An electric side door external force recognition and anti-pinch and anti-collision control method

Abstract

The application discloses a kind of electric side door external force identification and anti-pinch anti-collision control method, and the method specifically includes: based on current door gravity moment, door angular velocity, door angular acceleration, strut arm, strut and screw angle, motor parameter and transmission parameter calculate the motor target current when there is no abnormal external force action;Acquire motor actual current, and convert anti-pinch force or anti-collision force into current dynamic current threshold value, calculate the difference between motor actual current and motor target current;When difference is greater than current dynamic current threshold value, it is determined that there is reverse external force and executes stop, reverse or deceleration control;When difference is less than the negative value of current dynamic current threshold value, it is determined that there is same direction external force and executes follow-up, speed limit or alarm control.The application accurately distinguishes normal operating current change and current deviation caused by external resistance or assistance, realizes accurate anti-pinch, anti-collision control under different vehicle postures and different door opening angles.

Description

Technical Field

[0001] This invention relates to the field of electric side door control technology for vehicles, and in particular to a method for identifying external forces and preventing pinching and collisions in electric side doors. Background Technology

[0002] Existing electric side doors typically determine whether an obstacle has been trapped, collided with, or been subjected to human force based on empirical thresholds such as sudden changes in motor current, speed decrease, or abnormal position. However, in actual use, electric side doors are affected by factors such as vehicle lateral tilt, longitudinal tilt, changes in door opening angle, changes in gravitational torque, hinge resistance, motor resistance, and changes in transmission efficiency.

[0003] In special operating conditions such as ramps, side slopes, and combined inclines, even without obstacles, the actual motor current may increase significantly due to changes in gravitational torque. Conversely, when the door moves in the direction of gravity, even with minor obstacles, the current change may be offset by gravity. Therefore, relying solely on a fixed current threshold can easily lead to false triggering or missed triggering, resulting in insufficient accuracy in anti-pinch and anti-collision control. Summary of the Invention

[0004] The purpose of this invention is to provide a method for identifying external forces and controlling anti-pinch and anti-collision of electric side doors. By calculating the target current when there is no abnormal external force, and converting the anti-pinch force and anti-collision force into current thresholds according to the current door opening angle, strut lever arm, transmission efficiency, and manual operation point lever arm, the method can accurately distinguish between current changes under normal operating conditions and current deviations caused by external resistance or assistance. This enables precise anti-pinch and anti-collision control under different vehicle postures and different door opening angles, thereby solving at least one of the aforementioned problems in the prior art.

[0005] In a first aspect, the present invention provides a method for identifying external force and preventing pinching and collision of an electric side door, the method specifically comprising: The structural parameters, motor parameters, transmission parameters, vehicle attitude parameters, and door motion parameters of the electric side door are obtained. The transmission parameters include lead screw lead, reduction ratio, and transmission efficiency. The door motion parameters include door opening angle, door angular velocity, and door angular acceleration. Calculate the current door gravity moment based on structural parameters, vehicle attitude parameters, and door opening angle; calculate the strut lever arm and the angle between the strut and the lead screw based on structural parameters and door opening angle. Calculate the target motor current under no abnormal external force based on the current door gravitational torque, door angular velocity, door angular acceleration, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters; Collect the actual motor current, convert the anti-pinch force or anti-collision force into the current dynamic current threshold, and calculate the difference between the actual motor current and the target motor current. When the difference is greater than the current dynamic current threshold, it is determined that there is a reverse external force and stop, reverse or deceleration control is executed; When the difference is less than the negative value of the current dynamic current threshold, it is determined that there is an external force in the same direction and follow-up, speed limiting or alarm control is executed.

[0006] In a second aspect, the present invention provides a computer device, comprising: a memory and a processor, and a computer program stored in the memory, wherein when the computer program is executed on the processor, it implements the electric side door external force recognition and anti-pinch and anti-collision control method as described in any of the above methods.

[0007] Thirdly, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the electric side door external force identification and anti-pinch and anti-collision control method as described in any of the above methods.

[0008] Fourthly, the present invention provides an electric side door, including a door body, a motor, a driver, and a controller. The controller is connected to the driver, and the driver is connected to the motor. The controller is used to implement the electric side door external force recognition and anti-pinch and anti-collision control method as described in any of the above methods, so as to control the motor through the driver to drive the door body to perform opening, closing, hovering, or braking actions.

[0009] Fifthly, the present invention provides a controller for use in electric side doors, the controller being configured to implement the electric side door external force recognition and anti-pinch and anti-collision control method as described in any of the above methods.

[0010] Compared with the prior art, the present invention has at least one of the following technical effects: 1. By calculating the target current when there is no abnormal external force, and converting the anti-pinch force and anti-collision force into current thresholds according to the current door opening angle, strut lever arm, transmission efficiency and manual operation point lever arm, the system can accurately distinguish between current changes under normal operating conditions and current deviations caused by external resistance or assistance, thereby achieving precise anti-pinch and anti-collision control under different vehicle postures and different door opening angles.

[0011] 2. Taking into full account the attitude changes caused by the vehicle's lateral and longitudinal tilt angles to the hinge axis and door normal vector, and combining the door opening angle to calculate the current door gravity torque in real time, and incorporating multi-dimensional information such as door angular velocity, angular acceleration, equivalent moment of inertia, and transmission efficiency, it can accurately estimate the target motor current corresponding to the normal driving force under full opening angle range and various tilt conditions, eliminating the interference of gravity components, inertial components, and frictional resistance components on current judgment.

[0012] 3. By calculating the transmission geometry relationships such as the lever arm of the strut and the angle between the strut and the lead screw, the torque requirement on the door side is accurately transmitted to the target current on the motor side, and corrections can be made when the lever arm of the strut is too small, ensuring the effectiveness of the target current at the limit opening angle position.

[0013] 4. The anti-pinch force or anti-collision force is converted into the current dynamic current threshold by the manual operation point lever arm, strut lever arm, lead screw lead, reduction ratio, transmission efficiency and motor parameters. The threshold is dynamically corrected according to the door movement speed, running direction, control scenario and safety margin, so that the external force judgment threshold changes with the working conditions in real time. This not only improves the sensitivity of obstacle detection, but also reduces the probability of false triggering under working conditions such as slope and side tilt.

[0014] 5. By calculating the difference between the actual current and the target current and comparing it bidirectionally with the dynamic current threshold, the system can accurately distinguish between "reverse external forces" that hinder the movement of the door and "same-direction external forces" that assist the door's movement. For reverse external forces, stop and reverse control can be implemented in anti-pinch scenarios, and stop or deceleration control can be implemented in anti-collision scenarios. For same-direction external forces, follow-up, speed limiting, or alarm control can be implemented according to the risk level, achieving a more refined and safer control strategy, improving user experience and system intelligence. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart illustrating an embodiment of an electric side door external force identification and anti-pinch / anti-collision control method. Figure 2 This is a schematic diagram of the motor target current calculation process under no abnormal external force provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the control state flow of reverse external force and same-direction external force according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present invention. Detailed Implementation

[0017] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0018] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0019] Electric side doors (such as electric sliding doors and electric swing doors) are widely used in passenger cars and commercial vehicles. To ensure occupant safety and the protection of the door itself, electric side door systems typically need to have anti-pinch and anti-collision functions. That is, they should be able to stop or reverse in time when encountering a clamped object (such as a person or object) during the closing process, and avoid collision when encountering obstacles during the opening process. In addition, when the user applies manual pushing or pulling force to the door, the system also needs to identify the type of external force and respond appropriately.

[0020] Currently, common methods for identifying external forces in electric side doors primarily rely on motor current signals, Hall effect speed signals, or position signals. These methods use set empirical thresholds to determine whether an obstacle has been trapped, collided with, or if human force has been applied. A typical approach is as follows: if the actual motor current exceeds a preset upper current threshold for a period of time, an obstacle is identified; if the current falls below a certain lower threshold, a unidirectional pushing force is identified. Some solutions also incorporate speed reduction or positional deviation for auxiliary judgment.

[0021] However, electric side doors are significantly affected by various factors during actual use, including but not limited to: changes in vehicle posture such as lateral and longitudinal tilt, dynamic changes in gravitational torque caused by changes in door opening angle, hinge friction resistance, internal motor resistance, changes in lead screw transmission efficiency, and the inertial effect caused by the equivalent rotational inertia of the door. Under special conditions such as slopes, side slopes, or combined inclines, even without any obstacles, the actual motor current may increase significantly due to changes in gravitational torque, leading to false triggering based on a fixed current threshold. Conversely, when the door is moving in the direction of gravity, even with slight obstacles, the current increase caused by the obstacle may be offset by the gravitational force, preventing the current from exceeding the threshold and causing missed triggering. Furthermore, existing methods generally struggle to accurately distinguish between "reverse external forces" that hinder door movement and "same-direction external forces" that assist door movement, often lacking refined follow-up, speed limiting, or safety warning control strategies for same-direction external forces.

[0022] In summary, existing methods for identifying external forces on electric side doors that rely on fixed thresholds or simple lookup table compensation struggle to balance detection sensitivity and anti-interference capabilities under complex vehicle postures and full opening angles, and the accuracy and reliability of anti-pinch and anti-collision control need to be improved.

