Control method and system for self-suction lock of electric tail door and storage medium

Abstract

The invention discloses a control method and system for a self-suction lock of an electric tail door and a storage medium, and the method comprises the steps: respectively obtaining the motor operation duration of the self-suction lock of the electric tail door and the motor torque and motor current at each collection moment, calculating the torque deviation, carrying out the first wear clamping stagnation analysis in combination with the motor operation duration, and obtaining a second wear clamping stagnation analysis result; calculating current deviation, carrying out second wear clamping stagnation analysis by combining the motor current at the current acquisition moment and the motor operation duration to obtain a motor current compensation coefficient, and carrying out comparative analysis on the motor torque compensation coefficient and the motor current compensation coefficient to obtain a self-suction lock compensation coefficient; therefore, the state control parameters of the self-suction lock can be adjusted. According to the control method and system for the self-suction lock of the electric tail door and the storage medium provided by the embodiment of the invention, the control effect on the self-suction lock of the electric tail door is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle control, and in particular to a control method, system and storage medium for an electric tailgate self-priming lock. Background Art

[0002] The electric tailgate self-priming lock is a device that automatically absorbs and locks the tailgate through motor drive and sensor control. When the tailgate is closed, the motor drives the lock to automatically absorb and lock the tailgate to ensure that the tailgate is tightly closed.

[0003] As the usage time and frequency accumulate, the electric tailgate self-priming lock will inevitably produce a certain amount of wear. If the system does not adjust the lock control strategy and the control parameters of the motor, the wear of the self-priming lock will be aggravated, resulting in a significant reduction in the service life of the self-priming lock or even failure.

[0004] In the prior art, when faced with the wear phenomenon of the self-priming lock, the processing method adopted is to shut down the self-priming lock of the electric tailgate. This control method will cause the electric tailgate to be unable to operate normally.

[0005] It can be seen that how to optimize the control effect of the electric tailgate self-priming lock has become a technical problem that needs to be urgently solved by those skilled in the art. Summary of the invention

[0006] The present invention provides a control method, system and storage medium for an electric tailgate self-priming lock, so as to solve the technical problem that when the self-priming lock is worn out in the prior art, the electric tailgate self-priming lock is shut down, resulting in the electric tailgate being unable to operate normally.

[0007] In order to solve the above technical problems, the first aspect of the present application provides a control method for an electric tailgate self-priming lock.

[0008] The motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment are obtained respectively;

[0009] Calculating the torque deviation at each acquisition moment based on the difference characteristics between each motor torque and the determined state torque; performing a first wear and lag analysis on all the torque deviations and the motor running time according to the torque compensation algorithm to obtain a motor torque compensation coefficient;

[0010] The current deviation at each acquisition moment is calculated based on the difference characteristics between each motor current and the determined state current; a second wear and hysteresis analysis is performed according to the motor current at the current acquisition moment, all the current deviations and the motor running time to obtain a motor current compensation coefficient, wherein the second wear and hysteresis analysis reflects the influence of the fault states of different self-priming locks on the compensation;

[0011] The motor torque compensation coefficient and the motor current compensation coefficient are compared and analyzed to obtain a self-priming lock compensation coefficient so as to adjust the real-time state control parameters of the self-priming lock.

[0012] As one of the preferred solutions, the first wear and lag analysis is performed on all the torque deviations and the motor running time according to the torque compensation algorithm to obtain the motor torque compensation coefficient, including:

[0013] Performing weighted processing on the motor running time and the change in the torque deviation to obtain a torque deviation change index;

[0014] Performing table lookup, comparison and analysis on the torque deviation and the torque deviation change index at the current acquisition moment to obtain a wear compensation coefficient and a jamming compensation coefficient;

[0015] Based on the linear relationship between the wear compensation coefficient and the sticking compensation coefficient, a motor torque compensation coefficient is calculated.

[0016] As one of the preferred solutions, the motor current compensation coefficient includes a wear and stagnation current compensation coefficient and a heating abnormality current compensation coefficient;

[0017] The second wear and stagnation analysis is performed according to the motor current at the current acquisition moment, all the current deviations and the motor running time to obtain the motor current compensation coefficient, including:

[0018] Calibrate and compare all the current deviation changes to determine the current abnormal state type;

[0019] If it is detected that the current abnormal state type is a foreign object stuck state or a gear wear state, the wear stuck current compensation coefficient is calculated according to the motor current at the current acquisition moment, the current current abnormal state type and the current deviation at the current acquisition moment;

[0020] If it is detected that the current abnormal current state type is a thermal abnormal state, a thermal abnormal current compensation coefficient is calculated according to the change in the motor current, the motor internal resistance and the motor running time.

