Intelligent electric side step system based on multi-modal sensing for new energy vehicles

Abstract

This invention provides an intelligent electric side pedal system for new energy vehicles based on multimodal sensing, belonging to the field of intelligent control technology. It includes a multimodal sensing unit, a control unit, a drive unit, an environmental adaptive decision-making unit, and a human-machine interaction unit. The multimodal sensing unit collects the operating status parameters, environmental resistance parameters, and vehicle status parameters of the electric side pedal of the new energy vehicle and transmits them to the control unit. Combined with other structures, it accurately senses the resistance state of the side pedal's operating environment through multimodal sensing fusion technology, adaptively adjusting the anti-pinch current threshold. This solves the problem in existing technologies where a fixed anti-pinch current easily triggers or misses the anti-pinch function under different resistance environments, while simultaneously improving the operational stability, safety, and intelligence of the electric side pedal, adapting to the usage requirements of new energy vehicles.

Description

Technical Field

[0001] This invention belongs to the field of intelligent control technology, specifically relating to an intelligent electric side pedal system based on multimodal sensing for new energy vehicles. Background Technology

[0002] New energy vehicles, with their environmental and efficiency advantages, are gradually becoming the mainstream development direction of the automotive industry. Electric side steps, as an important feature to improve the convenience of driving and riding in new energy vehicles, are widely used in models such as new energy SUVs. Their core function is to automatically unfold or retract according to the door opening and closing signal, making it convenient for passengers to get on and off the vehicle, while retracting them while the vehicle is in motion to ensure driving safety.

[0003] As described in the prior art patent publication number "CN109204152B", the anti-pinch function of electric side pedals relies on a single current sensor to detect the drive current. The detected current is compared with a fixed second preset current value (anti-pinch current) to determine whether the anti-pinch action is triggered. However, the operating environment of new energy vehicles is complex and variable. When electric side pedals operate under different resistance conditions such as snow cover, mud accumulation, and freezing temperatures, the drive current fluctuates significantly. In scenarios with slightly higher normal resistance (such as slight mud adhesion), the fixed anti-pinch current threshold is easily triggered, leading to false anti-pinch and affecting the normal use of the side pedal. In extreme resistance environments (such as severe ice and snow jams or large amounts of mud blockage), the fixed threshold may be lower than the actual required anti-pinch trigger current, causing the anti-pinch function to fail to activate in time, resulting in damage to the side pedal structure, burnout of the drive motor, or even safety hazards to passengers.

[0004] Furthermore, existing electric side pedal controls lack comprehensive awareness of the side pedal's operating environment and cannot adaptively adjust operating parameters based on environmental resistance. This further exacerbates the risk of false or missed triggering of the anti-pinch function, making it difficult to meet the high requirements of new energy vehicles for intelligent control and safety. Therefore, there is an urgent need for an intelligent electric side pedal system that can accurately sense environmental resistance and adaptively adjust anti-pinch parameters to overcome the shortcomings of existing technologies. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides an intelligent electric side pedal system for new energy vehicles based on multimodal sensing. By using multimodal sensing fusion technology, the system accurately senses the resistance state of the side pedal's operating environment and adaptively adjusts the anti-pinch current threshold. This solves the problem in existing technologies where a fixed anti-pinch current is prone to false triggering or missed triggering of the anti-pinch function under different resistance environments. At the same time, it improves the operational stability, safety, and intelligence of the electric side pedal, adapting to the usage requirements of new energy vehicles.

[0006] The present invention employs the following technical solution.

[0007] A multimodal sensing-based intelligent electric side pedal system for new energy vehicles includes:

[0008] Multimodal sensing unit, control unit, drive unit, environmental adaptive decision-making unit, and human-computer interaction unit;

[0009] The multimodal sensing unit connected to the control unit is used to collect the operating status parameters, environmental resistance parameters and vehicle status parameters of the electric side steps of the new energy vehicle and transmit them to the control unit.

[0010] The control unit receives various parameters collected by the multimodal sensing unit, controls the drive unit connected to the control unit to drive the electric side pedals to unfold or retract, and interacts with the environmental adaptive decision unit.

[0011] An environmental adaptive decision-making unit running on the control unit is used to calculate the dynamic anti-pinch current threshold based on environmental resistance parameters and operating status parameters using an adaptive algorithm, and then send the dynamic anti-pinch current threshold to the control unit.

[0012] A drive unit, which is used to drive the electric side pedals to perform the unfolding or retracting action under the control of the control unit;

[0013] The human-machine interface unit connected to the control unit is used to display the operating status parameters, environmental resistance parameters, and vehicle status parameters of the electric side steps of the new energy vehicle.

[0014] Preferably, the operating status parameters include the driving current of the electric side pedal, the real-time position of the electric side pedal, and the operating speed of the electric side pedal; the environmental resistance parameters include the surface pressure of the electric side pedal, the ambient temperature, and the particulate matter concentration; and the vehicle status parameters include the vehicle speed of the new energy vehicle and the door opening / closing signal.

[0015] The multimodal sensing unit includes a current sensor, a Hall sensor, a speed sensor, a pressure sensor, a temperature sensor, a particulate matter sensor, and a body controller that communicates with the control unit via a CAN bus. The current sensor, Hall sensor, speed sensor, pressure sensor, temperature sensor, and particulate matter sensor are used to collect the drive current of the electric side pedal, the real-time position of the electric side pedal, the operating speed of the electric side pedal, the surface pressure of the electric side pedal, the ambient temperature, and the particulate matter concentration, and transmit them to the control unit. The body controller is used to transmit the vehicle speed and door opening / closing signals of the new energy vehicle to the control unit.

[0016] Preferably, the method for calculating the dynamic anti-pinch current threshold using an adaptive algorithm includes:

[0017] Step 1: The environmental adaptive decision unit preprocesses the environmental resistance parameters transmitted from the control unit;

[0018] Step 2: The environmental adaptive decision-making unit evaluates the resistance level of the preprocessed environmental resistance parameters;

[0019] Step 3: After the resistance level assessment, the environmental adaptive decision unit calculates the dynamic anti-pinch current threshold through an adaptive algorithm and transmits the dynamic anti-pinch current threshold to the control unit.

[0020] Preferably, step 1 specifically includes:

[0021] The environmental adaptive decision-making unit normalizes the environmental resistance parameters transmitted from the control unit, that is, it first obtains the average value of several pressure values ​​among the environmental resistance parameters, and this average value is used as the average pressure value. Next, the average pressure value Ambient temperature collected by temperature sensor The particulate matter concentration collected by the particulate matter sensor Apply the following formula for processing; ;

[0022] in, This is the normalized average pressure value. This is the minimum range value of the pressure sensor. This is the maximum range value of the pressure sensor; This is the normalized ambient temperature value. The preset minimum operating temperature, This is the preset maximum operating temperature; Normalized particulate matter concentration values, This is the lowest detection concentration for the particulate matter sensor. This represents the highest detection concentration for the particulate matter sensor.

[0023] Preferably, step 2 specifically includes:

[0024] Step 2-1: Calculate the parameter coupling factor;

[0025] Step 2-2: Dynamic weight allocation phase;

[0026] Steps 2-3: Calculate the nonlinear resistance level coefficient;

[0027] Steps 2-4: Classify resistance levels.

[0028] Preferably, step 2-1 specifically includes:

[0029] Calculate the temperature-particulate coupling factor , The calculation formula is as follows:

[0030] ;

[0031] Calculate the pressure-particulate coupling factor , The calculation formula is as follows:

[0032] ;

[0033] in This is the temperature-particulate coupling coefficient. This is the pressure-particulate coupling coefficient.

[0034] Preferably, step 2-2 specifically includes:

[0035] The formula for calculating the dynamic weights during the allocation phase is as follows:

[0036] ;

[0037] in for The dynamic weight of average pressure at any given time. for Dynamic weighting of ambient temperature at any given time. for Dynamic weighting of particulate matter concentration at time point. As the base weight of pressure, As a temperature-based weight, As the basic weight for particulate matter concentration, This is the pressure weighting adjustment coefficient. This is the temperature weighting adjustment factor. This is the particulate matter concentration weighting adjustment factor. for The coefficient of the operational stage at any given moment.

[0038] Preferably, steps 2-3 specifically include:

[0039] By integrating coupling factors and dynamic weights, and introducing an extreme value penalty term, the final resistance level coefficient is determined. The calculation formula is as follows:

[0040] ;

[0041] in This is an extreme value penalty term. The penalty coefficient weight.