[0023] In this embodiment of the application, the entity executing the process can be the controller of the electric side door, the door control unit, the body controller, the control module integrated in the motor driver, or other electronic control devices that can acquire door status parameters and control the operation of the motor. Figure 1 A flowchart illustrating an embodiment of the electric side door external force identification and anti-pinch / anti-collision control method disclosed in this invention is shown below in detail: S101, acquire the structural parameters, motor parameters, transmission parameters, vehicle attitude parameters and door motion parameters of the electric side door. The transmission parameters include lead screw lead, reduction ratio and transmission efficiency. The door motion parameters include door opening angle, door angular velocity and door angular acceleration. S102, calculate the current door gravity moment based on structural parameters, vehicle attitude parameters and door opening angle, and calculate the strut lever arm and the angle between the strut and the lead screw based on structural parameters and door opening angle; S103, calculate the target motor current when there is no abnormal external force based on the current door gravity torque, door angular velocity, door angular acceleration, strut lever arm, angle between strut and lead screw, motor parameters and transmission parameters; S104: Collect the actual motor current, convert the anti-pinch force or anti-collision force into the current dynamic current threshold, and calculate the difference between the actual motor current and the target motor current. S105, when the difference is greater than the current dynamic current threshold, it is determined that there is a reverse external force and stop, reverse or deceleration control is executed; S106, when the difference is less than the negative value of the current dynamic current threshold, it is determined that there is an external force in the same direction and follow-up, speed limiting or alarm control is executed.

[0024] In this embodiment, firstly, the structural parameters, motor parameters, transmission parameters, vehicle attitude parameters, and door motion parameters of the electric side door are obtained. The structural parameters include the coordinates of the upper hinge axis, the lower hinge axis, the door's center of gravity, the coordinates of the manual operation point, the coordinates of the support rod's mounting point on the vehicle body, the coordinates of the support rod's mounting point on the door, the door's mass, and the door's moment of inertia. The motor parameters include the motor torque constant, the motor back electromotive force constant, the motor resistance, the motor static resistance torque, the motor dynamic resistance torque, the motor speed, and the motor's actual current. The transmission parameters include the reduction ratio, the lead screw lead, the forward transmission efficiency from the motor to the door, the reverse transmission efficiency from the door to the motor, the lead screw transmission efficiency, and the reverse lead screw transmission efficiency. The vehicle attitude parameters include the vehicle's lateral tilt angle and longitudinal tilt angle. The door motion parameters include the door opening angle, the door angular velocity, the door angular acceleration, and the door's direction of motion.

[0025] Next, the initial hinge axis vector is determined based on the coordinates of the upper and lower hinge axes. The relative vector of the door's center of gravity is determined based on the positional relationship between the door's center of gravity coordinates and the hinge axis, and the door's center of gravity lever arm is calculated using the relative vector and the hinge axis vector. Further, the hinge axis vector and door normal vector are corrected for attitude based on the vehicle's lateral and longitudinal tilt angles. Then, based on the current door opening angle, the corrected door normal vector is rotated around the corrected hinge axis vector to obtain the door normal vector at the current opening angle. Subsequently, the gravity vector is projected onto the current door normal direction to obtain the door normal gravity component, and the current door gravity moment is calculated based on the door normal gravity component and the door's center of gravity lever arm.

[0026] Specifically, the current door gravitational moment can be understood as the moment around the hinge axis formed by the combined effects of vehicle posture, door opening angle, and door center of gravity position. By introducing the vehicle's lateral tilt angle and longitudinal tilt angle, the gravitational moment can be corrected in real time under slope, side slope, or combined tilt conditions, avoiding deviations in target current calculations caused by changes in vehicle posture.

[0027] Furthermore, a geometric model of the strut is established based on the strut mounting points at the vehicle body end and the door end, the hinge axis, and the current door opening angle. The current strut lever arm is obtained by calculating the spatial distance from the strut's line of action to the hinge axis; simultaneously, the angle between the strut and the lead screw is calculated based on the strut axis direction and the lead screw axis direction. This yields the geometric parameters required to convert the external torque at the door end into the strut axial force, and then from the strut axial force into the motor output current.

[0028] Under conditions of no obstruction, no collision, and no abnormal human force, the target motor current required to maintain the current door movement state is calculated based on the current door angular velocity, door angular acceleration, door moment of inertia, current door gravitational torque, hinge resistance torque, motor dynamic resistance torque, strut lever arm, angle between strut and lead screw, lead screw lead, reduction ratio, motor torque constant, and transmission efficiency. This target motor current characterizes the theoretically required current output by the motor under the current vehicle posture, current door opening angle, and current movement state, assuming no abnormal external forces.

[0029] When calculating the target current of the motor, the appropriate transmission efficiency is selected based on the direction of force transmission. When the active output direction is from the motor to the door, the forward transmission efficiency is used to calculate the target current; when the active output direction is from the door to the motor, the reverse transmission efficiency is used. By distinguishing between forward and reverse transmission efficiencies, the influence of the difference in transmission system efficiency under different force transmission directions on the current judgment result can be compensated, thereby reducing the probability of misjudgment.

[0030] In this embodiment, the anti-pinch force is set to The impact resistance is Taking anti-pinch control as an example, the anti-pinch force... Based on the conversion relationship between the door end torque, the strut axial force, and the motor output torque, the dynamic current threshold corresponding to the anti-pinch force is calculated. , can be represented as: in, This indicates the dynamic current threshold corresponding to the anti-pinch force. Indicates the manual operation point lever arm. Indicates the lever arm. Indicates the angle between the strut and the lead screw. Indicates the lead of the lead screw. This indicates the first reverse transmission efficiency, such as the reverse transmission efficiency of the internal transmission mechanism of a lead screw pair or strut. This indicates the second reverse transmission efficiency, such as the reverse transmission efficiency of a reduction gear mechanism or a motor-side transmission mechanism. Indicates the reduction ratio. This represents the motor torque constant.

[0031] Dynamic current threshold corresponding to anti-collision force The following can be obtained using the same torque-axial force-motor current conversion relationship: Furthermore, let the target current of the motor under no abnormal external force be... The actual current of the motor obtained was Then the current difference for: when If so, it is determined that there is a reverse external force hindering the current direction of movement of the door; this reverse external force may correspond to an obstacle, a collision prevention device, or human obstruction. If the current direction of the door movement is determined to be an external force in the same direction, this force may correspond to human assistance, abnormal gravitational assistance, or external pulling of the door; when If the door is found to be free of abnormal external force, the motor will continue to be controlled according to the target motion trajectory. This can be the dynamic current threshold corresponding to the anti-pinch force or the dynamic current threshold corresponding to the anti-collision force, i.e. In another possible implementation, It can also be a comprehensive threshold that is dynamically selected based on the door area and operating conditions.

[0032] Upon detecting a reverse external force, the controller executes corresponding safety controls based on the current direction of the door's movement and the area where the door is located. When the door is in the anti-pinch zone during the closing process and a reverse external force is detected, the controller stops outputting power and reverses the door to open it at a preset angle or for a preset time to release the clamped object. When the door is in the anti-collision zone during the opening process and a reverse external force is detected, the controller stops, decelerates, or reverses the door to prevent it from continuing to collide with obstacles.

[0033] Upon detecting an external force in the same direction, the controller performs follow-up control, reduces motor output, enters manual assistance mode, or limits door speed based on the magnitude of the external force, door angular velocity, and door opening angle. When the external force in the same direction does not cause the door speed to exceed the safety limit, the controller allows the door to follow along; when the external force in the same direction causes the door speed to exceed the safety limit or there is a risk of loss of control, the controller performs speed limiting control or alarm control.

[0034] To avoid false triggering caused by current spikes, vibration impacts, or transient disturbances, this embodiment also includes a filtering judgment process. Specifically, when the duration of the external force is less than the set filtering time, it is determined to be a transient disturbance, and the anti-pinch or anti-collision action is not triggered; when the duration of the external force is greater than the set filtering time and exceeds the dynamic current threshold, the corresponding safety control is triggered.

[0035] In some embodiments, in step S102 above, the structural parameters include the coordinates of the upper hinge axis, the coordinates of the lower hinge axis, the coordinates of the door center of gravity, the initial normal vector of the door, and the door mass; the vehicle attitude parameters include the vehicle lateral tilt angle and the vehicle longitudinal tilt angle; the step of calculating the current door gravity moment based on the structural parameters, vehicle attitude parameters, and door opening angle specifically includes: The hinge axis is determined based on the coordinates of the upper hinge axis and the lower hinge axis, and the initial hinge axis vector is determined based on the hinge axis. Determine the lever arm of the door's center of gravity based on the positional relationship between the door's center of gravity coordinates and the hinge axis. The initial hinge axis vector and the initial door normal vector are corrected based on the vehicle's lateral tilt angle and longitudinal tilt angle to obtain the corrected hinge axis vector and the corrected door normal vector. Based on the door opening angle, rotate the corrected door normal vector around the corrected hinge axis vector to obtain the door normal vector at the current opening angle. The current door gravity moment is calculated based on the preset gravity direction, the door normal vector at the current opening angle, the door mass, and the door center of gravity lever arm.

[0036] In this embodiment, before performing external force recognition, the electric side door controller first calculates the current door gravity moment based on the structural parameters of the electric side door, vehicle attitude parameters, and door opening angle. This current door gravity moment characterizes the rotational tendency of the door's own weight around the hinge axis under the current vehicle attitude and door opening angle. By calculating this current door gravity moment, the influence of the door's own weight can be compensated when subsequently calculating the motor target current, thereby avoiding misjudgment of external forces due to changes in gravity when the vehicle is on a slope, tilted, or at different door opening angles.

[0037] Specifically, the structural parameters include the coordinates of the upper hinge axis, the coordinates of the lower hinge axis, the coordinates of the door's center of gravity, the initial normal vector of the door, and the door mass. The coordinates of the upper and lower hinge axes are used to determine the hinge axis of the door's rotation relative to the vehicle body. The coordinates of the door's center of gravity represent the spatial location of the equivalent concentration of the door's overall mass. The initial normal vector of the door represents the direction of the door panel's outer normal or a preset reference normal when the door is in a reference closed position or a calibrated initial position. The door mass is the equivalent mass of the door and its associated components that rotate with it. The vehicle attitude parameters include the vehicle's lateral roll angle and longitudinal roll angle, where the lateral roll angle represents the side roll angle generated by the vehicle in the forward / backward direction, and the longitudinal roll angle represents the pitch angle generated by the vehicle in the left / right direction.

