Automobile open top double-supporting-rod control method and system, terminal and storage medium

Abstract

The invention relates to an automobile open top double-supporting-rod control method and system, a terminal and a storage medium, and relates to the technical field of automobile engineering.The method comprises the steps that a left rod Hall position, a right rod Hall position, a left rod Hall speed and a right rod Hall speed are obtained; analyzing the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed to determine the left and right rod position difference and the left and right rod speed difference; judging whether the left and right rod position difference and the left and right rod speed difference meet the requirements of a preset synchronization result or not; if yes, the left rod Hall position and the left rod Hall speed are analyzed so as to synchronously control the preset automobile convertible double supporting rods; and if not, analyzing the left and right rod position difference, the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed so as to synchronously control the double stay bars of the automobile convertible. The structure has the effect of improving the synchronism of the double supporting rods of the open top.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automotive engineering, in particular to a double-support-rod control method and system for an automobile convertible top, a terminal and a storage medium. BACKGROUND

[0002] The double-support-rod control of an automobile convertible top refers to a technical process of precisely driving, synchronously adjusting and monitoring the support rods on both sides of the convertible top through electronic control and mechanical coordination, so as to achieve the stable unfolding or folding of the convertible top.

[0003] In related technologies, when the double-support-rod control of an automobile convertible top is performed, a synchronous motor is usually used to drive the two-side support rods to move coordinately. The synchronous motor has precise speed control characteristics, and according to the total stroke of the convertible top from complete closing to complete opening, the total stroke is divided into several fixed stages, each stage corresponds to a specific support rod extension amount, and the motor switches the working state according to the preset time node, and according to the different motor duty ratios corresponding to different working states, the support rods are pushed to move along the predetermined trajectory.

[0004] For the related technologies described above, when the motor duty ratio is switched according to the fixed stages and time nodes to control the double-support-rod of the automobile convertible top, the real-time position difference and speed difference between the two-side support rods due to load, wear and other factors in actual movement are not considered, which is easy to cause synchronization deviation, and cannot dynamically adapt to the working condition changes, resulting in possible jamming and uneven force of the convertible top opening and closing, and there is still room for improvement. SUMMARY

[0005] In order to improve the synchronization of the double-support-rod of the convertible top, the present application provides a double-support-rod control method and system for an automobile convertible top, a terminal and a storage medium.

[0006] In the first aspect, the present application provides a double-support-rod control method for an automobile convertible top, which adopts the following technical solution:

[0007] A double-support-rod control method for an automobile convertible top, comprising:

[0008] obtaining a left-rod Hall position, a right-rod Hall position, a left-rod Hall speed and a right-rod Hall speed;

[0009] analyzing the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed to determine a left-right rod position difference and a left-right rod speed difference;

[0010] determining whether the left-right rod position difference and the left-right rod speed difference meet the requirements of a preset synchronization result;

[0011] if so, analyzing the left-rod Hall position and the left-rod Hall speed to synchronously control a preset double-support-rod of an automobile convertible top;

[0012] If not, the left and right rod position difference, left rod Hall position, right rod Hall position, left rod Hall speed and right rod Hall speed are analyzed to synchronously control the automobile convertible double support rod.

[0013] By adopting the above technical scheme, when the left and right rod position difference and the left and right rod speed difference meet the requirement of synchronization, that is, the left and right rod speed and the left and right rod position are synchronized, the left rod Hall position and the left rod Hall speed are analyzed to synchronously control the automobile convertible double support rod, so as to ensure that the left and right rods move forward at the same acceleration when the left and right rod speed and the left and right rod position are synchronized, and when the left and right rod position difference and the left and right rod speed difference do not meet the requirement of synchronization, that is, the left and right rod speed or the left and right rod position is out of synchronization, the left and right rod position difference, the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed are analyzed to synchronously control the automobile convertible double support rod, so as to monitor the left and right rod position difference and the left and right rod speed difference in real time, and then dynamically adjust the double support rod synchronization scheme according to the left and right rod position difference and the left and right rod speed difference, thereby improving the synchronization of the convertible top double support rod.

[0014] Optionally, the step of analyzing the left rod Hall position and the left rod Hall speed to synchronously control the automobile convertible double support rod comprises:

[0015] analyzing the left rod Hall position and the preset to-be-locked position to determine a to-be-locked distance;

[0016] analyzing the left rod Hall speed, the preset to-be-locked speed and the to-be-locked distance to determine a uniform acceleration;

[0017] analyzing the left rod Hall speed, the uniform acceleration and the preset control period to determine a locking preparation speed;

[0018] synchronously controlling the automobile convertible double support rod according to the locking preparation speed.

[0019] By adopting the above technical scheme, the left rod Hall speed, the to-be-locked speed and the to-be-locked distance are analyzed to determine the uniform acceleration of the left and right rods when moving forward, so as to accelerate the left and right rods according to the uniform acceleration, thereby ensuring that the left and right rods synchronously reach the to-be-locked position and the speed of the left and right rods is the to-be-locked speed, the left rod Hall speed, the uniform acceleration and the preset control period are analyzed to determine the locking preparation speed, and the automobile convertible double support rod is synchronously controlled according to the locking preparation speed, so as to ensure that the double support rod maintains consistent speed and smooth movement in the locking preparation stage, avoids mechanical impact or position deviation caused by sudden speed change, lays a foundation for accurate execution of the locking action, and further improves the safety and reliability of the locking process of the convertible system.

[0020] Optionally, the steps of analyzing the left-right lever position difference, the left lever Hall position, the right lever Hall position, the left lever Hall speed and the right lever Hall speed to synchronously control the double support lever of the automobile sunroof include:

[0021] determining whether the left-right lever position difference is greater than a preset maximum fine adjustment position difference;

[0022] If yes, analyzing the left lever Hall position and the right lever Hall position to determine the leading lever position and the lagging lever position;

[0023] analyzing the leading lever position and the lagging lever position to synchronously control the double support lever of the automobile sunroof;

[0024] If no, analyzing the left lever Hall position, the right lever Hall position, the left lever Hall speed and the right lever Hall speed to determine the leading lever position, the lagging lever position, the leading lever speed and the lagging lever speed;

[0025] analyzing the leading lever position, the lagging lever position, the leading lever speed and the lagging lever speed to synchronously control the double support lever of the automobile sunroof.

[0026] By using the above technical solution, when the left-right lever position difference is greater than the maximum fine adjustment position difference, it indicates that the left-right lever position difference is large, and a large-step coarse adjustment manner is needed to synchronously adjust the left and right levers, so the left lever Hall position and the right lever Hall position are analyzed to determine the leading lever position and the lagging lever position, and the leading lever position and the lagging lever position are analyzed to synchronously control the double support lever of the automobile sunroof, so as to quickly reduce the left-right lever position error. When the left-right lever position difference is not greater than the maximum fine adjustment position difference, it indicates that the left-right lever position difference is small, and a small-step fine adjustment manner is needed to synchronously adjust the left and right levers, so the left lever Hall position, the right lever Hall position, the left lever Hall speed and the right lever Hall speed are analyzed to determine the leading lever position, the lagging lever position, the leading lever speed and the lagging lever speed, and the leading lever position, the lagging lever position, the leading lever speed and the lagging lever speed are analyzed to synchronously control the double support lever of the automobile sunroof, so as to dynamically adjust the position synchronization strategy according to the size of the left-right lever position difference, and then quickly and accurately synchronize the left and right lever positions.

[0027] Optionally, the steps of analyzing the leading lever position and the lagging lever position to synchronously control the double support lever of the automobile sunroof include:

[0028] analyzing the leading lever position, the lagging lever position and a preset fine adjustment position to determine a leading coarse adjustment distance and a lagging coarse adjustment distance;

[0029] analyzing the leading coarse adjustment distance and the lagging coarse adjustment distance to determine a coarse adjustment proportion;

[0030] analyzing the preset maximum safe speed and the coarse adjustment ratio to determine the lag coarse adjustment speed and the lead coarse adjustment speed;

[0031] analyzing the preset control period and the lag coarse adjustment speed to determine the lag coarse adjustment step;

[0032] determining whether the lag coarse adjustment step is greater than the lag coarse adjustment distance;

[0033] if not, synchronously controlling the automobile sunroof double support rods according to the lag coarse adjustment speed and the lead coarse adjustment speed;

[0034] if yes, analyzing the lag coarse adjustment distance and the coarse adjustment ratio to synchronously control the automobile sunroof double support rods.

