Automobile door electric limiter control method, device and equipment and storage medium

Abstract

The invention discloses an automobile door electric limiter control method, device and equipment and a storage medium, and relates to the technical field of automobile control. The method comprises the steps that a door opening trigger signal is responded, and the door opening trigger signal is analyzed to obtain a door opening request; reading an inclination angle signal, an outside condition and a temperature signal of the vehicle based on the door opening request, and when the outside condition meets the door opening request, querying a preset current mapping table according to the door opening request, the inclination angle signal of the vehicle and the temperature signal to obtain a first target current; the first target current is output to a limiting motor, an electric limiter is driven to act, a vehicle door is driven to rotate, and the current vehicle door angular speed and the real-time vehicle exterior state are detected in real time; and when the current angular velocity of the vehicle door is reduced to a preset hovering threshold value, the first target current is switched into the second target current and output to the limiting motor, so that the vehicle door is kept at the current angle, the vehicle door is stopped instantly and stably kept at any opening position, and the vehicle using experience of easily opening the door and stopping and fixing at any time is achieved.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, and in particular to a method, device, equipment, and storage medium for controlling an electric limit switch for automotive doors. Background Technology

[0002] With the development of electric and intelligent vehicles, users expect car doors to be able to open and close easily on any slope and at any temperature, and to be able to stop instantly at any opening angle, in order to meet the convenience needs of different groups such as the elderly and children.

[0003] Traditional mechanical limit switches rely solely on fixed-position frictional resistance for operation, without electric assistance. In high-altitude environments, the opening force increases sharply, and the resistance is further amplified at low temperatures. Moreover, they cannot maintain a position at any point in the middle, resulting in difficult opening, frequent door slippage, poor user experience, and insufficient safety.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide a method, device, equipment, and storage medium for controlling an electric limit switch for automobile doors, aiming to solve the technical problems of difficult door opening and inability to arbitrarily stop the vehicle door.

[0006] To achieve the above objectives, the present invention provides a method for controlling an electric limit switch for a car door, the method comprising the following steps: In response to the door opening trigger signal, the door opening trigger signal is parsed to obtain the door opening request; Based on the door opening request, the vehicle tilt angle signal, external conditions and temperature signal are read. When the external conditions meet the door opening request, a preset current mapping table is queried according to the door opening request, the vehicle tilt angle signal and the temperature signal to obtain the first target current. The first target current is output to the limit motor to drive the electric limiter to rotate the door and detect the current door angular velocity and the real-time external status in real time. When the current door angular velocity drops to a preset hovering threshold, the first target current is switched to the second target current and output to the limit motor so that the door maintains the current angle.

[0007] In one embodiment, the step of reading the vehicle's tilt angle signal, external conditions, and temperature signal based on the door opening request, and when the external conditions satisfy the door opening request, querying a preset current mapping table according to the door opening request, the vehicle tilt angle signal, and the temperature signal to obtain a first target current includes: Based on the door opening request, the vehicle's tilt angle signal, external conditions, and temperature signal are read. When the external conditions meet the door opening request, the desired assistance level is extracted from the door opening request. The vehicle tilt angle signal is converted into a slope compensation coefficient, and the temperature signal is converted into a temperature compensation coefficient. Based on the desired assist level, the slope compensation coefficient, and the temperature compensation coefficient as a joint index, a preset current mapping table is queried to obtain the first target current.

[0008] In one embodiment, the step of outputting the first target current to the limit motor, driving the electric limit switch to actuate, rotating the door, and detecting the current door angular velocity and the real-time external status includes: The first target current is converted into a pulse width modulation duty cycle; Based on the duty cycle, a drive voltage is output to the limit motor to drive the electric limiter to rotate the door. The motor speed is collected by a Hall sensor and the distance to obstacles is received from the blind spot monitoring radar. The motor speed is then converted into the current door angular velocity. Determine whether the preset hovering threshold has been reached based on the current angular velocity of the car door.

[0009] In one embodiment, the step of switching the first target current to a second target current and outputting it to the limit motor when the current door angular velocity drops to a preset hovering threshold, so as to keep the door at its current angle, includes: When the current door angular velocity drops to a preset hovering threshold, the preset hovering current curve is queried using the current door angle as an index to obtain the second target current. The second target current is continuously output to the limit motor in the form of static electromagnetic torque, so that the limit motor generates static electromagnetic torque to counteract the gravity component of the door. The door angle is determined by using Hall signal and door angle conversion function, and the door angle is used as a feedback angle to compare with the current door angle to obtain the comparison result; The second target current is adjusted based on the comparison results, so that the static electromagnetic torque continuously counteracts the gravity component of the door, keeping the door at the current angle.

[0010] In one embodiment, after the door maintains its current angle, the method further includes: Continuously collect the angular velocity of the car door as the closing speed; When the closing speed exceeds a preset violent speed threshold, a deceleration current is generated; The deceleration current is reversed and output to the limit motor, so that the closing speed is reduced to a preset safe speed value; Continue executing the step of continuously collecting the door angular velocity as the closing speed until the door is locked, thus ending the closing process.

[0011] In one embodiment, the step of generating a deceleration current when the closing speed is greater than a preset violent speed threshold includes: When the closing speed exceeds a preset violent speed threshold, the closing speed is compared with the preset violent speed threshold to obtain an overspeed indicator; The preset deceleration current curve is invoked based on the overspeed indicator to generate a deceleration current; The deceleration current is converted into a reverse pulse width modulation duty cycle, and the reverse duty cycle is output to the limit motor to generate a reverse braking force.

[0012] In one embodiment, the method further includes: Receives obstacle distance data from blind zone monitoring radar; When the distance to the obstacle is within a preset deceleration range, a deceleration current is generated to assist the vehicle in decelerating; When the distance to the obstacle is less than a preset collision distance threshold, a protective resistance current is generated; The protective resistance current is output to the limit motor, so that the door opening resistance increases to the preset value of the hovering resistance; It continuously outputs protective resistance current until the distance to the obstacle exceeds the preset collision distance threshold or a door closing confirmation signal is received.

[0013] Furthermore, to achieve the above objectives, the present invention also proposes an electric limit switch control device for automobile doors, comprising: The trigger signal acquisition module is used to respond to the door opening trigger signal and parse the door opening trigger signal to obtain the door opening request; The data fusion module is used to read the vehicle's tilt angle signal, external conditions, and temperature signal based on the door opening request. When the external conditions meet the door opening request, the module queries a preset current mapping table based on the door opening request, the vehicle tilt angle signal, and the temperature signal to obtain the first target current. The motor drive module is used to output the first target current to the limit motor, drive the electric limiter to move, rotate the door, and detect the current door angular velocity and the real-time external status in real time. The current switching module is used to switch the first target current to the second target current and output it to the limit motor when the current door angular velocity drops to a preset hovering threshold, so as to keep the door at the current angle.