[0038] The controller first determines the hinge axis based on the coordinates of the upper and lower hinge axes. Specifically, the line connecting the upper and lower hinge axes can be used as the hinge axis, and the initial hinge axis vector is determined based on the direction of this hinge axis. The hinge axis refers to the straight line in space around which the electric side door rotates relative to the vehicle body. The initial hinge axis vector is a vector used to represent the spatial direction of the hinge axis when the vehicle is in a reference horizontal posture. Its direction can be from the lower hinge axis to the upper hinge axis, or it can be defined according to a pre-calibrated uniform direction, as long as it remains consistent throughout the vehicle control process.

[0039] Then, the controller determines the door's center of gravity lever arm based on the positional relationship between the door's center of gravity coordinates and the hinge axis. The door's center of gravity lever arm refers to the equivalent distance when the door's center of gravity generates a rotational torque relative to the hinge axis. It can be understood as the vertical distance from the door's center of gravity to the hinge axis, or, in actual calibration, a lever arm parameter equivalent to this vertical distance. Since the door rotates around the hinge axis, the relative position of the door's center of gravity to the hinge axis determines the degree to which the door's gravity affects the door's opening or closing direction. Therefore, this door's center of gravity lever arm is a crucial parameter for calculating the current door's torque.

[0040] Subsequently, the controller corrects the initial hinge axis vector and the initial door normal vector based on the vehicle's lateral and longitudinal tilt angles, obtaining corrected hinge axis vectors and corrected door normal vectors. Attitude correction refers to converting the hinge axis direction and door normal direction, calibrated under a horizontal reference attitude, to the spatial orientation under the vehicle's current actual tilt attitude. Since the direction of gravity relative to the vehicle's coordinate system changes when the vehicle is parked on a slope or side slope, using the structural orientation under a horizontal attitude for calculation would lead to errors in the estimation of the door's gravity moment. Therefore, this embodiment corrects the above vectors using the vehicle's lateral and longitudinal tilt angles to reflect the true spatial relationships under the current vehicle attitude.

[0041] After obtaining the corrected hinge axis vector and the corrected door normal vector, the controller rotates the corrected door normal vector around the corrected hinge axis vector according to the door opening angle to obtain the door normal vector at the current opening angle. The door opening angle refers to the angle through which the door rotates relative to the closed position or a preset zero position. Since the door always rotates around the hinge axis during opening or closing, the corrected hinge axis vector can be used as the rotation axis to rotate the corrected door normal vector according to the current door opening angle, thereby obtaining the spatial orientation of the door at the current opening angle. The door normal vector at the current opening angle is used to characterize the current door posture and can be used to determine the relative relationship between the direction of the door's center of gravity lever arm and the direction of gravity.

[0042] Finally, the controller calculates the current door gravity moment based on the preset gravity direction, the door normal vector at the current opening angle, the door mass, and the door center of gravity arm. The preset gravity direction refers to the direction of gravitational acceleration predefined in the spatial coordinate system used for calculation, such as the vertically downward direction. During calculation, the direction of the door center of gravity arm at the current opening angle is determined based on the current door normal vector, and the effective torque component of the door gravity relative to the hinge axis is determined by combining the preset gravity direction. The current door gravity moment is then obtained by combining the door mass and the door center of gravity arm. This current door gravity moment can have a directional attribute, indicating whether the door gravity in the current state tends to push the door open or close.

[0043] Through the above method, this embodiment can obtain the current door gravity torque in real time based on the door structure, vehicle posture and door opening angle, so that the subsequent motor target current calculation can be dynamically adjusted with the slope, tilt and opening angle, thereby improving the accuracy of external force recognition of electric side door and reducing the risk of false triggering caused by insufficient or over-compensation of gravity.

[0044] In some embodiments, in step S102 above, the structural parameters include the coordinates of the strut mounting point on the vehicle body, the coordinates of the strut mounting point on the vehicle door, and the direction of the lead screw axis; the calculation of the strut lever arm and the angle between the strut and the lead screw based on the structural parameters and the door opening angle specifically includes: Based on the door opening angle, update the position of the support rod door end mounting point coordinates around the hinge axis to obtain the current door opening angle position of the support rod door end. Determine the strut axis and strut action line based on the coordinates of the strut mounting point on the vehicle body and the strut door end position at the current opening angle. The current strut lever arm is determined based on the distance from the strut's line of action to the hinge axis, and the angle between the strut and the lead screw is determined based on the angle between the strut axis and the lead screw axis.

[0045] In this embodiment, when calculating the target motor current and the current dynamic current threshold under normal external force conditions, the electric side door controller needs to determine the actual interaction between the strut and the door based on the current door opening angle. Therefore, this embodiment calculates the current strut lever arm and the angle between the strut and the lead screw based on the coordinates of the strut's mounting point on the vehicle body, the strut's mounting point on the door, the direction of the lead screw axis, and the door opening angle. This calculation establishes a correspondence between the door side torque and the strut axial force and the lead screw axial force, thereby improving the accuracy of the conversion between the motor target current and the dynamic current threshold.

[0046] Specifically, the coordinates of the strut's body-side mounting point refer to the position of the mounting point on the side of the vehicle body where the strut is fixedly connected to the vehicle body, within a preset coordinate system. The coordinates of the strut's door-side mounting point refer to the position of the mounting point on the side of the door where the strut is connected to the door, within a preset coordinate system when the door is in a reference position. Since the strut's body-side end is usually fixed to the vehicle body, its position remains unchanged during door movement; however, the strut's door-side end moves with the door around the hinge axis, so its spatial position changes with the door opening angle.

[0047] The controller first updates the position of the strut door end mounting point around the hinge axis based on the door opening angle, thus obtaining the current position of the strut door end at the current opening angle. Here, "position update" refers to rotating the door end mounting point from a reference opening angle position to the position corresponding to the current door opening angle, using the hinge axis as the rotation axis. Since both door opening and closing occur around the hinge axis, the movement trajectory of the strut door end mounting point can be considered as a spatial rotation trajectory around the hinge axis. Through this step, the actual connection position between the strut and the door at the current door opening angle can be obtained.

[0048] Subsequently, the controller determines the strut axis and strut line of action based on the coordinates of the strut mounting point on the vehicle body and the strut door end position at the current opening angle. The strut axis refers to the straight line connecting the strut mounting point on the vehicle body and the strut mounting point on the door, representing the length direction of the strut in its current posture. The strut line of action refers to the straight line along which the force (push or pull) is transmitted to the door. In an ideal hinged connection, the strut line of action usually coincides with the strut axis; in practical applications, if the strut end has a ball joint, hinge, or a certain installation offset, an equivalent straight line passing through the two mounting points and used to represent the direction of axial force transmission can also be used as the strut line of action.

[0049] Then, the controller determines the current strut lever arm based on the distance from the strut's line of action to the hinge axis. The current strut lever arm characterizes the ability of the strut's axial force to generate a torque relative to the door hinge axis. Specifically, the shortest distance between the strut's line of action and the hinge axis can be used as the current strut lever arm, or an effective lever arm value equivalent to this shortest distance can be used in engineering calibration. Since changes in the door opening angle cause changes in the positional relationship of the strut's line of action relative to the hinge axis, the current strut lever arm also dynamically changes with the door opening angle. When the strut's line of action is close to the hinge axis, even if the strut's axial force is large, the torque it generates on the door may be small; when the strut's line of action is far from the hinge axis, the same axial force can generate a larger door-side torque. Therefore, the current strut lever arm is an important parameter for converting between the target door-side driving torque and the target strut axial force.

[0050] Furthermore, the controller determines the angle between the strut and the lead screw based on the angle between the strut axis and the lead screw axis. The lead screw axis direction refers to the direction of the centerline of the lead screw in the lead screw mechanism or the direction of axial force transmission. For an electric strut, the motor output drives the lead screw through a reduction mechanism, and the axial force of the lead screw is then transmitted to the door through the strut structure. When the strut axis and the lead screw axis are not perfectly aligned, there is an effective directional component relationship between the axial force of the lead screw and the axial force of the strut. Therefore, it is necessary to determine the angle between them to correct the direction of force transmission in subsequent calculations. The angle between the strut and the lead screw can be understood as the angle between the direction of the axial force of the strut and the direction of the axial force of the lead screw under the current strut posture.

[0051] Through the above method, this embodiment can determine the position of the support rod at the door end, the support rod axis, the support rod line of action, the current support rod lever arm, and the angle between the support rod and the lead screw in real time based on the door opening angle. This allows the controller to accurately obtain the mechanical transmission relationship of the support rod mechanism under different door opening angles. The calculation results can be used to subsequently convert the door side torque into the support rod axial force, and further into the lead screw axial force, motor target torque, or dynamic current threshold, thereby improving the accuracy and consistency of external force recognition, anti-pinch control, and anti-collision control of the electric side door.

[0052] In some embodiments, in step S103 above, the motor parameters include the motor torque constant and the motor no-load compensation parameters, and the transmission parameters include the lead screw lead, reduction ratio, and transmission efficiency; the calculation of the target motor current under no abnormal external force based on the current door gravity torque, door angular velocity, door angular acceleration, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters specifically includes: The target driving torque on the door side is determined based on the current door gravitational torque, door angular velocity, and door angular acceleration. The target axial force of the strut is determined based on the target driving torque on the door side and the strut lever arm. The axial target force of the strut is corrected based on the angle between the strut and the lead screw to obtain the axial target force of the lead screw. Based on the lead screw lead, reduction ratio and transmission efficiency, the axial target force of the lead screw is converted into the target torque of the motor. Based on the motor torque constant and the motor no-load compensation parameters, the target torque of the motor is converted into the target current of the motor when there is no abnormal external force.

