Vehicle cabin pressure compensation method, control method and controller for a vehicle electric closure

Abstract

The application discloses a vehicle cabin pressure compensation method, a control method and a controller of a vehicle-mounted electric closure. The cabin pressure compensation method comprises the following steps: acquiring state signals of a vehicle, wherein the state signals comprise a state signal of a side door, a state signal of a tail door, a state signal of a sunroof, a state signal of a window, an air conditioner wind speed level signal and an air conditioner inside-out circulation state signal; determining a count value corresponding to each state signal, and accumulating the count value by using a cabin pressure counter to obtain a current accumulated value; determining a cabin pressure compensation level according to a size relationship between the current accumulated value and a plurality of preset threshold values, wherein the cabin pressure compensation level has at least three levels; and compensating cabin pressure of the vehicle according to the determined cabin pressure compensation level. The embodiment of the application directly performs fine cabin pressure compensation based on existing vehicle state signals, does not need to increase additional hardware costs, and has universality.

Description

Technical Field

[0001] This invention relates to vehicle technology, and more particularly to a vehicle cabin pressure compensation method, a control method for on-board electric closing components, and a controller. Background Technology

[0002] With the continuous improvement of automotive intelligence, power sliding doors and power tailgates have gradually become standard features in mid-to-high-end models. The opening and closing of power doors are typically driven by a motor, using pulse width modulation (PWM) technology to precisely control the motor's speed and torque. However, in actual use, power doors are prone to failure to fully lock or even rebound when closing to the end of their small travel angle, seriously affecting the user experience and vehicle safety.

[0003] The reason for the above problems is that when the power side doors or power tailgate are closed to a small angle, the door body gradually fits against the vehicle's sealing system, and the interior space becomes increasingly enclosed. At this time, if there is a significant air pressure difference between the inside and outside of the vehicle (i.e., cabin pressure), the door body needs to overcome the resistance generated by the air pressure difference at the end of the closing process to complete the locking action. However, under the PWM control strategy, the torque output and locking speed of the motor at the end of the closing process often do not take into account the air pressure difference, resulting in the door body not being able to fully enter the latch position, leading to the door not closing or accidentally triggering the anti-pinch function, causing the door to rebound after closing. The above-mentioned problem of door closing failure due to cabin pressure manifests in various scenarios. For example, when the power tailgate is closed under static conditions, the resistance generated by the air pressure inside the vehicle acts on the inside of the tailgate, and the tailgate itself lacks additional driving force compensation, resulting in the tailgate not being able to close or the lock not being engaged. A similar situation exists with the power sunroof.

[0004] To address the issue of door closure failure due to cabin pressure, common compensation solutions include the following:

[0005] One approach is to apply a fixed, relatively large compensating force to the motor at the end of the closing phase to enhance the driving force during this phase. However, because the compensating force is constant and often too large, this method can lead to a significant increase in closing noise under conditions of low cabin pressure, thus affecting the closing quality.

[0006] Secondly, different compensation coefficients are set based on whether the door is open or closed; that is, one compensation coefficient is used when the door is open and another is used when the door is closed. Although this solution is relatively simple to implement, the compensation logic is too crude, only distinguishing between the two states of the door being open or closed. It cannot adapt to the dynamic changes in cabin pressure under complex operating conditions and is difficult to achieve good door closing performance in all vehicle models and operating conditions.

[0007] Third, the system directly measures the cabin pressure using sensors and performs real-time compensation based on the measured pressure values. Theoretically, this approach can respond to cabin pressure changes with greater accuracy, but it increases the cost of hardware such as pressure sensors, and the installation, calibration, and long-term reliability of these sensors also present additional engineering challenges. Summary of the Invention

[0008] This invention provides a vehicle cabin pressure compensation method, a control method for vehicle-mounted electric closing components, and a controller, which not only overcomes the above-mentioned problems but also can be adapted to various vehicle models and has good versatility.

[0009] The vehicle cabin pressure compensation method of this invention includes: acquiring vehicle status signals, the status signals including: side door status signals, tailgate status signals, sunroof status signals, window status signals, air conditioning fan speed level signals, and air conditioning internal / external circulation status signals; determining the count value corresponding to each status signal, and accumulating the count value using a cabin pressure counter to obtain a current accumulated value; determining a cabin pressure compensation level based on the relationship between the current accumulated value and multiple preset thresholds, wherein the cabin pressure compensation level has at least three levels; and compensating the vehicle cabin pressure according to the determined cabin pressure compensation level.