[0014] Furthermore, to achieve the above objectives, the present invention also proposes an electric limit switch control device for automobile doors, the device comprising: a memory, a processor, and an electric limit switch control program for automobile doors stored in the memory and executable on the processor, the electric limit switch control program for automobile doors being configured to implement the steps of the electric limit switch control method for automobile doors as described above.

[0015] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a vehicle door electric limiter control program, wherein when the vehicle door electric limiter control program is executed by a processor, it implements the steps of the vehicle door electric limiter control method described above.

[0016] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the automobile door electric limit switch control method described above.

[0017] One or more technical solutions proposed in this application have at least the following technical effects: Starting with the door opening trigger signal, the system simultaneously incorporates vehicle tilt angle and temperature information. A unified current mapping table transforms environmental differences into a primary target current, ensuring the limit motor outputs matching assistance under any slope and climate, resulting in a consistently gentle push feel for the door. Subsequently, real-time monitoring of angular velocity is implemented. Once the speed drops to the hovering threshold, a secondary target current is immediately switched. The static electromagnetic torque generated by this current instantly balances with the door's gravity, allowing the door to stop at any open position, achieving continuous hovering with easy opening and stopping. Furthermore, continuous acquisition of angle and speed data ensures that when the closing speed abnormally increases, a deceleration current is automatically injected in reverse. Electromagnetic resistance dissipates kinetic energy, slowing the door and locking it to prevent violent impacts. Simultaneously, when external radar reports an approaching obstacle, the system immediately increases the current to a protection level, doubling the opening resistance and forcing the user to reconfirm, thus preventing potential collisions in advance. In this closed-loop progression of current, angle, and speed, electric power assist, arbitrary hovering, deceleration protection, and collision prevention are progressively derived, ultimately creating a safe, effortless, and durable door limiting experience. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart illustrating an embodiment of the control method for an electric limit switch for a car door according to this application. Figure 2 This is a structural block diagram provided for Embodiment 2 of the control method for an electric limit switch for automobile doors in this application; Figure 3 This is a schematic diagram of the module structure of the electric limit switch control device for automobile doors according to an embodiment of this application; Figure 4 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle door electric limiter control method in the embodiments of this application.

[0021] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0023] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0024] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as an electric limit switch control device for automobile doors. The following description uses an electric limit switch control device for automobile doors as an example to illustrate this embodiment and the subsequent embodiments.

[0025] Based on this, embodiments of this application provide a control method for an electric limit switch for an automobile door, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle door electric limit switch control method of this application.

[0026] In this embodiment, the vehicle door electric limiter control method includes steps S10~S40: Step S10: Respond to the door opening trigger signal and parse the door opening trigger signal to obtain the door opening request; It should be noted that the purpose of this step is to convert the "door opening trigger signal" into a "door opening request" that can be recognized by subsequent processes, so as to ensure that the entire control sequence has a unified and reliable starting point.

[0027] Door opening trigger signal refers to any external action that can be sensed by the door domain controller, including but not limited to remote key unlock message, virtual button level on the vehicle screen, mobile phone Bluetooth proximity broadcast, voice control CAN command, and door handle capacitance change. These signals initially enter the controller in different protocols and different level forms. After protocol decoding, debouncing, and verification, the valid fields are extracted and then encapsulated into a data packet with a fixed format, which is the door opening request.

[0028] Understandably, by performing a one-time parsing and priority arbitration (hardware source > software source > voice source), duplicate responses caused by multiple sources triggering simultaneously are avoided. The parsing results are simultaneously timestamped and marked with signal source identifiers and written to the circular buffer to provide a complete event record for subsequent OTA traceability and fault diagnosis. At the same time, the instrument panel, lights, and horn are broadcast through the CAN bus to simultaneously enter the welcome mode, achieving one-time parsing and whole-vehicle coordination.

[0029] In practice, the door controller recognizes opening signals such as vehicle key, vehicle screen, switch button, gesture or fingerprint, and controls the limiter to open and close, thereby enabling diverse door opening methods.

[0030] Step S20: Based on the door opening request, read the vehicle's tilt angle signal, external conditions and temperature signal. When the external conditions meet the door opening request, query the preset current mapping table according to the door opening request, vehicle tilt angle signal and temperature signal to obtain the first target current. It should be noted that the purpose of this step is to allow the controller to "predict" the difficulty of the external environment before actually supplying power, thereby generating a first target current that matches the environment and ensuring a consistent door-opening feel in any scenario.

[0031] The vehicle tilt angle signal is provided by the vehicle body inertial measurement unit (IMU), reflecting the magnitude and direction of the vehicle's parking slope; the temperature signal is provided by digital temperature sensors located in the door hinge area, used to measure the additional resistance caused by the increased viscosity of low-temperature grease; the preset current mapping table is a "three-dimensional lookup table" obtained from actual measurements under different slopes, temperatures, and assist levels during the early calibration phase, and is stored in the controller's Flash; the external conditions are sourced from blind spot monitoring radar and cameras, including the distance and type of obstacles.

[0032] Understandably, the controller combines the "desired assist level + slope compensation coefficient + temperature compensation coefficient" into a three-dimensional index, looks up the table and immediately outputs the corresponding current value, which is the first target current. The whole process is completed within 10 milliseconds to ensure that the user does not feel any delay. Only when the external conditions are safe will the controller combine the first three factors to look up the preset current mapping table to obtain the first target current that takes into account both slope and temperature.

[0033] In practical implementation, controlling the current input to the limit switch motor allows for different motor thrusts, resulting in varying door assistance. Through calibration and optimization testing, the current curve is adjusted to ensure the door opening force is within the range required for easy opening, with a manual assistance force of 5-15N. Calibration testing is typically performed first under normal temperature and flat terrain conditions, followed by data collection from the vehicle's tilt angle and attitude via the IMU on the vehicle or controller, and temperature information from temperature sensors. Through algorithmic strategies and calibration testing, the current values ​​are compensated and optimized for different slopes and temperature conditions, ensuring the manual assistance value remains stable within the required range under various conditions.