[0053] In this embodiment, before identifying external forces, the electric side door controller first calculates the target motor current required to drive the door in its current motion state under the condition of no abnormal external force. This target motor current can be understood as the theoretical current or reference current when the door is running normally, and is used to compare it with the actual motor current collected subsequently, thereby determining whether there is an external obstructive force or a boosting force.

[0054] Specifically, the controller acquires the current door gravitational torque, door angular velocity, door angular acceleration, strut lever arm, angle between the strut and lead screw, motor parameters, and transmission parameters. The motor parameters include the motor torque constant and motor no-load compensation parameters, while the transmission parameters include the lead screw lead, reduction ratio, and transmission efficiency. The current door gravitational torque reflects the impact of the door's own weight on the door's opening or closing direction; the door angular velocity and angular acceleration reflect the current motion state of the door; and the strut lever arm and the angle between the strut and lead screw describe the force transmission relationship between the strut mechanism and the lead screw mechanism.

[0055] The controller first determines the target driving torque on the door side based on the current door gravitational torque, door angular velocity, and door angular acceleration. This target driving torque refers to the target driving torque formed on the door side around the hinge axis, used to overcome the door's own weight, inertia, and motion resistance, enabling the door to move at the expected speed or acceleration when no abnormal external forces are applied. This target driving torque is not directly represented by the motor's output torque, but rather is the equivalent required torque obtained from the door's moving end.

[0056] After determining the target driving torque on the door side, the controller determines the target axial force of the strut based on this target driving torque and the current strut lever arm. Since the electric strut typically acts on the door via a push-pull mechanism, the strut's driving effect on the door depends on the effective distance of the strut's axial force relative to the hinge axis. The larger the strut lever arm, the smaller the required axial force of the strut for the same target driving torque on the door side; conversely, the smaller the strut lever arm, the greater the required axial force to produce the same door-side rotation effect.

[0057] Subsequently, the controller corrects the direction of the axial target force of the strut based on the angle between the strut and the lead screw, thus obtaining the axial target force of the lead screw. Since the direction of the axial force in the lead screw mechanism may not be entirely consistent with the actual force direction on the strut, directly using the axial target force of the strut as the axial target force of the lead screw would lead to transmission calculation errors. Therefore, this embodiment determines the effective transmission relationship based on the angle between the two, enabling the axial target force of the lead screw to more accurately reflect the actual force required when the motor generates the axial force of the strut through the lead screw mechanism.

[0058] Furthermore, the controller converts the target axial force of the lead screw into the target torque of the motor based on the lead screw lead, reduction ratio, and transmission efficiency. The lead screw lead reflects the axial displacement corresponding to one revolution of the lead screw, the reduction ratio reflects the speed and torque conversion relationship when the motor output is transmitted to the lead screw through the reduction mechanism, and the transmission efficiency is used to compensate for friction, meshing losses, and mechanical losses during the transmission process. Through the above transmission parameters, the axial force requirement at the lead screw end can be equivalently converted into the target torque that the motor shaft end should output.

[0059] Finally, the controller converts the target motor torque into the target motor current under conditions of no abnormal external force, based on the motor torque constant and the motor no-load compensation parameters. The motor torque constant describes the relationship between motor current and output torque; the motor no-load compensation parameters compensate for the motor's own no-load friction, bearing resistance, reduction mechanism foundation resistance, and inherent losses during low-speed operation. The resulting target motor current more closely approximates the actual current requirement under conditions of no external force, thereby improving the reliability of subsequent external force identification.

[0060] This embodiment enables the dynamic acquisition of the target motor current under different door opening angles, vehicle postures, movement speeds, and transmission states, so that external force identification no longer relies on a fixed current threshold, reducing the risk of misjudgment and missed judgment.

[0061] Furthermore, the structural parameters also include the equivalent moment of inertia of the door; the determination of the target driving torque on the door side based on the current door gravitational torque, door angular velocity, and door angular acceleration specifically includes: The gravity compensation torque is determined based on the current door gravity torque, and the inertia compensation torque is determined based on the door angular acceleration and the door equivalent moment of inertia. The speed compensation torque is determined based on the door angular velocity and the preset door side resistance compensation parameters; The current direction of the door's movement is determined based on the direction of the door's angular velocity or the door control command, and the direction of the gravity compensation torque, inertia compensation torque, and velocity compensation torque is matched according to the current direction of the door's movement. The gravity compensation torque, inertia compensation torque, and velocity compensation torque after direction matching are combined into the gate-side target driving torque when there is no abnormal external force.

[0062] In this embodiment, the structural parameters also include the equivalent rotational inertia of the door. When determining the target driving torque on the door side, the controller does not only consider the gravity of the door, but also comprehensively considers gravity compensation, inertia compensation, and speed drag compensation, thereby obtaining a target driving torque on the door side that is more consistent with the actual operating state of the door.

[0063] Specifically, the controller first determines the gravity compensation torque based on the current door's gravitational torque. This gravity compensation torque is used to counteract or accommodate the rotational effects of the door's weight under the current vehicle posture and door opening angle. For example, when the door's weight tends to close the door, but the control target is opening, the gravity compensation torque needs to overcome this closing tendency; when the door's weight direction is consistent with the control target direction, the required driving torque can be reduced accordingly. Gravity compensation prevents inaccurate target current estimations caused by gravity when the vehicle is parked on a slope or side slope.

[0064] Secondly, the controller determines the inertial compensation torque based on the door's angular acceleration and equivalent moment of inertia. The equivalent moment of inertia is a parameter obtained by equivaling the inertial influence of the door body and its moving accessories relative to the hinge axis. When the door accelerates or decelerates, an additional torque is required to change its motion state; therefore, the inertial compensation torque characterizes the inertial influence that the door needs to overcome to change from its current motion state to a target motion state. For different operating conditions such as accelerated opening, accelerated closing, and deceleration to a stop, the direction and magnitude of the inertial compensation torque can vary with the door's angular acceleration.

[0065] Next, the controller determines the speed compensation torque based on the door angular velocity and preset door side resistance compensation parameters. These door side resistance compensation parameters can be obtained through experimental calibration and are used to characterize the effects of hinge friction, sealing strip friction, strut internal friction, air resistance, and other speed-related resistances during door movement. Generally, the higher the door's movement speed, the more significant the impact of speed-related resistances; therefore, it is necessary to determine the corresponding speed compensation torque based on the door angular velocity.

[0066] Then, the controller determines the current direction of the door's movement based on the direction of the door's angular velocity or the door control command. The current direction of the door's movement can be either the opening direction or the closing direction. When the door's angular velocity signal is stable and reliable, the actual direction of the door's movement can be determined based on the direction of the angular velocity; when the door has just started moving or the angular velocity is small, the current direction of movement can also be determined based on the opening or closing command issued by the controller.

[0067] After determining the current direction of the door's movement, the controller performs directional matching of the gravity compensation torque, inertia compensation torque, and velocity compensation torque according to this direction. Directional matching refers to unifying the various compensation torques to the same directional reference, distinguishing whether they actuate the door along the current direction or impede its movement. Torques that impede the current direction of movement need to be added to the drive requirements; torques that assist the current direction of movement can be reduced in drive requirements or used as reverse compensation items.

[0068] Finally, the controller combines the gravity compensation torque, inertia compensation torque, and velocity compensation torque after direction matching into a door-side target driving torque when no abnormal external forces are applied. This door-side target driving torque is used to characterize the theoretical door-side driving torque required to maintain the current desired motion in the absence of abnormal external forces such as clamping, collision, or manual pushing and pulling.

[0069] In this embodiment, the target driving torque on the door side can simultaneously reflect the door's own weight, motion inertia, and resistance loss, thereby making the subsequently calculated target motor current closer to the actual normal operating current and improving the accuracy of external force identification.

[0070] Furthermore, determining the axial target force of the strut based on the target driving torque on the door side and the strut lever arm specifically includes: The direction of the target driving torque on the door side and the current opening or closing direction of the door are determined. The effective distance of the axial force of the strut relative to the hinge axis is determined based on the strut lever arm at the current door opening angle. Based on the torque transmission relationship between the target driving torque on the gate side and the effective working distance, the target driving torque on the gate side is converted into the axial force requirement of the strut; When the lever arm of the strut is less than the preset effective lever arm lower limit, the axial force requirement of the strut is corrected based on the preset effective lever arm lower limit or the calibration lever arm of the adjacent opening angle interval. Based on the target force direction, the corrected axial force requirement of the strut is assigned tension and compression direction attributes to obtain the target axial force of the strut at the current opening angle.

[0071] In this embodiment, after obtaining the target driving torque on the door side, the controller converts the target driving torque on the door side into a target axial force on the strut based on the strut lever arm at the current door opening angle. This process is used to establish the correspondence between the door rotation torque and the strut linear push-pull force.

[0072] Specifically, the controller determines the target force direction of the strut on the door based on the direction of the target driving torque on the door side and the current opening or closing direction of the door. For electric side doors, the strut may extend to generate a pushing force or retract to generate a pulling force. Under different door layouts, the opening and closing directions corresponding to the strut's extension or retraction may differ. Therefore, it is necessary to combine the direction of the target driving torque on the door side and the current movement direction of the door to determine whether the strut should apply a pushing or pulling force to the door. This target force direction is used to ensure that the subsequently calculated axial target force of the strut has the correct directional attribute.

[0073] Then, the controller determines the effective operating distance of the strut axial force relative to the hinge axis based on the strut lever arm at the current door opening angle. This effective operating distance characterizes the effectiveness of the strut axial force in generating a rotational torque on the door. During door opening, the position of the strut's door end mounting point constantly changes, and the spatial distance between the strut's line of action and the hinge axis also changes accordingly. Therefore, this effective operating distance should be dynamically updated with the current door opening angle.