[0010] In some implementations, the step of determining the count value corresponding to each state signal includes: when the state signal of the side door indicates that the number of side doors is open is greater than or equal to a first preset number, the state signal of the side door corresponds to a first count value; when the state signal of the tailgate indicates that the tailgate is open, the state signal of the tailgate corresponds to a second count value; for each window, when the state signal of the window indicates that the opening degree of the window is greater than a preset first opening degree threshold, the state signal of the window corresponds to a third count value; when the state signal of the sunroof indicates that the opening degree of the sunroof is greater than a preset second opening degree threshold, the state signal of the sunroof corresponds to a fourth count value; and a fifth count value is determined based on the air conditioning fan speed level signal and the air conditioning internal and external circulation status signal.

[0011] In some embodiments, the step of determining the fifth count value based on the air conditioner fan speed level signal and the air conditioner internal / external circulation status signal includes: determining the circulation mode of the air conditioner based on the air conditioner internal / external circulation status signal, wherein the circulation mode includes: internal circulation, external circulation, and mixed circulation; obtaining an initial value of the fifth count value based on the circulation mode; determining the fan speed intensity level based on the air conditioner fan speed level signal; determining an adjustment value of the fifth count value based on the air conditioner circulation mode and the fan speed intensity level; and adjusting the initial value using the adjustment value to obtain the final fifth count value.

[0012] In some implementations, the cabin pressure compensation level includes five levels: when the current cumulative value is less than or equal to a first threshold, the cabin pressure compensation level is level five; when the current cumulative value is greater than the first threshold and less than or equal to a second threshold, the cabin pressure compensation level is level four; when the current cumulative value is greater than the second threshold and less than or equal to a third threshold, the cabin pressure compensation level is level three; when the current cumulative value is greater than the third threshold and less than or equal to a fourth threshold, the cabin pressure compensation level is level two; and when the current cumulative value is greater than the fourth threshold, the cabin pressure compensation level is level one. The first to fifth thresholds increase sequentially, the first to fifth levels increase sequentially, and the higher the cabin pressure compensation level, the greater the corresponding compensation value.

[0013] In some embodiments, when the vehicle is equipped with at least one of a power side door, a power tailgate, and a power sunroof, the cabin pressure compensation method is performed during the closing phase of the power side door, power tailgate, or power sunroof.

[0014] The present invention discloses a control method for a vehicle-mounted electric closing component, wherein the electric closing component includes at least one of an electric side door, an electric tailgate, and an electric sunroof; the method includes: obtaining a compensated cabin pressure based on the above-mentioned cabin pressure compensation method; and controlling the closing process of the electric closing component according to the compensated cabin pressure.

[0015] The controller of this invention is used to control a motor to drive the movement of an electric side door, electric tailgate, or electric sunroof in a vehicle. The controller includes: a signal acquisition module for acquiring vehicle status signals, including: side door status signals, tailgate status signals, sunroof status signals, window status signals, air conditioning fan speed level signals, and air conditioning internal / external circulation status signals; a cabin pressure compensation level determination module for determining the count value corresponding to each status signal, accumulating the count value using a cabin pressure counter to obtain a current accumulated value; and determining a cabin pressure compensation level based on the relationship between the current accumulated value and multiple preset thresholds, wherein the cabin pressure compensation level has at least three levels; a compensation execution module for compensating the vehicle's cabin pressure according to the determined cabin pressure compensation level; and a control module for outputting a motor drive compensation signal to the motor based on the compensated cabin pressure during the closing of the electric side door, electric tailgate, or electric sunroof.

[0016] The computer device / apparatus / system of this invention includes a memory, a processor, and a computer program / instructions stored in the memory, wherein the processor executes the computer program / instructions to implement the steps of the above-described method.

[0017] The computer-readable storage medium of this invention stores a computer program / instructions thereon, which, when executed by a processor, implement the steps of the above-described method.

[0018] The computer program product of this invention includes a computer program / instruction that, when executed by a processor, implements the steps of the above-described method.