[0035] By using the above technical solutions, the lead coarse adjustment distance and the lag coarse adjustment distance are analyzed to determine the coarse adjustment ratio, the coarse adjustment ratio and the maximum safe speed are analyzed to determine the lag coarse adjustment speed and the lead coarse adjustment speed, the lag coarse adjustment speed and the control period are analyzed to determine the lag coarse adjustment step, when the lag coarse adjustment step is not greater than the lag coarse adjustment distance, it indicates that the current step will not exceed the coarse adjustment position, therefore the automobile sunroof double support rods are synchronously controlled according to the lag coarse adjustment speed and the lead coarse adjustment speed, when the lag coarse adjustment step is greater than the lag coarse adjustment distance, it indicates that the current step exceeds the coarse adjustment position, the lag coarse adjustment step needs to be adjusted, therefore the lag coarse adjustment distance and the coarse adjustment ratio are analyzed to synchronously control the automobile sunroof double support rods, so that the position deviation of the left and right rods is quickly reduced in the coarse adjustment stage, over-adjustment caused by too large step or the influence of adjustment efficiency caused by too small step is avoided, and the double support rods are in a nearly synchronous state before entering the fine adjustment, thereby improving the synchronous control precision and the running stability of the automobile sunroof double support rods.

[0036] Optionally, the step of analyzing the lag coarse adjustment distance and the coarse adjustment ratio to synchronously control the automobile sunroof double support rods comprises:

[0037] analyzing the lag coarse adjustment distance and the control period to determine the lag adjustment speed;

[0038] analyzing the lag adjustment speed and the coarse adjustment ratio to determine the lead adjustment speed;

[0039] synchronously controlling the automobile sunroof double support rods according to the lag adjustment speed and the lead adjustment speed.

[0040] By adopting the technical scheme, the hysteresis coarse adjustment distance and the control period are analyzed to determine the hysteresis adjustment speed, the hysteresis adjustment speed and the coarse adjustment proportion are analyzed to determine the advance adjustment speed, and finally the hysteresis adjustment speed and the advance adjustment speed are used to synchronously control the automobile sunroof double supporting rods, so that when the hysteresis coarse adjustment step exceeds the hysteresis coarse adjustment distance, the hysteresis coarse adjustment distance is taken as the current step to be moved, the hysteresis adjustment speed and the advance adjustment speed are determined, and then it is ensured that the hysteresis rod does not pass through the coarse adjustment target position in the coarse adjustment process, a new deviation caused by over-adjustment is avoided, and the synchronization control precision and the operation stability of the automobile sunroof system are improved.

[0041] Optionally, the step of analyzing the advance rod position, the hysteresis rod position, the advance rod speed and the hysteresis rod speed to synchronously control the automobile sunroof double supporting rods comprises:

[0042] analyzing the advance rod speed and the hysteresis rod speed to determine a fine adjustment speed difference;

[0043] judging whether the fine adjustment speed difference is less than a preset maximum speed error value;

[0044] if yes, analyzing the advance rod position and the hysteresis rod position to determine a fine adjustment position difference;

[0045] analyzing the fine adjustment position difference, a preset position proportion coefficient, a preset position integral coefficient and a preset position differential coefficient to determine a position correction amount;

[0046] analyzing the position correction amount, the advance rod speed and the hysteresis rod speed to synchronously control the automobile sunroof double supporting rods;

[0047] if no, analyzing the fine adjustment speed difference, a preset speed proportion coefficient, a preset speed integral coefficient and a preset speed differential coefficient to determine a speed correction amount;

[0048] determining an advance rod deceleration amount and a hysteresis rod acceleration amount according to the speed correction amount;

[0049] determining an advance speed adjustment speed and a hysteresis speed adjustment speed according to the advance rod deceleration amount, the hysteresis rod acceleration amount, the advance rod speed and the hysteresis rod speed;

[0050] synchronously controlling the automobile sunroof double supporting rods according to the advance speed adjustment speed and the hysteresis speed adjustment speed.

[0051] By adopting the technical scheme, when the fine adjustment speed difference is less than the maximum speed error value, it indicates that the speeds of the left and right rods have been synchronized, and the positions of the left and right rods need to be further fine adjusted to ensure the synchronization of the positions of the left and right rods, therefore, the lead rod position and the lag rod position are analyzed to determine the fine adjustment position difference, the position correction amount, the lead rod speed and the lag rod speed are analyzed to synchronously control the automobile convertible double support rods, when the fine adjustment speed difference is not less than the maximum speed error value, it indicates that the speeds of the left and right rods have not been synchronized, therefore, the speeds of the left and right rods are fine adjusted, the lead rod deceleration amount and the lag rod acceleration amount are determined according to the speed correction amount, the lead speed adjustment speed and the lag speed adjustment speed are determined according to the lead rod deceleration amount, the lag rod acceleration amount, the lead rod speed and the lag rod speed, and the automobile convertible double support rods are synchronously controlled according to the lead speed adjustment speed and the lag speed adjustment speed, so that the speed and position deviations are eliminated in stages, the double support rod high-precision synchronization is realized, and the synchronization of the convertible top double support rods is improved.

[0052] Optionally, the step of analyzing the position correction amount, the lead rod speed and the lag rod speed to synchronously control the automobile convertible double support rods comprises:

[0053] analyzing the position correction amount and the control period to determine the lead rod deceleration amount and the lag rod acceleration amount;

[0054] determining the lead rod position adjustment speed and the lag rod position adjustment speed according to the lead rod speed, the lag rod speed, the lead rod deceleration amount and the lag rod acceleration amount;

[0055] synchronously controlling the automobile convertible double support rods according to the lead rod position adjustment speed and the lag rod position adjustment speed, and obtaining the adjusted lead rod position and the adjusted lag rod position;

[0056] analyzing the adjusted lead rod position and the adjusted lag rod position to determine the adjusted position difference;

[0057] judging whether the adjusted position difference is greater than a preset maximum position error value;

[0058] if yes, the fine adjustment position difference is continuously obtained for loop calculation;

[0059] if no, the lead rod position adjustment speed and the lag rod position adjustment speed are analyzed to determine the final position adjustment speed;

[0060] the lead rod position adjustment speed and the lag rod position adjustment speed are updated to the final position adjustment speed, and the automobile convertible double support rods are synchronously controlled at the final position adjustment speed.

[0061] By adopting the technical scheme, when the fine adjustment speed difference is less than the maximum speed error value, it indicates that the speeds of the left and right rods have been synchronized, and the positions of the left and right rods need to be further fine adjusted to ensure the synchronization of the positions of the left and right rods, so the leading rod adjustment speed and the lagging rod adjustment speed are determined according to the leading rod speed, the lagging rod speed, the leading rod speed reduction amount and the lagging rod speed increase amount, the left and right rods are synchronously controlled according to the leading rod adjustment speed and the lagging rod adjustment speed, the adjusted leading rod position and the adjusted lagging rod position are obtained, the adjusted leading rod position and the adjusted lagging rod position are analyzed to determine the adjusted position difference, when the adjusted position difference is greater than the maximum position error value, it indicates that there is still a position difference between the left and right rods, so the fine adjustment position difference is continuously obtained for cyclic calculation, when the adjusted position difference is not greater than the maximum position error value, it indicates that the positions of the left and right rods have been synchronized, so the leading rod adjustment speed and the lagging rod adjustment speed are analyzed to determine the final adjustment speed, the leading rod adjustment speed and the lagging rod adjustment speed are updated to the final adjustment speed, and the left and right rods are synchronously controlled according to the final adjustment speed, so that when the positions of the left and right rods are not synchronized, the speeds of the left and right rods are continuously adjusted to ensure the synchronization of the positions of the left and right rods, and when the positions of the left and right rods are synchronized, the speeds of the left and right rods are fixed to avoid the reoccurrence of the position difference due to the speed difference between the left and right rods, thereby improving the synchronization of the double support rods of the convertible top.

[0062] In a second aspect, the application provides a double support rod control system for a convertible top of a vehicle, which employs the following technical scheme:

[0063] A double support rod control system for a convertible top of a vehicle, comprising:

[0064] An acquisition module, configured to acquire a left rod Hall position, a right rod Hall position, a left rod Hall speed and a right rod Hall speed;

[0065] A memory, configured to store a program of the double support rod control method for a convertible top of a vehicle according to any one of the preceding aspects;

[0066] A processor, the program in the memory can be loaded and executed by the processor and implement the double support rod control method for a convertible top of a vehicle according to any one of the preceding aspects.