[0074] Next, the controller converts the target driving torque on the door side into the required axial force of the strut, based on the torque transmission relationship between the target driving torque on the door side and the effective operating distance. In other words, the controller determines how much push-pull force the strut should provide along its axis to achieve the corresponding driving effect on the door, based on the required torque on the door side and the current effective lever arm of the strut.

[0075] Furthermore, when the strut lever arm is less than the preset effective lever arm lower limit, the controller corrects the strut axial force requirement based on the preset effective lever arm lower limit or the calibration lever arm of the adjacent opening angle interval. This step is used to avoid abnormally large calculated strut axial force due to an excessively small lever arm when the strut's line of action is close to the hinge axis, which could cause sudden changes in the motor target current or misjudgment of external force identification. The preset effective lever arm lower limit refers to the minimum effective lever arm value preset to avoid abnormal calculation results caused by an excessively small strut lever arm, and can be determined through structural design, prototype testing, or control calibration. The calibration lever arm of the adjacent opening angle interval can be an empirical value or calibration value within a region adjacent to the current opening angle and where the lever arm change is relatively stable. This correction improves the stability of the calculation results and the engineering feasibility.

[0076] Finally, the controller assigns tension / compression direction attributes to the corrected axial force requirement of the strut based on the target force direction, thus obtaining the target axial force of the strut at the current opening angle. These tension / compression direction attributes are used to distinguish whether the strut needs to be under tension or compression, or to distinguish between strut extension drive and retraction drive. The target axial force of the strut refers to the target push-pull force that the strut needs to output or withstand along its axial direction. The axial target force of the strut with directional attributes can be further used for the conversion of the axial target force of the lead screw, the target torque of the motor, and the target current of the motor.

[0077] This embodiment can accurately reflect the torque transmission capability of the strut mechanism to the door under different door opening angles, and make reasonable corrections in special positions such as when the lever arm is too small, avoiding calculation abnormalities caused by changes in the mechanism's geometry, thereby improving the smoothness of electric side door control and the stability of external force recognition.

[0078] like Figure 2 As shown, the door-side target driving torque determination module includes three input calculation branches: "gravity compensation torque," "inertia compensation torque," and "velocity compensation torque." The gravity compensation torque is determined by the current door gravity torque and is used to compensate for the influence of the door's own weight on its opening or closing motion under the current posture and opening angle. The inertia compensation torque is determined by the door's angular acceleration and equivalent moment of inertia and is used to compensate for the inertial requirements during door acceleration or deceleration. The velocity compensation torque is determined by the door's angular velocity and door-side resistance compensation parameters and is used to compensate for the resistance related to the door's movement speed.

[0079] The three compensation torques mentioned above are input to the "Direction Matching and Torque Synthesis" step. This step aims to unify the compensation torques to the same directional reference based on the current opening or closing direction of the door, and to determine whether each compensation item increases or decreases the drive demand. After direction matching, the controller synthesizes the multiple compensation torques into a target drive torque for the door side.

[0080] Subsequently, Figure 2The document illustrates the steps of "torque transmission based on strut lever arm," which converts the target driving torque on the door side into a target axial force on the strut. This conversion demonstrates the correspondence between the torque requirement for the door's rotation around the hinge axis and the axial pushing and pulling force of the strut.

[0081] Then, Figure 2 The document illustrates the steps for "direction correction based on the angle between the strut and the lead screw." Since there may be an angle between the strut axis and the lead screw axis, the target axial force of the strut cannot be directly equated to the target axial force of the lead screw. Therefore, direction correction is needed based on the angle between the two to obtain the target axial force of the lead screw.

[0082] Furthermore, Figure 2 The target torque of the motor is obtained by "converting through the lead screw, reduction ratio, and transmission efficiency". This step reflects the transmission conversion process from linear axial force to the motor's rotational output torque, and takes into account the lead screw mechanism, reduction mechanism, and mechanical transmission losses.

[0083] at last, Figure 2 The target torque of the motor is converted into the target current of the motor. This step determines the target current value when there is no abnormal external force, based on the motor torque constant and no-load compensation parameters. This target current can be used as a reference current in subsequent external force identification, and compared with the actual motor current to determine whether there are external forces such as anti-pinch, anti-collision, or manual push.

[0084] Therefore, Figure 2 It fully expresses the step-by-step conversion logic from the door-side torque requirement to the motor target current, and can support the technical solutions for determining the door-side target driving torque, determining the strut axial target force, and converting the motor target current in the aforementioned three embodiments.

[0085] In some embodiments, in step S104 above, the door motion parameters include the current direction of door movement; the conversion of the anti-pinch force or anti-collision force into the current dynamic current threshold specifically includes: Based on the current direction of the car door and the control scenario, determine whether to use anti-pinch force or anti-collision force as the current external force limit. Based on the current door opening angle and the preset external force application position, determine the manual operation point lever arm. The control scenario includes anti-pinch scenario and anti-collision scenario. The door side limit torque is determined based on the current external force limit and the lever arm of the manual operation point; the strut axial limit force is determined based on the door side limit torque and the strut lever arm. The axial limiting force of the strut is corrected according to the angle between the strut and the lead screw to obtain the axial limiting force of the lead screw. Based on the lead screw lead, reduction ratio and transmission efficiency, the axial limiting force of the lead screw is converted into the motor-side limiting torque increment; Based on the motor parameters, the motor-side limit torque increment is converted into current increment, and the current increment is corrected based on the preset safety margin to obtain the current dynamic current threshold.

[0086] In this embodiment, when the electric side door controller performs anti-pinch or anti-collision control, it does not use a fixed current threshold to determine abnormal external forces. Instead, it converts the allowable anti-pinch or anti-collision force into a current dynamic current threshold based on the current door opening angle, current running direction, control scenario, and transmission mechanism status. This allows the current threshold to be dynamically adjusted according to changes in door posture and mechanism lever arm, reducing the problem of insensitive protection due to an excessively high fixed threshold or false triggering due to an excessively low threshold.

[0087] Specifically, the controller first determines whether to use anti-pinch force or anti-collision force as the current external force limit based on the current operating direction of the door and the control scenario. The current operating direction of the door can be the opening direction or the closing direction. The control scenario includes anti-pinch scenario and anti-collision scenario. Anti-pinch force refers to the maximum permissible contact force or equivalent external force limit set during the door closing process to prevent injury to a person or object from being trapped; anti-collision force refers to the maximum permissible contact force or equivalent external force limit set during the door opening process to prevent the door from colliding with obstacles. Anti-pinch scenarios typically correspond to situations where a person or object may be trapped during door closing, while anti-collision scenarios typically correspond to situations where the door may collide with a wall, vehicle, or other obstacle during door opening. If the current situation is a door closing protection scenario, a preset anti-pinch force can be selected as the current external force limit; if the current situation is a door opening protection scenario, a preset anti-collision force can be selected as the current external force limit. The current external force limit refers to the upper limit of the force value used for judging the external force protection of the door, based on the anti-pinch force or anti-collision force selected according to the control scenario. For specially designed doors, the anti-pinch force and anti-collision force can be selected accordingly based on the overall vehicle safety strategy.

[0088] Then, the controller determines the manual operation point lever arm based on the current door opening angle and the preset external force application position. The preset external force application position refers to the location used to equivalently represent the external force acting on the door during anti-pinch or anti-collision force evaluation, such as the door handle area, door edge area, or specified or regulatory test points on the door body. Since the door rotates around the hinge axis, the spatial relationship between this external force application position and the hinge axis differs at different door opening angles; therefore, it is necessary to determine the manual operation point lever arm in conjunction with the current door opening angle. The manual operation point lever arm can be understood as the effective distance from the external force application position to the hinge axis, which is used to convert the linear external force into a door lateral torque.

[0089] Subsequently, the controller determines the door side limiting torque based on the current external force limit and the lever arm of the manual operation point. The door side limiting torque represents the maximum equivalent torque allowed to be generated by the door about the hinge axis under the current external force limit. This door side limiting torque is used to describe the limiting effect transmitted from the point of human contact or obstacle contact to the door rotation system.

[0090] After obtaining the door side limiting moment, the controller determines the strut axial limiting force based on the door side limiting moment and the strut lever arm. The strut axial limiting force refers to the limited push-pull force allowed to be generated by the strut along its axis, corresponding to the door side limiting moment. Since the electric strut drives the door to rotate around the hinge axis through axial push-pull force, it is necessary to convert the door side limiting moment into a limiting force of the strut along its axis. The larger the strut lever arm, the smaller the strut axial limiting force corresponding to the same door side limiting moment; the smaller the strut lever arm, the larger the corresponding strut axial limiting force.

[0091] Furthermore, the controller corrects the direction of the axial limiting force of the strut based on the angle between the strut and the lead screw, thus obtaining the axial limiting force of the lead screw. The axial limiting force of the lead screw refers to the equivalent limiting force along the lead screw axis after correction of the axial limiting force of the strut by the angle between the strut and the lead screw. Since there may be an angle between the axes of the strut and the lead screw, the axial limiting force of the strut is not necessarily equivalent to the axial limiting force of the lead screw. Through angle correction, the limiting force in the strut direction can be converted into an equivalent limiting force in the lead screw direction, thereby improving the accuracy of subsequent threshold calculations on the motor side.

[0092] Subsequently, the controller converts the axial limiting force of the lead screw into the incremental torque limit of the motor side based on the lead screw lead, reduction ratio, and transmission efficiency. This incremental torque limit of the motor side represents the additional torque change at the motor output when the door is subjected to resistance or collision force reaching the current external force limit. The lead screw lead describes the conversion relationship between the lead screw's rotational motion and axial linear motion, the reduction ratio describes the torque transmission ratio between the motor and the lead screw, and the transmission efficiency compensates for mechanical transmission losses.