[0019] Beneficial effects of the embodiments of the present invention:

[0020] This invention indirectly estimates cabin pressure levels by constructing a cabin pressure counter based on existing vehicle signals (side doors, tailgate, sunroof, windows, air conditioning fan, and internal / external circulation status). This eliminates the need for additional pressure sensors, reducing hardware costs while ensuring system reliability. Through multi-dimensional state fusion counting, it comprehensively reflects the airtightness of the vehicle interior, effectively overcoming the problem of inaccurate estimation using a single parameter in traditional solutions. Simultaneously, a multi-level (at least three-level) compensation mechanism is employed, matching the compensation intensity based on the comparison between the accumulated value of the cabin pressure counter and a preset threshold. This ensures sufficient driving force for reliable locking of the electric door under high cabin pressure conditions, while avoiding closing noise and impact issues caused by a fixed large compensation force under low cabin pressure conditions. Furthermore, the signals used in this invention are all universal vehicle signals, independent of specific door types (electric or manual), window types (framed or frameless), or vehicle platform (hatchback or sedan). A single strategy can be directly adapted to different vehicle models and configurations, significantly improving the platform portability and multi-vehicle versatility of the solution. Attached Figure Description

[0021] Other details and advantages of the invention will become apparent from the detailed description provided below. It should be understood that the following drawings are merely illustrative and should not be considered as limiting the invention. A detailed description will be given below with reference to the drawings, in which:

[0022] Figure 1 This is a schematic flowchart of an embodiment of the vehicle cabin pressure compensation method of the present invention;

[0023] Figure 2 yes Figure 1 A flowchart illustrating an embodiment of step S102;

[0024] Figure 3 This is a flowchart illustrating an embodiment of the control method for the vehicle-mounted electric closure of the present invention;

[0025] Figure 4 This is a schematic diagram of the structure of an embodiment of the controller of the present invention;

[0026] Figure 5 This is a schematic diagram of the structure of an embodiment of the computer device / equipment / system of the present invention. Detailed Implementation

[0027] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention.

[0028] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, the terms "first," "second," etc., are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein.

[0029] like Figure 1 The diagram shown is a flowchart illustrating an embodiment of the vehicle cabin pressure compensation method of the present invention. This cabin pressure compensation method can be applied to in-vehicle electronic devices such as body controllers, domain controllers, or area controllers. The method includes the following steps:

[0030] Step S101: Obtain the vehicle's status signal.

[0031] The first step is to acquire vehicle status signals that affect the airtightness of the vehicle interior. These status signals originate from the vehicle's bus network and may include, for example: side door status signals (open or closed), tailgate status signals (open or closed), sunroof status signals (opening information), side window status signals (opening information), air conditioning fan speed level signals (e.g., fan speed level), and air conditioning internal / external circulation status signals (internal circulation, external circulation, or a combination of both). All of these signals are standard signals already present in the vehicle's electronic and electrical architecture.

[0032] Furthermore, for vehicle windows (especially frameless windows) or sunroofs, when the window or sunroof is in a slightly open state (i.e., the opening is very small but not fully closed), since the actual impact of a slightly open state and a fully closed state on the airtightness of the vehicle interior is not significantly different, the slightly open state and the fully closed state can be considered equivalent to having the same degree of impact on cabin pressure. In other words, the slightly open state can be treated as a closed state. The slightly open state can be defined by setting an opening threshold; for example, when the opening degree of the window is less than a preset threshold, the window is considered to be in a slightly open state.

[0033] Step S102: Determine the count value corresponding to each status signal, and use the chamber pressure counter to accumulate the count value to obtain the current accumulated value.

[0034] After obtaining each state signal, a corresponding count value (or increment value, weight value) is determined based on each state signal. Then, a cabin pressure counter is used to accumulate and sum these count values ​​to obtain the current cumulative value. The cabin pressure counter is used to characterize the current airtightness of the vehicle. The smaller the cumulative value, the greater the cabin pressure, and the greater the resistance that needs to be overcome when closing the door, therefore the greater the compensation force should be.

[0035] Step S103: Determine the chamber pressure compensation level based on the comparison results between the current cumulative value and multiple preset thresholds.