[0021] As one of the preferred solutions, weighted processing is performed on the motor running time and the change in the torque deviation to obtain a torque deviation change index, including:

[0022] Calculating a torque deviation increase amplitude based on all the torque deviation changes;

[0023] The torque deviation increase amplitude and the motor running time are weightedly summed to obtain a torque deviation change index.

[0024] As one of the preferred solutions, the motor torque compensation coefficient is calculated based on the linear relationship between the wear compensation coefficient and the stagnation compensation coefficient, including:

[0025] Inputting the wear compensation coefficient and the jamming compensation coefficient into a torque compensation coefficient calculation expression to calculate the motor torque compensation coefficient;

[0026] The torque compensation coefficient calculation expression is:

[0027]

[0028] in, is the motor torque compensation coefficient, is the sticking compensation coefficient, is the wear compensation coefficient.

[0029] As one of the preferred solutions, the calibration, comparison and analysis of all the changes in the current deviations to determine the type of the current abnormal state includes:

[0030] Calculating the current deviation rising amplitude based on all the changes in the current deviations;

[0031] If it is detected that the current deviation increase amplitude is less than the first calibration value, it is determined that the current abnormal current state type is a gear wear state;

[0032] If it is detected that the current deviation rises by more than the second calibration value, it is determined that the current abnormal current state type is a foreign object stuck state;

[0033] If it is detected that the current deviation rising amplitude is greater than or equal to the first calibration value and less than or equal to the second calibration value, it is determined that the current abnormal current state type is a thermal abnormal state;

[0034] Wherein, the first calibration value is smaller than the second calibration value.

[0035] As one of the preferred solutions, the wear and stuck current compensation coefficient includes a wear current compensation coefficient and a stuck current compensation coefficient;

[0036] The calculating of the wear and stuck current compensation coefficient according to the motor current at the current acquisition moment, the current current abnormal state type and the current deviation at the current acquisition moment includes:

[0037] Taking the absolute value of the ratio of the current deviation at the current acquisition moment to the corresponding motor current as the current relative current deviation;

[0038] If it is detected that the current abnormal current state type is a foreign object stuck state, a first mapping process is performed on the current relative current deviation to obtain a stuck current compensation coefficient within a first preset threshold range;

[0039] If it is detected that the current abnormal current state type is a gear wear state, a second mapping process is performed on the current relative current deviation to obtain a wear current compensation coefficient located in a second preset threshold range.

[0040] As one of the preferred solutions, the calculation of the abnormal heating current compensation coefficient according to the change of the motor current, the motor internal resistance and the running time of the motor includes:

[0041] Inputting the change of the motor current, the motor internal resistance and the motor running time into a calculation expression of the abnormal heating compensation coefficient, and calculating the abnormal heating current compensation coefficient;

[0042] The calculation expression of the heating abnormality compensation coefficient is:

[0043] ΔQ=(ΔI) 2 ×R motor ×t

[0044]

[0045] in, is the abnormal heating current compensation coefficient, ΔQ is the heat change, Q max is the preset maximum heat flow, ΔI is the change in motor current, R motor is the internal resistance of the motor, and t is the running time of the motor.

[0046] A second aspect of the present application provides a control system for an electric tailgate self-priming lock, comprising:

[0047] The torque and current acquisition module is used to respectively acquire the motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment;

[0048] A motor torque compensation module, configured to calculate the torque deviation at each acquisition moment based on the difference characteristics between each motor torque and the determined state torque; perform a first wear and lag analysis on all the torque deviations and the motor running time according to a torque compensation algorithm to obtain a motor torque compensation coefficient;

[0049] A motor current compensation module, used to calculate the current deviation at each acquisition moment based on the difference characteristics between each motor current and the determined state current; perform a second wear and hysteresis analysis according to the motor current at the current acquisition moment, all the current deviations and the motor running time to obtain a motor current compensation coefficient, wherein the second wear and hysteresis analysis reflects the influence of the fault state of different self-priming locks on the compensation;

[0050] The comprehensive compensation control module is used to compare and analyze the motor torque compensation coefficient and the motor current compensation coefficient to obtain the self-priming lock compensation coefficient so as to adjust the real-time state control parameters of the self-priming lock.