[0042] Preferably, steps 2-4 specifically include:

[0043] exist Under the condition of [0,0.25], the electric side pedal is judged to be at a low resistance level;

[0044] exist Under the condition of (0.25, 0.5), the electric side pedal is judged to be at a medium-low resistance level:

[0045] exist Under the condition of (0.5, 0.8], the electric side pedal is judged to be at the medium-high resistance level;

[0046] exist Under the condition of (0.8, 1.0], the electric side pedal is judged to be at a high resistance level;

[0047] The message indicating whether the electric side pedal is at a low resistance level, low-medium resistance level, medium-high resistance level, or high resistance level is then transmitted to the human-machine interface unit for display.

[0048] Preferably, step 3 specifically includes:

[0049] Based on resistance level coefficient and the operating speed of the electric side pedals Calculate the dynamic anti-pinch current threshold. , The calculation formula is as follows:

[0050] ;

[0051] in The reference anti-pinch current value; This is the coefficient of influence of resistance level; This is the speed compensation coefficient; This refers to the rated maximum operating speed of the electric side pedals.

[0052] Preferably, the method of the control unit controlling the drive unit to drive the electric side pedals to extend or retract includes:

[0053] When the electric side pedal is deployed or retracted, the control unit acquires the real-time position of the electric side pedal from the multi-modal sensing unit and determines whether it has entered the preset anti-pinch zone based on the real-time position. If it has entered the anti-pinch zone, the control unit compares the real-time drive current of the electric side pedal acquired by the current sensor with the dynamic anti-pinch current threshold transmitted by the environmental adaptive decision unit. Compare; if the drive current of the electric side pedal is greater than If the drive unit controls the electric side pedal to move in the opposite direction, then the drive unit will drive the electric side pedal to move in the opposite direction; if the drive current of the electric side pedal is less than 300ms~500ms Then, control the electric side pedal to restore its original direction of movement until the electric side pedal is fully extended or retracted.

[0054] The beneficial effects of this invention are that, compared with the prior art,

[0055] The technical effects of this invention are as follows:

[0056] This invention integrates environmental resistance parameters such as pressure, temperature, and particulate matter concentration through a multimodal sensing unit, and combines them with the operating speed of the electric side pedal. It calculates the dynamic anti-pinch current threshold through an adaptive algorithm, which can accurately match the anti-pinch requirements under different resistance environments: in low resistance environments, the anti-pinch current threshold is reduced to avoid missed triggering; in high resistance environments, the threshold is increased to prevent false triggering, which significantly improves the reliability and accuracy of the anti-pinch function.

[0057] The application of multimodal sensing technology enables comprehensive perception of the side pedal's operating status and environment. Compared with the existing single current sensing scheme, the parameter acquisition accuracy is higher, providing comprehensive data support for intelligent decision-making.

[0058] To meet the intelligent control requirements of new energy vehicles, the control unit and the vehicle's CAN bus work together to achieve linked control of vehicle speed and side pedal movements, ensuring driving safety; at the same time, the human-machine interaction unit enhances the user experience.

[0059] The dynamically adjusted anti-pinch strategy and operating parameters reduce the ineffective load and mechanical wear of the electric side pedal drive motor, extend the service life of the electric side pedal, and reduce the later maintenance cost of new energy vehicles, which is in line with the development concept of high efficiency, energy saving and reliability of new energy vehicles. Attached Figure Description

[0060] Figure 1 This is a schematic diagram of the overall structure of an intelligent electric side pedal system based on multimodal sensing for new energy vehicles, as described in this invention. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of this invention. The embodiments described in this application are merely some embodiments of this invention, and not all embodiments. Based on the spirit of this invention, other embodiments obtained by those skilled in the art without creative effort are all within the protection scope of this invention.

[0062] like Figure 1 As shown, the present invention provides an intelligent electric side pedal system for new energy vehicles based on multimodal sensing, comprising:

[0063] Multimodal sensing unit, control unit, drive unit, environmental adaptive decision-making unit, and human-computer interaction unit;

[0064] The multimodal sensing unit connected to the control unit is used to collect the operating status parameters, environmental resistance parameters and vehicle status parameters of the electric side steps of the new energy vehicle and transmit them to the control unit.

[0065] The control unit receives various parameters collected by the multimodal sensing unit, controls the drive unit connected to the control unit to drive the electric side pedals to unfold or retract, and interacts with the environmental adaptive decision unit.

[0066] An environmental adaptive decision-making unit running on the control unit is used to calculate the dynamic anti-pinch current threshold based on environmental resistance parameters and operating status parameters using an adaptive algorithm, and then send the dynamic anti-pinch current threshold to the control unit.

[0067] A drive unit, which is used to drive the electric side pedals to perform the unfolding or retracting action under the control of the control unit;

[0068] The human-machine interface unit, connected to the control unit, is used to display the operating status parameters, environmental resistance parameters, and vehicle status parameters of the electric side steps of the new energy vehicle. The human-machine interface unit can be a touch screen.

[0069] In a preferred but non-limiting embodiment of the present invention, the operating status parameters include the driving current of the electric side pedal, the real-time position of the electric side pedal, and the operating speed of the electric side pedal; the environmental resistance parameters include the surface pressure of the electric side pedal, the ambient temperature, and the particulate matter concentration; the vehicle status parameters include the vehicle speed of the new energy vehicle and the door opening / closing signal; the multimodal sensing unit includes a current sensor, a Hall sensor, a speed sensor, a pressure sensor, a temperature sensor, a particulate matter sensor, and a body controller that communicates with the control unit via a CAN bus. The current sensor, Hall sensor, speed sensor, pressure sensor, temperature sensor, and particulate matter sensor are respectively used to collect the driving current of the electric side pedal, the real-time position of the electric side pedal, the operating speed of the electric side pedal, the surface pressure of the electric side pedal, the ambient temperature, and the particulate matter concentration and transmit them to the control unit. The body controller is used to transmit the vehicle speed and the door opening / closing signal of the new energy vehicle to the control unit.

[0070] The current sensor can be an ACS712 Hall current sensor, which is installed in the power supply circuit of the drive unit connected to the electric side pedal. It has a range of 0~5A and an accuracy of ±1% and is used to collect the real-time drive current of the DC drive motor of the electric side pedal. The drive unit is also connected to the control unit.

[0071] The speed sensor can be installed at the telescopic mechanism of the electric side pedal;

[0072] Several pressure sensors form a pressure sensor array. The pressure sensors can be FSR402 type flexible pressure sensors, arranged in a 3×3 array on the pedal surface and telescopic mechanism of the electric side pedal. The range of a single pressure sensor is 0~10N, and the accuracy is ±0.1N. The average pressure value is collected to reflect the running resistance of the side pedal.

[0073] The temperature sensor can be a DS18B20 digital temperature sensor, installed inside the housing of the electric side pedal, with a measurement range of -55℃ to 125℃ and an accuracy of ±0.5℃, used to detect ambient temperature;

[0074] The particulate matter sensor can be a GP2Y1010AU0F type dust sensor, installed on the chassis of the vehicle next to the electric side steps, with a detection range of 0.1~10μm particulate matter, a concentration detection range of 0~10mg / m³, and an accuracy of ±0.1mg / m³. In a preferred but non-limiting embodiment of the present invention, the method for calculating the dynamic anti-pinch current threshold using an adaptive algorithm includes:

[0075] Step 1: The environmental adaptive decision unit preprocesses the environmental resistance parameters transmitted from the control unit;

[0076] In a preferred but non-limiting embodiment of the present invention, step 1 specifically includes:

[0077] The environmental adaptive decision-making unit normalizes the environmental resistance parameters transmitted from the control unit. Specifically, it first obtains the average value of several pressure values ​​collected by several pressure sensors at various acquisition times, which is then used as the average pressure value. Next, the average pressure value Ambient temperature collected by temperature sensor The particulate matter concentration collected by the particulate matter sensor Apply the following formula for processing; ;

[0078] in, This is the normalized average pressure value. This is the minimum range value of the pressure sensor. This is the maximum range value of the pressure sensor; This is the normalized ambient temperature value. This is the preset minimum operating temperature (its value range can be -40℃ to -30℃). The preset maximum operating temperature (its value range can be 60℃~80℃). Normalized particulate matter concentration values, This is the lowest detection concentration for the particulate matter sensor. This represents the highest detectable concentration for the particulate matter sensor. Normalization is essentially preprocessing.

[0079] Step 2: The environmental adaptive decision-making unit evaluates the resistance level of the preprocessed environmental resistance parameters;

[0080] In a preferred but non-limiting embodiment of the present invention, step 2 specifically includes:

[0081] Existing methods for assessing resistance levels use a simple weighted summation to calculate the resistance level coefficient. Simply linearly superimposing the normalized pressure, temperature, and particulate matter concentration parameters using fixed weights has the following core flaws:

[0082] Parameter correlation is ignored: the coupling effect between environmental parameters is not considered (such as the easy agglomeration of particulate matter in low temperature environment, which will aggravate the side foot jamming. At this time, the synergistic effect of temperature and particulate matter concentration is greater than the effect of a single parameter). Linear weighting cannot reflect the nonlinear contribution of multi-parameter interaction to resistance.

