] Figure 2 A schematic structural diagram of a seat motor control device provided in an embodiment of the present application;

[0044] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0046] The disclosure below provides many different embodiments or examples for implementing different configurations of the present invention. To simplify the disclosure of the present invention, the components and configurations of specific examples are described below. Of course, these are merely examples and are not intended to limit the present invention. In addition, the present invention may repeat reference numerals and / or letters in different examples. Such repetition is for the purpose of simplicity and clarity and does not in itself indicate the relationship between the various embodiments and / or configurations discussed.

[0047] In order to solve the problem in the related art that seat motors that have abnormal jamming and false anti-pinching phenomena usually need to be rectified or replaced, resulting in waste of resources and high costs, the present application provides a control method, device, electronic device and storage medium for seat motors, which can achieve the purpose of reducing resource waste and saving costs.

[0048] See also Figure 1 , Figure 1 This is a flow chart of a method for controlling a seat motor provided in an embodiment of the present application. Figure 1 As shown, the control method of the seat motor may include the following steps:

[0049] Step 101 : Acquire operating data of a first seat motor under a target operating condition, wherein the operating data is obtained by driving and compensating the first seat motor based on a preset initial compensation coefficient.

[0050] Specifically, the first seat motor can be any power seat motor in any vehicle. The target operating condition can be any of a variety of operating conditions applicable to the first seat motor, and is not specifically limited in this embodiment. The operating data refers to data generated by the first seat motor operating under the target operating condition, including but not limited to motor current, motor voltage, motor speed, motor current change rate, or motor speed change rate.

[0051] When acquiring operating data, the voltage, current, and Hall effect signal (or ripple signal) of the first seat motor can be monitored in real time or periodically. The monitored data can then be filtered using a filter function to accurately obtain data such as the motor current, motor voltage, and motor speed. The motor current and motor speed can then be used to calculate data such as the motor current change rate and motor speed change rate. Because the operating data is obtained by driving and compensating the first seat motor based on a preset initial compensation coefficient, it is necessary to first obtain the preset initial compensation coefficient and then use the initial compensation coefficient to drive and compensate the first seat motor before acquiring the data.

[0052] Step 102: When it is determined based on the operating data that the first seat motor is abnormally blocked or mis-pinched, a target compensation coefficient is determined based on the operating parameters. The target compensation coefficient is used to represent the drive compensation coefficient required for the first seat motor to operate normally under the target operating condition.

[0053] After obtaining operating data of the first seat motor under the target operating condition, it can be determined based on the operating data whether the first seat motor has abnormal stalling or false anti-pinch conditions. If the first seat motor has abnormal stalling or false anti-pinch conditions, a target compensation coefficient can be determined based on the operating parameters to ensure that the first seat motor can operate normally under the target operating condition based on the target compensation coefficient. If the first seat motor has not abnormal stalling or false anti-pinch conditions, the first seat motor continues to be driven based on the initial compensation coefficient.

[0054] It should be noted that the abnormal jam or false anti-pinch here refers to the abnormal jam or anti-pinch caused by the seat motor's own reasons such as manufacturing process, structural design or assembly error. Therefore, it is necessary to turn off the normal jam or anti-pinch function here to eliminate the interference caused by normal jam or anti-pinch.

[0055] Step 103 : Perform drive compensation on the first seat motor based on the target compensation coefficient, so that the first seat motor can operate normally after the drive compensation.

[0056] After determining the target compensation coefficient based on the operating parameters, the first seat motor can be driven and compensated based on the target compensation coefficient. In this way, the first seat motor after the drive compensation can eliminate the existing abnormal stall or false anti-pinch, thereby operating normally.

[0057] By adopting the above-mentioned method, when the first seat motor is abnormally blocked or mis-anti-pinched, the operating parameters can be used to determine the target compensation coefficient required for the normal operation of the first seat motor. Then, the target compensation coefficient can be used to drive and compensate the first seat motor to eliminate the abnormal blocking or mis-anti-pinch of the first seat motor. Therefore, there is no need to modify or replace the first seat motor, which effectively solves the problems of wasted resources and high costs.

[0058] In an optional embodiment, the above step 102, determining the target compensation coefficient based on the operating parameters, includes:

[0059] determining a first friction force generated by the first seat motor operating under a target operating condition based on operating parameters, wherein the operating parameters include motor current, motor voltage, and motor speed;

[0060] Obtaining a second friction force corresponding to the initial compensation coefficient;

[0061] A target compensation coefficient is determined according to the first friction force, the second friction force and the initial compensation coefficient.