[0051] A third aspect of the present application provides a computer-readable storage medium, which stores a computer program. When a device where the computer-readable storage medium is located executes the computer program, the method described above is implemented.

[0052] Compared with the prior art, the embodiments of the present invention have the following advantages:

[0053] (1) The motor operation time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment are obtained respectively. During the operation of the motor of the electric tailgate self-priming lock, the changes in torque and current are often closely related to time. The recent torque data and current data can better reflect the current state of the motor. The time-weighted algorithm is used to weight the sum of all motor torques to obtain the state torque. The time-weighted algorithm is used to weight the sum of all motor currents to obtain the state current. The time-weighted algorithm is used to give the recent torque data a higher weight, thereby more accurately reflecting the real-time state of the motor and reducing the problem of inaccurate state evaluation caused by abnormal data or errors at a single time point. The accuracy of subsequent self-priming lock state evaluation is improved;

[0054] (2) The torque deviation at each acquisition moment is calculated based on the difference characteristics between each motor torque and the determined state torque, and the current deviation at each acquisition moment is calculated based on the difference characteristics between each motor current and the determined state current, and the difference between the actual torque and the state torque, and the difference between the actual current and the state current are quantified, reflecting the torque fluctuation and current fluctuation of the motor in actual operation;

[0055] (3) Performing a first wear and lag analysis on all torque deviations and motor running time according to the torque compensation algorithm to obtain a motor torque compensation coefficient. Performing a second wear and lag analysis on the motor current at the current acquisition moment, all current deviations and motor running time to obtain a motor current compensation coefficient. The second wear and lag analysis reflects the impact of different self-priming lock fault states on compensation. By analyzing the changing trends of torque deviation and current deviation over time, the abnormal state of the self-priming lock is evaluated and quantified into a motor torque compensation coefficient and a motor current compensation coefficient to compensate for the deviation caused by wear or lag.

[0056] (4) A comprehensive comparative analysis of the motor torque compensation coefficient and the motor current compensation coefficient is performed to obtain the self-priming lock compensation coefficient, which is used to adjust the motor control output voltage to adjust the state control parameters of the self-priming lock, optimize the control strategy of the electric tailgate self-priming lock motor, and improve the control effect of the electric tailgate self-priming lock. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 It is a flow chart of a control method of an electric tailgate self-priming lock in one embodiment of the present invention;

[0058] Figure 2 The present invention is a structural block diagram of a control system of an electric tailgate self-priming lock in one embodiment of the present invention. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0060] In the description of this application, the terms "first", "second", "third", etc. are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second", "third", etc. may explicitly or implicitly include one or more of the feature. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0061] In the description of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be a connection between the two elements. The terms "vertical", "horizontal", "left", "right", "upper", "lower" and similar expressions used herein are only for illustrative purposes, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0062] In the description of this application, it should be noted that, unless otherwise defined, all technical and scientific terms used in the present invention have the same meaning as those commonly understood by those skilled in the art. The terms used in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood by specific circumstances.

[0063] An embodiment of the present invention provides a control method for an electric tailgate self-priming lock, the method comprising steps S1-S4. For details, see Figure 1 , Figure 1 The flowchart shows a control method of an electric tailgate self-priming lock in one embodiment of the present invention.

[0064] Step S1: respectively obtaining the motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment.

[0065] It should be noted that the motor torque is an important indicator to measure the motor output capacity, which can directly reflect the load state of the motor. When the electric tailgate self-priming lock motor fails, such as mechanical parts stuck or worn, the motor torque output will be affected, which is manifested as an abnormal increase or decrease in torque; the motor current is a direct reflection of the motor working state. When the electric tailgate self-priming lock motor fails, such as winding short circuit, open circuit or bearing damage, the current will change, which is manifested as an abnormal increase or decrease in current. Combining the motor torque and motor current for comprehensive analysis can more accurately determine the type and cause of the motor failure, and then perform corresponding fault control on the electric tailgate self-priming lock.