[0034] In one feasible implementation, step S20 includes steps A11 to A13: A11: Based on the door opening request, read the vehicle's tilt angle signal, external conditions and temperature signal, and extract the desired assistance level from the door opening request when the external conditions meet the door opening request; It should be noted that the purpose of this step is to simultaneously collect vehicle status information after receiving a door opening request, and to determine whether to extract the assistance level based on the safety of the external environment, so as to ensure that the door opening action meets the user's personalized needs while avoiding potential collision risks.

[0035] The door opening request is a parsed standard data packet containing information on the user's desired level of assistance. The tilt signal is provided in real-time by the vehicle's inertial measurement unit (IMU), reflecting the vehicle's parking slope. External conditions are obtained from blind spot monitoring radar and cameras, including obstacle distance and type. Temperature signals come from digital temperature sensors in the door hinge area, used to assess the impact of grease viscosity changes on resistance. Understandably, upon receiving the door opening request, the controller first triggers a multi-signal acquisition process. The door opening request triggers the IMU and temperature sensors to acquire current vehicle physical state data, while simultaneously pulling real-time external condition information from the vehicle network. The controller's built-in safety logic module quickly assesses the external conditions. If an obstacle exists and its distance is less than a safety threshold (e.g., a pedestrian or vehicle within 0.5 meters), the external conditions are determined not to meet the door opening request. In this case, a warning mode is entered directly, and the assistance level extraction and subsequent door opening actions are not performed. Only when the external conditions are safe (no obstacles or obstacles are more than a safe threshold) will the controller extract the user-defined desired level of assistance from the door opening request data packet, providing key input parameters for subsequent queries of the current mapping table, ensuring that the user receives a personalized assistance experience in a safe environment.

[0036] The expected assistance level exists in the form of an enumeration: 0x00 = light, 0x01 = standard, 0x02 = heavy; this byte is located in the second byte of the door opening request, and the default is "standard". Users can modify it at any time through the vehicle menu or mobile APP; after the controller reads it, it first performs a range check. If the value is abnormal, it will be forcibly set to "standard" to prevent illegal values ​​from causing the current to be too high or too low.

[0037] Understandably, this rating only represents the user's subjective preference and is not directly equal to the final current. Instead, it participates in the multiplication index along with the slope and temperature. Therefore, it satisfies personalization without being amplified by extreme environments, thus achieving "objectification of subjective feelings".

[0038] A12: Convert the vehicle tilt angle signal into a slope compensation coefficient and the temperature signal into a temperature compensation coefficient. Based on the desired assist level, slope compensation coefficient, and temperature compensation coefficient as a joint index, query the preset current mapping table to obtain the first target current.

[0039] It should be noted that the purpose of this detailed step is to convert the two physical quantities, "slope" and "temperature," into dimensionless coefficients that can be used for table lookup, so that the three-dimensional index has mathematical comparability.

[0040] The slope compensation coefficient is obtained from the vehicle tilt angle signal through a linear conversion: the coefficient is 1.0 when the tilt angle is 0°, and the coefficient is approximately 1.5 when the tilt angle is ±15°. The conversion formula is fixed during calibration. The temperature compensation coefficient is obtained from the temperature signal through piecewise linear interpolation: the coefficient is 1.0 when the temperature is 25°C, the coefficient is approximately 1.4 when the temperature is -20°C, and the coefficient is approximately 0.9 when the temperature is +60°C. Together with the desired assist level, the two coefficients form a three-dimensional index of "level × slope × temperature". After querying the preset current mapping table, the first target current is immediately output.

[0041] Understandably, using an independent multiplication structure instead of addition can prevent the dilution of extreme values ​​of a single factor, ensuring that there is still enough assistance in high-slope and low-temperature scenarios, while avoiding excessive power supply on flat ground at room temperature, thus balancing power saving and feel.

[0042] Step S30: Output the first target current to the limit motor to drive the electric limit switch to rotate the door and detect the current door angular velocity and the real-time external status in real time. It should be noted that the purpose of this step is to truly convert the calculated first target current into the door's rotational power and obtain the rotational speed in real time, providing real-time data for subsequent hovering judgment. At the same time, it monitors the door's motion status and the external environment in real time to ensure the safety and controllability of the door opening process.

[0043] The limit motor is a permanent magnet DC motor with a rated voltage of 12V and a built-in gearbox; the controller supplies power to the motor through a MOSFET full-bridge circuit, and the power supply is precisely adjusted by the PWM duty cycle; the current door angular velocity is used to characterize the instantaneous speed of the door movement and is the sole criterion for hovering switching.

[0044] Understandably, the controller refreshes the PWM at a frequency of 1kHz and reads the Hall sensor pulse once every millisecond. It calculates the current door angular velocity in real time through the "pulse interval × gear ratio" algorithm to ensure that speed detection and motor drive are synchronized, providing millisecond-level response for hovering switching.

[0045] In the implementation, the real-time detection of the door's angular velocity during rotation is achieved using a Hall sensor mounted on the motor shaft. The Hall sensor captures changes in the motor rotor's magnetic field, outputting a pulse signal proportional to the motor's rotational speed. The controller acquires these pulse signals and calculates the time interval between adjacent pulses using a built-in timer, thus determining the door's current angular velocity. This velocity information not only monitors the door's movement but also provides real-time data support for subsequent hovering control and forced-closure protection.

[0046] Meanwhile, real-time detection of the vehicle's external conditions is accomplished using external sensors such as blind spot monitoring radar and cameras. The blind spot monitoring radar continuously monitors the distance and relative speed of obstacles in the vicinity of the doors, while the cameras provide visual information to identify the type and size of obstacles. This information is sent to the controller in real time, enabling it to react quickly when a potential collision risk is detected, such as adjusting the door's movement speed or triggering protective mechanisms.

[0047] In one feasible implementation, step S10 includes steps A21 to A24: A21: Convert the first target current into a pulse width modulation duty cycle; It should be noted that the purpose of this detailed step is to convert the digital quantity of "first target current" into the electric power parameters that the limit motor can execute, and to establish a one-to-one correspondence between the current value and the voltage duty cycle.

[0048] The duty cycle of pulse width modulation is achieved by the square wave signal generated by the controller timer. The ratio of the high-level time to the entire cycle is the duty cycle. 0% corresponds to zero voltage, and 100% corresponds to the battery voltage. By adjusting the duty cycle, an equivalent voltage of 0~12V can be obtained on the full-bridge MOSFET circuit, realizing stepless adjustment of motor torque.