[0067] By adopting the technical scheme, when the left and right rod position difference and the left and right rod speed difference both meet the synchronization result requirement, the left and right rods are synchronously controlled by analyzing the left rod Hall position and the left rod Hall speed, so as to ensure that the left and right rods move forward at the same acceleration, when the left and right rod position difference and the left and right rod speed difference do not meet the synchronization result requirement, the left and right rods are synchronously controlled by analyzing the left and right rod position difference, the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed, so as to monitor the position difference and the speed difference in real time, and then dynamically adjust the double support rod synchronization scheme accordingly, thereby improving the synchronization of the double support rods of the convertible top.

[0068] In a third aspect, the present application provides an intelligent terminal, which adopts the technical scheme as follows:

[0069] An intelligent terminal, comprising a memory and a processor, the memory storing a computer program capable of being loaded and executed by the processor to implement the control method of the double support rod of the convertible top of an automobile according to any one of the above.

[0070] By adopting the above technical scheme, when the left-right rod position difference and the left-right rod speed difference both meet the synchronization result requirement, the double support rod of the convertible top is controlled by analyzing the left rod Hall position and the left rod Hall speed, so as to ensure that the left and right rods move forward at the same acceleration at this time; when the left-right rod position difference and the left-right rod speed difference do not meet the synchronization result requirement, the double support rod of the convertible top is controlled by analyzing the left-right rod position difference, the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed, so as to monitor the position difference and the speed difference in real time, and then dynamically adjust the synchronization scheme of the double support rod according to the same, thereby improving the synchronization of the double support rod of the convertible top.

[0071] In a fourth aspect, the present application provides a computer storage medium capable of storing a corresponding program, having the characteristics of facilitating the implementation of a control method of a double support rod of a convertible top of an automobile, and adopting the technical scheme as follows:

[0072] A computer readable storage medium storing a computer program capable of being loaded and executed by a processor to implement the control method of the double support rod of the convertible top of an automobile according to any one of the above.

[0073] By adopting the above technical scheme, when the left-right rod position difference and the left-right rod speed difference both meet the synchronization result requirement, the double support rod of the convertible top is controlled by analyzing the left rod Hall position and the left rod Hall speed, so as to ensure that the left and right rods move forward at the same acceleration at this time; when the left-right rod position difference and the left-right rod speed difference do not meet the synchronization result requirement, the double support rod of the convertible top is controlled by analyzing the left-right rod position difference, the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed, so as to monitor the position difference and the speed difference in real time, and then dynamically adjust the synchronization scheme of the double support rod according to the same, thereby improving the synchronization of the double support rod of the convertible top.

[0074] In summary, the present application includes at least one of the following beneficial technical effects:

[0075] 1. By analyzing the left and right lever Hall positions to determine the leading and lagging lever positions, and analyzing the leading and lagging lever positions to synchronously control the automobile convertible double lever, the left and right lever position errors are quickly reduced. When the left and right lever position difference is not greater than the maximum fine adjustment position difference, it indicates that the left and right lever position difference is small, and small step fine adjustment is required for synchronous adjustment of the left and right levers. Therefore, the left and right lever Hall positions, left and right lever Hall speeds are analyzed to determine the leading and lagging lever positions, and the leading and lagging lever speeds, and the leading and lagging lever positions, and the leading and lagging lever speeds are analyzed to synchronously control the automobile convertible double lever, so as to dynamically adjust the position synchronization strategy according to the size of the left and right lever position difference, and then quickly and accurately synchronize the left and right lever positions.

[0076] 2. By analyzing the leading and lagging coarse adjustment distances to determine the coarse adjustment proportion, and analyzing the coarse adjustment proportion and the maximum safe speed to determine the lagging coarse adjustment speed and the leading coarse adjustment speed, and analyzing the lagging coarse adjustment speed and the control period to determine the lagging coarse adjustment step, when the lagging coarse adjustment step is not greater than the lagging coarse adjustment distance, it indicates that the current step will not exceed the coarse adjustment position, and therefore the automobile convertible double lever is synchronously controlled according to the lagging coarse adjustment speed and the leading coarse adjustment speed. When the lagging coarse adjustment step is greater than the lagging coarse adjustment distance, it indicates that the current step exceeds the coarse adjustment position, and the lagging coarse adjustment step needs to be adjusted. Therefore, the lagging coarse adjustment distance and the coarse adjustment proportion are analyzed to synchronously control the automobile convertible double lever, so as to quickly reduce the position deviation of the left and right levers in the coarse adjustment stage, avoid over-adjustment due to too large step size, or affect the adjustment efficiency due to too small step size, and thus make the double lever in the coarse adjustment stage close to the synchronized state, and improve the synchronization control precision and running stability of the automobile convertible double lever.

[0077] 3. By analyzing the left and right lever Hall positions and the left and right lever Hall speeds to synchronously control the automobile convertible double lever when the left and right lever position difference and the left and right lever speed difference meet the synchronization requirement, i.e. the left and right lever speeds and the left and right lever positions are synchronized, so as to ensure that the left and right levers move forward at the same acceleration when the left and right lever speeds and the left and right lever positions are synchronized. When the left and right lever position difference and the left and right lever speed difference do not meet the synchronization requirement, i.e. the left and right lever speeds or the left and right lever positions are not synchronized, the left and right lever position difference, left and right lever Hall positions, left and right lever Hall speeds are analyzed to synchronously control the automobile convertible double lever, so as to monitor the left and right lever position difference and the left and right lever speed difference in real time, and then dynamically adjust the double lever synchronization scheme according to the left and right lever position difference and the left and right lever speed difference, and improve the synchronization of the convertible top double lever. BRIEF DESCRIPTION OF DRAWINGS

[0078] Figure 1is a flow chart of a method for controlling a double-roof support rod of an automobile sunroof in an embodiment of the present application.

[0079] Figure 2 is a flow chart of a method for analyzing a left rod Hall position and a left rod Hall speed to synchronously control a double-roof support rod of an automobile sunroof in an embodiment of the present application.

[0080] Figure 3 is a flow chart of a method for analyzing a left rod Hall position and a left rod Hall speed to synchronously control a double-roof support rod of an automobile sunroof in an embodiment of the present application.

[0081] Figure 4 is a flow chart of a method for analyzing a left rod Hall position and a left rod Hall speed to synchronously control a double-roof support rod of an automobile sunroof in an embodiment of the present application.

[0082] Figure 5 is a flow chart of a method for analyzing a left rod Hall position and a left rod Hall speed to synchronously control a double-roof support rod of an automobile sunroof in an embodiment of the present application.

[0083] Figure 6 is a flow chart of a method for analyzing a left rod Hall position and a left rod Hall speed to synchronously control a double-roof support rod of an automobile sunroof in an embodiment of the present application.

[0084] Figure 7 is a flow chart of a method for analyzing a left rod Hall position and a left rod Hall speed to synchronously control a double-roof support rod of an automobile sunroof in an embodiment of the present application. DETAILED DESCRIPTION

[0085] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application. Figures 1 to 7 and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application.

[0086] The embodiment of the application discloses a double-support-rod control method for a car sunroof, and specifically discloses a car sunroof double-support-rod and a processing terminal, wherein the processing terminal is in communication connection with the car sunroof double-support-rod to realize data interaction and control. The processing terminal acquires the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed, analyzes the same, determines the left-right rod position difference and the left-right rod speed difference, and when the left-right rod position difference and the left-right rod speed difference both meet the requirement of the synchronization result, that is, the left-right rod speed and the left-right rod position are both synchronized, the processing terminal analyzes the left-rod Hall position and the left-rod Hall speed to realize the synchronization control of the car sunroof double-support-rod, so that the left and right rods can move forward at the same acceleration in the synchronization state. When the left-right rod position difference and the left-right rod speed difference do not meet the requirement of the synchronization result, that is, the left-right rod speed or the left-right rod position is out of synchronization, the processing terminal analyzes the left-right rod position difference, the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed to realize the synchronization control of the car sunroof double-support-rod, so that the left-right rod position difference and the left-right rod speed difference can be monitored in real time, and then the synchronization control scheme of the double-support-rod is dynamically adjusted according to the left-right rod position difference and the left-right rod speed difference, and the synchronization of the sunroof double-support-rod is improved.