[0066] Specifically, during the operation of the electric tailgate self-priming lock, the running time of the motor is recorded, and the motor torque and motor current of the motor of the electric tailgate self-priming lock at each collection moment are collected in real time.

[0067] Step S2: Calculate the torque deviation at each acquisition moment based on the difference characteristics between each motor torque and the determined state torque; perform a first wear and lag analysis on all torque deviations and motor running time according to the torque compensation algorithm to obtain the motor torque compensation coefficient.

[0068] Specifically, a time-weighted algorithm is first used to perform weighted summation on the torques of all motors to obtain the state torque.

[0069] It should be noted that the changes in torque and current are often closely related to time, and recent torque and current data can better reflect the current state of the motor. Through the time-weighted algorithm, a higher weight is given to recent torque data, thereby more accurately reflecting the real-time state of the motor and reducing the problem of inaccurate state assessment caused by abnormal or erroneous data at a single time point.

[0070] Furthermore, the absolute value of the difference between each motor torque and the determined state torque is used as the torque deviation at the corresponding acquisition moment.

[0071] By quantifying the difference between the actual torque and the state torque, the torque fluctuation of the motor in actual operation is reflected.

[0072] Then, the torque deviation increase amplitude is calculated based on the change of all torque deviations, and the torque deviation increase amplitude and the motor running time are weighted and summed to obtain the torque deviation change index. Then, the torque deviation and the torque deviation change index at the current acquisition moment are compared and analyzed to obtain the wear compensation coefficient and the hysteresis compensation coefficient, and the motor torque compensation coefficient is calculated based on the linear relationship between the wear compensation coefficient and the hysteresis compensation coefficient.

[0073] In this step, a table lookup comparison analysis is performed on the torque deviation and the torque deviation change index at the current acquisition moment to obtain a wear compensation coefficient and a sticking compensation coefficient, including: firstly performing a first table lookup comparison analysis on the torque deviation and the torque deviation change index at the current acquisition moment to obtain the wear compensation coefficient, and then performing a second table lookup comparison analysis on the wear compensation coefficient and the torque deviation change index to obtain the sticking compensation coefficient.

[0074] Based on the linear relationship between the wear compensation coefficient and the hysteresis compensation coefficient, the motor torque compensation coefficient is calculated, including: inputting the wear compensation coefficient and the hysteresis compensation coefficient into a torque compensation coefficient calculation expression to calculate the motor torque compensation coefficient.

[0075] Specifically, the torque compensation coefficient calculation expression is:

[0076]

[0077] in, is the motor torque compensation coefficient, is the sticking compensation coefficient, is the wear compensation coefficient.

[0078] Step S3: Calculate the current deviation at each acquisition moment based on the difference characteristics between each motor current and the determined state current; perform a second wear and lag analysis based on the motor current at the current acquisition moment, all current deviations and the motor running time to obtain the motor current compensation coefficient.

[0079] It should be noted that the motor current compensation coefficient includes the wear and stagnation current compensation coefficient and the heating abnormality current compensation coefficient. The second wear and stagnation analysis reflects the impact of different self-priming lock fault states on the compensation.

[0080] First, calibrate and compare the changes in all current deviations to determine the type of current abnormal state.

[0081] Specifically, the current deviation rising amplitude is calculated based on the change in all current deviations. If it is detected that the current deviation rising amplitude is less than the first calibration value, the current current abnormal state type is determined to be a gear wear state; if it is detected that the current deviation rising amplitude is greater than the second calibration value, the current current abnormal state type is determined to be a foreign object jamming state; if it is detected that the current deviation rising amplitude is greater than or equal to the first calibration value and less than or equal to the second calibration value, the current current abnormal state type is determined to be a thermal abnormal state.

[0082] It should be noted that the first calibration value and the second calibration value are obtained by actual measurement, and the first calibration value is smaller than the second calibration value.

[0083] As an embodiment of the present application, the difference between the maximum value and the minimum value of all current deviations is used as the current deviation rising amplitude.

[0084] Furthermore, if it is detected that the current abnormal current state type is a foreign object stuck state or a gear wear state, the wear stuck current compensation coefficient is calculated according to the motor current at the current collection moment, the current current abnormal state type and the current deviation at the current collection moment.