[0036] The process involves obtaining the current cumulative value of the pressure counter, comparing it with multiple preset thresholds, and determining the corresponding pressure compensation level based on the comparison results. The pressure compensation level has at least three levels, each corresponding to a different level of compensation intensity. The three pressure compensation levels can be set to high, medium, and low. In a preferred embodiment, the pressure compensation level is five levels to achieve more precise compensation.

[0037] Step S104: Output the corresponding compensation signal according to the determined chamber pressure compensation level.

[0038] After determining the current cabin pressure compensation level, the corresponding cabin pressure compensation operation is performed according to that level. Specifically, each cabin pressure compensation level corresponds to a preset compensation value (such as a motor torque increment value or a PWM duty cycle correction value). This compensation value is output to the motor controller in the form of a motor drive compensation signal, which is used to increase the motor's output torque or increase the closing speed during the electric door closing process, thereby overcoming the closing resistance generated by cabin pressure and ensuring that the door can smoothly reach the latch position and complete locking. At the same time, since graded compensation is used instead of a fixed large compensation force, only a small compensation value is applied when the cabin pressure is low, avoiding quality problems such as loud closing noise and strong impact caused by over-compensation.

[0039] Furthermore, steps S101 to S104 are executed during the closing process of the electric side door / tailgate / sunroof. These steps are executed cyclically with a preset control cycle (e.g., every 10ms or 20ms) to track changes in various vehicle status signals in real time during the closing process (e.g., the user suddenly opens a window or switches the air conditioning recirculation mode), thereby adjusting the current compensation level promptly and achieving dynamic adaptive control of cabin pressure compensation.

[0040] In this embodiment, the cabin pressure level is estimated by constructing a cabin pressure counter based on the vehicle's existing state signals, eliminating the need for additional pressure sensors and reducing hardware costs while ensuring system reliability. Furthermore, multi-dimensional state fusion counting comprehensively reflects the airtightness of the vehicle interior, effectively overcoming the problem of inaccurate estimation using a single parameter in traditional solutions. Simultaneously, a multi-level (at least three-level) compensation mechanism is employed, matching the compensation intensity based on the comparison between the accumulated value of the cabin pressure counter and a preset threshold. This ensures sufficient driving force for reliable locking under high cabin pressure conditions while avoiding closing noise and impact issues caused by a fixed large compensation force under low cabin pressure conditions. Moreover, this embodiment is not dependent on specific door types (electric or manual), window types (framed or frameless), or vehicle platform (hatchback or sedan). A single strategy can be directly adapted to different vehicle models and configurations, significantly improving the platform portability and multi-vehicle versatility of the solution.

[0041] like Figure 2 As shown, is Figure 1 A flowchart illustrating an embodiment of step S102 includes:

[0042] Step S201: Determine the count value corresponding to the side door.

[0043] Due to differences in vehicle model and configuration, vehicles commonly have two or four side doors (i.e., doors, as opposed to the tailgate), and these side doors include traditional mechanical side doors and electrically operated side doors. To improve the versatility of this embodiment, the count value is determined directly based on the number of side doors that are open. For example, when more than one side door is open, the value determined in step S201 is a first count value, which is positive. When no side door is open, the value determined in step S201 can be 0. It should be noted that if the current controlled object is a side door, that side door can be excluded when counting the number of open side doors. For example, when controlling the driver's side door to close, when two or more side doors are open, the value determined in step S201 is the first count value; when only one side door is open, the value determined in step S201 is 0.

[0044] The status of the side doors can be obtained through side door status signals. Step S201 acquires the status signals of each side door from the vehicle bus and determines the number of side doors in the open state based on the status signals of each side door. It should be noted that, in order to improve the universality of the solution and be compatible with different vehicle models, for the side doors, only the open / closed state is determined, without judging their opening degree. For example, in traditional mechanical side doors, the opening degree of the side door cannot be obtained.

[0045] Step S202: Determine the counter value corresponding to the tailgate.

[0046] Specifically, when the tailgate status signal indicates that the tailgate is in the open state, the value determined in step S202 is the second count value, which is positive. When the tailgate status signal indicates that the tailgate is in the closed state, the value determined in step S202 is 0. It should be noted that when the controlled object is the tailgate, that is, when the tailgate is controlled to be closed, the tailgate status can be excluded, that is, the cabin pressure counter does not accumulate the count value corresponding to the tailgate.