[0062] When the seat moves along the track driven by the seat motor, its movement state can be reflected by the friction between the seat and the track. When the friction at a certain position of the track increases (abnormal jamming or false anti-pinching occurs), a larger compensation coefficient is required for driving, so as to eliminate abnormal jamming or false anti-pinching. Therefore, the compensation coefficient can be determined based on the friction.

[0063] Specifically, when determining the target compensation coefficient based on the operating parameters, the first friction force generated by the first seat motor operating under the target operating conditions can be determined based on the operating parameters, and the second friction force corresponding to the initial compensation coefficient can be obtained. Then, the target compensation coefficient can be determined based on the ratio between the first friction force and the second friction force and the initial compensation coefficient.

[0064] By using the above method, the target compensation coefficient required by the first seat motor can be accurately determined to ensure that the first seat motor can operate normally under the target working condition.

[0065] In an optional embodiment, the calculation formula of the first friction force is as follows:

[0066] F1=K×I×U÷N;

[0067] Wherein, F1 represents the first friction force, K represents a preset coefficient, I represents the motor current, U represents the motor voltage, and N represents the motor speed.

[0068] Specifically, the driving force of the first seat motor on the track can be expressed by the following formula:

[0069] F2=(9.55×η×IU)÷(N×R);

[0070] Where F2 represents the driving force of the first seat motor on the track, in Newtons; η represents the mechanical efficiency, which is the product of the motor efficiency and the transmission system efficiency, 0 < η < 1, and the unit is 1; I represents the motor current, in amperes; U represents the motor voltage, in volts; N represents the motor speed, in rpm; and R represents the equivalent radius from the measurement point to the motor shaft, in meters.

[0071] When the seat moves at a constant speed (i.e., with minimal motor speed fluctuations), the driving force and friction force are equal in magnitude and opposite in direction, canceling each other out and resulting in zero acceleration. Therefore, a Proportional-Integral-Derivative (PID) algorithm is used to regulate the motor speed, maintaining a constant speed (ignoring minor fluctuations). This algorithm learns the friction force along the seat motor's track over its entire travel range, resulting in a series of relatively accurate values.

[0072] At this time, F1=F2=(9.55×η×IU)÷(N×R)=K×I×U÷N;

[0073] Among them, K = 9.55 × η ÷ R, K can be regarded as a constant, with a unit of 1; F1 represents the friction force, with a unit of Newton; I represents the motor current, with a unit of ampere; U represents the motor voltage, with a unit of volt; N represents the motor speed, with a unit of revolutions per minute.

[0074] It can be seen that the magnitude of the friction force is proportional to the voltage and current, and inversely proportional to the motor speed.

[0075] For example, assuming the first seat motor operates under the same voltage and duty cycle, excluding the startup and impact stop phases, and the motor's full-stroke speed fluctuates within a certain range, and assuming K × I × U = 1000, and the friction force under the calibration condition is 200, the compensation coefficients corresponding to different speeds can be obtained, as shown in the following table:

[0076] Motor speed 5 5.1 5.1 5.2 5.1 5 4.5 4.9 5.1 5.1 Friction 200 196 196 192 196 200 222 204 196 196 Compensation coefficient 1 0.98 0.98 0.96 0.98 1 1.11 1.02 0.98 0.98

[0077] By the above method, the friction force under the target working condition can be accurately calculated, and then the target compensation coefficient required by the first seat motor can be accurately determined based on the friction force under the target working condition to ensure that the first seat motor can operate normally under the target working condition.

[0078] In an optional embodiment, the step 103 of performing drive compensation on the first seat motor based on the target compensation coefficient so that the first seat motor can operate normally after drive compensation includes:

[0079] determining a duty cycle of a driving voltage for driving the first seat motor based on the target compensation coefficient, wherein the duty cycle of the driving voltage is proportional to the target compensation coefficient;

[0080] The first seat motor is driven with compensation according to the duty cycle of the driving voltage, so that the first seat motor can operate normally after the driving compensation.

[0081] Specifically, when performing drive compensation on the first seat motor based on the target compensation coefficient, the duty cycle of the drive voltage used to drive the first seat motor can be determined based on the target compensation coefficient. The duty cycle of the drive voltage is proportional to the target compensation coefficient. Then, a PID algorithm is used to perform drive compensation on the first seat motor based on the drive voltage duty cycle. This compensated first seat motor eliminates any abnormal stalling or mis-preventing of the motor, eliminating the need for motor modification or replacement, effectively addressing resource waste and high costs.