[0049] Understandably, the duty cycle calculation uses a "current-voltage" dual closed-loop algorithm: with the first target current as a given value, the motor bus current is sampled in real time as a feedback value. If the deviation exceeds ±5%, the duty cycle is immediately corrected to ensure that the actual current is consistent with the target current, thereby eliminating interference such as battery voltage fluctuations and wiring harness voltage drops, and ensuring that the door thrust is accurate and controllable.

[0050] A22: Based on the duty cycle, drive voltage is output to the limit motor to drive the electric limit switch to rotate the door. It should be noted that the purpose of this step is to convert the pulse width modulation (PWM) duty cycle signal into a drive voltage that the limit motor can execute, thereby driving the electric limit switch to move and achieve smooth rotation of the door.

[0051] Duty cycle refers to the ratio of the high-level time of a PWM signal to the entire cycle. This signal is generated by the controller's timer module. By adjusting the duty cycle, the average voltage output to the limit motor can be precisely controlled. Specifically, a higher duty cycle results in a higher output voltage and more current to the motor, thus generating greater torque and increasing the door's rotation speed; conversely, a lower duty cycle results in a lower output voltage and a slower door rotation speed.

[0052] The drive voltage is output through the motor drive circuit, typically a full-bridge circuit composed of MOSFETs (Metal-Oxide-Semiconductor Field-Effect Transistors). The controller, based on a calculated duty cycle signal, controls the on and off times of the MOSFETs in the full-bridge circuit, thereby generating a corresponding voltage across the motor. This voltage drives the limit motor to rotate, which in turn actuates the electric limit switch, causing the door to rotate at the set speed and direction.

[0053] The controller monitors the motor's feedback signals in real time, such as speed information provided by a Hall sensor, to ensure that the door's rotation speed and position meet expectations. This achieves precise control of the door's movement, ensuring a consistent door-opening experience for users under various operating conditions.

[0054] Understandably, the drive voltage output undergoes dead-time protection (typically 100ns) to prevent short circuits caused by simultaneous conduction of the upper and lower bridge arms; the voltage polarity is determined by the motor rotation direction requirement to ensure that the current direction is consistent with the door opening direction, giving the door a smooth and continuous acceleration experience, while providing a unidirectional and clear Hall pulse sequence for subsequent speed detection.

[0055] A23: The motor speed is collected by a Hall sensor and converted into the current door angular velocity; It should be noted that the purpose of this detailed step is to obtain the door movement speed in real time, providing a reliable data source for hovering judgment and forced door closing detection.

[0056] A Hall sensor is a magnetic induction element installed on the end of a motor shaft. The motor outputs a fixed number of pulses (e.g., 6) for each rotation. By measuring the time interval between adjacent pulses, the instantaneous speed of the motor can be calculated. Then, multiplying it by the gear ratio of the reduction gearbox and the gear radius coefficient, it can be converted into the current angular velocity of the car door.

[0057] Understandably, the pulse signal undergoes RC low-pass filtering and Schmitt shaping at the hardware layer to eliminate high-frequency glitches caused by commutation sparks, ensuring that the time interval measurement error is less than 1%. This speed value is updated every millisecond and written to the FIFO buffer to form the speed curve of the most recent 200ms, providing historical comparison for subsequent algorithms, realizing data reuse, and eliminating the need for additional sensors.

[0058] A24: Determine whether the preset hovering threshold has been reached based on the current door angular velocity, and receive real-time external conditions to determine the distance to obstacles.

[0059] It should be noted that the purpose of this step is to determine whether the hovering conditions are met and whether there is a potential collision risk by monitoring the door angular velocity and the external conditions in real time, so as to ensure that the door is accurately hovered in a safe environment.

[0060] Determining whether the preset hovering threshold has been reached based on the current angular velocity of the car door means that the controller continuously compares the real-time angular velocity with the internally set "near-zero speed range". When the sampling value is lower than this range for 3 consecutive times, it is considered that the car door has lost the kinetic energy to continue moving forward and is ready to enter the hovering condition.

[0061] Meanwhile, receiving real-time external conditions to determine obstacle distances means that the controller acquires real-time information about the external environment from external sensors such as blind spot monitoring radar and cameras, particularly the distance to obstacles near the doors. This information is used to determine if there is a risk of collision. If the obstacle distance is less than a safety threshold, the controller will delay hovering or adjust the door movement to avoid a collision.

[0062] By simultaneously monitoring the door's angular velocity and the external environment, the controller ensures both precise door hovering and safety throughout the opening process. This dual-monitoring mechanism not only enhances the user experience but also effectively reduces the risk of accidental collisions.

[0063] Understandably, this threshold automatically shifts with temperature—it is lowered by 10% at low temperatures to prevent premature misjudgment caused by grease stickiness; and it is raised by 10% at high temperatures to avoid accidental switching triggered by slight rebound due to thermal expansion. This achieves reliable hovering across the entire temperature range, ensuring that the mode switch is completed the instant the user releases their hand, and that subsequent current switching is seamless.

[0064] In step S40, when the current door angular velocity drops to a preset hovering threshold, the first target current is switched to the second target current and output to the limit motor so that the door maintains the current angle.

[0065] It should be noted that the purpose of this step is to switch the "power assist mode" to "hover mode" the moment the car door reaches the target position, so as to stop and fix it at any angle.

[0066] The second target current, also known as the hovering current, is given by a preset hovering current curve. This curve is obtained by actual measurement at different door angles and temperatures during the calibration phase and is stored in a two-dimensional table of "angle-temperature-current". The static electromagnetic torque is the holding torque generated by the current when the motor is in a stall state, which is used to directly balance the gravity component of the door.

[0067] Understandably, the controller uses the current door angle as the horizontal axis and the current temperature as the vertical axis. After looking up the second target current from the table, it immediately outputs the current, and the motor enters a stall holding state. The downward torque of the door caused by gravity is completely canceled out by the electromagnetic torque, thus achieving arbitrary position suspension without mechanical locking hook. The door stops as soon as the user releases their hand, and there is no rebound after stopping.

[0068] In practical implementation, the static electromagnetic torque of the motor is controlled to provide a hovering resistance to the door, enabling the door to hover and remain stationary under various temperatures, voltages, and slopes. The controller detects the door's rotational speed using Hall effect signals. When the door is opened to any angle and comes to a stop, the Hall effect signal outputs 0 and a corresponding target current is output. Based on the target current compensation optimization for different vehicle body postures and different door opening angles, the hovering force value is set. Generally, to meet windproof requirements and operating feel, this force value is set within a range of 20-40N.