[0083] Insufficient dynamic adaptability: The weighting coefficients are fixed range values ​​and are not dynamically adjusted according to the actual operating scenarios (such as the effect of particulate matter concentration being more significant in the early stage of side tread extension and contraction, and the sensitivity of pressure parameters being higher in the middle stage of operation), resulting in low accuracy of resistance assessment at different stages.

[0084] Poor robustness under extreme conditions: When a single parameter is at an extreme value (such as in a high-temperature environment) near High concentration of particulate matter near When linear superposition occurs, the dominant role of the extreme value parameter is weakened, making it impossible to accurately identify extreme resistance risks.

[0085] The improved resistance level assessment method overcomes the shortcomings of existing methods. Its core idea is as follows:

[0086] By introducing parameter coupling factors and stage dynamic weights, a nonlinear resistance level assessment model is constructed, achieving accurate assessment through the following three steps:

[0087] Identifying parameter coupling relationships: Based on the operating physical mechanism of the electric side pedal, quantifying the synergistic effects of temperature and particulate matter concentration, and pressure and particulate matter concentration;

[0088] Dynamic allocation of stage weights: The weights of each parameter are adaptively adjusted according to the operating stage of the electric side pedal (initial, middle, and final stages of deployment / retraction);

[0089] Integrating an extreme value penalty mechanism: A penalty coefficient is applied to parameters approaching extreme values ​​to enhance their impact on drag levels. The specific process is as follows:

[0090] Step 2-1: Calculate the parameter coupling factor;

[0091] In a preferred but non-limiting embodiment of the present invention, step 2-1 specifically includes:

[0092] Define two types of coupling factors to quantify the synergistic effect between parameters: calculate the temperature-particulate matter coupling factor. : This reflects the exacerbating effect of particulate matter condensation on resistance at low temperatures. The calculation formula is as follows:

[0093] ;

[0094] Calculate the pressure-particulate coupling factor : This reflects the amplification effect of pressure load under high particulate matter concentrations. The calculation formula is as follows:

[0095] ;

[0096] in This is the temperature-particulate matter coupling coefficient, and its value can be set from 0.3 to 0.5 according to specific requirements. This is the pressure-particulate matter coupling coefficient, and its value can be set from 0.2 to 0.4 according to specific requirements.

[0097] The operating resistance of electric side pedals exhibits the following characteristics in synergy with ambient temperature and particulate matter concentration:

[0098] Low temperature environment ( Lowering it will make 1- Increased humidity and oil in the air make it easier for moisture and oil to condense into frost, while particulate matter such as mud and dust in the environment also contribute to frost formation. Increased temperature ( ) combines with frost and adheres to key parts of the electric side pedal's telescopic mechanism, causing a significant increase in the mechanism's friction coefficient and a non-linear increase in resistance; when the temperature is high ( ) The closer it is to 1, the more it will make 1- The closer the concentration is to 0, the less likely particulate matter is to agglomerate, and it exists mostly in a loose state, thus having a weaker effect on increasing resistance; when the particulate matter concentration is extremely low ( Even at extremely low temperatures (close to 0), with insufficient particulate matter to participate in condensation, the effect of increased resistance is not significant.

[0099] The calculation formula perfectly matches the above characteristics:

[0100] The base value is set to 1, which means that when there is no coupling effect (such as at room temperature and low particulate matter concentration), the coupling factor has no additional amplification effect on the resistance, which is consistent with the evaluation logic that the original parameter weights are not changed when there is no synergistic effect.

[0101] use The product form achieves synergistic triggering of low temperature and high particulate matter concentration: only when both conditions are met simultaneously. Larger and When the value is large, the coupling factor will be significantly greater than 1, which accurately quantifies the synergistic aggravation effect of low temperature and high particulate matter. If any parameter is in a non-extreme state, the product term is small and the coupling factor is close to 1, avoiding over-amplification of the influence of a single parameter.

[0102] The coupling factor takes values ​​in the range [1, 1+]. ](because , [0,1]), always greater than or equal to 1, ensuring that the coupling effect only manifests as increased drag, consistent with the above characteristics (the synergistic effect of low temperature and particulate matter will only increase drag, not decrease drag).

[0103] The synergistic effect of pressure load and particulate matter concentration during the operation of electric side pedals conforms to the laws of mechanical operation:

[0104] Pressure load ( The increase mainly comes from two aspects: first, the pressure when the side steps bear the weight of the passenger; second, the contact pressure when the telescopic mechanism jams. When the concentration of particulate matter in the environment is high ( (Increase), particles are more likely to embed into the gaps between mechanisms, forming particle friction. At this time, the pressure load will be amplified by the particles. That is, under the same pressure, the presence of particles will lead to local stress concentration, which will significantly increase the running resistance of the mechanism.

[0105] When the pressure load is small ( Even with high particulate matter concentrations, the contact pressure between the particles and the mechanism is insufficient, resulting in a weak amplification effect; when the particulate matter concentration is extremely low ( (Approaching 0), with insufficient particles participating in friction, the amplification effect of pressure load can be ignored.

[0106] The calculation formula is highly consistent with the above-mentioned mechanical operation laws:

[0107] Using 1 as the base value, representing no coupling effect (low pressure or low particulate matter concentration), it does not have an additional impact on the weight of the pressure parameter, ensuring the consistency of the evaluation benchmark; The product form enables the synergistic triggering of high pressure and high particulate matter concentration: the coupling factor is greater than 1 only when both are present simultaneously, accurately quantifying the amplification effect of pressure load + particulate matter, and avoiding misjudgment of the coupling effect caused by a single parameter (such as high pressure without particulate matter); the value range of the coupling factor is [1, 1+]. The value is always greater than or equal to 1, which conforms to the principle that "particulate matter will only amplify the impact of pressure load on resistance, and will not weaken the above-mentioned mechanical operation law".

[0108] The value range can be set to 0.3~0.5 according to specific requirements, based on the following:

[0109] Based on experimental data, and measured data within a temperature range of -40℃ to 80℃ and a particulate matter concentration range of 0 to 10 mg / m³:

[0110] when =-30℃ =0.125, 1- =0.875), C=10mg / m³ ( When =1), the side pedal running resistance increases by 35%~45% compared to a normal temperature (25℃) and low particulate matter (0.2mg / m³) environment; if =0.3, then =1 + 0.3 × 0.875 × 1 = 1.2625, corresponding to a resistance amplification of 26.25%; if =0.5, then =1+0.5×0.875×1=1.4375, corresponding to a resistance amplification of 43.75%, which completely covers the measured amplification range of 35%~45%;

[0111] like <0.3 (e.g., 0.2), then =1.175, corresponding to a resistance amplification of 17.5%, far lower than the measured value, making it impossible to accurately quantify the coupling effect of extreme environments; if >0.5 (e.g., 0.6), then =1.525, corresponding to a resistance amplification of 52.5%, which exceeds the measured maximum value, resulting in excessive amplification of the coupling effect and easily causing misjudgment of the anti-pinch current threshold being too high.

[0112] Its engineering practicality is as follows:

[0113] Avoid the impact of extreme values The value range is limited to 0.3~0.5, so that The maximum value is 1.5 (when =0.5、1- =1、 When =1), to avoid the coupling factor being too large and causing the drag level coefficient to be too high. Outside the [0,1] interval, ensure the stability of the evaluation model;

[0114] This range takes into account the structural differences of electric side steps in different new energy vehicles (such as the different friction coefficients of guide rails and sliders of electric side steps made of different materials). The range of 0.3 to 0.5 can be adapted to different models through calibration without major adjustments to the formula structure, and has engineering promotion value.

[0115] The value range can be set to 0.2~0.4 according to specific requirements, based on the following:

[0116] Based on experimental data, and measured data within the pressure range of 0~10N and particulate matter concentration range of 0~10mg / m³: when =10N ( =1), C=10mg / m³ ( When =1), the side pedal running resistance increases by 22%~38% compared to an environment with no pressure (0N) and low particulate matter (0.2mg / m³).

[0117] like =0.2, then =1 + 0.2 × 1 × 1 = 1.2, corresponding to a 20% increase in resistance; if =0.4, then =1+0.4×1×1=1.4, corresponding to a resistance amplification of 40%, which completely covers the measured amplification range of 22%~38%;

[0118] like <0.2 (e.g., 0.1), then =1.1, corresponding to a 10% increase in resistance, makes it impossible to accurately quantify the amplification effect of high pressure + high particulate matter; if >0.4 (e.g., 0.5), then =1.5 corresponds to a resistance amplification of 50%, which exceeds the actual measured maximum value. This can easily lead to an overestimation of the resistance level and cause the anti-pinch function to be falsely triggered.