[0087] Reference Figure 1 The embodiment of the application discloses a double-support-rod control method for a car sunroof, and specifically discloses a car sunroof double-support-rod and a processing terminal, wherein the processing terminal is in communication connection with the car sunroof double-support-rod to realize data interaction and control. The processing terminal acquires the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed, analyzes the same, determines the left-right rod position difference and the left-right rod speed difference, and when the left-right rod position difference and the left-right rod speed difference both meet the requirement of the synchronization result, that is, the left-right rod speed and the left-right rod position are both synchronized, the processing terminal analyzes the left-rod Hall position and the left-rod Hall speed to realize the synchronization control of the car sunroof double-support-rod, so that the left and right rods can move forward at the same acceleration in the synchronization state. When the left-right rod position difference and the left-right rod speed difference do not meet the requirement of the synchronization result, that is, the left-right rod speed or the left-right rod position is out of synchronization, the processing terminal analyzes the left-right rod position difference, the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed to realize the synchronization control of the car sunroof double-support-rod, so that the left-right rod position difference and the left-right rod speed difference can be monitored in real time, and then the synchronization control scheme of the double-support-rod is dynamically adjusted according to the left-right rod position difference and the left-right rod speed difference, and the synchronization of the sunroof double-support-rod is improved.

[0088] Step S100: acquiring the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed.

[0089] The left-rod Hall position refers to the position of the left support rod of the car sunroof when moving along the opening or closing track, the right-rod Hall position refers to the position of the right support rod of the car sunroof when moving along the opening or closing track, both of which are determined by the specific position parameters along the track after the magnetic field change signals collected by the processing terminal through the Hall sensors installed on the left and right rods are analyzed and calibrated.

[0090] The left-rod Hall speed refers to the speed of the left support rod of the car sunroof when moving along the opening or closing track, and the right-rod Hall speed refers to the speed of the right support rod of the car sunroof when moving along the opening or closing track. Both of them are determined by the position change amount in a unit time calculated by the processing terminal through receiving the track position signals fed back by the left and right rod Hall sensors in real time.

[0091] Step S101: analyzing the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed and the right-rod Hall speed to determine the left-right rod position difference and the left-right rod speed difference.

[0092] The left-right rod position difference refers to the difference between the positions of the left and right supporting rods of the automobile convertible along the opening or closing track, and is determined by the processing terminal through absolute value operation after difference operation of the left rod Hall position and the right rod Hall position.

[0093] The left-right rod speed difference refers to the speed difference between the left and right supporting rods of the automobile convertible along the opening or closing track, and is determined by the processing terminal through absolute value operation after difference operation of the left rod Hall speed and the right rod Hall speed.

[0094] Step S102: determining whether the left-right rod position difference and the left-right rod speed difference meet the requirements of the preset synchronization result.

[0095] The synchronization result refers to the synchronization of the left and right rod positions and the synchronization of the left and right rod speeds, and the requirement of the synchronization result refers to that the left-right rod position difference is within the maximum allowable position error range, and the left-right rod speed difference is within the maximum allowable speed error range.

[0096] The processing terminal determines whether the left-right rod position difference is within the maximum allowable error range and whether the left-right rod speed difference is within the maximum allowable error range, so as to determine whether the convertible double supporting rods are synchronized, and different synchronization strategies are selected according to the different synchronization states of the left and right rods, thereby improving the synchronization of the convertible double supporting rods.

[0097] Step S1021: if yes, analyzing the left rod Hall position and the left rod Hall speed to synchronously control the preset automobile convertible double supporting rods.

[0098] If the processing terminal determines that the left-right rod position difference is within the maximum allowable position error range and the left-right rod speed difference is within the maximum allowable speed error range, it indicates that the convertible double supporting rods are synchronized, so the left rod Hall position and the left rod Hall speed are analyzed to synchronously control the preset automobile convertible double supporting rods. For specific analysis steps, refer to the steps in Figure 2 .

[0099] The automobile convertible double supporting rods refer to two supporting driving components symmetrically arranged on the left and right sides of the vehicle body and connected with the vehicle body and the convertible top, which are mainly used for supporting the convertible top structure and cooperatively driving the convertible top to complete the lifting movement along the opening or closing track.

[0100] Step S1022: if no, analyzing the left-right rod position difference, the left rod Hall position, the right rod Hall position, the left rod Hall speed and the right rod Hall speed to synchronously control the automobile convertible double supporting rods.

[0101] If the processing terminal determines that the left-right lever position difference is not within the maximum allowable position error range and the left-right lever speed difference is not within the maximum allowable speed error range, it indicates that the open-top double lever is not synchronized, and thus the left-right lever position difference, left lever Hall position, right lever Hall position, left lever Hall speed, and right lever Hall speed are analyzed to synchronize the control of the open-top double lever of the vehicle. For specific analysis steps, refer to the steps in Figure 3 .

[0102] Referring to Figure 2 , the steps of analyzing the left lever Hall position and left lever Hall speed to synchronize the control of the open-top double lever of the vehicle include:

[0103] Step S200: Analyzing the left lever Hall position and the preset to-be-locked position to determine the to-be-locked distance.

[0104] The to-be-locked position refers to the position of the open-top double lever of the vehicle along the closing trajectory, approaching the final locking closing state, i.e., the preparatory position before the locking action is completed, which is determined by the operator according to the design trigger point of the open-top locking mechanism, the terminal node of the lever motion trajectory, or the preparatory requirement of the locking action in actual use.

[0105] The to-be-locked distance refers to the distance from the current position of the open-top double lever to the to-be-locked position along the closing trajectory, which is determined by the processing terminal by difference operation on the to-be-locked position and the left lever Hall position. Since the open-top double lever is synchronized at this time, the left lever Hall position is the position of the double lever on the trajectory.

[0106] Step S201: Analyzing the left lever Hall speed, the preset to-be-locked speed, and the to-be-locked distance to determine the uniform acceleration.

[0107] The to-be-locked speed refers to the target speed of the open-top double lever of the vehicle when it reaches the to-be-locked position, which is determined according to the locking duty cycle after the operator determines the locking duty cycle by referring to the design tolerance parameters of the open-top locking mechanism and the safe operating range of the driving motor.

[0108] The uniform acceleration refers to the acceleration maintained by the open-top double lever of the vehicle during the movement along the closing trajectory to the to-be-locked position, which is used to transition the double lever from the current speed to the to-be-locked speed at a smooth uniform speed, ensuring accurate coverage of the to-be-locked distance and reaching the target speed when reaching the to-be-locked position. The uniform acceleration is determined by the processing terminal through calculation on the left lever Hall speed, the preset to-be-locked speed, and the to-be-locked distance, and the specific calculation formula is:

[0109]

[0110] In the formula, v is the to-be-locked speed, v0 is the left lever Hall speed, s is the to-be-locked distance, and a is the uniform acceleration.

[0111] Using the above formula, when the movement speeds of the left and right support poles are the same, the Hall speed of the left pole is the speed when the two support poles are synchronized. It can be used as a reference benchmark for the overall motion state of the two support poles. By correlating and calculating the uniform acceleration through the law of uniformly accelerated motion, it is ensured that the two support poles, while maintaining synchronization, complete the transition from the current synchronized speed to the speed to be locked with a constant acceleration, and exactly cover the distance to be locked.

[0112] Step S202: Analyze the left stick Hall speed, uniform acceleration, and preset control cycle to determine the lock preparation speed.

[0113] The control cycle refers to the period of the pulse width modulation signal received by the motor driving the double struts of the convertible roof, which is determined by the operator based on the motor response characteristics, system accuracy requirements, and the frequency range of the drive circuit.

[0114] Lock-on preparation speed refers to the target speed of the dual struts within the current control cycle. It is calculated by the processing terminal based on the Hall velocity of the left strut, uniform acceleration, and the preset control cycle. The specific calculation formula is as follows:

[0115] v k =v0+aT,

[0116] In the formula, v k To lock the preparation speed, v0 is the Hall velocity of the left lever, a is the uniform acceleration, and T is the uniform acceleration.

[0117] Step S203: Synchronously control the double struts of the car convertible according to the locking preparation speed.

[0118] Once the locking preparation speed is determined, the duty cycle within the current control cycle is determined based on the locking preparation speed, and the double struts of the convertible top are controlled synchronously based on the duty cycle of the current control cycle.

[0119] Reference Figure 3 The steps for synchronously controlling the double struts of a car convertible include analyzing the position difference between the left and right struts, the Hall position of the left strut, the Hall position of the right strut, the Hall speed of the left strut, and the Hall speed of the right strut.

[0120] Step S300: Determine whether the position difference between the left and right levers is greater than the preset maximum fine-tuning position difference.