[0082] In an optional embodiment, before the above step 101 of obtaining the operating data of the first seat motor under the target operating condition, the method further includes:

[0083] obtaining operating data of the second seat motor under multiple operating conditions, wherein the multiple operating conditions include a target operating condition;

[0084] determining, based on the acquired operating data under the various operating conditions, a third friction force generated by the second seat motor operating under the various operating conditions;

[0085] determining, based on a third friction force generated by the second seat motor when operating under various operating conditions, initial compensation coefficients corresponding to the second seat motor under the various operating conditions;

[0086] The initial compensation coefficients corresponding to the second seat motor under various working conditions are pre-stored in a preset database.

[0087] Specifically, operating data of the second seat motor under various operating conditions can be obtained. Based on the obtained operating data under various operating conditions, the third friction force generated by the second seat motor under these operating conditions can be determined. Initial compensation coefficients corresponding to the second seat motor under these operating conditions can then be determined based on the third friction force generated by the second seat motor under these operating conditions. Finally, the initial compensation coefficients corresponding to the second seat motor under these operating conditions can be pre-stored in a preset database. In this way, the first seat motor can be driven based on the pre-stored initial compensation coefficients to obtain operating data for the first seat motor.

[0088] The various operating conditions here can involve different vehicle operating conditions (such as vehicle tilt, battery voltage, etc.) and seat operating conditions (such as seat load, etc.). For example, when obtaining the operating data of the second seat motor, the second seat motor can be controlled to reciprocate N times throughout its stroke under the operating conditions of normal temperature and pressure, the vehicle is in a horizontal state, the battery is normally charged (such as approximately 13.5V), and the seat is unloaded. The second seat motor can also be controlled to reciprocate N times throughout its stroke under the operating conditions of normal temperature and pressure, the vehicle is in a horizontal state, the battery is normally charged (such as approximately 13.5V), and the seat is loaded with 60kg. Of course, the second seat motor can also be controlled to reciprocate N times throughout its stroke under other operating conditions such as battery undervoltage or overvoltage, or the vehicle is tilted forward or backward at a certain angle. The various operating conditions here can include the above-mentioned target operating conditions.

[0089] The first seat motor and the second seat motor can be the same seat motor or different seat motors, which is not specifically limited in this application. As an optional embodiment, the first seat motor and the second seat motor can be different seat motors. Specifically, the second seat motor can be the seat motor of 2-3 selected vehicles. Calibration is performed by collecting data from these 2-3 vehicles. After calibration, a small batch verification is performed. If the calibration data (such as the initial compensation coefficients corresponding to different operating conditions) is correct or meets the expected 95% pass rate, the calibration data can be used to initialize the configuration of the preset database. Then, the other seat motors can use the calibration data in the preset database for drive control, avoiding the heavy learning burden of self-learning each seat motor for all operating conditions.

[0090] In an optional embodiment, after determining the target compensation coefficient based on the operating parameters in step 102, the method further includes:

[0091] Based on the target compensation coefficient, the initial compensation coefficient in the preset database is updated.

[0092] Specifically, after determining the target compensation coefficient based on operating parameters, the initial compensation coefficient in the preset database can be updated based on this target compensation coefficient. Under normal circumstances, the first seat motor does not require relearning or correction of the full-stroke track friction. However, if the motor's operating status deviates significantly from expectations, relearning or correction of the full-stroke track friction is necessary. Specifically, operating data from the most recent N full-stroke reciprocating motions is extracted, and the full-stroke track friction is analyzed. Positive or negative fine-tuning is then performed, and the performance of the new configuration is observed during subsequent operation. If the expected results are met, the configuration is retained and implemented. If not, optimization learning continues. This cycle repeats, determining the most accurate compensation coefficient for each first seat motor based on its specific conditions.

[0093] In an optional embodiment, the operating parameters further include a motor current change rate and a motor speed change rate;

[0094] Before the above step 102 of determining the target compensation coefficient based on the operating parameters, the method further includes:

[0095] Obtain a first comparison result between the motor current and the anti-pinch current threshold and the locked-rotor current threshold, a second comparison result between the motor speed and the anti-pinch speed threshold and the locked-rotor speed threshold, a third comparison result between the motor current change rate and the anti-pinch current change rate threshold and the locked-rotor current change rate threshold, and / or a fourth comparison result between the motor speed change rate and the anti-pinch speed change rate threshold and the locked-rotor speed change rate threshold;

[0096] According to the first comparison result, the second comparison result, the third comparison result and / or the fourth comparison result, it is determined whether the first seat motor is abnormally blocked or mis-anti-pinch.