[0047] Step S203: Determine the count value corresponding to the car window.

[0048] Specifically, step S203 determines a count value for each window, meaning there will be four count values ​​for the four windows. Furthermore, for windows, especially frameless windows, a small opening value is essentially indistinguishable from a fully closed position. Therefore, this embodiment determines the corresponding count value based on the window's opening value. The following explanation uses one window as an example; other windows are similar and will not be elaborated upon here. When the window's status signal indicates that the current opening is greater than a first opening threshold, step S203 determines a third count value, which is positive. When the current opening is less than the first opening threshold, step S203 determines a value of 0. Here, "opening value" refers to the distance the window glass moves downwards from the fully closed position. The first opening threshold can be set to a very small opening value based on actual vehicle calibration.

[0049] Step S204: Determine the count value corresponding to the sunroof.

[0050] Specifically, similar to car windows, the sunroof's count value is determined by the sunroof's opening degree indicated by its status signal. Specifically, when the sunroof's opening degree is greater than a second opening degree threshold, the value determined in step S204 is the fourth count value, and this fourth count value is positive. When the sunroof's current opening degree is less than the second opening degree threshold, the value determined in step S204 is 0. Similarly, the second opening degree threshold can be calibrated according to the sunroof type and sealing structure. Similar to a power tailgate, when the sunroof is closed, its status can be excluded, meaning the cabin pressure counter does not accumulate the count value corresponding to the sunroof.

[0051] Step S205: Determine the corresponding count value for the air conditioner.

[0052] The cabin pressure change caused by the air conditioning is affected by the circulation mode (inner, outer, or mixed) and the fan level (representing wind force / speed). Therefore, step S205 determines the fifth count value based on the air conditioning internal / outer circulation status signal and the air conditioning fan speed level signal.

[0053] Specifically, the current air conditioning circulation mode is first determined based on the air conditioning's internal and external circulation status signal: internal circulation mode, external circulation mode, and mixed internal and external circulation mode. In internal circulation mode, the air inside the vehicle does not circulate directly with the outside air. In external circulation mode, outside air can enter the vehicle through the air conditioning ducts. The mixed internal and external circulation mode represents the mixing ratio of internal and external circulation, which can be expressed as a percentage (e.g., 0% represents full external circulation, and 100% represents full internal circulation). Based on the circulation mode, the initial value (default value) of the fifth counter can be determined. Different circulation modes typically correspond to different initial values, usually a positive value.

[0054] Secondly, the current fan speed level (e.g., high, medium, and low) is determined based on the air conditioner fan speed level signal (e.g., 0-7). It should be noted that for multi-zone fans, the current fan speed level can be determined by combining the current level signals of each fan. The current fan speed level corresponds to the adjustment value of the fifth counter value. It should also be noted that the adjustment value is related to the circulation mode. For example, even if all fan speeds are at high, the corresponding adjustment values ​​will differ depending on the circulation mode.

[0055] Then, the fifth count value is determined based on a combination of the cycle mode and fan level. Preferably, an initial value can be determined first based on the cycle mode, then an adjustment value can be determined based on the fan level, and finally the initial value can be corrected using the adjustment value to obtain the final fifth count value. In another simplified embodiment, a two-dimensional mapping table between "cycle mode + fan level" and the count value can also be directly established, and the fifth count value can be quickly obtained by looking up the table.

[0056] Step S206: After the count values ​​in steps S201 to S205 are determined, they are all added to the pressure counter to obtain the current accumulated value.

[0057] After obtaining the current cumulative value of the cabin pressure counter, the cabin pressure compensation level can be determined based on the relationship between the current cumulative value and several preset thresholds. Generally speaking, the smaller the cumulative value, the higher the cabin pressure, and the higher the corresponding compensation level. For example, the cabin pressure compensation level is at least three levels, preferably five levels. Taking level five as an example, four incremental thresholds are preset, namely the first threshold T1, the second threshold T2, the third threshold T3, and the fourth threshold T4, satisfying T1 < T2 < T3 < T4. Then the rule for determining the cabin pressure compensation level is:

[0058] When the cumulative value is less than or equal to T1, it is determined to be the fifth level of compensation (the highest intensity of compensation demand).