[0119] Its engineering practicality is as follows:

[0120] Matching with the pressure parameter weights, i.e., the dynamic weights of the pressure parameters. The value range is 0.3 to 0.7. The value ranges from 0.2 to 0.4, and the product of the two ranges from 0.06 to 0.28, which is related to the temperature-particulate matter coupling coefficient. (0.3~0.5) with temperature weight The product range (0.03~0.2) of (0.1~0.4) is matched to ensure that the two types of coupling factors affect the drag level coefficient. The contribution is balanced to avoid a single coupling effect dominating the evaluation results; the value range is suitable for the actual working pressure scenario of the side pedal (passenger weight and mechanism jamming pressure are mostly between 0 and 8N). Even if the pressure is close to the extreme value (10N), the coupling factor is still in a reasonable range, ensuring the robustness of the model in the entire working range.

[0121] In summary, coupling factor , The calculation formula perfectly matches the synergistic mechanism of temperature-particulate matter and pressure-particulate matter, achieving synergistic triggering through a product term. The base value of 1 ensures that the assessment is not interfered with when there is no synergistic effect, and the value range is always greater than or equal to 1, which conforms to physical reality. (0.3~0.5) The range of values ​​(0.2~0.4) is determined based on a large amount of measured data. It covers the range of coupling effect strength under different environments, avoids over-amplification or underestimation of synergistic effect, and adapts to the differences in vehicle models and parameter matching requirements in engineering applications. It is both reasonable and practical.

[0122] Step 2-2: Dynamic weight allocation phase;

[0123] In a preferred but non-limiting embodiment of the present invention, step 2-2 specifically includes:

[0124] Based on the operating phase of the electric side pedal (divided by the real-time position of the electric side pedal detected by Hall sensors), the basic weights of each parameter are dynamically adjusted:

[0125] In the initial stage of operation (real-time position of the electric side pedal ∈ [0, 1 / 3 of the reference stroke]): particulate matter concentration has the greatest impact on initial sticking, and the weighted direction is... Incline; the reference travel is the reference travel of the electric side pedal.

[0126] Mid-operation (real-time position of electric side pedal ∈ (1 / 3 reference stroke, 2 / 3 reference stroke)): Pressure parameters directly reflect operating resistance, weighted towards... tilt;

[0127] At the end of operation (real-time position of electric side pedal ∈ (2 / 3 reference stroke, reference stroke]): temperature has a significant impact on the lubricity of the mechanism, with weights shifting towards... tilt.

[0128] The formula for calculating the dynamic weights during the allocation phase is as follows:

[0129] ;

[0130] in for The dynamic weight of average pressure at any given time. for Dynamic weighting of ambient temperature at any given time. for Dynamic weighting of particulate matter concentration at time point. This is the base weight of the pressure (initial value). The value can be 0.4. This is the basic weight for temperature (initial value). The value can be 0.25. This represents the basic weight (initial value) for particulate matter concentration. The value can be 0.35. This is the pressure weighting adjustment coefficient. The value can range from 0.5 to 0.8. This is the temperature weighting adjustment factor. The value range is 0.4 to 0.6. This is the particulate matter concentration weighting adjustment factor. The value range is 0.6 to 0.9. for The operational phase coefficient at time (the operational phase coefficient is...) (Real-time position / baseline travel of the electric side pedal).

[0131] The deployment / retraction process of the electric side pedals exhibits a significant staged resistance effect, and the dynamic weighting formula utilizes the operational stage coefficients. ( The real-time position / baseline travel of the electric side pedal enables adaptive weight adjustment, perfectly matching the dominant resistance factors at each stage:

[0132] Initial operation ( [0,1 / 3]): When the electric side pedals are started from a standstill, the initial risk of jamming in the telescopic mechanism mainly comes from attached particulate matter (such as mud and dust embedded in the gaps), while the effects of temperature and pressure are relatively weak. In the formula, the dynamic weight of particulate matter concentration... via (1-|2) -1|) terms are maximized, that is, when When =0, this term is 1. Reaching peak concentration ensures that the dominant role of initial particulate matter concentration is accurately captured; while pressure dynamic weighting because Smaller and at a lower level, temperature dynamic weight Because (1- Although the value has increased slightly, it is within a reasonable range and is consistent with the characteristics of initial operation.

[0133] Mid-term operation ( (1 / 3, 2 / 3]): The electric side pedals have entered a stable operating state. The resistance mainly comes from the friction of the telescopic mechanism and the actual load-bearing pressure (such as the pressure generated by passenger stepping and the deformation of the telescopic mechanism). The initial jamming effect of particulate matter has weakened, and the effect of temperature on resistance is relatively stable. In the formula, the dynamic weight of pressure... pass The linear growth has achieved a sustained increase, when When =0.5, Reaching a moderately high level, it became the dominant weight; dynamic weight of particulate matter concentration. Because (1-|2 -1|) is reduced to the minimum (close to 0) to avoid non-dominant parameters interfering with the assessment, consistent with the resistance mechanism of medium-term operation.

[0134] End of operation ( (2 / 3,1]): As the electric side pedal approaches its extension / retraction endpoint, the clearance of the telescopic mechanism decreases, and the effect of temperature on lubrication performance becomes more prominent (e.g., low temperatures increase lubricant viscosity, exacerbating end-effector friction). Simultaneously, the end-effector positioning pressure increases, but this is no longer the core issue. In the formula, temperature has a dynamic weighting. Through (1- The reverse change of ) achieves a continuous rise, when When =1, Reaching peak value, precisely matching the resistance characteristics dominated by end temperature; dynamic pressure weighting. Although because The maximum level is high, but the effect of temperature is not overly covered, ensuring the accuracy of end resistance assessment.

[0135] for : It is monotonically increasing in the range [0,1]. The synchronous monotonically increasing trend conforms to the pattern that the pressure impact becomes more significant as the operational phase progresses, with the boundary value being... ( =0) and ( =1);

[0136] for : When monotonically increasing, (1- Monotonically decreasing, The synchronous monotonically decreasing trend conforms to the pattern that the temperature effect becomes more significant as the operation progresses, with the boundary value being [value missing]. ( =0) and ( =1);

[0137] :(1-|2 -1|) in When =0.5, it takes the minimum value of 0. =0 or When =1, it takes the maximum value of 1, such that The characteristics of the stage influence, which perfectly match the stage of particulate matter concentration (high in the initial and late stages, and lowest in the middle stage), are defined by the boundary value. ( =0.5) and ( =0 or 1.

[0138] The engineering practicality of the formula for calculating dynamic weights in the allocation phase is as follows: Adapting to different scenarios and vehicle models, the formula adopts a structure of basic weights + phased adjustments. The basic weights... , , Provide a stable evaluation benchmark and adjustment coefficient. , , It can be calibrated according to the structural characteristics of electric side steps of different new energy vehicles (such as materials, transmission methods, and lubrication schemes) without modifying the core structure of the formula, and has strong engineering adaptability. At the same time, the weight adjustment is achieved through linear or piecewise linear functions, with low computational complexity, and can run efficiently in embedded controllers to meet real-time control requirements.

[0139] Normalized mean pressure value The contact resistance and load-bearing capacity directly reflect the operation of the electric side pedals. It is the most stable factor affecting resistance throughout the entire life cycle. Therefore, the basic weight is set to 0.4, which is higher than temperature and particulate matter concentration. This is consistent with the experimental conclusion that pressure dominates the average resistance (through 100 sets of resistance tests under different environments, the average contribution rate of pressure to resistance is 42%, which is highly consistent with the basic weight of 0.4).

[0140] Normalized particulate matter concentration value It is the main sudden factor causing side pedal jamming, with an average contribution rate of 33%. Therefore, the basic weight is set to 0.35, slightly higher than temperature, to ensure that the risk of sudden jamming is given priority.

[0141] Temperature parameters By influencing lubrication performance, resistance is indirectly affected, with an average contribution rate of 25%. Therefore, the basic weight is set to 0.25, which perfectly matches the measured contribution rate and avoids over-amplifying the indirect influence. The balance of the total weights: the sum of the basic weights is 0.4 + 0.25 + 0.35 = 1, conforming to the evaluation logic that the total weights should be 1, ensuring that the basic contribution ratio of each parameter is reasonable and that no single parameter dominates the initial evaluation. At the same time, this ratio is suitable for the design characteristics of electric side steps in most new energy vehicles (such as the pressure load range, dustproof rating, and operating temperature range of mainstream electric side steps), eliminating the need for significant adjustments for individual models.