[0085] If it is detected that the current abnormal current state type is a thermal abnormal state, the thermal abnormal current compensation coefficient is calculated according to the change in motor current, the motor internal resistance and the motor running time.

[0086] It should be noted that the wear and stuck current compensation coefficient includes a wear current compensation coefficient and a stuck current compensation coefficient.

[0087] In this step, the specific method for calculating the wear and stagnation current compensation coefficient is as follows according to the motor current at the current acquisition time, the current current abnormal state type and the current deviation at the current acquisition time:

[0088] The absolute value of the ratio of the current deviation at the current collection moment to the corresponding motor current is taken as the current relative current deviation. If it is detected that the current current abnormal state type is a foreign object stuck state, the current relative current deviation is subjected to a first mapping process to obtain a stuck current compensation coefficient within a first preset threshold interval. If it is detected that the current current abnormal state type is a gear wear state, the current relative current deviation is subjected to a second mapping process to obtain a wear current compensation coefficient within a second preset threshold interval.

[0089] It should be noted that the first preset threshold interval and the second preset threshold interval are both manually set. In this embodiment, the first preset threshold interval is [1, 1.5], and the second preset threshold interval is [0.4, 0.6].

[0090] The abnormal heating current compensation coefficient is calculated according to the change of the motor current, the motor internal resistance and the motor running time, including: inputting the change of the motor current, the motor internal resistance and the motor running time into the abnormal heating current compensation coefficient calculation expression, and calculating the abnormal heating current compensation coefficient.

[0091] Specifically, the calculation expression of the abnormal heating compensation coefficient is:

[0092] ΔQ=(ΔI) 2 ×R motor ×t

[0093]

[0094] in, is the abnormal heating current compensation coefficient, ΔQ is the heat change, Q max is the preset maximum heat flow, ΔI is the change in motor current, R motor is the internal resistance of the motor, and t is the running time of the motor.

[0095] Step S4: Compare and analyze the motor torque compensation coefficient and the motor current compensation coefficient to obtain the self-priming lock compensation coefficient to adjust the real-time state control parameters of the self-priming lock.

[0096] Specifically, the maximum value of the motor torque compensation coefficient and the motor current compensation coefficient is used as the self-priming lock compensation coefficient, and the self-priming lock compensation coefficient is input into the electric tailgate self-priming lock system.

[0097] During the operation of the electric tailgate self-priming lock, the motor control output voltage is adjusted through the self-priming lock compensation coefficient, such as changing the motor control PWM duty cycle, thereby helping the system solve the jamming problem, reducing the loss of worn gears and reducing the heating state of the motor, reducing the risk of system failure and increasing the system life.

[0098] Compared with the prior art, the control method of the electric tailgate self-priming lock provided by the embodiment of the present invention has the following beneficial effects:

[0099] (1) The motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment are obtained respectively. During the operation of the motor of the electric tailgate self-priming lock, the changes in torque and current are often closely related to time. The recent torque data and current data can better reflect the current state of the motor. The time-weighted algorithm is used to weight the sum of all motor torques to obtain the state torque. The time-weighted algorithm is used to weight the sum of all motor currents to obtain the state current. The time-weighted algorithm is used to give higher weights to the recent torque data and the recent current data, thereby more accurately reflecting the real-time state of the motor and reducing the problem of inaccurate state evaluation caused by abnormal data or errors at a single time point. The accuracy of subsequent self-priming lock state evaluation is improved;

[0100] (2) The torque deviation at each acquisition moment is calculated based on the difference characteristics between each motor torque and the determined state torque, and the current deviation at each acquisition moment is calculated based on the difference characteristics between each motor current and the determined state current, and the difference between the actual torque and the state torque, and the difference between the actual current and the state current are quantified, reflecting the torque fluctuation and current fluctuation of the motor in actual operation;

[0101] (3) Performing a first wear and lag analysis on all torque deviations and motor running time according to the torque compensation algorithm to obtain a motor torque compensation coefficient. Performing a second wear and lag analysis on the motor current at the current acquisition moment, all current deviations and motor running time to obtain a motor current compensation coefficient. The second wear and lag analysis reflects the impact of different self-priming lock fault states on compensation. By analyzing the changing trends of torque deviation and current deviation over time, the abnormal state of the self-priming lock is evaluated and quantified into a motor torque compensation coefficient and a motor current compensation coefficient to compensate for the deviation caused by wear or lag.