[0069] Furthermore, the controller detects the door rotation speed via Hall effect signals. Based on actual evaluation, a door speed greater than value 'a' is considered a forced closing speed, while a speed less than this value is considered a normal closing speed. Typically, value 'a' is set to 30-40° / s. When the door speed exceeds value 'a', the controller intervenes, causing the motor to linearly decelerate to half the normal opening and closing speed. This reduces the inertial impact of the door, achieving force-resistant closing and protecting the door mechanism.

[0070] When the vehicle detects, via BSD and cameras, that the surrounding environment may affect door opening safety, the vehicle system sends a command to the controller. The controller then puts the limit switch into anti-opening mode. In this mode, the motor stops, and a static electromagnetic torque is provided, increasing the door opening resistance to 1.5 times the hovering force. In this mode, a second opening force is required to open the door at the normal force value, thus providing door opening protection.

[0071] In one feasible implementation, step S40 further includes steps A31 to A34: A31: Continuously collect the angular velocity of the car door as the closing speed; It should be noted that the purpose of this detailed step is to continuously monitor the door movement status after the hover is established, so as to provide a real-time speed data source for the subsequent "anti-forced door closing".

[0072] Continuously collecting the door angular velocity as the closing speed means that the controller continues to use the Hall sensor that is already in operation to record pulse intervals at a frequency of 1 kHz, and assigns the angular velocity value when the direction is identified as "closing" to the closing speed variable; this variable is updated once every millisecond, forming a continuous velocity stream.

[0073] Understandably, the speed stream is written to a circular buffer, storing the most recent 500 ms of data, which is then used for sliding window averaging filtering to eliminate instantaneous pulse loss caused by road vibration or wind load, ensuring that subsequent overspeed judgments are based on smooth and reliable speed trends, rather than single abrupt changes.

[0074] A32: When the closing speed exceeds the preset violent speed threshold, a deceleration current is generated; It should be noted that the purpose of this detailed step is to generate a reverse braking force immediately upon detecting the user's door-slamming action, so as to prevent the hinges and lock body from being subjected to high-speed impact.

[0075] When the closing speed exceeds the preset violent speed threshold, the deceleration current is generated. This means that the controller compares the filtered closing speed with the internal threshold. If the speed exceeds the threshold three times in a row, the overspeed flag is set. Then, the preset deceleration current curve is called with the overspeed amplitude as the index, and the reverse deceleration current is output to make the motor switch from the driving state to the regenerative braking state.

[0076] Understandably, the deceleration current curve uses a dual-parameter lookup table of "speed-distance," incorporating not only the current overspeed value but also the remaining door travel (locking angle). (Real-time angle) to achieve "the shorter the stroke, the gentler the braking force", preventing the locking tongue from hitting and making abnormal noise due to sudden stop at the end, taking into account both noise reduction and protection.

[0077] Furthermore, when the closing speed exceeds a preset violent speed threshold, the closing speed is compared with the preset violent speed threshold to obtain an overspeed indicator; Based on the overspeed indicator, a preset deceleration current curve is invoked to generate a deceleration current. The deceleration current is converted into a reverse pulse width modulation duty cycle, and the reverse duty cycle is output to the limit motor to generate reverse braking force.

[0078] It should be noted that the purpose of this additional step is to transform the abstract judgment of "overspeed" into an executable electrical signal sequence, so as to ensure that the braking force generation process is standardized and reproducible.

[0079] The comparison between the closing speed and the preset violent speed threshold is completed by the controller hardware timer interrupt, once every millisecond: if three consecutive sample values ​​are greater than the threshold, the overspeed flag is set; this flag is a 1-bit Boolean value, written to the status register, and the subsequent interrupt service routine will immediately start the deceleration current curve lookup process as soon as it detects that the flag is 1.

[0080] The preset deceleration current curve is a three-dimensional table of "speed-stroke-reverse current" measured on a test bench during the early calibration phase using different closing speeds and remaining travel. The storage format is the same as the assist curve, ensuring a lookup time of <10 µs. Understandably, the overspeed indicator, acting as a "switching quantity," first triggers the lookup table, then drives the reverse PWM generation, ensuring a one-to-one correspondence between the current magnitude and the overspeed amplitude, avoiding the jerking caused by full-speed reverse. Simultaneously, the reverse duty cycle is output after dead-time protection to prevent direct connection between the upper and lower bridge arms, ensuring smooth and safe braking force without impact feedback to the battery, achieving a "soft braking" effect.

[0081] A33: Reverse the deceleration current to the limit motor to reduce the closing speed to the preset safe speed value; It should be noted that the purpose of this detailed step is to actually send the generated deceleration current into the motor, so that the high-speed door closing action ends gently within a safe range.

[0082] Reversing the deceleration current output to the limit motor means that the controller immediately changes the conduction sequence of the full-bridge MOSFETs, so that the polarity of the motor terminal voltage is opposite to the original direction of movement, and the current direction is reversed accordingly; the reverse current generates an electromagnetic torque in the motor winding that is opposite to the direction of rotation, forming dynamic braking, and the closing kinetic energy is absorbed in the form of electrical energy and fed back to the battery.

[0083] Understandably, the entire braking process continuously monitors the closing speed, forming a closed loop: when the filtered speed drops below the preset safe speed value, the controller automatically exits the braking mode, restores free closing, and allows the door to lock naturally without any jerking sensation for the user. At the same time, the impact force on the hinge is greatly reduced, extending the mechanical life.

[0084] A34: Continue to collect the door angular velocity as the closing speed until the door is locked, and end the closing process.

[0085] It should be noted that the purpose of this detailed step is to ensure that the system continues to monitor after braking ends, until the doors are fully locked, to avoid premature exit from monitoring and subsequent increase in residual speed.

[0086] Continuing to collect the door angular velocity as the closing speed until the door is locked means that the controller maintains a sampling frequency of 1 kHz and compares the current angle with the locking angle in real time. When the difference between the two is less than 1° and the speed is continuously lower than the safety threshold of 50 ms, the locking is determined to be complete. Then, the motor drive output is turned off, the duty cycle is released, and the entire door closing process is officially ended.

[0087] Understandably, this continuous monitoring mechanism ensures that even with slight road inclines or wind interference, the speed can be automatically corrected in the last centimeter before locking, achieving "zero-impact" locking. At the same time, the sampled data is marked as a "door closing completion event" and uploaded to the vehicle network for mileage statistics and lock health diagnosis, achieving a dual closed loop of function and data.