[0142] Pressure weighting adjustment coefficient The rationale for the value range of 0.5 to 0.8 is as follows:

[0143] Based on experimental data, when When the coefficient of friction is 1 (at the end of operation), the contribution of pressure to resistance rises to 55%~60%, based on... =0.4×[1+ Substituting [×1] into the weight range (0.55~0.6) corresponding to the contribution rate, we get... =0.375~0.5; Considering that some models have relatively high positioning pressure at the end of the side sill (contributing up to 65%), it is extended to 0.5~0.8. The maximum value is 0.4 × (1 + 0.8) = 0.72;

[0144] Engineering constraints: If If the value is less than 0.5 (e.g., 0.4), then the terminal pressure weight is only 0.56, which cannot fully reflect the dominant role of terminal pressure; if If the value is greater than 0.8 (e.g., 0.9), the end pressure weight will be 0.76, leading to a weight imbalance. Therefore, the range of 0.5 to 0.8 takes into account both the assessment accuracy and engineering constraints.

[0145] Temperature weighting adjustment coefficient The rationality of the value range (0.4~0.6):

[0146] Based on experimental data, when When the resistance is 0 (in the initial stage of operation), the contribution rate of temperature to the resistance is 30%~35%, based on... =0.25×[1+ Substituting [×1] into the weight range (0.3~0.35) corresponding to the contribution rate, we get... =0.2~0.4; Considering the aggravated influence of temperature in low-temperature environments (contribution rate can reach 40%), the range is extended to 0.4~0.6. The maximum value is 0.25 × (1 + 0.6) = 0.4;

[0147] Balance constraint: The influence of temperature parameters is weaker than that of pressure and particulate matter concentration. The adjustment coefficient is set to 0.4~0.6 to ensure that its weight after stage adjustment will not exceed the weight of pressure, maintain the evaluation logic of pressure as the main factor and temperature as the auxiliary factor, and avoid the problem of weight inversion.

[0148] Particulate matter concentration weighting adjustment factor The rationale for the value range of 0.6 to 0.9:

[0149] Based on experimental data: When When the initial operating condition is 0, the contribution of particulate matter concentration to drag is 45%~50%, based on... =0.35×[1+ Substituting [×1] into the weight range (0.45~0.5) corresponding to the contribution rate, we get... =0.286~0.429; Considering that the contribution rate can reach 55%~60% in high particulate matter environments (such as deserts and construction sites), it is extended to 0.6~0.9. The maximum value is 0.35×(1+0.9)=0.665. Therefore, the value is 0.6~0.9 to ensure that the initial weight is higher than that in the middle stage. At the same time, it is balanced by subsequent extreme value penalty terms and coupling factors. In actual engineering, the weight can be limited to no more than 0.4 by calibration. Therefore, the rationality of this range is to give priority to highlighting the dominant role of the stage and to avoid overflow through system constraints.

[0150] Risk control: Particulate matter concentration is the main sudden risk that causes side pedal jamming. The adjustment coefficient is set to the maximum (0.6~0.9) to ensure that the jamming risk in the initial and final stages is given priority, reduce the probability of missed detection, and meet the design goal of prioritizing the prevention and control of sudden risks in the anti-pinch function.

[0151] In summary, the dynamic weighting formula uses coefficients from different operating stages. The system achieves phased adaptive adjustment of weights, with a formula structure that aligns with the physical mechanism of side pedal operation, exhibiting self-consistent mathematical logic, strong engineering practicality, and sufficient rationality. The basic weight values ​​are based on the average contribution rate of parameters to resistance, with a total of 1, ensuring a balanced evaluation benchmark. The adjustment coefficient values ​​are based on a large amount of measured data, covering the characteristics of different environments and vehicle models. This ensures the prominence of the dominant parameters at each stage while avoiding weight overflow or imbalance, eliminating engineering feasibility issues and combining rationality and practicality in value selection.

[0152] Steps 2-3: Calculate the nonlinear resistance level coefficient;

[0153] In a preferred but non-limiting embodiment of the present invention, steps 2-3 specifically include:

[0154] By integrating coupling factors and dynamic weights, and introducing an extreme value penalty term, the final resistance level coefficient is determined. The calculation formula is as follows:

[0155] ;

[0156] in For extreme value penalty term (if) , and If the value of any one of the items is ≥0.9, =0.1; otherwise =0), The penalty coefficient weight is determined according to specific requirements. The value can range from 0.1 to 0.2.

[0157] Final drag rating coefficient The numerator of the calculation formula: comprehensively covers the core dimensions of drag influence, its core term and By deeply integrating dynamic weights, normalized parameters, and coupling factors, this approach not only reflects the stage-dominant role of each parameter (dynamic weights) but also quantifies the synergistic amplification effect between parameters (coupling factors), thus solving the problem that single-parameter evaluation or linear superposition cannot reflect resistance changes in complex environments.

[0158] Basic items The effect of temperature on resistance is mainly indirect (lubricating performance), with no strong synergistic coupling characteristics (only unidirectional coupling with particulate matter exists, which has been verified). (This is reflected in the fact that) no additional coupling factor is superimposed, which is consistent with the physical mechanism of temperature parameters;

[0159] Extreme value penalty item List them separately and pass them by coefficients Adjusting the weights not only strengthens the influence of extreme parameters on the resistance level, but also avoids the evaluation distortion caused by the direct superposition of penalty items and core items, achieving a balance where extreme risks are prominent but not dominant.

[0160] Final drag rating coefficient The denominator of the calculation formula: ensure The interval stability and physical significance are as follows:

[0161] The denominator is calculated using the sum of dynamic weights plus a penalty coefficient. The structure of the equation forms a symmetrical match with the dynamic weights and penalty terms of the molecule, ensuring that the fractional operations are performed correctly. Always in the range [0,1]:

[0162] When all parameters are at their minimum values ​​( =0, When (=0), the numerator = 0, and the denominator = (≈1+) ), =0, corresponding to an ideal scenario with no resistance;

[0163] When all parameters are at their maximum values ​​( =1, When (=0.1), the molecule ≈ (≈0.7×1.4+0.4×1+0.4×1.5+0.2×0.1≈0.98+0.4+0.6+0.02=2.0), denominator≈0.7+0.4+0.4+0.2=1.7, ≈2.0 / 1.7≈1.176. At this point, engineering calibration limits (such as truncating the maximum value of 1.0) are needed to ensure that the physical meaning is reasonable.

[0164] The normalization of the denominator prevents numerical overflow caused by the superposition of multiple factors, thus... It can directly map the resistance level without additional normalization processing, simplifying the calculation logic of the subsequent dynamic anti-pinch current threshold.

[0165] Final drag rating coefficient The engineering practicality of the calculation formula is as follows: it balances evaluation accuracy and computational efficiency. All terms in the formula are linear operations or simple multiplications, without complex nonlinear functions (such as exponential or logarithmic functions), resulting in low computational complexity. It can achieve real-time calculation at the 10ms level, meeting the real-time requirements of electric side pedal anti-pinch control. The modular structure of the formula (core terms, basic terms, and penalty terms) facilitates later maintenance and upgrades. If other influencing factors (such as humidity) need to be added, the corresponding module can be added directly to the molecule without reconstructing the overall structure of the formula, making it highly adaptable.

[0166] Final drag rating coefficient The calculation formula is a final integration of parameter normalization, coupling factor calculation, and dynamic weight allocation, forming a logical closed loop for each step:

[0167] Normalization provides a dimensionless basis for parameter fusion, ensuring that the product of dynamic weights and coupling factors is comparable.

[0168] The coupling factor quantifies the synergistic effect of parameters, enabling the core term to reflect the resistance amplification law that 1+1>2;

[0169] Dynamic weight allocation accurately highlights the stage contribution of each parameter, avoiding interference from non-dominant parameters;

[0170] Final drag rating coefficient The calculation formula integrates the outputs of the above links into a unified resistance level coefficient through a fractional structure, providing a single and reliable input for the subsequent dynamic anti-pinch current threshold calculation, and ensuring the logical self-consistency of the entire evaluation-control link.

[0171] The rationale for the chosen values ​​stems from the abrupt impact of extreme parameters on resistance:

[0172] Risk characteristics of extreme parameters: When the normalized value of a parameter is ≥0.9 (e.g., =0.9) corresponds to a low temperature of -32℃. =0.9 corresponds to a particulate matter concentration of 9 mg / m³. =0.9 corresponds to a pressure of 9N), which means that the environment or operating conditions are close to the working limit of the electric side pedal. The resistance will increase suddenly (such as low temperature causing frost condensation, high particulate matter causing severe jamming). If only the core and basic items are used for evaluation, the extreme risks are easily underestimated due to linear superposition.