[0097] Specifically, the above-mentioned anti-pinch current threshold, stall current threshold, anti-pinch speed threshold, stall speed threshold, anti-pinch current change rate threshold, stall current change rate threshold, anti-pinch speed change rate threshold and stall speed change rate threshold can be obtained in advance based on human experience, or can be obtained in advance based on experiments, and this application does not make specific limitations.

[0098] When determining whether the first seat motor is abnormally stuck or falsely anti-pinch based on the operating data, first comparison results between the motor current and the anti-pinch current threshold and the stalled current threshold, second comparison results between the motor speed and the anti-pinch speed threshold and the stalled speed threshold, third comparison results between the motor current change rate and the anti-pinch current change rate threshold and the stalled current change rate threshold, and / or fourth comparison results between the motor speed change rate and the anti-pinch speed change rate threshold and the stalled speed change rate threshold can be obtained. Then, based on the first comparison result, the second comparison result, the third comparison result, and / or the fourth comparison result, it is determined whether the first seat motor is abnormally stuck or falsely anti-pinch.

[0099] For example, it can be determined whether the motor current is greater than the anti-pinch current threshold or the stall current threshold, and whether the duration of the motor current being greater than the anti-pinch current threshold or the stall current threshold is greater than a preset threshold. If the motor current is greater than the anti-pinch current threshold or the stall current threshold, and the duration of the motor current being greater than the anti-pinch current threshold or the stall current threshold is greater than the preset threshold, it is determined that the first seat motor has abnormal stall or false anti-pinch.

[0100] It can be determined whether the motor speed is less than the anti-pinch speed threshold and the stall speed threshold, and whether the duration of the motor speed being less than the anti-pinch speed threshold and the stall speed threshold is greater than a preset threshold. If the motor speed is less than the anti-pinch speed threshold and the stall speed threshold, and the duration of the motor speed being less than the anti-pinch speed threshold and the stall speed threshold is greater than the preset threshold, it is determined that the first seat motor is abnormally stalled or falsely anti-pinched.

[0101] It can be determined whether the motor current change rate is greater than the anti-pinch current change rate threshold and the locked-rotor current change rate threshold, and whether the duration of the motor current change rate being greater than the anti-pinch current change rate threshold and the locked-rotor current change rate threshold is greater than a preset threshold. If the motor current change rate is greater than the anti-pinch current change rate threshold and the locked-rotor current change rate threshold, and the duration of the motor current change rate being greater than the anti-pinch current change rate threshold and the locked-rotor current change rate threshold is greater than the preset threshold, it is determined that the first seat motor is abnormally locked or falsely anti-pinch.

[0102] It is also possible to determine whether the motor speed change rate is less than the anti-pinch speed change rate threshold and the stall speed change rate threshold, and whether the duration of the motor speed change rate being less than the anti-pinch speed change rate threshold and the stall speed change rate threshold is greater than a preset threshold. If the motor speed change rate is less than the anti-pinch speed change rate threshold and the stall speed change rate threshold, and the duration of the motor speed change rate being less than the anti-pinch speed change rate threshold and the stall speed change rate threshold is greater than the preset threshold, it is determined that the first seat motor is abnormally stalled or falsely anti-pinch.

[0103] In this way, it is possible to accurately determine whether the first seat motor has abnormal stalling or false anti-pinch according to the operating data, so as to perform optimization learning in the event of abnormal stalling or false anti-pinch of the first seat motor.

[0104] The seat motor control method provided in this embodiment uses a self-learning and optimized learning strategy to learn the friction of the seat motor's track throughout its entire travel range. It then differentiates the parameters for stalling and anti-pinch detection within specific travel ranges and operating conditions, and compensates for relative track friction. It then selects the optimal configuration parameters and stores them in a database. After multiple training sessions, it effectively avoids abnormal stalling and mis-pinch issues caused by inconsistent seat structural components. Furthermore, this method can cover the vast majority of automotive seat motors, significantly reducing automotive seat manufacturing, repair, and after-sales costs.