[0088] Furthermore, the method also includes: Receives obstacle distance data from blind zone monitoring radar; When the distance to the obstacle is within the preset deceleration range, a deceleration current is generated to assist the vehicle in decelerating; When the distance to the obstacle is less than a preset collision distance threshold, a protective resistance current is generated; The protective resistance current is output to the limit motor, so that the door opening resistance increases to the preset value of the hovering resistance; It continuously outputs protective resistance current until the distance to the obstacle exceeds the preset collision distance threshold or a door closing confirmation signal is received.

[0089] It should be noted that the purpose of this additional step is to provide active door opening protection in complex parking environments, to prevent the car door from colliding with pedestrians, bicycles or walls, and to enhance safety during the door opening process.

[0090] The blind spot monitoring radar is a 24 GHz millimeter-wave radar, installed behind the side interior trim panel, with a detection range of 0-5 m and a resolution of 0.1 m. The radar periodically transmits obstacle distance messages via a proprietary CAN bus, which the controller receives and filters at 10 ms intervals, eliminating momentary jitter to obtain a stable distance value. The preset collision distance threshold is determined by regulations and the maximum door swing amplitude, with a typical value of 0.3 m. If the filtered distance is less than the threshold for three consecutive times, the controller immediately uses the current hovering current as a reference, proportionally amplifies it to generate a protective resistance current, and outputs it to the limit motor, instantly increasing the door pushing force and making the user feel a noticeable increase in weight.

[0091] Understandably, during the duration of the protective resistance current, the system simultaneously alerts the user via instrument text and beeping that "there is an external obstacle," forcing the user to pause or reduce the door opening range. If subsequent radar messages indicate that the distance has exceeded the threshold, or if the user confirms "secondary door opening" by pulling the handle again or through voice, the controller immediately exits the protection mode and resumes normal assist current, thereby achieving software-level collision prevention with zero hardware modifications, balancing safety and user experience.

[0092] In practice, when the distance to the obstacle is within the preset deceleration range, the system generates a deceleration current to assist the vehicle in decelerating and avoid collision between the door and the obstacle; if the distance to the obstacle is less than the preset collision distance threshold, the system generates a protective resistance current.

[0093] This embodiment provides a control method for an electric limiter on a car door, which actively identifies the vehicle and door status, providing smarter, safer, and more reliable door actions. In conjunction with vehicle infotainment system control, it offers more intelligent door control, such as one-button opening / closing via the infotainment system, automatic opening / closing when the key or mobile phone is near the door, and voice control opening / closing. By integrating the vehicle key, infotainment system, and camera, it enables diverse door opening and closing modes to meet the needs of different users, making door opening more convenient. Combined with motor control, it adds assistance during door opening and, based on vehicle tilt angle information, adds slope and tilt angle compensation, keeping the door opening within a stable and comfortable force range. By controlling the motor current, it utilizes static electromagnetic torque to provide power to the door... It provides a hovering resistance, enabling the door to hover steplessly at different opening angles to meet the opening angle needs of different users; by monitoring the door opening speed and motor current curve, when the door is in a "forced closing" scenario, an "anti-explosive closing strategy" is activated, which quickly decelerates the door and locks it gently, protecting the door mechanism; combined with the vehicle's BSD and cameras to monitor the surroundings, if an obstacle is detected at the door or there is a risk of collision when opening the door, the electric limiter provides resistance to prevent the door from opening, thus protecting the safety of the door or pedestrians.

[0094] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S40 includes steps S401 to S404: Step S401: When the current door angular velocity drops to the preset hovering threshold, query the preset hovering current curve using the current door angle as the index to obtain the second target current; The purpose of this step is to accurately obtain the second target current that can make the car door hover stably when it is about to stop rotating by querying the preset hovering current curve, so as to ensure that the car door can reliably stop at any angle.

[0095] When the angular velocity of the car door drops to the preset hovering threshold, it indicates that the door is about to stop rotating and enter the hovering phase. At this time, the system needs to determine the precise current value required to maintain the door position based on the current door position (i.e., the current door angle). The preset hovering current curve is a set of required hovering current values ​​measured and recorded at different door angles during the initial calibration process, and is stored in the controller's memory.

[0096] Understandably, by using the current door angle as an index to query this curve, the system can quickly find the second target current value corresponding to that angle. This current value enables the limit motor to generate sufficient static electromagnetic torque to balance the gravitational component of the door at that angle, thereby achieving stable door hovering.

[0097] Step S402: The second target current is continuously output to the limit motor in the form of static electromagnetic torque so that the limit motor generates static electromagnetic torque to counteract the gravity component of the door. It should be noted that the purpose of this step is to convert the current obtained from the table into a "door-pushing force," so that the car door will stop its tendency to continue falling.

[0098] Static electromagnetic torque refers to the holding torque generated by the current when the motor is in a stalled state. Its magnitude is proportional to the second target current and its direction is opposite to the component of the gravity force of the door. When the two torques are equal, the door is in a state of force balance.

[0099] Understandably, the controller refreshes the current at a frequency of 1 kHz, so that the torque follows the changes in gravity in real time. Users can feel the "instant stop and lock" the moment they release their hand, without the need for traditional mechanical locking hooks, achieving stepless and silent hovering.

[0100] Step S403: Determine the door angle using the Hall signal and the door angle conversion function; compare the current door angle with the feedback angle to obtain the comparison result. It should be noted that the purpose of this step is to accurately determine the angle of the car door so as to compare it with the current door angle, thereby providing a basis for subsequent control actions.

[0101] A Hall effect sensor is a device that detects changes in a magnetic field. Installed near the motor shaft, it detects these changes as the motor rotates and converts them into electrical signals. These signals are then transmitted to the controller. The door angle conversion function is a pre-defined mathematical formula that converts the electrical signals output by the Hall effect sensor into actual door angle values. By applying this function, the controller can convert the Hall effect sensor's output signals into door angle information. This resulting door angle, called the feedback angle, is compared with the current door angle (i.e., the real-time angle of the door during rotation) to obtain a comparison result, which provides a basis for subsequent control actions.

[0102] Understandably, high-resolution angle data enables the controller to identify minute changes, providing a reliable input for subsequent current fine-tuning and avoiding the "false stillness" phenomenon caused by traditional low-resolution sensors.

[0103] Step S404: Adjust the second target current according to the comparison result so that the static electromagnetic torque continuously counteracts the gravity component of the door, keeping the door at the current angle.

[0104] It should be noted that the purpose of this step is to adjust the second target current based on the comparison results obtained in step S403. The static electromagnetic torque is the torque generated by the limit motor to resist the component of gravity of the door.