[0093] Finally, the controller converts the motor-side limit torque increment into a current increment based on the motor parameters, and corrects the current increment based on a preset safety margin to obtain the current dynamic current threshold. This current dynamic current threshold can be used to compare the deviation between the actual motor current and the target motor current under no abnormal external force. When the current deviation exceeds the current dynamic current threshold, the controller can determine that there is a risk of pinching or collision and execute protective actions such as stopping, reversing, decelerating, or alarming.

[0094] Through this embodiment, the anti-pinch force or anti-collision force can be converted into a corresponding dynamic current threshold under different door opening angles, different running directions, and different strut mechanism postures, making the electric side door protection strategy more in line with the actual force conditions, improving protection accuracy and user experience.

[0095] Furthermore, the motor parameters include motor torque constant, motor no-load compensation parameters, and current detection compensation parameters; the door movement parameters include door movement speed; the process of converting the motor side limit torque increment into a current increment based on the motor parameters, and correcting the current increment based on a preset safety margin to obtain the current dynamic current threshold specifically includes: Determine the corresponding motor torque constant based on the current operating state of the motor, and convert the motor side limit torque increment into the initial current increment based on the motor torque constant; The initial current increment is compensated based on the motor no-load compensation parameters and current detection compensation parameters to obtain the compensated current increment; The preset safety margin is determined based on the current direction of the door's movement, the control scenario, and the door's movement speed; The compensation current increment is corrected based on a preset safety margin, and the corrected compensation current increment is limited or smoothed to obtain the current dynamic current threshold.

[0096] In this embodiment, to further improve the accuracy and stability of the current dynamic current threshold, the motor parameters include the motor torque constant, motor no-load compensation parameters, and current detection compensation parameters, while the door motion parameters include the door motion speed. When the controller converts the motor side limit torque increment into the current increment, it also makes corrections based on the motor's current operating state, detection error, and safety margins under different control scenarios.

[0097] Specifically, the controller first determines the corresponding motor torque constant based on the motor's current operating state. The current motor operating state may include motor direction, speed range, operating temperature, power supply voltage status, or drive mode. Since the actual output torque generated per unit current may differ under different operating states, this embodiment is not limited to using a single fixed motor torque constant. Instead, it can select the corresponding value from a calibration table or segmented parameters based on the current operating state. This reduces threshold calculation errors caused by changes in motor characteristics.

[0098] Then, the controller converts the motor-side limit torque increment into an initial current increment based on the selected motor torque constant. The initial current increment represents the current change required to generate the motor-side limit torque increment under ideal motor torque output conditions. This initial current increment forms the basis for the current dynamic current threshold.

[0099] Subsequently, the controller compensates for the initial current increment based on the motor no-load compensation parameters and the current detection compensation parameters to obtain the compensated current increment. The motor no-load compensation parameters are used to correct for the basic friction and no-load losses generated by the motor and transmission mechanism when there is no external load, preventing normal no-load resistance from being misidentified as abnormal external force. The current detection compensation parameters are used to compensate for detection deviations caused by factors such as the current sampling circuit, sensor zero drift, filtering delay, sampling resolution, and changes in ambient temperature. Through the above compensation, the current increment can be made closer to the actual current change that the controller can detect.

[0100] Next, the controller determines a preset safety margin based on the current direction of the door's movement, the control scenario, and the door's speed. This preset safety margin refers to a correction amount or percentage set based on a theoretical threshold to meet safety, robustness, and error tolerance requirements. It can be calibrated through prototype vehicle testing, regulatory requirements, or vehicle safety strategies. For anti-pinch scenarios, the safety margin is typically set more conservatively to ensure timely triggering of protection when a person or object is pinched. For anti-collision scenarios, the margin can be set according to the opening speed, obstacle contact risk, and user experience requirements. When the door's speed is high, the effects of inertia and response delay are more pronounced, and the safety margin can be adjusted accordingly to ensure timely and stable protection actions.

[0101] Finally, the controller corrects the compensation current increment based on a preset safety margin, and then limits or smooths the corrected compensation current increment to obtain the current dynamic current threshold. The limiting process restricts the calculated threshold to a preset minimum and maximum value, preventing frequent false triggers due to an excessively small threshold or insensitive protection due to an excessively large threshold. The smoothing process constrains or filters the rate of change of the threshold obtained at consecutive time points, preventing sudden threshold changes due to fluctuations in door opening angle, speed, or current sampling, thereby improving the stability of the control process.

[0102] Through this embodiment, the current dynamic current threshold can not only reflect the relationship between external force limit and mechanical transmission, but also compensate for motor working status, no-load loss, current detection error and safety requirements under different operating scenarios, making the anti-pinch and anti-collision judgment of electric side door more reliable.

[0103] In some embodiments, step S105 above, specifically determining the presence of a reverse external force and executing stop, reverse, or deceleration control when the difference is greater than the current dynamic current threshold, includes: When the difference is greater than the current dynamic current threshold, it is determined whether the over-limit state of the difference meets the first preset confirmation condition. When the over-limit state meets the first preset confirmation condition, it is confirmed that there is a reverse external force that hinders the current direction of movement of the electric side door; After confirming the existence of a reverse external force, the corresponding protection control strategy is determined according to the current control scenario, including: if the current control scenario is an anti-pinch scenario and the door is moving in the closing direction, then the stop and reverse control is executed first, so that the door moves back a preset distance or a preset time in the opening direction to release the clamped object; if the current control scenario is an anti-collision scenario and the door is moving in the opening direction, then the stop or deceleration control is executed first to prevent the door from continuing to collide with the obstacle.

[0104] In this embodiment, during normal electric operation of the vehicle door, the electric side door controller acquires the actual motor current in real time and compares it with the target motor current when no abnormal external force is applied, obtaining the current difference. Simultaneously, the controller determines the current dynamic current threshold based on the current door opening angle, operating direction, control scenario, and transmission mechanism status. This current dynamic current threshold represents the allowable current deviation range under the current operating conditions.

[0105] When the difference exceeds the current dynamic current threshold, it indicates that the actual load on the motor is significantly higher than the theoretical load under normal external force conditions. In this case, there may be a reverse external force that hinders the current movement direction of the electric side door. To avoid misjudgment due to current sampling noise, instantaneous impact, mechanism friction fluctuations, or power supply disturbances, the controller does not immediately confirm the reverse external force. Instead, it further determines whether the exceeding state of the difference meets the first preset confirmation condition.

[0106] The first preset confirmation condition may include at least one of the following: the duration for which the difference is continuously greater than the current dynamic current threshold reaches a preset time; the difference exceeds the current dynamic current threshold multiple times within a preset number of samplings; the magnitude by which the difference exceeds the current dynamic current threshold reaches a preset over-limit magnitude; or the door angular velocity abnormally decreases when the difference exceeds the limit. By using the above confirmation conditions, short-term interference can be filtered out, improving the accuracy of reverse external force identification.

[0107] When the over-limit state meets the first preset confirmation condition, the controller confirms the existence of a reverse external force that hinders the current direction of movement of the electric side door. The reverse external force refers to an external force that acts in the opposite direction to the current direction of movement of the door and prevents the door from continuing to move. For example, during the closing process of the door, a person or object is located in the door gap and forms an obstruction; during the opening process of the door, the outside of the door hits a wall, vehicle or other obstacle and is obstructed.

[0108] After confirming the presence of a reverse external force, the controller determines the corresponding protection control strategy based on the current control scenario. If the current control scenario is an anti-pinch scenario, and the door is moving in the closing direction, the controller prioritizes executing a stop-and-reverse control. Specifically, the controller first stops the motor from continuing to close the door, and then controls the motor to run in reverse, causing the door to retreat a preset distance or a preset time in the opening direction to release any person or object that may be trapped. The preset distance or preset time can be calibrated according to vehicle safety requirements, door structure, and anti-pinch regulations.

[0109] If the current control scenario is a collision avoidance scenario and the door is moving in the opening direction, the controller will prioritize stopping or decelerating to prevent the door from continuing to collide with obstacles. For situations where the obstacle is close or the impact trend is obvious, the motor output can be stopped directly. For situations with low risk or only slight obstruction, the door opening speed can be reduced while continuously monitoring the current difference and door angular velocity. Once the reverse external force is removed, the controller can resume normal control based on user commands or system policies.

[0110] Through this embodiment, the controller can identify the reverse external force that hinders the movement of the door based on the dynamic current threshold, and take the action of stopping, reversing or decelerating control according to the anti-pinch scenario and the anti-collision scenario respectively, so as to take into account both safety protection and user experience.

[0111] In some embodiments, step S106 above, specifically determining the presence of an external force in the same direction and executing follow-up, speed limiting, or alarm control when the difference is less than the negative value of the current dynamic current threshold, includes: When the difference is less than the negative value of the current dynamic current threshold, determine whether the negative over-limit state of the difference meets the second preset confirmation condition. When the negative over-limit state meets the second preset confirmation condition, it is confirmed that there is an external force in the same direction that propels the electric side door to move in the current direction of motion. The risk level of the external force in the same direction is determined based on the door angular velocity, door opening angle, and control scenario. The control scenario includes anti-pinch scenario and anti-collision scenario. Follow-up control is implemented when the risk level is low, speed limiting control is implemented when the risk level is medium, and alarm control is implemented when the risk level is high.

[0112] In this embodiment, the electric side door controller also monitors the negative change in current difference during the electric operation of the door. When the difference is less than the negative value of the current dynamic current threshold, it indicates that the actual motor current is significantly lower than the target motor current when there is no abnormal external force, suggesting that the door may be subjected to an external push along the current direction of movement. This situation is different from the obstructing external force in anti-pinch or anti-collision systems, but it may still lead to excessive door movement speed, increased impact when reaching the limit position, or loss of user control. Therefore, identification and graded control are required.