[0105] See also Figure 2 , Figure 2 This is a structural diagram of a seat motor control device provided in an embodiment of the present application, such as Figure 2 As shown, the device 200 includes:

[0106] A first acquisition module 201 is configured to acquire operating data of a first seat motor under a target operating condition, wherein the operating data is obtained by driving and compensating the first seat motor based on a preset initial compensation coefficient;

[0107] A first determining module 202 is configured to determine a target compensation coefficient based on operating parameters when it is determined based on the operating data that the first seat motor is abnormally blocked or mis-anti-pinch, wherein the target compensation coefficient represents a driving compensation coefficient required for normal operation of the first seat motor under target operating conditions;

[0108] The compensation module 203 is configured to perform drive compensation on the first seat motor based on a target compensation coefficient, so that the first seat motor can operate normally after the drive compensation.

[0109] Furthermore, the first determining module 202 includes:

[0110] a first determining submodule, configured to determine a first friction force generated by the first seat motor operating under a target operating condition based on operating parameters, wherein the operating parameters include motor current, motor voltage, and motor speed;

[0111] An acquisition submodule, used to acquire a second friction force corresponding to an initial compensation coefficient;

[0112] The second determining submodule is configured to determine a target compensation coefficient according to the first friction force, the second friction force, and the initial compensation coefficient.

[0113] Furthermore, the calculation formula of the first friction force is as follows:

[0114] F1=K×I×U÷N;

[0115] Wherein, F1 represents the first friction force, K represents a preset coefficient, I represents the motor current, U represents the motor voltage, and N represents the motor speed.

[0116] Furthermore, the compensation module 203 includes:

[0117] a third determining submodule, configured to determine a duty cycle of a driving voltage for driving the first seat motor based on the target compensation coefficient, wherein the duty cycle of the driving voltage is proportional to the target compensation coefficient;

[0118] The compensation submodule is used to perform drive compensation on the first seat motor according to the duty cycle of the drive voltage, so that the first seat motor can operate normally after the drive compensation.

[0119] Furthermore, the apparatus 200 further includes:

[0120] a second acquisition module, configured to acquire operating data of the second seat motor under various operating conditions, wherein the various operating conditions include a target operating condition;

[0121] a second determining module, configured to determine, based on the acquired operating data under the various operating conditions, a third friction force generated by the second seat motor operating under the various operating conditions;

[0122] a third determining module, configured to determine an initial compensation coefficient corresponding to the second seat motor under various operating conditions based on a third friction force generated by the second seat motor under various operating conditions;

[0123] The storage module is used to pre-store the initial compensation coefficients corresponding to the second seat motor under various working conditions in a preset database.

[0124] Furthermore, the apparatus 200 further includes:

[0125] The updating module is used to update the initial compensation coefficient in the preset database based on the target compensation coefficient.

[0126] Furthermore, the operating parameters also include the motor current change rate and the motor speed change rate; the device 200 also includes:

[0127] a third acquisition module, configured to acquire a first comparison result between the motor current and the anti-pinch current threshold and the locked-rotor current threshold, a second comparison result between the motor speed and the anti-pinch speed threshold and the locked-rotor speed threshold, a third comparison result between the motor current change rate and the anti-pinch current change rate threshold and the locked-rotor current change rate threshold, and / or a fourth comparison result between the motor speed change rate and the anti-pinch speed change rate threshold and the locked-rotor speed change rate threshold;

[0128] The fourth determination module is used to determine whether the first seat motor has abnormal stall or false anti-pinch according to the first comparison result, the second comparison result, the third comparison result and / or the fourth comparison result.

[0129] It should be noted that the seat motor control device 200 can implement the seat motor control method provided by any of the aforementioned method embodiments and can achieve the same technical effects, which will not be described in detail here.

[0130] like Figure 3 As shown, the embodiment of the present application further provides an electronic device, including a processor 311, a communication interface 312, a memory 313 and a communication bus 314, wherein the processor 311, the communication interface 312, and the memory 313 communicate with each other through the communication bus 314.

[0131] Memory 313, for storing computer programs;

[0132] In one embodiment of the present application, the processor 311 is configured to implement the seat motor control method provided by any one of the aforementioned method embodiments when executing the program stored in the memory 313 .

[0133] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the seat motor control method provided by any one of the aforementioned method embodiments is implemented.

[0134] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0135] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a general hardware platform, or of course, by hardware. Based on this understanding, the above technical solution, in essence, or the part that contributes to the relevant technology, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or certain parts of the embodiment.