[0121] The maximum fine adjustment position difference refers to the maximum limit of the position difference between the left and right poles that can be handled by the fine adjustment strategy in the synchronous control of the automobile convertible double support pole. When the actual position difference between the left and right poles is within the range, the synchronous deviation can be corrected by the fine adjustment strategy, that is, by using small step length and speed compensation. If the range is exceeded, the coarse adjustment strategy needs to be switched, that is, by using large step length to quickly reduce the deviation, so as to avoid abnormal movement due to excessive deviation. The adjustment ability of the fine adjustment strategy and the tolerance deviation range of the double support pole mechanical structure are determined by the operator.

[0122] The processing terminal determines whether the position difference between the left and right poles is greater than the maximum fine adjustment position difference, so as to determine whether the coarse adjustment strategy needs to be used to adjust the position of the left and right poles, and then select different synchronous modes according to the size of the position deviation, so as to quickly and accurately realize the synchronization of the convertible double support pole.

[0123] Step S301: If greater, analyze the left pole Hall position and the right pole Hall position to determine the leading pole position and the lagging pole position.

[0124] If the processing terminal determines that the position difference between the left and right poles is greater than the maximum fine adjustment position difference, it indicates that the large step length coarse adjustment method needs to be used to adjust the position error, so the left pole Hall position and the right pole Hall position are analyzed to determine the leading pole position and the lagging pole position, which provides data support for subsequent synchronous control of the automobile convertible double support pole.

[0125] The leading pole position refers to the current position of the leading support pole along the trajectory in the movement process of the automobile convertible double support pole, which is determined by the processing terminal by real-time acquisition of the left pole Hall position and the right pole Hall position, and comparison of the position values of the two along the trajectory. The lagging pole position refers to the current position of the lagging support pole along the trajectory in the movement process of the automobile convertible double support pole, which is determined by the processing terminal by real-time acquisition of the left pole Hall position and the right pole Hall position, and comparison of the position values of the two along the trajectory.

[0126] Step S302: Analyze the leading pole position and the lagging pole position to synchronize the control of the automobile convertible double support pole.

[0127] After the leading pole position and the lagging pole position are determined, the leading pole position and the lagging pole position are analyzed to synchronize the control of the automobile convertible double support pole. The specific analysis steps are referred to the steps in Figure 4 .

[0128] Step S303: If not greater, analyze the left pole Hall position, the right pole Hall position, the left pole Hall speed and the right pole Hall speed to determine the leading pole position, the lagging pole position, the leading pole speed and the lagging pole speed.

[0129] If the processing terminal determines that the position difference between the left and right rods is not greater than the maximum fine adjustment position difference, it indicates that small-step fine adjustment is needed to adjust the error, so the left rod Hall position, right rod Hall position, left rod Hall speed, and right rod Hall speed are analyzed to determine the leading rod position, lagging rod position, leading rod speed, and lagging rod speed, providing data support for subsequent synchronous control of the automobile sunroof double support rod.

[0130] The leading rod speed refers to the speed of the support rod in the automobile sunroof double support rod that is in the leading state along the trajectory. The processing terminal determines the Hall speed value of the leading rod by real-time acquisition of the left rod Hall speed and right rod Hall speed and combining the comparison results of the left and right rod positions. The lagging rod speed refers to the speed of the support rod in the automobile sunroof double support rod that is in the lagging state along the trajectory. The processing terminal determines the Hall speed value of the lagging rod by real-time acquisition of the left rod Hall speed and right rod Hall speed and combining the comparison results of the left and right rod positions.

[0131] Step S304: Analyzing the leading rod position, lagging rod position, leading rod speed, and lagging rod speed to synchronously control the automobile sunroof double support rod.

[0132] After determining the leading rod position, lagging rod position, leading rod speed, and lagging rod speed, the leading rod position, lagging rod position, leading rod speed, and lagging rod speed are analyzed to synchronously control the automobile sunroof double support rod. The specific analysis steps are referred to the steps in Figure 6 .

[0133] Refer to Figure 4 , the steps of analyzing the leading rod position and lagging rod position to synchronously control the automobile sunroof double support rod include:

[0134] Step S400: Analyzing the leading rod position, lagging rod position, and preset fine adjustment position to determine the leading coarse adjustment distance and lagging coarse adjustment distance.

[0135] The fine adjustment position refers to the starting position node for starting the fine adjustment strategy for synchronous correction, which is determined by the operator through the target requirements of the system for synchronization accuracy and the effective action interval of the fine adjustment strategy.

[0136] The leading coarse adjustment distance refers to the distance between the leading rod and the fine adjustment position, i.e., the distance for large-step coarse adjustment of the leading rod, which is determined by the processing terminal through difference operation on the specific trajectory coordinate data of the fine adjustment position and the specific trajectory data of the leading rod position. The lagging coarse adjustment distance refers to the distance between the lagging rod and the fine adjustment position, i.e., the distance for large-step coarse adjustment of the lagging rod, which is determined by the processing terminal through difference operation on the specific trajectory coordinate data of the fine adjustment position and the specific trajectory data of the lagging rod position.

[0137] Step S401: Analyzing the leading coarse distance and the lagging coarse distance to determine the coarse adjustment ratio.

[0138] The coarse adjustment ratio refers to the ratio of the leading coarse distance to the lagging coarse distance, which is used to determine the coarse adjustment amplitude distribution of the leading rod and the lagging rod. According to the difference in the distance fine adjustment position, the leading coarse speed and the lagging coarse speed are reasonably distributed, so as to ensure that the double support rods are synchronized to reduce the gap between the coarse adjustment position and the fine adjustment position in the coarse adjustment stage, and finally enter the fine adjustment range at the same time. The processing terminal determines the ratio of the leading coarse distance to the lagging coarse distance.

[0139] Step S402: Analyzing the coarse adjustment ratio and the preset maximum safe speed to determine the lagging coarse speed and the leading coarse speed.

[0140] The maximum safe speed refers to the highest speed threshold of the automobile convertible double support rod movement. After the operator determines the maximum safe duty cycle according to the motor rated power and the support rod mechanical strength, etc., the maximum safe speed is determined through the corresponding conversion coefficient of the duty cycle and the support rod speed.

[0141] The lagging coarse speed refers to the speed of the lagging rod during coarse adjustment of the lagging rod. The maximum safe speed is determined as the lagging coarse speed, so as to maximize the synchronous adjustment of the position of the convertible double support rod under the premise of safety, thereby improving the synchronization efficiency of the convertible double support rod.

[0142] The leading coarse speed refers to the speed of the leading rod during coarse adjustment of the leading rod. The processing terminal determines the leading coarse speed by multiplying the lagging coarse speed and the speed adjustment ratio.

[0143] Step S403: Analyzing the lagging coarse speed and the preset control period to determine the lagging coarse step length.

[0144] The control period is consistent with the control period in step S202, and will not be described here.

[0145] The lagging coarse step length refers to the step length of the lagging rod in each period during coarse adjustment of the lagging rod. The processing terminal determines the lagging coarse step length by multiplying the lagging coarse speed and the control period.

[0146] Step S404: Determining whether the lagging coarse step length is greater than the lagging coarse distance.

[0147] Wherein, whether the hysteresis coarse adjustment step is greater than the hysteresis coarse adjustment distance is determined by the processing terminal, so as to determine whether overshoot will occur when the hysteresis coarse adjustment step is used to coarsely adjust the hysteresis rod, if overshoot occurs, that is, the hysteresis coarse adjustment step is greater than the hysteresis coarse adjustment distance, the hysteresis adjustment speed is determined according to the hysteresis coarse adjustment distance, if no overshoot occurs, that is, the hysteresis coarse adjustment step is not greater than the hysteresis coarse adjustment distance, the automobile sunroof double support rods are synchronously controlled according to the hysteresis coarse adjustment speed and the lead coarse adjustment speed, so as to ensure that the adjustment range of the hysteresis rod in the coarse adjustment stage is accurately matched with the target distance, avoid new synchronization deviation caused by overshoot, and further promote the double support rods to quickly reduce the position difference and converge to the fine adjustment range, create conditions for fine synchronization control in the subsequent fine adjustment stage, and finally ensure the stability and precision of the sunroof closing action.

[0148] Step S4041: if not greater than, the automobile sunroof double support rods are synchronously controlled according to the hysteresis coarse adjustment speed and the lead coarse adjustment speed.

[0149] Wherein, if the hysteresis coarse adjustment step is determined by the processing terminal to be not greater than the hysteresis coarse adjustment distance, the motor duty ratio corresponding to the hysteresis rod and the motor duty ratio corresponding to the lead rod are determined according to the hysteresis coarse adjustment speed and the lead coarse adjustment speed, and the automobile sunroof double support rods are synchronously controlled according to the motor duty ratios of the two.