[0105] The comparison logic uses the "angle difference → current increment" PI algorithm: when the feedback angle is greater than the current door angle, it indicates that the door is inclined to slide down, and the second target current is immediately increased according to the deviation ratio; when the feedback angle is less than the current angle, the current is reduced in the opposite direction to prevent overshoot.

[0106] Understandably, this closed loop runs once every millisecond, and the angle difference is controlled within ±0.1°, which eliminates wind load vibration and avoids current oscillation caused by over-adjustment, achieving a steady-state hover that is "invisible to the naked eye". At the same time, the average current is reduced by about 8% compared with the open-loop method, achieving a win-win situation of energy saving and user experience.

[0107] This embodiment provides a control method for an electric limiter of a car door. Through a four-step process of "lookup table - stall - sampling - correction", the system first uses a lookup table method to instantly obtain an approximate holding current, then uses static electromagnetic torque to resist gravity, then uses a high-resolution angle sensor to write back the deviation in real time, and finally fine-tunes the current through a PI closed loop, so that the door can achieve stepless hovering under any opening degree, any temperature, and any slope. The whole process does not require the participation of mechanical locking hooks, eliminates the sound of metal impact, reduces the number of parts and assembly time, and at the same time uses stall energy to feed back to the battery, achieving a quiet, energy-saving, and long-life hovering experience.

[0108] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the electric limit switch control method for automobile doors in this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0109] This application also provides a control device for an electric limit switch for automotive doors; please refer to [reference needed]. Figure 3 The electric limit switch control device for automobile doors includes: Trigger signal acquisition module 10 is used to respond to door opening trigger signal and parse the door opening trigger signal to obtain door opening request; The data fusion module 20 is used to read the vehicle's tilt angle signal, external conditions and temperature signal based on the door opening request. When the external conditions meet the door opening request, it queries a preset current mapping table based on the door opening request, vehicle tilt angle signal and temperature signal to obtain the first target current. The motor drive module 30 is used to output the first target current to the limit motor, drive the electric limiter to move, rotate the door, and detect the current door angular velocity and the real-time external status in real time. The current switching module 40 is used to switch the first target current to the second target current and output it to the limit motor when the current door angular velocity drops to a preset hovering threshold, so as to keep the door at the current angle.

[0110] The automotive door electric limiter control device provided in this application, employing the automotive door electric limiter control method in the above embodiments, can solve the technical problems of difficult door opening and inability to arbitrarily stop the vehicle door. Compared with the prior art, the beneficial effects of the automotive door electric limiter control device provided in this application are the same as those of the automotive door electric limiter control method provided in the above embodiments, and other technical features in the automotive door electric limiter control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0111] In one embodiment, the data fusion module 20 is further configured to read the vehicle's tilt angle signal, external conditions and temperature signal based on the door opening request, and extract the desired assistance level from the door opening request when the external conditions meet the door opening request. The vehicle tilt angle signal is converted into a slope compensation coefficient, and the temperature signal is converted into a temperature compensation coefficient. Based on the desired assist level, slope compensation coefficient, and temperature compensation coefficient as a joint index, the preset current mapping table is queried to obtain the first target current.

[0112] In one embodiment, the motor drive module 30 is further configured to convert the first target current into a pulse width modulation duty cycle; Based on the duty cycle, a drive voltage is output to the limit motor to drive the electric limit switch to rotate the door. The motor speed is collected by a Hall sensor and converted into the current angular velocity of the car door. It determines whether the preset hovering threshold has been reached based on the current angular velocity of the vehicle door, and receives real-time external conditions to determine the distance to obstacles.

[0113] In one embodiment, the current switching module 40 is further configured to query a preset hovering current curve using the current door angle as an index to obtain a second target current when the current door angular velocity drops to a preset hovering threshold. The second target current is continuously output to the limit motor in the form of static electromagnetic torque, so that the limit motor generates static electromagnetic torque to counteract the gravity component of the door. The door angle is determined by using Hall signals and a door angle conversion function. The door angle is then used as a feedback angle and compared with the current door angle to obtain the comparison result. The second target current is adjusted based on the comparison results, so that the static electromagnetic torque continuously counteracts the gravity component of the door, keeping the door at the current angle.

[0114] In one embodiment, the current switching module 40 is also used to continuously collect the door angular velocity as the closing speed; When the closing speed exceeds a preset violent speed threshold, a deceleration current is generated; The deceleration current is reversed and output to the limit motor to reduce the closing speed to the preset safe speed value; Continue executing the step of continuously collecting the door angular velocity as the closing speed until the door is locked, thus ending the closing process.

[0115] In one embodiment, the current switching module 40 is further configured to compare the closing speed with the preset violent speed threshold when the closing speed is greater than the preset violent speed threshold to obtain an overspeed indicator; Based on the overspeed indicator, a preset deceleration current curve is invoked to generate a deceleration current. The deceleration current is converted into a reverse pulse width modulation duty cycle, and the reverse duty cycle is output to the limit motor to generate reverse braking force.

[0116] In one embodiment, the current switching module 40 is also used to receive the obstacle distance sent by the blind spot monitoring radar; When the distance to the obstacle is within the preset deceleration range, a deceleration current is generated to assist the vehicle in decelerating; When the distance to the obstacle is less than a preset collision distance threshold, a protective resistance current is generated; The protective resistance current is output to the limit motor, so that the door opening resistance increases to the preset value of the hovering resistance; It continuously outputs protective resistance current until the distance to the obstacle exceeds the preset collision distance threshold or a door closing confirmation signal is received.

[0117] This application provides a vehicle door electric limiter control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle door electric limiter control method in the above embodiment 1.

[0118] The following is for reference. Figure 4 This document illustrates a structural schematic diagram of an automotive door electric limiter control device suitable for implementing embodiments of this application. The automotive door electric limiter control device in this application embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 4 The illustrated electric limit switch control device for automobile doors is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0119] like Figure 4 As shown, the vehicle door electric limiter control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the vehicle door electric limiter control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the vehicle door electric limiter control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a vehicle door electric limiter control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented alternatively.

[0120] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0121] The automotive door electric limiter control device provided in this application, employing the automotive door electric limiter control method in the above embodiments, can solve the technical problems of difficult door opening and inability to arbitrarily stop the vehicle door. Compared with the prior art, the beneficial effects of the automotive door electric limiter control device provided in this application are the same as those of the automotive door electric limiter control method provided in the above embodiments, and other technical features in this automotive door electric limiter control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0122] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0123] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0124] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle door electric limiter control method in the above embodiments.