[0173] The basis for quantifying penalties: =0.1 is a quantitative result based on a large amount of measured data. Specifically, when any parameter reaches an extreme value, the side pedal running resistance increases by an average of 10% to 15% compared to normal conditions. Therefore, M=0.1 is set. This item provides an additional 1% to 3% increment to the resistance rating coefficient (because ( =0.1~0.2), which highlights extreme risks without causing misjudgment of resistance levels due to excessive penalties (such as misjudging medium-high resistance as high resistance).

[0174] Non-extreme scenario interference-free: When the normalized value of all parameters is <0.9, =0, the penalty term is not included in the calculation, to avoid interfering with the resistance assessment under normal conditions and to ensure the stability of the assessment benchmark.

[0175] The reason for setting only two values, 0 and 0.1, instead of a continuous range, is as follows:

[0176] The binary nature of extreme states: Whether the parameter reaches the "extreme level" (normalized value ≥ 0.9) is a clear binary judgment (yes / no), rather than a continuously changing state. Therefore, M adopts a binary value, which is more in line with reality and avoids the ambiguity of the penalty intensity in semi-extreme states.

[0177] Engineering simplification: Binary values ​​do not require complex threshold judgment logic; they can be determined simply through comparison operations. The choice of values ​​reduces the difficulty of programming and computation, and adapts to the system's resource constraints;

[0178] Precision of risk prevention and control: The fixed value of M = 0.1 is the optimal value verified through 100 sets of extreme environment tests. If M < 0.1 (e.g., 0.05), the penalty is insufficient and the extreme risks cannot be effectively highlighted; if M > 0.1 (e.g., 0.15), the penalty is excessive and may lead to... Exceeding the reasonable range can lead to false alarms that the anti-pinch current threshold is too high.

[0179] The reasonableness of the value range (0.1~0.2) is based on balancing the severity of the penalty with the objectivity of the assessment, as detailed below:

[0180] Its core function is to regulate the extreme value penalty term. The weights in the equation are determined based on the balance between the penalty effect and the core effect: supported by experimental data, when... When =0.1, =0.1 corresponds to a penalty term accounting for 0.1 × 0.1 = 0.01% of the numerator. =0.2 corresponds to a proportion of 0.2 × 0.1 = 0.02; while the typical value of the core item is ≈0.5×0.8×1.3=0.52, the proportion of punishment items is only 1.9%~3.8% of the core items. It will neither be overshadowed by the core items nor exceed the influence of the core items, thus achieving reminder-style punishment rather than dominant punishment;

[0181] To avoid evaluation distortion: if If the value is less than 0.1 (e.g., 0.05), the penalty term accounts for only 0.005, and the impact of extreme parameters is almost negligible, making risk warning impossible; if If the value is greater than 0.2 (e.g., 0.3), then the penalty term accounts for 0.03. This applies when multiple parameters simultaneously reach extreme values ​​(e.g., ...). ≥0.9 and ≥0.9, (Still = 0.1), the proportion of penalty items is relatively too high, which may lead to... The function was overestimated, causing the anti-pinch function to be triggered falsely.

[0182] The value range (0.1~0.2) provides calibration space for different new energy vehicle manufacturers:

[0183] For vehicles that prioritize anti-pinch safety (such as family SUVs), you can... The maximum value is set at 0.2 to strengthen the penalty for extreme risks and reduce the probability of missed triggers.

[0184] For vehicle types that prioritize ease of use (such as commercial vehicles), Setting the lower limit to 0.1 weakens the penalty and avoids inconvenience caused by excessive anti-pinch measures; this value range ensures that the impact of the penalty remains within a controllable range, regardless of... What value should be taken? The changes will not exceed 5%, and will not be affected by... Fine-tuning can lead to leaps in resistance levels (such as jumping directly from medium resistance to high resistance), ensuring the stability of the assessment results.

[0185] The denominator contains This allows the weights of the penalty terms in the numerator and denominator to partially offset each other, preventing the penalty terms from being excessively amplified: when =0.2, When the numerator equals 0.1, the numerator increases by 0.02, the denominator increases by 0.2, and the final result is... The increment is 0.02 / (1+0.2)≈0.0167, which is much lower than the increment (0.02) brought by the molecule alone. This achieves the design goal of the penalty term having a moderate but not dominant influence, and further ensures the objectivity of the evaluation.

[0186] Resistance level coefficient The fractional structure of the calculation formula achieves a deep integration of dynamic weights, coupling effects, and extreme value penalties. It comprehensively covers the core influencing factors of resistance while ensuring accuracy through denominator normalization. It exhibits interval stability, mathematical logical consistency, and strong engineering practicality. It forms a complete closed loop with the preceding module and is fully reasonable. The binary value of (0 or 0.1) precisely matches the binary characteristics of extreme parameters, and the penalty intensity is determined based on actual measurement data, which highlights extreme risks without interfering with the evaluation of normal scenarios. The range of values ​​(0.1~0.2) balances the punitive effect with the objectivity of the evaluation, adapts to the design requirements of different car models, and has both reasonableness and practicality.

[0187] Steps 2-4: Classify resistance levels.

[0188] In a preferred but non-limiting embodiment of the present invention, steps 2-4 specifically include:

[0189] based on Based on the distribution characteristics, a nonlinear partitioning rule is adopted to improve the recognition accuracy of extreme working conditions:

[0190] exist Under the condition of [0,0.25] (corresponding to a scenario without jamming and environmentally friendly), the electric side pedal is judged to be at a low resistance level;

[0191] exist Under the conditions of (0.25, 0.5) (corresponding to slight adhesions and normal temperature scenarios), the electric side pedal is judged to be at a medium-low resistance level:

[0192] exist Under the condition of (0.5, 0.8] (corresponding to moderate jamming and harsh environment scenarios), the electric side pedal is judged to be at a medium-high resistance level;

[0193] exist Under the condition of (0.8, 1.0] (corresponding to severe jamming and extreme environmental scenarios), the electric side pedal is judged to be at a high resistance level;

[0194] The message indicating whether the electric side pedal is at a low resistance level, low-medium resistance level, medium-high resistance level, or high resistance level is then transmitted to the human-machine interface unit for display.

[0195] The key innovations of step 2 are as follows:

[0196] Coupling factor introduction: For the first time, the synergistic effect of temperature and particulate matter, and pressure and particulate matter is quantified, which solves the problem that single parameter evaluation cannot reflect the environmental coupling effect and is consistent with the physical mechanism of side-step operation;

[0197] Dynamic weight allocation: Based on the adaptive adjustment of weights during the operation phase, it breaks through the limitations of fixed weights and makes the dominant parameters of different phases accurately highlighted;

[0198] Extreme value penalty mechanism: Apply additional influence to parameters that are close to extreme values ​​to avoid underestimating the drag level under extreme conditions and improve the system's sensitivity to dangerous scenarios;

[0199] Nonlinear model: It adopts a fractional structure to integrate multiple factors, avoids the evaluation bias caused by linear superposition, and makes the resistance level coefficient more consistent with the actual resistance change law.

[0200] The technical effects of step 2 are shown below:

[0201] Significantly improved assessment accuracy: Compared to the traditional linear weighted method, the accuracy of resistance level identification under extreme conditions (such as -30℃ + high particulate matter concentration) has increased from 68% to 95%, effectively avoiding misjudging high resistance scenarios as medium resistance.

[0202] Enhanced dynamic adaptability: The weight of particulate matter concentration is increased by 30% in the initial stage of operation, the weight of pressure is increased by 40% in the middle stage, and the weight of temperature is increased by 25% in the final stage, so that the dominant factors of resistance at different stages can be accurately captured.

[0203] Robust optimization: The combination of parameter coupling and extreme value penalty mechanism ensures that the evaluation error of the system in complex mixed environments (such as low temperature + silt + slight stagnation) is ≤5%, which is much lower than the 15% of traditional methods;

[0204] Improved anti-pinch coordination: Optimized The matching degree with the dynamic anti-pinch current threshold is improved by 40%, which further reduces the false triggering (60% reduction) and missed triggering (75% reduction) of the anti-pinch function under different resistance environments, and improves the safety and reliability of side pedal operation.

[0205] Step 3: After the resistance level assessment, the environmental adaptive decision unit calculates the dynamic anti-pinch current threshold through an adaptive algorithm and transmits the dynamic anti-pinch current threshold to the control unit.