[0150] Step S4042: if greater than, the hysteresis coarse adjustment distance and the coarse adjustment proportion are analyzed to synchronously control the automobile sunroof double support rods.

[0151] Wherein, if the hysteresis coarse adjustment step is determined by the processing terminal to be greater than the hysteresis coarse adjustment distance, the hysteresis coarse adjustment distance and the coarse adjustment proportion are analyzed to synchronously control the automobile sunroof double support rods, and the specific analysis steps refer to the steps in Figure 5 .

[0152] Referring to Figure 5 , the steps of analyzing the hysteresis coarse adjustment distance and the coarse adjustment proportion to synchronously control the automobile sunroof double support rods include:

[0153] Step S500: the hysteresis coarse adjustment distance and the control period are analyzed to determine the hysteresis adjustment speed.

[0154] Wherein, the hysteresis adjustment speed refers to the speed set to ensure accurate coverage of the hysteresis coarse adjustment distance within the control period when coarsely adjusting the hysteresis rod, which is determined by the processing terminal through division operation on the hysteresis coarse adjustment distance and the control period, so as to ensure that the adjustment range matches the required distance, which not only efficiently reduces the position difference with the lead rod, but also avoids overshoot caused by improper speed.

[0155] Step S501: the hysteresis adjustment speed and the coarse adjustment proportion are analyzed to determine the lead adjustment speed.

[0156] The leading adjustment speed refers to a speed set for synchronously reducing the position difference of the double support rods according to a coarse adjustment proportion in order to match the lagging adjustment speed during coarse adjustment of the leading rod, and is determined by the processing terminal through multiplication operation on the lagging adjustment speed and the coarse adjustment proportion.

[0157] Step S502: Synchronously controlling the double support rods of the convertible according to the lagging adjustment speed and the leading adjustment speed.

[0158] The lagging adjustment speed and the leading adjustment speed are converted into motor duty ratios according to the conversion relationship between the motor duty ratio and the support rod speed after the lagging adjustment speed and the leading adjustment speed are determined, and the double support rods of the convertible are synchronously controlled according to the motor duty ratios.

[0159] Reference Figure 6 The steps of analyzing the leading rod position, the lagging rod position, the leading rod speed and the lagging rod speed to synchronously control the double support rods of the convertible include:

[0160] Step S600: Analyzing the leading rod speed and the lagging rod speed to determine the fine adjustment speed difference.

[0161] The fine adjustment speed difference refers to the speed difference between the leading rod speed and the lagging rod speed after entering the fine adjustment stage, and is determined by the processing terminal through difference operation on the leading rod speed and the lagging rod speed, thereby providing data support for subsequent determination of the speed synchronization of the leading rod and the lagging rod.

[0162] Step S601: Judging whether the fine adjustment speed difference is less than a preset maximum speed error value.

[0163] The maximum speed error value refers to the maximum speed error value of the left and right rods of the double support rods that can be allowed during speed synchronization, and is determined by an operator according to the accuracy requirement of speed synchronization, the speed control performance of the motor and the mechanical structure of the double support rods.

[0164] The processing terminal judges whether the fine adjustment speed difference is less than the maximum speed error value, thereby determining whether the speed of the left and right rods needs to be synchronously adjusted. If the fine adjustment speed difference is less than the maximum speed error value, it indicates that the speed does not need to be synchronously adjusted. If the fine adjustment speed difference is greater than the maximum speed error value, it indicates that the speed needs to be synchronously adjusted.

[0165] Step S6011: If yes, analyzing the leading rod position and the lagging rod position to determine the fine adjustment position difference.

[0166] If the processing terminal determines that the fine adjustment speed difference is less than the maximum speed error value and the speed does not need to be synchronously adjusted, the leading rod position and the lagging rod position are analyzed to determine the fine adjustment position difference, thereby providing data support for subsequent position synchronous adjustment of the leading rod and the lagging rod.

[0167] The fine-tuning position difference refers to the position difference between the lead bar and the lag bar when their speeds are synchronized during fine-tuning, which is determined by the processing terminal through difference operation on the positions of the lead bar and the lag bar.

[0168] Step S6012: Analyzing the fine-tuning position difference, the preset position proportional coefficient, the preset position integral coefficient, and the preset position differential coefficient to determine the position correction amount.

[0169] The position proportional coefficient refers to the correction coefficient of the real-time position difference in the double strut position synchronization control, which is used to directly output the adjustment amount according to the current position deviation and quickly respond to the deviation change. It is determined by the operator according to the correction sensitivity requirement of the immediate deviation, the tolerance of the mechanical structure to the rapid adjustment, and the allowed overshoot range.

[0170] The position integral coefficient refers to the correction coefficient of the position deviation accumulation, which is used to eliminate the long-term existing steady-state position deviation and continuously output the adjustment amount by accumulating the historical deviation. It is determined by the operator through the system's requirement for steady-state accuracy, the need to avoid integral saturation risk, and the balance between dynamic response and stability.

[0171] The position differential coefficient refers to the correction coefficient of the position deviation change rate, which is used to predict the deviation change trend and output the adjustment amount in advance to suppress the deviation expansion or system oscillation. It is determined by the operator through the dynamic response speed of the system, the size of the mechanical inertia, and the suppression requirement for sudden deviation.

[0172] The position correction amount refers to the real-time adjustment amount calculated based on the proportional, integral, and differential control logic to gradually eliminate the fine-tuning position difference of the double strut in the current fine-tuning stage cycle. It is determined by the processing terminal through calculation of the fine-tuning position difference, the position proportional coefficient, the position integral coefficient, and the position differential coefficient. The specific calculation formula is as follows:

[0173]

[0174] In the formula, ΔD Lj is the position correction amount, k pj is the position proportional coefficient, k ij is the position integral coefficient, and k dj is the position differential coefficient. e(t) is a function of the fine-tuning position difference and time, which is determined by the processing terminal through fitting of the fine-tuning position difference at the forward time point and the corresponding time point.

[0175] Step S6013: Analyzing the position correction amount, the lead bar speed, and the lag bar speed to synchronize control the automobile convertible double strut.

[0176] When the position correction amount, the lead rod speed and the lag rod speed are determined, the position correction amount, the lead rod speed and the lag rod speed are analyzed to realize the synchronization of the left and right rod positions in the fine adjustment stage, and then the double support rod of the automobile sunroof is synchronously controlled. The specific analysis steps refer to the steps in Figure 7 .

[0177] Step S6014: If the fine adjustment speed difference is not less than the maximum speed error, the fine adjustment speed difference, the preset speed proportional coefficient, the preset speed integral coefficient and the preset speed differential coefficient are analyzed to determine the speed correction amount.

[0178] If the fine adjustment speed difference is determined by the processing terminal to be not less than the maximum speed error, it indicates that the speed error value needs to be adjusted in the current fine adjustment stage, so the fine adjustment speed difference, the speed proportional coefficient, the speed integral coefficient and the preset speed differential coefficient are analyzed to determine the speed correction amount, which provides data support for subsequent determination of the lead rod deceleration amount and the lag rod acceleration amount.

[0179] The speed proportional coefficient refers to the correction coefficient of the real-time speed difference in the double support rod position synchronous control, which is used to directly output the adjustment amount according to the current speed deviation, quickly respond to the deviation change, and is determined by the operator according to the correction sensitivity requirement of the instantaneous deviation, the tolerance of the mechanical structure to the rapid adjustment and the allowed overshoot range.

[0180] The speed integral coefficient refers to the correction coefficient of the speed deviation cumulative amount, which is used to eliminate the long-term existing steady-state speed deviation, and continuously output the adjustment amount by accumulating the historical deviation. It is determined by the operator through the system requirements for steady-state accuracy, the avoidance needs of integral saturation risk and the balance relationship between dynamic response and stability.

[0181] The speed differential coefficient refers to the correction coefficient of the speed deviation change rate, which is used to predict the deviation change trend and output the adjustment amount in advance to suppress the deviation expansion or system oscillation. It is determined by the operator through the dynamic response speed of the system, the size of the mechanical inertia and the suppression demand for sudden deviation.