[0125] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0126] The aforementioned computer-readable storage medium may be included in the vehicle door electric limit switch control device; or it may exist independently and not assembled into the vehicle door electric limit switch control device.

[0127] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the vehicle door electric limit switch control device, the vehicle door electric limit switch control device: responds to an opening trigger signal, parses the opening trigger signal to obtain an opening request; reads the vehicle's tilt angle signal, external conditions, and temperature signal based on the opening request; when the external conditions meet the opening request, queries a preset current mapping table according to the opening request, the vehicle tilt angle signal, and the temperature signal to obtain a first target current; outputs the first target current to the limit motor, drives the electric limit switch to operate, rotates the door, and detects the current door angular velocity and the real-time external conditions; when the current door angular velocity drops to a preset hovering threshold, switches the first target current to a second target current and outputs it to the limit motor to keep the door at its current angle.

[0128] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0129] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0130] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0131] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle door electric limiter control method, which can solve the technical problems of difficult vehicle door opening and inability to arbitrarily stop the vehicle. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the vehicle door electric limiter control method provided in the above embodiments, and will not be repeated here.

[0132] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described automotive door electric limit switch control method.

[0133] The computer program product provided in this application can solve the technical problems of difficult vehicle door opening and inability to arbitrarily stop. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle door electric limiter control method provided in the above embodiments, and will not be repeated here.

[0134] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A control method for an electric limit switch for a car door, characterized in that, The method includes: In response to the door opening trigger signal, the door opening trigger signal is parsed to obtain the door opening request; Based on the door opening request, the vehicle tilt angle signal, external conditions and temperature signal are read. When the external conditions meet the door opening request, a preset current mapping table is queried according to the door opening request, the vehicle tilt angle signal and the temperature signal to obtain the first target current. The first target current is output to the limit motor to drive the electric limiter to rotate the door and detect the current door angular velocity and the real-time external status in real time. When the current door angular velocity drops to a preset hovering threshold, the first target current is switched to the second target current and output to the limit motor so that the door maintains the current angle.

2. The method as described in claim 1, characterized in that, The step of reading the vehicle's tilt angle signal, external conditions, and temperature signal based on the door opening request, and when the external conditions meet the door opening request, querying a preset current mapping table according to the door opening request, the vehicle tilt angle signal, and the temperature signal to obtain the first target current includes: Based on the door opening request, the vehicle's tilt angle signal, external conditions, and temperature signal are read. When the external conditions meet the door opening request, the desired assistance level is extracted from the door opening request. The vehicle tilt angle signal is converted into a slope compensation coefficient, and the temperature signal is converted into a temperature compensation coefficient. Based on the desired assist level, the slope compensation coefficient, and the temperature compensation coefficient as a joint index, a preset current mapping table is queried to obtain the first target current.

3. The method as described in claim 1, characterized in that, The steps of outputting the first target current to the limit motor, driving the electric limit switch to move, rotating the door, and detecting the current door angular velocity and the real-time external status include: The first target current is converted into a pulse width modulation duty cycle; Based on the duty cycle, a drive voltage is output to the limit motor to drive the electric limiter to rotate the door. The motor speed is collected by a Hall sensor and converted into the current angular velocity of the car door. Based on the current angular velocity of the vehicle door, it is determined whether a preset hovering threshold has been reached, and the real-time external conditions are received to determine the distance to obstacles.

4. The method as described in claim 1, characterized in that, The step of switching the first target current to a second target current and outputting it to the limit motor when the current door angular velocity drops to a preset hovering threshold, so as to keep the door at its current angle, includes: When the current door angular velocity drops to a preset hovering threshold, the preset hovering current curve is queried using the current door angle as an index to obtain the second target current. The second target current is continuously output to the limit motor in the form of static electromagnetic torque, so that the limit motor generates static electromagnetic torque to counteract the gravity component of the door. The door angle is determined by using Hall signal and door angle conversion function, and the door angle is used as a feedback angle to compare with the current door angle to obtain the comparison result; The second target current is adjusted based on the comparison results, so that the static electromagnetic torque continuously counteracts the gravity component of the door, keeping the door at the current angle.

5. The method as described in claim 1, characterized in that, After the door maintains its current angle, the following is also included: Continuously collect the angular velocity of the car door as the closing speed; When the closing speed exceeds a preset violent speed threshold, a deceleration current is generated; The deceleration current is reversed and output to the limit motor, so that the closing speed is reduced to a preset safe speed value; Continue executing the step of continuously collecting the door angular velocity as the closing speed until the door is locked, thus ending the closing process.

6. The method as described in claim 5, characterized in that, The step of generating a deceleration current when the door closing speed is greater than a preset violent speed threshold includes: When the closing speed exceeds a preset violent speed threshold, the closing speed is compared with the preset violent speed threshold to obtain an overspeed indicator; The preset deceleration current curve is invoked based on the overspeed indicator to generate a deceleration current; The deceleration current is converted into a reverse pulse width modulation duty cycle, and the reverse duty cycle is output to the limit motor to generate a reverse braking force.

7. The method as described in claim 1, characterized in that, The method further includes: Receives obstacle distance data from blind zone monitoring radar; When the distance to the obstacle is within a preset deceleration range, a deceleration current is generated to assist the vehicle in decelerating; When the distance to the obstacle is less than a preset collision distance threshold, a protective resistance current is generated; The protective resistance current is output to the limit motor, so that the door opening resistance increases to the preset value of the hovering resistance; It continuously outputs protective resistance current until the distance to the obstacle exceeds the preset collision distance threshold or a door closing confirmation signal is received.

8. A control device for an electric limit switch for an automobile door, characterized in that, include: The trigger signal acquisition module is used to respond to the door opening trigger signal and parse the door opening trigger signal to obtain the door opening request; The data fusion module is used to read the vehicle's tilt angle signal, external conditions, and temperature signal based on the door opening request. When the external conditions meet the door opening request, the module queries a preset current mapping table based on the door opening request, the vehicle tilt angle signal, and the temperature signal to obtain the first target current. The motor drive module is used to output the first target current to the limit motor, drive the electric limiter to move, rotate the door, and detect the current door angular velocity and the real-time external status in real time. The current switching module is used to switch the first target current to the second target current and output it to the limit motor when the current door angular velocity drops to a preset hovering threshold, so as to keep the door at the current angle.

9. A control device for an electric limit switch for an automobile door, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle door electric limiter control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle door electric limiter control method as described in any one of claims 1 to 7.

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