[0102] (4) A comprehensive comparative analysis of the motor torque compensation coefficient and the motor current compensation coefficient is performed to obtain the self-priming lock compensation coefficient, which is used to adjust the motor control output voltage to adjust the state control parameters of the self-priming lock, optimize the control strategy of the electric tailgate self-priming lock motor, and improve the control effect of the electric tailgate self-priming lock.

[0103] Another embodiment of the present invention provides a control system for an electric tailgate self-priming lock. For details, see Figure 2 , Figure 2 Shown is a structural block diagram of a control system of an electric tailgate self-priming lock in one embodiment of the present invention.

[0104] Specifically, an embodiment of the present invention provides a control system for an electric tailgate self-priming lock, including:

[0105] The torque current acquisition module 11 is used to respectively acquire the motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment;

[0106] The motor torque compensation module 12 is used to calculate the torque deviation at each acquisition moment based on the difference characteristics between each motor torque and the determined state torque; perform a first wear and lag analysis on all torque deviations and motor running time according to the torque compensation algorithm to obtain the motor torque compensation coefficient;

[0107] The motor current compensation module 13 is used to calculate the current deviation at each acquisition moment based on the difference characteristics between each motor current and the determined state current; perform a second wear and hysteresis analysis according to the motor current at the current acquisition moment, all current deviations and the motor running time to obtain the motor current compensation coefficient, and the second wear and hysteresis analysis reflects the impact of the fault state of different self-priming locks on the compensation;

[0108] The comprehensive compensation control module 14 is used to compare and analyze the motor torque compensation coefficient and the motor current compensation coefficient to obtain the self-priming lock compensation coefficient so as to adjust the real-time state control parameters of the self-priming lock.

[0109] Yet another embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the method described above.

[0110] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A control method for an electric tailgate self-priming lock, characterized in that: include: The motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment are obtained respectively; Calculating the torque deviation at each of the acquisition moments based on the difference characteristics between each of the motor torques and the determined state torque; Performing a first wear and stagnation analysis on all the torque deviations and the motor running time according to a torque compensation algorithm to obtain a motor torque compensation coefficient; Calculating the current deviation at each acquisition moment based on the difference characteristics between each motor current and the determined state current; Perform a second wear and hysteresis analysis according to the motor current, all the current deviations and the motor running time at the current acquisition moment to obtain a motor current compensation coefficient, wherein the second wear and hysteresis analysis reflects the influence of the fault states of different self-priming locks on the compensation; The motor torque compensation coefficient and the motor current compensation coefficient are compared and analyzed to obtain a self-priming lock compensation coefficient so as to adjust the real-time state control parameters of the self-priming lock.

2. The control method of the electric tailgate self-priming lock according to claim 1, characterized in that: The first wear and stagnation analysis is performed on all the torque deviations and the motor running time according to the torque compensation algorithm to obtain the motor torque compensation coefficient, including: Performing weighted processing on the motor running time and the change in the torque deviation to obtain a torque deviation change index; Performing table lookup, comparison and analysis on the torque deviation and the torque deviation change index at the current acquisition moment to obtain a wear compensation coefficient and a jamming compensation coefficient; Based on the linear relationship between the wear compensation coefficient and the sticking compensation coefficient, a motor torque compensation coefficient is calculated.

3. The control method of the electric tailgate self-priming lock according to claim 1, characterized in that: The motor current compensation coefficient includes a wear and stagnation current compensation coefficient and a heating abnormal current compensation coefficient; The second wear and stagnation analysis is performed according to the motor current at the current acquisition moment, all the current deviations and the motor running time to obtain the motor current compensation coefficient, including: Calibrate and compare all the current deviation changes to determine the current abnormal state type; If it is detected that the current abnormal state type is a foreign object stuck state or a gear wear state, the wear stuck current compensation coefficient is calculated according to the motor current at the current acquisition moment, the current current abnormal state type and the current deviation at the current acquisition moment; If it is detected that the current abnormal current state type is a thermal abnormal state, a thermal abnormal current compensation coefficient is calculated according to the change amount of the motor current, the motor internal resistance and the motor running time.