[0059] When T1 < cumulative value ≤ T2, it is determined to be the fourth level of compensation (high intensity of compensation demand).

[0060] When T2 < cumulative value ≤ T3, it is determined to be the third level of compensation (medium intensity of compensation demand).

[0061] When T3 < cumulative value ≤ T4, it is determined to be the second level of compensation (low compensation demand intensity).

[0062] When the cumulative value is greater than T4, it is determined to be the first level of compensation (the lowest intensity of compensation demand).

[0063] The compensation levels, from Level 1 to Level 5, increase sequentially, with Level 1 being the lowest and Level 5 the highest. A higher compensation level indicates greater current cabin pressure, requiring a greater driving force to compensate for the door closing. Conversely, a lower compensation level indicates lower current cabin pressure, requiring a smaller driving force to compensate for the door closing.

[0064] The aforementioned count values, thresholds, or compensation values ​​can be obtained based on experience or calibration. Generally, the calibration process follows these principles: while ensuring that the door closing success rate reaches the design target (e.g., ≥99%) under various cabin pressure conditions, the compensation values ​​corresponding to each level should be reduced as much as possible to optimize door closing noise and impact. Specifically, during calibration, numerous door closing tests can be conducted under different ambient temperatures, altitudes, and air conditioning operating conditions to collect data on closing time, closing speed curves, locking success rate, and noise. These parameters are then iteratively optimized to obtain the optimal calibration values ​​suitable for each vehicle model. After calibration, the parameter values ​​are stored in the vehicle controller's non-volatile memory in the form of configuration files for the cabin pressure compensation program to read and call during runtime. For different vehicle models on the same platform (e.g., hatchback and sedan), adaptation can be achieved simply by adjusting the parameter values ​​in the configuration file, without modifying the program logic itself, thus significantly reducing the calibration cycle and R&D costs in multi-model development.

[0065] The above-described cabin pressure compensation method applies to the control of electrically operated closing mechanisms in vehicles, including electrically operated side doors, electrically operated tailgates, or electrically operated sunroofs, and is used to compensate for the driving force of the electrically operated closing mechanism during the closing process. When a vehicle is equipped with at least one of electrically operated side doors, electrically operated tailgates, and electrically operated sunroofs, the cabin pressure compensation method is performed during the closing phase of the electrically operated side doors, electrically operated tailgates, or electrically operated sunroofs.

[0066] like Figure 3 The diagram shown is a flowchart illustrating an embodiment of the vehicle-mounted electric closure control method of the present invention. Figure 3 As shown, the control method includes the following steps:

[0067] Step S301: Determine the current chamber pressure compensation level. This step uses the following method: Figure 1The cabin pressure compensation method shown is to determine the current cabin pressure compensation level based on the current vehicle status signal through steps S101 to S103.

[0068] Step S302: Control the closing process of the electric closing element according to the compensated chamber pressure.

[0069] Based on the determined cabin pressure compensation level, a corresponding motor drive compensation signal is output to the drive motor of the electric closing mechanism to control the motor's output torque or closing speed. The higher the cabin pressure compensation level, the greater the compensation intensity corresponding to the motor drive compensation signal.

[0070] More specifically, during the closing action of the electric doors (side doors and tailgate) or electric sunroof, the controller reads the corresponding compensation value according to the current cabin pressure compensation level, and superimposes this compensation value onto the basic motor drive command to form the final motor drive compensation signal, which is then output to the drive motor. The motor drive compensation signal is preferably at least one of the following: a PWM duty cycle correction value, a motor target current correction value, or a motor speed closed-loop command correction value.

[0071] Through the above control methods, when the electric side door, electric tailgate or electric sunroof is closed to the end of a small angle stroke, even if it faces a large cabin pressure resistance, it can obtain enough additional driving force to overcome the resistance and complete the locking. This effectively avoids problems such as door closing failure, rebound or accidental anti-pinch reversal caused by excessive cabin pressure, and significantly improves the closing success rate of electric closing parts under various working conditions and the user experience.

[0072] The following is a specific example illustrating the solution of an embodiment of the present invention.