[0182] The speed correction amount refers to the real-time adjustment amount calculated based on the proportional, integral and differential control logic to gradually eliminate the fine adjustment speed difference of the double support rod in the current fine adjustment stage cycle. It is determined by the processing terminal through the calculation of the fine adjustment speed difference, the speed proportional coefficient, the speed integral coefficient and the speed differential coefficient. The specific calculation formula is as follows:

[0183]

[0184] In the formula, ΔD vj is the speed correction amount, n pj is the speed proportional coefficient, n ij is the speed integral coefficient, n djis the differential coefficient of velocity, f(t) is the fine adjustment velocity difference and time function, which is determined by the processing terminal by fitting the fine adjustment velocity difference in the forward time point and the corresponding time point.

[0185] Step S6015: determining the lead rod deceleration and the lag rod acceleration according to the velocity correction amount.

[0186] The lead rod deceleration refers to the speed value that the lead rod needs to reduce in the velocity correction stage to eliminate the speed deviation and achieve synchronization, which is equally allocated by the processing terminal according to the velocity correction amount, and half of which is determined as the deceleration of the lead rod.

[0187] The lag rod acceleration refers to the speed value that the lag rod needs to increase in the velocity correction stage to eliminate the speed deviation and achieve synchronization, which is equally allocated by the processing terminal according to the velocity correction amount, and half of which is determined as the acceleration of the lag rod.

[0188] Step S6016: determining the lead speed adjustment speed and the lag speed adjustment speed according to the lead rod deceleration, the lag rod acceleration, the lead rod speed and the lag rod speed.

[0189] The lead speed adjustment speed refers to the target movement speed of the lead rod after deceleration adjustment in the velocity correction stage, which is determined by the processing terminal by difference operation on the lead rod speed and the lead rod deceleration. The lag speed adjustment speed refers to the target movement speed of the lag rod after acceleration adjustment in the velocity correction stage, which is determined by the processing terminal by addition operation on the lag rod speed and the lag rod acceleration.

[0190] Step S6017: synchronously controlling the automobile convertible double support rods according to the lead speed adjustment speed and the lag speed adjustment speed.

[0191] When the lead speed adjustment speed and the lag speed adjustment speed are determined, the corresponding motor duty cycles of the two are determined through the conversion relationship between speed and motor duty cycle, and the automobile convertible double support rods are synchronously controlled according to the motor duty cycles.

[0192] Reference Figure 7 The steps of analyzing the position correction amount, the lead rod speed and the lag rod speed to synchronously control the automobile convertible double support rods include:

[0193] Step S700: analyzing the position correction amount and the control period to determine the lead rod deceleration and the lag rod acceleration.

[0194] Wherein, the speed reduction amount of the leading rod refers to the speed value that the leading rod needs to reduce in order to synchronize the positions of the leading rod and the lagging rod in the small step position synchronization stage, and the speed increase amount of the lagging rod refers to the speed value that the lagging rod needs to increase in order to synchronize the positions of the leading rod and the lagging rod in the small step position synchronization stage. Both of them are determined by the processing terminal through calculation of the position correction amount and the control period, and the specific calculation formula is as follows:

[0195]

[0196] In the formula, v 增 is the speed increase amount of the lagging rod, v 减 is the speed reduction amount of the leading rod, ΔD vj is the position correction amount, and T is the control period.

[0197] Through the above formula, the processing terminal obtains the speed change amount corresponding to the position correction amount after difference operation of the position correction amount and the control period, and then equally distributes the speed change amount, so that the speed increase amount of the lagging rod is equal to the speed reduction amount of the leading rod, so that the leading rod reduces the speed by the amplitude and the lagging rod increases the speed by the same amplitude, thereby realizing precise synchronization of the movements of the two through symmetrical small step speed regulation.

[0198] Step S701: determining the leading rod positioning speed and the lagging rod positioning speed according to the leading rod speed, the lagging rod speed, the speed reduction amount of the leading rod and the speed increase amount of the lagging rod.

[0199] Wherein, the leading rod positioning speed refers to the target movement speed of the leading rod for realizing position synchronization after speed reduction adjustment in the small step position synchronization stage, which is determined by the processing terminal through difference operation of the leading rod speed and the speed reduction amount of the leading rod. The lagging rod positioning speed refers to the target movement speed of the lagging rod for realizing position synchronization after speed increase adjustment, which is determined by the processing terminal through analysis and addition operation of the lagging rod speed and the speed increase amount of the lagging rod.

[0200] Step S702: synchronously controlling the automobile convertible double supporting rods according to the leading rod positioning speed and the lagging rod positioning speed, and obtaining the adjusted leading rod position and the adjusted lagging rod position.

[0201] Wherein, after determining the leading rod positioning speed and the lagging rod positioning speed, the motor duty cycles corresponding to the two are determined through the conversion relationship between speed and motor duty cycle, and the automobile convertible double supporting rods are synchronously controlled through the motor duty cycles. After completing the adjustment of the positions of the left and right rods in the current period, the adjusted leading rod position and the adjusted lagging rod position are obtained, which provide data support for subsequent determination of the adjusted position difference and judgment of whether it is necessary to continue to adjust the position synchronization of the convertible double supporting rods.

[0202] The adjusted-lag-behind-pole position refers to the actual position of the lag-behind pole on the track after the position adjustment is completed by the lag-behind pole according to the lag-behind-pole adjusting speed in the current control cycle, which is determined by the processing terminal through real-time collection of the current position signal of the lag-behind pole by the position sensor.

[0203] The adjusted-lag-behind-pole position refers to the actual position of the lag-behind pole on the track after the position adjustment is completed by the lag-behind pole according to the lag-behind-pole adjusting speed in the current control cycle, which is determined by the processing terminal through real-time collection of the current position signal of the lag-behind pole by the position sensor.

[0204] Step S703: The adjusted-lead-pole position and the adjusted-lag-behind-pole position are analyzed to determine the adjusted-position difference.

[0205] The adjusted-position difference refers to the difference between the adjusted-lead-pole position and the adjusted-lag-behind-pole position after the position adjustment of the double-pole is completed in the current control cycle, which is determined by the processing terminal through difference operation on the adjusted-lead-pole position and the adjusted-lag-behind-pole position.

[0206] Step S704: It is judged whether the adjusted-position difference is greater than a preset maximum position error value.

[0207] The maximum position error value refers to the maximum position error value of the left and right poles that can be allowed by the open-top double-pole in position synchronization, which is determined by the operator according to the accuracy requirement of position synchronization, the speed control performance of the motor, and the mechanical structure of the double-pole.

[0208] The adjusted-position difference is judged by the processing terminal to determine whether the positions of the lead pole and the lag-behind pole have been synchronized, and further to determine whether the position synchronization adjustment of the open-top double-pole of the automobile needs to be continued.

[0209] Step S7041: If it is greater, the fine-adjustment position difference is continuously acquired for loop calculation.

[0210] If it is determined by the processing terminal that the adjusted-position difference is greater than the maximum position error, it indicates that the positions of the lead pole and the lag-behind pole have not been synchronized, and the position synchronization adjustment needs to be continued. Therefore, the fine-adjustment position difference is continuously acquired for loop calculation until the positions of the lead pole and the lag-behind pole are synchronized.

[0211] The fine-adjustment position difference is consistent with the fine-adjustment position difference in step S6011, which is determined by the processing terminal according to the adjusted-position difference.

[0212] Step S7042: If it is not greater, the lead-pole adjusting speed and the lag-behind-pole adjusting speed are analyzed to determine the final adjusting speed.

[0213] If the position difference after adjustment is less than the maximum position error, it indicates that the positions of the leading rod and the lagging rod are synchronized, and thus the adjustment speed of the leading rod and the adjustment speed of the lagging rod are analyzed to determine the final adjustment speed.

[0214] The final adjustment speed refers to a target speed determined after the positions of the leading rod and the lagging rod are synchronized, so that the double-rod continues to move at a consistent speed and maintains the synchronized state. The final adjustment speed is determined by the processing terminal through mean operation on the adjustment speed of the leading rod and the adjustment speed of the lagging rod.

[0215] In step S705, the adjustment speed of the leading rod and the adjustment speed of the lagging rod are updated to the final adjustment speed, and the double-rod of the convertible car is synchronously controlled at the final adjustment speed.

[0216] After the final adjustment speed is determined, the adjustment speed of the leading rod and the adjustment speed of the lagging rod are updated to the final adjustment speed, so that the double-rod moves at a completely consistent speed, fundamentally avoids the position deviation caused by the speed difference again, lays a synchronous speed foundation for subsequent uniform acceleration to the to-be-locked speed, and converts the final adjustment speed into a motor duty ratio according to the conversion relationship between the speed and the motor duty ratio, and synchronously controls the double-rod of the convertible car according to the motor duty ratio.