[0136] It should be understood that the terms used herein are for the purpose of describing specific example embodiments only and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "comprise", "include", "contain" and "have" are inclusive and therefore specify the presence of stated features, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring them to be performed in the specific order described or illustrated, unless the order of execution is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0137] The foregoing description is intended only to provide specific embodiments of the present invention, which will enable those skilled in the art to understand and implement the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not intended to be limited to the embodiments shown herein, but is intended to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A control method for a seat motor, characterized in that: The method comprises: Acquiring operating data of the first seat motor under a target working condition, wherein the operating data is obtained by driving and compensating the first seat motor based on a preset initial compensation coefficient; In the case where it is determined according to the operating data that the first seat motor is abnormally blocked or mis-prevented, a target compensation coefficient is determined based on the operating parameters, wherein the target compensation coefficient is used to characterize a driving compensation coefficient required when the first seat motor operates normally under the target working condition; The first seat motor is driven and compensated based on the target compensation coefficient, so that the first seat motor can operate normally after the drive compensation.

2. The method according to claim 1, characterized in that The determining of the target compensation coefficient based on the operating parameters includes: Determining a first friction force generated by the first seat motor operating under the target operating condition based on the operating parameters, wherein the operating parameters include motor current, motor voltage, and motor speed; Obtaining a second friction force corresponding to the initial compensation coefficient; The target compensation coefficient is determined according to the first friction force, the second friction force and the initial compensation coefficient.

3. The method according to claim 2, characterized in that The calculation formula of the first friction force is as follows: F1=K×I×U÷N; Among them, F1 represents the first friction force, K represents a preset coefficient, I represents the motor current, U represents the motor voltage, and N represents the motor speed.

4. The method according to claim 1, characterized in that: The performing drive compensation on the first seat motor based on the target compensation coefficient so that the first seat motor can operate normally after the drive compensation, includes: Based on the target compensation coefficient, determining a duty cycle of a driving voltage for driving the first seat motor to operate, wherein the duty cycle of the driving voltage is proportional to the target compensation coefficient; According to the duty cycle of the driving voltage, driving compensation is performed on the first seat motor, so that the first seat motor after driving compensation can operate normally.

5. The method according to claim 1, characterized in that Before obtaining the operating data of the first seat motor under the target working condition, the method further includes: Acquiring operating data of the second seat motor under multiple operating conditions, wherein the multiple operating conditions include the target operating condition; Determining, based on the acquired operating data under the plurality of operating conditions, a third friction force generated by the second seat motor operating under the plurality of operating conditions; determining, according to the third friction force generated by the operation of the second seat motor under the plurality of operating conditions, an initial compensation coefficient corresponding to the second seat motor under the plurality of operating conditions; The initial compensation coefficients corresponding to the second seat motor under the multiple working conditions are pre-stored in a preset database.

6. The method according to claim 5, characterized in that After determining the target compensation coefficient based on the operating parameters, the method further includes: Based on the target compensation coefficient, the initial compensation coefficient in the preset database is updated.

7. The method according to claim 2, characterized in that The operating parameters also include the motor current change rate and the motor speed change rate; Before determining the target compensation coefficient based on the operating parameters, the method further includes: Obtain a first comparison result between the motor current and the anti-pinch current threshold and the stall current threshold, a second comparison result between the motor speed and the anti-pinch speed threshold and the stall speed threshold, a third comparison result between the motor current change rate and the anti-pinch current change rate threshold and the stall current change rate threshold, and / or a fourth comparison result between the motor speed change rate and the anti-pinch speed change rate threshold and the stall speed change rate threshold; It is determined whether the first seat motor has abnormal stall or false anti-pinch according to the first comparison result, the second comparison result, the third comparison result and / or the fourth comparison result.

8. A control device for a seat motor, characterized in that: The device comprises: A first acquisition module, configured to acquire operating data of a first seat motor under a target working condition, wherein the operating data is obtained by driving and compensating the first seat motor based on a preset initial compensation coefficient; a first determination module, configured to determine a target compensation coefficient based on the operating parameters when it is determined according to the operating data that the first seat motor is abnormally blocked or mis-prevented, wherein the target compensation coefficient is used to represent a driving compensation coefficient required when the first seat motor operates normally under the target working condition; The compensation module is used to perform drive compensation on the first seat motor based on the target compensation coefficient, so that the first seat motor can operate normally after drive compensation.

9. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor is used to implement the control method of the seat motor according to any one of claims 1 to 7 when executing the program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the control method of the seat motor according to any one of claims 1 to 7 is implemented.

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