[0073] Suppose an SUV equipped with a power sunroof is parked with all four side doors and windows fully closed, the sunroof completely closed, the air conditioning in recirculation mode with the fan at medium speed, and the tailgate open. The corresponding count values ​​for each status signal are as follows: side doors closed = 0; windows closed = 0; sunroof closed = 0; air conditioning in recirculation mode with the fan at medium speed = the fifth count value (e.g., +30). When the tailgate closes, the pressure counter accumulates to 30, corresponding to a high pressure compensation level. Therefore, a stronger compensation is applied to the motor to overcome pressure resistance and complete the closure.

[0074] like Figure 4The diagram shown is a structural schematic of an embodiment of the controller of the present invention. The controller 40 controls a motor to open or close the electric side door, electric tailgate, or electric sunroof in the vehicle. Therefore, the controller can be a side door controller, tailgate controller, or sunroof controller, or it can be a body controller capable of simultaneously controlling windows, lights, side doors, tailgate, sunroof, etc., or it can be a domain controller, area controller, or central processing unit that integrates body control functions, etc., without limitation. The controller 40 includes: a signal acquisition module 401, used to acquire vehicle status signals, including: side door status signals, tailgate status signals, sunroof status signals, window status signals, air conditioning fan speed level signals, and air conditioning internal / external circulation status signals; a cabin pressure compensation level determination module 402, used to determine the count value corresponding to each status signal, and accumulate the count value using a cabin pressure counter to obtain the current accumulated value; and determine the cabin pressure compensation level according to the relationship between the current accumulated value and multiple preset thresholds, wherein the cabin pressure compensation level has at least three levels; a compensation execution module 403, used to compensate the vehicle's cabin pressure according to the determined cabin pressure compensation level; and a control module 404, used to output a motor drive compensation signal to the motor according to the compensated cabin pressure during the process of controlling the closing of the electric side door, electric tailgate, or electric sunroof.

[0075] like Figure 5 The diagram shown is a structural schematic of an embodiment of the computer device / equipment / system 50 of the present invention, which includes a memory 501, a processor 502 and a computer program / instructions stored in the memory. When the processor executes the computer program / instructions, it implements the steps of any of the above methods (i.e., the chamber pressure compensation method or the electric closure control method).

[0076] In addition, the present invention also provides a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implements the steps of any of the above methods.

[0077] In addition, the present invention also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implements the steps of any of the above methods. This computer program product can be remotely downloaded to the vehicle's domain controller via an onboard communication module (such as a T-Box) through OTA (Over-The-Air) technology, enabling functional upgrades and optimizations for sold vehicles. When the domain controller's processor executes the computer program, it sequentially performs the entire process of acquiring status signals, accumulating counter values, determining compensation levels, and outputting compensation signals. At the end of each control cycle, the determined compensation level is stored in the controller's register for subsequent door closing actions.

[0078] The descriptions of the controller, computer device / equipment / system, storage medium, and program product embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the controller, computer device / equipment / system, storage medium, and program product embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0079] The aforementioned processor can be at least one of the following: Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), Central Processing Unit (CPU), controller, microcontroller, microprocessor, etc. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0080] The aforementioned computer storage media / memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.; or it can be various terminals that include one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0081] It should be noted that the above description is merely illustrative and not intended to limit the invention. In other embodiments of the invention, the method may have more, fewer, or different steps, and the order, inclusion, and functional relationships between the steps may differ from those described and illustrated. For example, multiple steps may typically be combined into a single step, or a single step may be split into multiple steps. For those skilled in the art, variations in the order of the steps are also within the scope of protection of this invention without inventive effort.

[0082] The technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor or microcontroller to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0083] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments.

[0084] While the present invention has been disclosed above with reference to preferred embodiments, it is not limited thereto. Any modifications and alterations made by those skilled in the art without departing from the spirit and scope of the invention should be included within the scope of protection of the invention. Therefore, the scope of protection of the invention should be determined by the scope defined in the claims.

Claims

1. A method for compensating cabin pressure in a vehicle, characterized in that, include: Acquire vehicle status signals, including: side door status signals, tailgate status signals, sunroof status signals, window status signals, air conditioning fan speed level signals, and air conditioning internal / external circulation status signals; Determine the count value corresponding to each state signal, and accumulate the count value using a pressure counter to obtain the current accumulated value; Based on the relationship between the current cumulative value and multiple preset thresholds, the pressure compensation level is determined, wherein the pressure compensation level has at least three levels; The vehicle's cabin pressure is compensated according to the determined cabin pressure compensation level.