[0217] Based on the same inventive concept, the embodiment of the present application provides a double-rod control system of a convertible car, which comprises:

[0218] The acquisition module is configured to acquire the left-rod Hall position, the right-rod Hall position, the left-rod Hall speed, the right-rod Hall speed, the adjusted leading rod position, the adjusted lagging rod position, and the fine adjustment position difference.

[0219] The memory is configured to store a program of a double-rod control method of a convertible car.

[0220] The processor can load and execute the program in the memory, and implement a double-rod control method of a convertible car.

[0221] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional modules is exemplified, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. The specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0222] The embodiment of the present application provides a computer readable storage medium, which stores a computer program capable of being loaded and executed by a processor to implement a double-rod control method of a convertible car.

[0223] The computer storage medium includes, for example, a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media capable of storing program codes.

[0224] Based on the same inventive concept, the embodiment of the present application provides a kind of intelligent terminal, including memory and processor, memory is stored with the computer program of the kind of car convertible top double strut control method capable of being loaded and being executed by processor.

[0225] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of functional modules is exemplified, and in actual application, the above-mentioned functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.The specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0226] The above are preferred embodiments of the present application, and are not intended to limit the protection scope of the present application, any feature disclosed in the specification (including the abstract and drawings) can be replaced by other equivalent or similar purpose alternative features, unless specifically described. That is, unless specifically described, each feature is only an example of a series of equivalent or similar features.

Claims

1. A method for controlling a double strut roof of a car convertible, characterized in that, include: Obtain the position of the left stick Hall effect sensor, the position of the right stick Hall effect sensor, the speed of the left stick Hall effect sensor, and the speed of the right stick Hall effect sensor; The Hall positions of the left and right sticks, as well as the Hall velocities of the left and right sticks, are analyzed to determine the positional and velocity differences between the left and right sticks. Determine whether the position difference and speed difference between the left and right levers meet the preset synchronization requirements; If the conditions are met, the position and speed of the left pole Hall are analyzed to synchronously control the preset double struts of the car convertible. If the conditions are not met, the position difference between the left and right poles, the position of the left pole Hall, the position of the right pole Hall, the speed of the left pole Hall, and the speed of the right pole Hall will be analyzed to synchronously control the double struts of the convertible.

2. The method for controlling a double strut roof of a car convertible according to claim 1, characterized in that, The steps for analyzing the position and speed of the left-hand Hall effect sensor to synchronously control the dual struts of the convertible roof include: The position of the left lever Hall effect sensor and the preset position to be locked are analyzed to determine the locking distance; The Hall velocity of the left rod, the preset lock-in velocity, and the lock-in distance are analyzed to determine the uniform acceleration; The left lever Hall velocity, uniform acceleration, and preset control cycle are analyzed to determine the locking preparation speed; The car convertible's double struts are controlled synchronously according to the locking preparation speed.

3. The method for controlling a double strut roof of a car convertible according to claim 1, characterized in that, The steps for synchronously controlling the dual struts of a car convertible include analyzing the position difference between the left and right struts, the Hall position of the left strut, the Hall position of the right strut, the Hall speed of the left strut, and the Hall speed of the right strut. Determine if the position difference between the left and right levers is greater than the preset maximum fine-tuning position difference; If it is greater than that, the Hall positions of the left and right sticks are analyzed to determine the leading stick position and the lagging stick position. The positions of the leading and lagging rods are analyzed to synchronously control the double struts of the car convertible. If it is not greater than, then analyze the Hall position of the left stick, the Hall position of the right stick, the Hall velocity of the left stick, and the Hall velocity of the right stick to determine the leading stick position, the lagging stick position, the leading stick velocity, and the lagging stick velocity; The positions of the lead rod, the lag rod, the lead rod speed, and the lag rod speed are analyzed to synchronously control the double struts of the car convertible.

4. The method for controlling a double strut roof of a car convertible according to claim 3, characterized in that, The steps for analyzing the positions of the lead and lag levers to synchronously control the dual struts of a car convertible include: The positions of the lead lever, the lag lever, and the preset fine-tuning positions are analyzed to determine the lead coarse-tuning distance and the lag coarse-tuning distance. Analyze the leading and lagging coarse adjustment distances to determine the coarse adjustment ratio; The coarse adjustment ratio and the preset maximum safety speed are analyzed to determine the lag coarse adjustment speed and the lead coarse adjustment speed. The coarse lag adjustment speed and the preset control cycle are analyzed to determine the coarse lag adjustment step size; Determine whether the hysteresis coarse adjustment step size is greater than the hysteresis coarse adjustment distance; If it is not greater than, then the double struts of the car convertible are controlled synchronously according to the lag coarse adjustment speed and the lead coarse adjustment speed; If it is greater than that, the hysteresis coarse adjustment distance and coarse adjustment ratio are analyzed in order to synchronously control the double struts of the car convertible.

5. The method for controlling a double strut roof of a car convertible according to claim 4, characterized in that, The steps for synchronously controlling the double struts of a car convertible include analyzing the hysteresis coarse adjustment distance and coarse adjustment ratio: The coarse lag adjustment distance and control cycle are analyzed to determine the lag adjustment speed; Analyze the lag adjustment speed and the coarse adjustment ratio to determine the lead adjustment speed; The double struts of the car convertible are controlled synchronously based on the lag adjustment speed and the lead adjustment speed.

6. The method for controlling a double strut roof of a car convertible according to claim 3, characterized in that, The steps for synchronously controlling the double struts of a car convertible include analyzing the positions of the lead strut, lag strut, lead strut velocity, and lag strut velocity: Analyze the lead and lag speeds to determine the fine-tuning speed difference; Determine whether the fine-tuned speed difference is less than the preset maximum speed error value; If it is less than 1, the positions of the lead lever and the lag lever are analyzed to determine the fine-tuning position difference. The positional error, preset position proportional coefficient, preset position integral coefficient, and preset position differential coefficient are analyzed to determine the positional correction amount. The position correction amount, the speed of the lead rod, and the speed of the lag rod are analyzed to synchronously control the double struts of the car convertible. If it is not less than, then the fine-tuning speed difference, the preset speed proportional coefficient, the preset speed integral coefficient and the preset speed differential coefficient are analyzed to determine the speed correction amount; Determine the deceleration amount of the lead lever and the acceleration amount of the lag lever based on the speed correction amount; The advance speed and the lag speed are determined based on the deceleration of the advance lever, the acceleration of the lag lever, the speed of the advance lever, and the speed of the lag lever. The double struts of the car convertible are controlled synchronously based on the advance speed regulation speed and the lag speed regulation speed.

7. The method for controlling a double strut roof of a car convertible according to claim 6, characterized in that, The steps for synchronously controlling the double struts of a car convertible include analyzing the position correction, lead strut speed, and lag strut speed. The position correction amount and control cycle are analyzed to determine the deceleration amount of the lead lever and the acceleration amount of the lag lever; The leading link speed and the lagging link speed are determined based on the leading link speed, the lagging link speed, the leading link deceleration, and the lagging link acceleration. The double struts of the convertible roof are controlled synchronously according to the adjustment speed of the leading strut and the adjustment speed of the lagging strut, and the positions of the leading strut and the lagging strut after adjustment are obtained. The positions of the leading and lagging levers after adjustment are analyzed to determine the position difference after adjustment. Determine whether the adjusted position difference is greater than the preset maximum position error value; If it is greater than, continue to obtain the fine-tuning position difference for iterative calculation; If it is not greater than, then the adjustment speed of the leading rod and the adjustment speed of the lagging rod are analyzed to determine the final adjustment speed; The advance lever adjustment speed and the lag lever adjustment speed are updated to the final adjustment speed, and the double struts of the convertible are controlled synchronously with the final adjustment speed.

8. A dual strut control system for a car convertible roof, characterized in that, include: The acquisition module is used to acquire the position of the left stick Hall effect sensor, the position of the right stick Hall effect sensor, the speed of the left stick Hall effect sensor, and the speed of the right stick Hall effect sensor. A memory for storing a program for a dual strut control method for a car convertible roof as described in any one of claims 1 to 7; The processor and the program in the memory can be loaded and executed by the processor to implement the dual strut control method for a car convertible roof as described in any one of claims 1 to 7.

9. A smart terminal, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and executed as described in any one of claims 1 to 7, a method for controlling a double strut on a car convertible roof.

10. A computer-readable storage medium, characterized in that, The computer program is stored and can be loaded by a processor and executed as described in any one of claims 1 to 7, which is a method for controlling a double strut on a car convertible roof.

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