4. The control method of the electric tailgate self-priming lock according to claim 2, characterized in that: The weighted processing of the motor running time and the change amount of the torque deviation to obtain the torque deviation change index includes: Calculating a torque deviation increase amplitude based on all the torque deviation changes; The torque deviation increase amplitude and the motor running time are weightedly summed to obtain a torque deviation change index.

5. The control method of the electric tailgate self-priming lock according to claim 2, characterized in that: The calculating of the motor torque compensation coefficient based on the linear relationship between the wear compensation coefficient and the jamming compensation coefficient includes: Inputting the wear compensation coefficient and the jamming compensation coefficient into a torque compensation coefficient calculation expression to calculate the motor torque compensation coefficient; The torque compensation coefficient calculation expression is: in, is the motor torque compensation coefficient, is the sticking compensation coefficient, is the wear compensation coefficient.

6. The control method of the electric tailgate self-priming lock according to claim 3, characterized in that: The calibration, comparison and analysis of all the current deviation changes to determine the current abnormal current state type includes: Calculating the current deviation rising amplitude based on all the changes in the current deviations; If it is detected that the current deviation increase amplitude is less than the first calibration value, it is determined that the current abnormal current state type is a gear wear state; If it is detected that the current deviation rises by more than the second calibration value, it is determined that the current abnormal current state type is a foreign object stuck state; If it is detected that the current deviation rising amplitude is greater than or equal to the first calibration value and less than or equal to the second calibration value, it is determined that the current abnormal current state type is a thermal abnormal state; Wherein, the first calibration value is smaller than the second calibration value.

7. The control method of the electric tailgate self-priming lock according to claim 3, characterized in that: The wear and stagnation current compensation coefficient includes a wear current compensation coefficient and a stagnation current compensation coefficient; The calculating of the wear and stuck current compensation coefficient according to the motor current at the current acquisition moment, the current current abnormal state type and the current deviation at the current acquisition moment includes: Taking the absolute value of the ratio of the current deviation at the current acquisition moment to the corresponding motor current as the current relative current deviation; If it is detected that the current abnormal current state type is a foreign object stuck state, a first mapping process is performed on the current relative current deviation to obtain a stuck current compensation coefficient within a first preset threshold range; If it is detected that the current abnormal current state type is a gear wear state, a second mapping process is performed on the current relative current deviation to obtain a wear current compensation coefficient located in a second preset threshold range.

8. The control method of the electric tailgate self-priming lock according to claim 3, characterized in that: The calculating of the abnormal heating current compensation coefficient according to the change of the motor current, the motor internal resistance and the running time of the motor includes: Inputting the change of the motor current, the motor internal resistance and the motor running time into a calculation expression of the abnormal heating compensation coefficient, and calculating the abnormal heating current compensation coefficient; The calculation expression of the heating abnormality compensation coefficient is: ΔQ=(ΔI) 2 ×R motor ×t in, is the abnormal heating current compensation coefficient, ΔQ is the heat change, Q max is the preset maximum heat flow, ΔI is the change in motor current, R motor is the internal resistance of the motor, and t is the running time of the motor.

9. A control system for an electric tailgate self-priming lock, characterized in that: The system comprises: The torque and current acquisition module is used to respectively acquire the motor running time of the electric tailgate self-priming lock and the motor torque and motor current at each acquisition moment; A motor torque compensation module, configured to calculate the torque deviation at each acquisition moment based on the difference characteristics between each motor torque and the determined state torque; perform a first wear and lag analysis on all the torque deviations and the motor running time according to a torque compensation algorithm to obtain a motor torque compensation coefficient; A motor current compensation module, used to calculate the current deviation at each acquisition moment based on the difference characteristics between each motor current and the determined state current; perform a second wear and hysteresis analysis according to the motor current at the current acquisition moment, all the current deviations and the motor running time to obtain a motor current compensation coefficient, wherein the second wear and hysteresis analysis reflects the influence of the fault state of different self-priming locks on the compensation; The comprehensive compensation control module is used to compare and analyze the motor torque compensation coefficient and the motor current compensation coefficient to obtain the self-priming lock compensation coefficient so as to adjust the real-time state control parameters of the self-priming lock.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, wherein when the device where the computer-readable storage medium is located executes the computer program, the method according to any one of claims 1 to 8 is implemented.

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