2. The vehicle cabin pressure compensation method as described in claim 1, characterized in that, The step of determining the count value corresponding to each state signal includes: When the status signal of the side door indicates that a number of side doors are in the open state that is greater than or equal to a first preset number, the status signal of the side door corresponds to a first count value; When the tailgate status signal indicates that the tailgate is in the open state, the tailgate status signal corresponds to the second count value; For each window, when the window's status signal indicates that the window's opening value is greater than a preset first opening threshold, the window's status signal corresponds to a third count value. When the skylight's status signal indicates that the skylight's opening value is greater than a preset second opening threshold, the skylight's status signal corresponds to a fourth count value; and The fifth count value is determined based on the air conditioner fan speed level signal and the air conditioner internal / external circulation status signal.

3. The vehicle cabin pressure compensation method as described in claim 2, characterized in that, The step of determining the fifth count value based on the air conditioner fan speed level signal and the air conditioner internal / external circulation status signal includes: Based on the air conditioner's internal and external circulation status signals, the circulation mode of the air conditioner is determined, including: internal circulation, external circulation, and a mixed internal and external circulation mode; Based on the described loop pattern, the initial value of the fifth count value is obtained; Based on the air conditioner fan speed level signal, determine the strength level of the fan speed; Based on the air conditioning's circulation mode and fan speed level, determine the adjustment value for the fifth count value; and The initial value is adjusted using the adjustment value to obtain the final fifth count value.

4. The vehicle cabin pressure compensation method as described in claim 1, characterized in that, The pressure compensation levels include five levels: When the current cumulative value is less than or equal to the first threshold, the cabin pressure compensation level is level five; When the current cumulative value is greater than the first threshold and less than or equal to the second threshold, the pressure compensation level is level four; When the current cumulative value is greater than the second threshold and less than or equal to the third threshold, the cabin pressure compensation level is level three; When the current cumulative value is greater than the third threshold and less than or equal to the fourth threshold, the cabin pressure compensation level is the second level; When the current cumulative value is greater than the fourth threshold, the cabin pressure compensation level is Level 1; Among them, the first to fifth thresholds increase sequentially, the first to fifth levels increase sequentially, and the higher the pressure compensation level, the greater the corresponding compensation value.

5. The method for compensating cabin pressure in a vehicle as described in any one of claims 1 to 4, characterized in that, When the vehicle is equipped with at least one of a power side door, a power tailgate, and a power sunroof, the cabin pressure compensation method is performed during the closing phase of the power side door, power tailgate, or power sunroof.

6. A control method for a vehicle-mounted electric closure, the electric closure comprising: At least one of a power side door, a power tailgate, and a power sunroof; characterized in that the method comprises: The compensated tank pressure is obtained by the method according to any one of claims 1 to 5; The closing process of the electric closure is controlled based on the compensated chamber pressure.

7. A controller for controlling a motor to drive the movement of an electric side door, electric tailgate, or electric sunroof in a vehicle; characterized in that, The controller includes: The signal acquisition module is used to acquire the vehicle's status signals, which include: the status signals of the side doors, the tailgate, the sunroof, the windows, the air conditioning fan speed level, and the air conditioning internal / external circulation status. The cabin pressure compensation level determination module is used to determine the count value corresponding to each state signal, and to accumulate the count value using a cabin pressure counter to obtain the current accumulated value; and to determine the cabin pressure compensation level according to the relationship between the current accumulated value and multiple preset thresholds, wherein the cabin pressure compensation level has at least three levels; A compensation execution module is used to compensate the vehicle's cabin pressure according to the determined cabin pressure compensation level; and The control module is used to output a motor drive compensation signal to the motor according to the compensated cabin pressure during the closing process of the electric side door, electric tail door or electric sunroof.

8. A computer device / equipment / system, comprising a memory, a processor, and computer programs / instructions stored in the memory, characterized in that, The processor executes the computer program / instructions to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program / instructions stored thereon, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method described in any one of claims 1 to 6.

10. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method described in any one of claims 1 to 6.

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