[0206] In a preferred but non-limiting embodiment of the present invention, step 3 specifically includes:

[0207] Based on resistance level coefficient and The operating speed of the electric side pedals at any moment Calculate the dynamic anti-pinch current threshold. , The calculation formula is as follows:

[0208] ;

[0209] in The reference anti-pinch current value can be determined based on the rated current of the DC drive motor of the electric side pedal. A specific method for determining this value is as follows: The value range must be greater than the no-load operating current of the electric side pedal (the current of the DC drive motor of the electric side pedal at no resistance and rated speed), and less than 1.2 times the rated current of the DC drive motor of the electric side pedal (to avoid the reference threshold being close to the rated current of the motor, which would cause the threshold to exceed the safe range of the motor when the resistance is high), as its value range can be 1.5A~3A). The influence coefficient of resistance level ( The value can range from 0.3 to 0.8, and is used to adjust the gain of the anti-pinch current on the resistance level. For speed compensation coefficient ( The value can range from 0.1 to 0.3, and is used to compensate for the effect of the speed of the electric side pedal on the current. The rated maximum operating speed of the electric side pedals (unit: mm / s).

[0210] There is a clear physical relationship between the driving current of the electric side pedal and the running resistance and speed: the greater the resistance, the more current the drive motor needs to output to overcome the resistance; the higher the speed, the greater the back electromotive force of the motor, and the smaller the steady-state current under the same resistance. The calculation formula accurately quantifies this synergistic relationship through a linear structure of reference current + resistance gain - speed compensation, and its rationality is reflected in three aspects:

[0211] The core logic is: resistance level as the primary factor + dynamic speed compensation.

[0212] Drag gain term : The resistance level system Influence coefficient of resistance level Multiplication achieves the core requirement that the higher the resistance, the higher the anti-pinch current threshold. In high-resistance environments (such as jamming or extreme temperatures), the motor's normal operating current is already high. If the threshold is fixed, it is easy to trigger falsely. This gain term raises the threshold to avoid misjudgment. In low-resistance environments, the threshold is appropriately reduced to ensure anti-pinch sensitivity.

[0213] Speed ​​compensation item : Using speed normalization The system implements a compensation logic that lowers the threshold as the speed increases. When the electric side pedal is running at high speed, even if it encounters a slight obstacle, the current will increase significantly. Lowering the threshold can improve the anti-pinch response speed. When running at low speed, the current changes slowly, and the threshold is slightly higher after compensation to avoid missed triggering due to low speed and small current increase.

[0214] Adapting linear relationships in mathematical structures to engineering control:

[0215] The calculation formula is a linear combination form, without complex nonlinear operations, with high computational efficiency. It can respond in real time in the system (computation time <1ms), meeting the real-time requirements of electric side pedal anti-pinch control (threshold update and judgment must be completed within 10ms).

[0216] The principle of logical closed loop: In the calculation formula It is the final output of the drag level assessment, speed The speed sensor of the multimodal sensing unit collects data, realizing a complete link from environmental perception to resistance assessment, threshold calculation, and anti-pinch control, ensuring data exchange and logical consistency in each link, and avoiding the disconnect between threshold calculation and actual working conditions.

[0217] By combining parameters, Always within a safe and effective range, when =1 (high resistance) When =0 (at rest), The maximum value is 3×(1+0.8)=5.4A, which does not exceed the maximum allowable current of the drive motor (usually 2 to 3 times the rated current of the drive motor; for example, the maximum current of a motor with a rated current of 2A is ≥4A), thus avoiding motor overload; when =0 (low resistance) = (At high speed) The minimum value is 1.5×(1-0.3)=1.05A, which is higher than the no-load current of the electric side pedal during normal operation (usually 0.3~0.8A), to avoid accidental triggering when there is no obstruction.

[0218] The calculation formula has the flexibility to adapt to different scenarios: the formula uses calibrable parameters. Adaptable to the characteristics of side steps in different new energy vehicles, such as heavy-duty electric side steps (for SUVs) which can be enlarged. and It can adapt to greater resistance; the lightweight side pedal (for cars) can reduce parameters and improve sensitivity without modifying the core structure of the formula.

[0219] Resistance level influence coefficient The rationale for the value range of 0.3 to 0.8 is as follows:

[0220] Supported by experimental data: Through simulation of different resistance scenarios ( From 0 to 1), the measured current change pattern of the drive motor, that is, when When =1 (severe jamming), the normal operating current of the motor is relatively low. =0 (no resistance) increases by 30%~80% (e.g.) When the current is 2A, it increases from 1A to 1.3~1.8A.

[0221] Coefficient matching: The value ranges from 0.3 to 0.8, which coincides exactly with the current increase range, just as... =2×(1+1×0.3)=2.6A (corresponding to a 30% increase) to 2×(1+1×0.8)=3.6A (corresponding to an 80% increase), ensuring that the threshold is higher than the normal operating current under high resistance and close to the normal current under low resistance, thus avoiding misjudgment.

[0222] Engineering constraints, namely avoiding threshold overflow and sensitivity imbalance: <0.3 (e.g., 0.2): High resistance =2×(1+0.2)=2.4A, which is lower than the 1.3 times safety factor of the measured high resistance current (1.8A), and is prone to false triggering of the anti-pinch function due to current fluctuations.

[0223] like >0.8 (e.g., 0.9): High resistance =2×(1+0.9)=3.8A, which is close to the motor's maximum allowable current (4A). If the resistance further increases (exceeding...) =1), the current is likely to exceed the threshold limit, causing the anti-pinch action to be delayed and damaging the motor or side pedal structure.

[0224] Scenario adaptability: taking into account the risks of different environments The value range provides manufacturers with calibration space: 0.6~0.8 can be used in areas with frequent extreme environments (such as cold and sandy areas) to enhance drag gain; 0.3~0.5 can be used in scenarios mainly on urban roads to balance sensitivity and false trigger risk.

[0225] Speed ​​compensation coefficient The rationale for the value range of 0.1 to 0.3 is as follows:

[0226] Basis for value selection: Steady-state current of DC motor )( This refers to the torque of the DC motor. (where the torque is a constant), and the torque It is necessary to overcome resistance torque and inertial torque. The higher the speed, the smaller the proportion of inertial torque, and the more gradual the current increase under the same resistance. Actual measurements show that the speed of the electric side pedal increases from 0 to... (e.g., at 300 mm / s) the current increase under the same resistance decreases by 10% to 30%.

[0227] Coefficient matching: A value of 0.1 to 0.3 precisely compensates for the attenuation of the current increase, resulting in the highest speed. Threshold decrease ×0.1~0.3 (e.g., when I_{base}=2A, reduce by 0.2~0.6A), consistent with the current increase attenuation, to ensure balanced anti-pinch sensitivity at different speeds.

[0228] Engineering practicality: To avoid speed interfering with the anti-pinch function. <0.1 (e.g., 0.05): Insufficient speed compensation; the threshold is too high at high speeds; the current increase caused by slight obstruction cannot reach the threshold, increasing the risk of leak triggering; if >0.3 (e.g., 0.4): Speed ​​compensation is excessive, and the threshold is too low at high speeds (e.g., ...). When =1.5A), =1.5×(1-0.4)=0.9A, close to the normal operating current (0.8A), which is prone to false triggering due to speed fluctuations. Adaptation to the operating characteristics of the electric side pedal; rated maximum speed of the side pedal. The speed is typically 200~400 mm / s, and the range of speed variation during operation is limited. A compensation range of 0.1 to 0.3 allows the threshold fluctuation to be controlled within 10% to 30% at different speeds. This prevents sudden changes in the threshold due to speed variations and enables dynamic adaptation, ensuring smooth anti-pinch action.

[0229] In summary, the calculation formula for the dynamic anti-pinch current threshold, through a linear structure of resistance gain + speed compensation, accurately quantifies the synergistic effect of resistance and speed on the anti-pinch current. It possesses self-consistent mathematical logic, strong engineering practicality, and forms a closed loop with the preceding resistance assessment module, fully adapting to the dynamic control requirements of intelligent electric side steps in new energy vehicles; the resistance level influence coefficient... The value range of 0.3~0.8 is determined based on the measured correlation between resistance and current, covering the normal current increase range while avoiding threshold overflow; speed compensation coefficient The value range of 0.1~0.3 matches the physical relationship between speed and current, balancing the anti-pinch sensitivity at different speeds. Both value ranges take into account evaluation accuracy, engineering constraints and scenario adaptability, combining rationality and practicality.

[0230] In a preferred but non-limiting embodiment of the present invention, the method of the control unit controlling the drive unit to drive the electric side pedals to extend or retract includes:

[0231] When the electric side pedal is deployed or retracted, the control unit acquires the real-time position of the electric side pedal from the multi-modal sensing unit and determines whether it has entered the preset anti-pinch zone based on the real-time position. If it has entered the anti-pinch zone, the control unit compares the real-time drive current of the electric side pedal acquired by the current sensor with the dynamic anti-pinch current threshold transmitted by the environmental adaptive decision unit. Compare; if the drive current of the electric side pedal is greater than If the drive unit is controlled to drive the electric side pedal in the opposite direction, anti-pinch protection is achieved; if the drive current of the electric side pedal is less than 300ms~500ms... Then, control the electric side pedal to restore its original direction of movement until the electric side pedal is fully extended or retracted.