[0113] When the difference is less than the negative value of the current dynamic current threshold, the controller determines whether the negative over-limit state of the difference meets the second preset confirmation condition. The second preset confirmation condition may include at least one of the following: the duration for which the difference is continuously less than the negative value of the current dynamic current threshold reaches a preset time; the difference exceeds the negative limit multiple times within a preset sampling period; the door angular velocity increases significantly relative to the target speed; or the motor output demand decreases but the door continues to accelerate in the current direction. By using the second preset confirmation condition, it is possible to avoid misjudging transmission backlash, short-term slope effects, current sampling fluctuations, or control switching moments as external forces in the same direction.

[0114] When the negative over-limit state meets the second preset confirmation condition, the controller confirms the existence of an external force in the same direction as the electric side door, propelling it to move in the current direction of motion. This external force refers to an external force that is consistent with the current direction of door movement and causes the door to continue opening or closing. For example, a user may manually push the door to accelerate its opening or closing, or the gravitational component may cause the door to move in the current direction when the vehicle is tilted.

[0115] After confirming the external force in the same direction, the controller determines the risk level of the external force based on the door angular velocity, door opening angle, and control scenario. Specifically, the door angular velocity reflects the speed of the door movement; the door opening angle determines whether the door is approaching the fully open, fully closed, or other mechanically limited position; and the control scenario distinguishes between an anti-pinch scenario and an anti-collision scenario. If the door speed is low, the opening angle is within a safe range, and the external force in the same direction is weak, it can be determined as low risk; if the door speed exceeds the target speed by a certain range, or the door is approaching the limit area, it can be determined as medium risk; if the door speed is significantly too high, approaches the mechanical limit, or there is a risk of collision or pinching, it can be determined as high risk.

[0116] When the risk level is low, the controller performs follow-up control. Follow-up control means that the controller allows the door to move in the current direction with the user's assistance, and appropriately reduces the motor output or makes the motor follow the actual movement trend of the door to reduce the sense of resistance to the user's manual operation.

[0117] When the risk level is medium risk, the controller implements speed limiting control. Speed ​​limiting control means that the controller limits the door speed within a preset safe range by reducing the motor driving force, applying reverse braking force, or adjusting the target speed, so as to prevent the door from rapidly impacting the limit position or obstacle due to external force.

[0118] When the risk level is high, the controller will execute alarm control. This alarm control may include audible and visual alerts, instrument panel prompts, buzzer alerts, suspension of electric operation, or entry into a safety holding state. If necessary, the controller may also simultaneously execute braking or stop control to prevent the door from continuing to move at high speed and causing damage or safety risks.

[0119] Through this embodiment, the controller can not only identify the reverse external force that hinders the movement of the door, but also identify the same-direction external force that assists the movement of the door, and take follow-up, speed limiting or alarm strategies according to the risk level, thereby improving the safety and comfort of the electric side door in human-machine co-operation scenarios.

[0120] Figure 3 The diagram illustrates the process of identifying and controlling external forces based on the current difference and the current dynamic current threshold when the electric side door is in normal electric operation.

[0121] like Figure 3 As shown, the process begins with "normal electric operation". At this time, the controller collects the actual current of the motor in real time and compares it with the target current of the motor when there is no abnormal external force to obtain the current difference; at the same time, the controller calls the current dynamic current threshold and performs "real-time comparison of current difference with current dynamic current threshold".

[0122] When the current difference exceeds the positive limit, the process enters the left branch. A positive limit exceedance indicates that the actual motor current is significantly higher than the target current, usually corresponding to obstruction of the door. The controller then confirms the presence of a reverse external force through the "first preset confirmation condition". After confirmation, the controller further identifies whether the current scenario is an anti-pinch scenario or an anti-collision scenario, and determines the protection action based on the door's running direction. If it is an anti-pinch scenario and the door is closing, it executes a stop and reverse reversal to yield; if it is an anti-collision scenario and the door is opening, it executes a stop or deceleration to avoid continued clamping or impact.

[0123] When the current difference exceeds the negative limit, the process enters the right branch. A negative limit indicates that the actual motor current is significantly lower than the target current, possibly indicating an external force pushing the door in the same direction as the current movement. After confirming the external force in the same direction through the "second preset confirmation condition," the controller determines the risk level based on the door angular velocity, door opening angle, and the current control scenario. The diagram divides the risk levels into low risk, medium risk, and high risk: low risk corresponds to servo control, medium risk corresponds to speed limiting control, and high risk corresponds to alarm control.

[0124] After any of the above control strategies are executed, the system can return to the monitoring state or remain in the safe state. That is to say, after the controller executes stop, reverse, deceleration, follow-up, speed limit, or alarm, it will continue to monitor the current difference, door speed, and door opening angle so that after the external force disappears or the risk is eliminated, it can resume normal operation according to the system strategy or wait for further user operation.

[0125] Should Figure 3 This embodies the core logic of the technical solution in this application: by using the same current difference monitoring framework, both positive and negative over-limits can be distinguished; positive over-limits are used to identify reverse external forces and trigger anti-pinch and anti-collision protection, while negative over-limits are used to identify external forces in the same direction and execute follow-up, speed limiting, or alarm control, thereby achieving more complete external force safety control for electric side doors.

[0126] Reference Figure 4 An embodiment of the present invention provides a computer device 4, including a memory 402, a processor 401, and a computer program 403 stored in the memory 402. When the computer program 403 is executed on the processor 401, it implements the electric side door external force recognition and anti-pinch and anti-collision control method as described in any of the above methods.

[0127] The computer device 4 may be a desktop computer, laptop, handheld computer, or cloud server, etc. The computer device 4 may include, but is not limited to, a processor 401 and a memory 402. Those skilled in the art will understand that... Figure 4 The computer device 4 is merely an example and does not constitute a limitation on the computer device 4. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0128] The processor 401 can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0129] In some embodiments, the memory 402 may be an internal storage unit of the computer device 4, such as a hard disk or memory of the computer device 4. In other embodiments, the memory 402 may be an external storage device of the computer device 4, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the computer device 4. Furthermore, the memory 402 may include both internal and external storage units of the computer device 4. The memory 402 is used to store the operating system, applications, boot loader, data, and other programs, such as the program code of the computer program. The memory 402 can also be used to temporarily store data that has been output or will be output.

[0130] This invention also provides a computer-readable storage medium storing a computer program thereon. When the computer program is run by a processor, it implements the electric side door external force recognition and anti-pinch and anti-collision control method as described in any of the above methods.

[0131] In this embodiment, if the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms.

[0132] This invention also provides an electric side door, including a door body, a motor, a driver, and a controller. The controller is connected to the driver, and the driver is connected to the motor. The controller is used to implement the electric side door external force recognition and anti-pinch and anti-collision control method as described in any of the above methods, so as to control the motor through the driver to drive the door body to perform opening, closing, hovering, or braking actions.

[0133] In this embodiment, the electric side door can be applied to the side opening of the vehicle to realize the electric opening and closing of the door, anti-pinch, anti-collision, and external force recognition control.

[0134] The electric side door includes a door body, a motor, a driver, and a controller. The door body is mounted to the vehicle body via hinges or other rotating connection structures and can move relative to the vehicle body between an open and closed position. The motor, as a power source, is connected to the door body via a reduction mechanism, lead screw mechanism, strut mechanism, or other transmission mechanism to provide the driving force required for opening or closing the door. The driver is connected to the motor and provides driving current or driving voltage to the motor according to the control signal output by the controller. The controller is connected to the driver and collects or receives information such as the door opening angle, door angular velocity, door angular acceleration, actual motor current, vehicle posture, and control commands, and executes the electric side door external force recognition and anti-pinch / anti-collision control methods based on the above information.

[0135] Specifically, the controller can calculate the target motor current when there is no abnormal external force based on the current motion parameters, structural parameters, motor parameters, and transmission parameters of the door; convert the external force limit into the current dynamic current threshold based on the anti-pinch force or anti-collision force and the current door opening angle; and compare the difference between the actual motor current and the target motor current with the current dynamic current threshold. When a reverse external force that hinders the door's movement is detected, the controller controls the motor to perform stop, reverse, or deceleration actions through the driver; when a same-direction external force that assists the door's movement is detected, the controller controls the motor to perform follow-up, speed limiting, alarm, hovering, or braking actions through the driver.

[0136] Therefore, the electric side door of this embodiment can dynamically identify external forces based on the actual force on the mechanism and the movement state of the door, and perform anti-pinch or anti-collision protection according to different scenarios, thereby improving the safety and smoothness of the electric side door operation.

[0137] This invention also provides a controller for use with electric side doors, the controller being configured to implement the electric side door external force recognition and anti-pinch / anti-collision control method as described in any of the above methods.

[0138] In this embodiment, the controller is applied to the electric side door and is configured to implement the electric side door external force recognition and anti-pinch and anti-collision control method described in any of the foregoing embodiments.

[0139] The controller may include a processing unit, a storage unit, an input interface, and an output interface. The input interface receives data such as actual motor current, door opening angle, door angular velocity, door angular acceleration, door running direction, control commands, and vehicle status information. The storage unit stores door structural parameters, motor parameters, transmission parameters, anti-pinch force, anti-collision force, dynamic threshold calibration parameters, and safety margin parameters. The processing unit executes external force identification and anti-pinch / anti-collision control logic based on the aforementioned data and parameters. The output interface outputs motor control commands to the driver.