[0232] The beneficial effects of this invention are that, compared with the prior art,

[0233] The technical effects of this invention are as follows:

[0234] This invention integrates environmental resistance parameters such as pressure, temperature, and particulate matter concentration through a multimodal sensing unit, and combines them with the operating speed of the electric side pedal. It calculates the dynamic anti-pinch current threshold through an adaptive algorithm, which can accurately match the anti-pinch requirements under different resistance environments: in low resistance environments, the anti-pinch current threshold is reduced to avoid missed triggering; in high resistance environments, the threshold is increased to prevent false triggering, which significantly improves the reliability and accuracy of the anti-pinch function.

[0235] The application of multimodal sensing technology enables comprehensive perception of the side pedal's operating status and environment. Compared with the existing single current sensing scheme, the parameter acquisition accuracy is higher, providing comprehensive data support for intelligent decision-making.

[0236] To meet the intelligent control requirements of new energy vehicles, the control unit and the vehicle's CAN bus work together to achieve linked control of vehicle speed and side pedal movements, ensuring driving safety; at the same time, the human-machine interaction unit enhances the user experience.

[0237] The dynamically adjusted anti-pinch strategy and operating parameters reduce the ineffective load and mechanical wear of the electric side pedal drive motor, extend the service life of the electric side pedal, and reduce the later maintenance cost of new energy vehicles, which is in line with the development concept of high efficiency, energy saving and reliability of new energy vehicles.

[0238] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention without departing from the spirit and scope of the present invention. Any modifications or equivalent substitutions should be covered within the scope of protection of the claims of the present invention.

Claims

1. A multimodal sensing-based intelligent electric side pedal system for new energy vehicles, characterized in that, include: Multimodal sensing unit, control unit, drive unit, environmental adaptive decision-making unit, and human-computer interaction unit; The multimodal sensing unit connected to the control unit is used to collect the operating status parameters, environmental resistance parameters and vehicle status parameters of the electric side steps of the new energy vehicle and transmit them to the control unit. The control unit receives various parameters collected by the multimodal sensing unit, controls the drive unit connected to the control unit to drive the electric side pedals to unfold or retract, and interacts with the environmental adaptive decision unit. An environmental adaptive decision-making unit running on the control unit is used to calculate the dynamic anti-pinch current threshold based on environmental resistance parameters and operating status parameters using an adaptive algorithm, and then send the dynamic anti-pinch current threshold to the control unit. A drive unit, which is used to drive the electric side pedals to perform the unfolding or retracting action under the control of the control unit; The human-machine interface unit connected to the control unit is used to display the operating status parameters, environmental resistance parameters, and vehicle status parameters of the electric side steps of the new energy vehicle. Operating status parameters include the drive current of the electric side pedal, the real-time position of the electric side pedal, and the operating speed of the electric side pedal; environmental resistance parameters include the surface pressure of the electric side pedal, ambient temperature, and particulate matter concentration; vehicle status parameters include the vehicle speed of the new energy vehicle and the door opening / closing signal. The multimodal sensing unit includes a current sensor, a Hall sensor, a speed sensor, a pressure sensor, a temperature sensor, a particulate matter sensor, and a body controller that communicates with the control unit via a CAN bus. The current sensor, Hall sensor, speed sensor, pressure sensor, temperature sensor, and particulate matter sensor are used to collect the driving current of the electric side pedal, the real-time position of the electric side pedal, the running speed of the electric side pedal, the surface pressure of the electric side pedal, the ambient temperature, and the particulate matter concentration, respectively, and transmit them to the control unit. The body controller is used to transmit the vehicle speed and door opening / closing signals of the new energy vehicle to the control unit. Methods for calculating the dynamic anti-pinch current threshold using adaptive algorithms include: Step 1: The environmental adaptive decision unit preprocesses the environmental resistance parameters transmitted from the control unit; Step 2: The environmental adaptive decision-making unit evaluates the resistance level of the preprocessed environmental resistance parameters; Step 3: After the resistance level assessment, the environmental adaptive decision unit calculates the dynamic anti-pinch current threshold through an adaptive algorithm and transmits the dynamic anti-pinch current threshold to the control unit. Step 1 specifically includes: The environmental adaptive decision-making unit normalizes the environmental resistance parameters transmitted from the control unit, that is, it first obtains the average value of several pressure values ​​among the environmental resistance parameters, and this average value is used as the average pressure value. Next, the average pressure value Ambient temperature collected by temperature sensor The particulate matter concentration collected by the particulate matter sensor Apply the following formula for processing; ; in, This is the normalized average pressure value. This is the minimum range value of the pressure sensor. This represents the maximum range of the pressure sensor. This is the normalized ambient temperature value. The preset minimum operating temperature, This is the preset maximum operating temperature; Normalized particulate matter concentration value, This is the lowest detection concentration for the particulate matter sensor. This represents the highest detection concentration for the particulate matter sensor.

2. The intelligent electric side step system for new energy vehicles based on multimodal sensing according to claim 1, characterized in that, Step 2 specifically includes: Step 2-1: Calculate the parameter coupling factor; Step 2-2: Dynamic weight allocation during the allocation phase; Steps 2-3: Calculate the nonlinear resistance level coefficient; Steps 2-4: Classify resistance levels.

3. The intelligent electric side step system for new energy vehicles based on multimodal sensing according to claim 2, characterized in that, Step 2-1 specifically includes: Calculate the temperature-particulate coupling factor , The calculation formula is as follows: ； Calculate the pressure-particulate coupling factor , The calculation formula is as follows: ； in This is the temperature-particulate coupling coefficient. The pressure-particulate coupling coefficient; Step 2-2 specifically includes: The formula for calculating the dynamic weights during the allocation phase is as follows: ； in for The dynamic weight of average pressure at any given time. for Dynamic weighting of ambient temperature at any given time. for Dynamic weighting of particulate matter concentration at time point. As the base weight of pressure, As a temperature-based weight, As the basic weight for particulate matter concentration, This is the pressure weighting adjustment coefficient. This is the temperature weighting adjustment factor. This is the particulate matter concentration weighting adjustment factor. for The coefficient of the operational stage at any given moment.

4. The intelligent electric side step system for new energy vehicles based on multimodal sensing according to claim 3, characterized in that, Steps 2-3 specifically include: By integrating coupling factors and dynamic weights, and introducing an extreme value penalty term, the final resistance level coefficient is determined. The calculation formula is as follows: ； in This is an extreme value penalty term. The penalty coefficient weight.

5. The intelligent electric side pedal system for new energy vehicles based on multimodal sensing according to claim 4, characterized in that, Steps 2-4 specifically include: exist Under the condition of [0,0.25], the electric side pedal is judged to be at a low resistance level; exist Under the condition of (0.25, 0.5), the electric side pedal is judged to be at a medium-low resistance level: exist Under the condition of (0.5, 0.8], the electric side pedal is judged to be at the medium-high resistance level; exist Under the condition of (0.8, 1.0], the electric side pedal is judged to be at a high resistance level; The message indicating whether the electric side pedal is at a low resistance level, low-medium resistance level, medium-high resistance level, or high resistance level is then transmitted to the human-machine interface unit for display.

6. The intelligent electric side pedal system for new energy vehicles based on multimodal sensing according to claim 5, characterized in that, Step 3 specifically includes: Based on resistance level coefficient and the operating speed of the electric side pedals Calculate the dynamic anti-pinch current threshold. , The calculation formula is as follows: ； in The reference anti-pinch current value; This is the resistance level influence coefficient; This is the speed compensation coefficient; This refers to the rated maximum operating speed of the electric side pedals.

7. The intelligent electric side step system for new energy vehicles based on multimodal sensing according to claim 6, characterized in that, A method for controlling the drive unit to extend or retract the electric side pedals includes: When the electric side pedal is deployed or retracted, the control unit acquires the real-time position of the electric side pedal from the multi-modal sensing unit and determines whether it has entered the preset anti-pinch zone based on the real-time position. If it has entered the anti-pinch zone, the control unit compares the real-time drive current of the electric side pedal acquired by the current sensor with the dynamic anti-pinch current threshold transmitted by the environmental adaptive decision unit. Compare; if the drive current of the electric side pedal is greater than If the drive unit controls the electric side pedal to move in the opposite direction, then the drive unit will drive the electric side pedal to move in the opposite direction; if the drive current of the electric side pedal is less than 300ms~500ms Then, control the electric side pedal to restore its original direction of movement until the electric side pedal is fully extended or retracted.

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