[0140] Specifically, during the electric operation of the vehicle door, the controller calculates the target motor current when no abnormal external force is applied, and determines the current dynamic current threshold based on the current control scenario. The controller compares the actual motor current with the target motor current to obtain the current difference. When the current difference exceeds the limit in the positive direction and meets the confirmation condition, the controller confirms the existence of a reverse external force and outputs stop, reverse, or deceleration commands according to the anti-pinch or anti-collision scenario; when the current difference exceeds the limit in the negative direction and meets the confirmation condition, the controller confirms the existence of a unidirectional external force and outputs follow-up, speed limiting, alarm, or braking commands according to the risk level.

[0141] In this embodiment, the controller can be a door control module, a functional unit of the body controller, or a control chip or control board integrated into the motor drive assembly. This controller enables the electric side door to possess dynamic external force recognition, anti-pinch protection, anti-collision protection, and human-machine collaborative control capabilities.

[0142] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0143] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

Claims

1. A method for identifying external force and controlling anti-pinch and anti-collision of an electric side door, characterized in that, The method specifically includes: The structural parameters, motor parameters, transmission parameters, vehicle attitude parameters, and door motion parameters of the electric side door are obtained. The transmission parameters include lead screw lead, reduction ratio, and transmission efficiency. The door motion parameters include door opening angle, door angular velocity, and door angular acceleration. Calculate the current door gravity moment based on structural parameters, vehicle attitude parameters, and door opening angle; calculate the strut lever arm and the angle between the strut and the lead screw based on structural parameters and door opening angle. Calculate the target motor current under no abnormal external force based on the current door gravitational torque, door angular velocity, door angular acceleration, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters; Collect the actual motor current, convert the anti-pinch force or anti-collision force into the current dynamic current threshold, and calculate the difference between the actual motor current and the target motor current. When the difference is greater than the current dynamic current threshold, it is determined that there is a reverse external force and stop, reverse or deceleration control is executed; When the difference is less than the negative value of the current dynamic current threshold, it is determined that there is an external force in the same direction and follow-up, speed limiting or alarm control is executed.

2. The method according to claim 1, characterized in that, The structural parameters include the coordinates of the upper hinge axis, the coordinates of the lower hinge axis, the coordinates of the door center of gravity, the initial normal vector of the door, and the door mass. The vehicle attitude parameters include the vehicle lateral tilt angle and the vehicle longitudinal tilt angle. The calculation of the current door gravitational moment based on the structural parameters, vehicle attitude parameters, and door opening angle specifically includes: The hinge axis is determined based on the coordinates of the upper hinge axis and the lower hinge axis, and the initial hinge axis vector is determined based on the hinge axis. Determine the lever arm of the door's center of gravity based on the positional relationship between the door's center of gravity coordinates and the hinge axis. The initial hinge axis vector and the initial door normal vector are corrected based on the vehicle's lateral tilt angle and longitudinal tilt angle to obtain the corrected hinge axis vector and the corrected door normal vector. Based on the door opening angle, rotate the corrected door normal vector around the corrected hinge axis vector to obtain the door normal vector at the current opening angle; The current door gravity moment is calculated based on the preset gravity direction, the door normal vector at the current opening angle, the door mass, and the door center of gravity lever arm.

3. The method according to claim 2, characterized in that, The structural parameters include the coordinates of the strut mounting point on the vehicle body, the coordinates of the strut mounting point on the vehicle door, and the direction of the lead screw axis; the calculation of the strut lever arm and the angle between the strut and the lead screw based on the structural parameters and the door opening angle specifically includes: Based on the door opening angle, update the position of the support rod door end mounting point coordinates around the hinge axis to obtain the current door opening angle position of the support rod door end. Determine the strut axis and strut action line based on the coordinates of the strut mounting point on the vehicle body and the strut door end position at the current opening angle. The current strut lever arm is determined based on the distance from the strut's line of action to the hinge axis, and the angle between the strut and the lead screw is determined based on the angle between the strut axis and the lead screw axis.

4. The method according to claim 1, characterized in that, The motor parameters include the motor torque constant and the motor no-load compensation parameters; the transmission parameters include the lead screw lead, reduction ratio, and transmission efficiency; the calculation of the target motor current under no abnormal external force based on the current door gravity torque, door angular velocity, door angular acceleration, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters specifically includes: The target driving torque on the door side is determined based on the current door gravitational torque, door angular velocity, and door angular acceleration. The target axial force of the strut is determined based on the target driving torque on the door side and the strut lever arm. The axial target force of the strut is corrected based on the angle between the strut and the lead screw to obtain the axial target force of the lead screw. Based on the lead screw lead, reduction ratio and transmission efficiency, the axial target force of the lead screw is converted into the target torque of the motor. Based on the motor torque constant and the motor no-load compensation parameters, the target torque of the motor is converted into the target current of the motor when there is no abnormal external force.

5. The method according to claim 4, characterized in that, The structural parameters also include the equivalent rotational inertia of the door; the determination of the target driving torque on the door side based on the current door gravitational torque, door angular velocity, and door angular acceleration specifically includes: The gravity compensation torque is determined based on the current door gravity torque, and the inertia compensation torque is determined based on the door angular acceleration and the door equivalent moment of inertia. The speed compensation torque is determined based on the door angular velocity and the preset door side resistance compensation parameters; The current direction of the door's movement is determined based on the direction of the door's angular velocity or the door control command, and the direction of the gravity compensation torque, inertia compensation torque, and velocity compensation torque is matched according to the current direction of the door's movement. The gravity compensation torque, inertia compensation torque, and velocity compensation torque after direction matching are combined into the gate-side target driving torque when there is no abnormal external force.

6. The method according to claim 4, characterized in that, The determination of the axial target force of the strut based on the target driving torque on the door side and the strut lever arm specifically includes: The direction of the target driving torque on the door side and the current opening or closing direction of the door are determined. The effective distance of the axial force of the strut relative to the hinge axis is determined based on the strut lever arm at the current door opening angle. Based on the torque transmission relationship between the target driving torque on the gate side and the effective working distance, the target driving torque on the gate side is converted into the axial force requirement of the strut; When the lever arm of the strut is less than the preset effective lever arm lower limit, the axial force requirement of the strut is corrected based on the preset effective lever arm lower limit or the calibration lever arm of the adjacent opening angle interval. Based on the target force direction, the corrected axial force requirement of the strut is assigned tension and compression direction attributes to obtain the target axial force of the strut at the current opening angle.

7. The method according to claim 1, characterized in that, The door motion parameters include the current direction of door movement; the conversion of anti-pinch force or anti-collision force into the current dynamic current threshold specifically includes: Based on the current direction of the car door and the control scenario, determine whether to use anti-pinch force or anti-collision force as the current external force limit. Based on the current door opening angle and the preset external force application position, determine the manual operation point lever arm. The control scenario includes anti-pinch scenario and anti-collision scenario. The door side limit torque is determined based on the current external force limit and the lever arm of the manual operation point; the strut axial limit force is determined based on the door side limit torque and the strut lever arm. The axial limiting force of the strut is corrected according to the angle between the strut and the lead screw to obtain the axial limiting force of the lead screw. Based on the lead screw lead, reduction ratio and transmission efficiency, the axial limiting force of the lead screw is converted into the motor-side limiting torque increment; Based on the motor parameters, the motor-side limit torque increment is converted into current increment, and the current increment is corrected based on the preset safety margin to obtain the current dynamic current threshold.

8. The method according to claim 7, characterized in that, The motor parameters include motor torque constant, motor no-load compensation parameters, and current detection compensation parameters; the door movement parameters include door movement speed; the process of converting the motor side limit torque increment into a current increment based on the motor parameters, and correcting the current increment based on a preset safety margin to obtain the current dynamic current threshold, specifically includes: Determine the corresponding motor torque constant based on the current operating state of the motor, and convert the motor side limit torque increment into the initial current increment based on the motor torque constant; The initial current increment is compensated based on the motor no-load compensation parameters and current detection compensation parameters to obtain the compensated current increment; The preset safety margin is determined based on the current direction of the door's movement, the control scenario, and the door's movement speed; The compensation current increment is corrected based on a preset safety margin, and the corrected compensation current increment is limited or smoothed to obtain the current dynamic current threshold.

9. The method according to claim 1, characterized in that, When the difference is greater than the current dynamic current threshold, it is determined that there is a reverse external force and stop, reverse, or deceleration control is executed, specifically including: When the difference is greater than the current dynamic current threshold, it is determined whether the over-limit state of the difference meets the first preset confirmation condition. When the over-limit state meets the first preset confirmation condition, it is confirmed that there is a reverse external force that hinders the current direction of movement of the electric side door; After confirming the existence of a reverse external force, the corresponding protection control strategy is determined according to the current control scenario, including: if the current control scenario is an anti-pinch scenario and the door is moving in the closing direction, then the stop and reverse control is executed first, so that the door moves back a preset distance or a preset time in the opening direction to release the clamped object; if the current control scenario is an anti-collision scenario and the door is moving in the opening direction, then the stop or deceleration control is executed first to prevent the door from continuing to collide with the obstacle.

10. The method according to claim 1, characterized in that, When the difference is less than the negative value of the current dynamic current threshold, it is determined that there is an external force in the same direction and follow-up, speed limiting, or alarm control is executed, specifically including: When the difference is less than the negative value of the current dynamic current threshold, determine whether the negative over-limit state of the difference meets the second preset confirmation condition. When the negative over-limit state meets the second preset confirmation condition, it is confirmed that there is an external force in the same direction that propels the electric side door to move in the current direction of motion. The risk level of the external force in the same direction is determined based on the door angular velocity, door opening angle, and control scenario. The control scenario includes anti-pinch scenario and anti-collision scenario. Follow-up control is implemented when the risk level is low, speed limiting control is implemented when the risk level is medium, and alarm control is implemented when the risk level is high.

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