Electric side door motor current calculation method based on forward and reverse transmission efficiency differentiation

Abstract

The application discloses a motor current calculation method for electric side door based on forward and reverse transmission efficiency distinction, and specifically comprises the following steps: converting the gravity effect at the door end into a motor end counter-torque, and combining with a resistance parameter to determine whether the door can counter-drive the motor when there is no driving current at the motor end, so as to determine the force active output direction as the motor to the door or the door to the motor; calling forward transmission efficiency to calculate a first target current when the force active output direction is the motor to the door, and calling reverse transmission efficiency to calculate a second target current when the force active output direction is the door to the motor; and controlling the motor to execute door movement according to the first target current or the second target current in combination with motor parameters. The application determines the current force transmission direction, and calculates the target current by using the corresponding transmission efficiency under the two working conditions of the motor actively driving the door and the door counter-driving the motor, so as to improve the current calculation accuracy and the stability of the electric side door control.

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 calculating the motor current of an electric side door based on the distinction between forward and reverse transmission efficiency. Background Technology

[0002] Current electric side door controls are typically calibrated based on historical data from flat terrain, using empirical parameters to adjust motor current, hovering current, or anti-pinch thresholds. This method can meet basic control requirements when the vehicle is on a level surface, but when the vehicle is tilted laterally, longitudinally, or on a combined slope, the direction and magnitude of the door's gravitational torque will change. This may cause the door to actively drive the transmission mechanism to reverse the motor, or the motor may need to actively output torque to drive the door.

[0003] During the actual force transmission process of the electric side door, when the motor actively drives the door, the torque is transmitted to the door end along the motor, reduction mechanism, lead screw or strut mechanism; while when the door is dragged by gravity or external force, the torque is transmitted in the opposite direction along the door end to the motor end. Because the friction state, energy loss, and efficiency of the transmission mechanism differ during forward and reverse transmission, using the same efficiency parameter to calculate the current will result in an overestimation or underestimation of the target current, leading to problems such as unstable door movement speed, inconsistent hovering feel, and increased anti-pinch judgment error. Summary of the Invention

[0004] The purpose of this invention is to provide a method for calculating the current of an electric side door motor based on the distinction between forward and reverse transmission efficiency. The method determines the current force transmission direction by considering the vehicle posture, door opening angle, door gravitational torque, target movement direction, and motor status. The method calculates the target current using the corresponding transmission efficiency under two operating conditions: the motor actively drives the door and the door reverses the motor. This improves the accuracy of current calculation and the stability of electric side door control, 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 calculating the current of an electric side door motor based on the distinction between forward and reverse transmission efficiency, the method specifically including: Acquire door structure parameters, motor parameters, transmission parameters, vehicle attitude parameters, door motion state parameters, resistance parameters, and target motion direction; Based on the door structure parameters, vehicle attitude parameters, and door motion state parameters, calculate the current door gravitational torque, strut lever arm, angle between the strut and the lead screw, and angular acceleration inertial torque. Based on the current door gravity torque, strut lever arm, strut and lead screw angle and transmission parameters, the gravity effect at the door end is converted into the motor end counter-dragging torque. Combined with the resistance parameters, it is determined whether the door can counter-dragging the motor when there is no driving current at the motor end, so as to determine whether the active force output direction is from the motor to the door or from the door to the motor. A current model is established based on the current door gravity torque, angular acceleration inertial torque, resistance parameters, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters. When the active force output direction is from the motor to the door, the forward transmission efficiency is used to calculate the first target current, and when the active force output direction is from the door to the motor, the reverse transmission efficiency is used to calculate the second target current. Based on the first or second target current, and in conjunction with the motor parameters, the motor is controlled to execute the door movement.

[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 motor current calculation method based on the distinction between forward and reverse transmission efficiency 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 motor current calculation method based on the distinction between forward and reverse transmission efficiency 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 motor current calculation method based on the distinction between forward and reverse transmission efficiency 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 motor current calculation method based on the distinction between forward and reverse transmission efficiency 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. The current force transmission direction is determined by the vehicle posture, door opening angle, door gravitational torque, target movement direction and motor status. The target current is calculated using the corresponding transmission efficiency under two working conditions: the motor actively drives the door and the door reverses the motor, thereby improving the accuracy of current calculation and the stability of electric side door control.

[0011] 2. Regardless of whether the vehicle is on flat ground, lateral incline, longitudinal incline, or a combination of slopes, the motor current required to overcome or balance the weight and inertial force of the door can be accurately calculated, overcoming the limitation of traditional methods that are only applicable to flat ground.

[0012] 3. By distinguishing between forward and reverse efficiency, the problem of excessively fast or slow door movement speed or vibration caused by current estimation errors is avoided, so that the door maintains the target speed throughout the electric opening and closing process, and the movement is smoother and more stable.

[0013] 4. When the car door is hovered or manually pushed or pulled, it can calculate a more accurate balance current or assist / damping current, so that the car door can be reliably hovered in any position, and the manual operation force is uniform and consistent, avoiding the phenomenon of "hitting" or "pulling".

[0014] 5. Improved current estimation accuracy directly makes the anti-pinch judgment benchmark based on current threshold more accurate, effectively distinguishing the actual clamping force from changes in gravity and inertial force, reducing false triggering and missed triggering of the anti-pinch function, and improving system safety. 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 a method for calculating the current of an electric side door motor based on the distinction between forward and reverse transmission efficiency, provided in an embodiment of the present invention. Figure 2 This is a flowchart illustrating the determination of the equivalent anti-drag resistance threshold and the anti-drag judgment according to an embodiment of the present invention; Figure 3 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] In this application, unless otherwise stated, the following terms have the following meanings: "Active force output direction" refers to the direction of transmission of the dominant force or dominant energy in the door system under the current operating conditions. When the active force output direction is from the motor to the door, it means that the motor acts as the active power source, and its output torque is transmitted to the door through the transmission mechanism to drive the door to open, close, accelerate, decelerate, or hold. When the active force output direction is from the door to the motor, it means that the door has an active tendency to move under the action of gravity or external force, and acts in the opposite direction to the motor through the transmission mechanism, so that the motor is in a state of being dragged, braked, damped, or compensated.

[0020] "Forward transmission efficiency" refers to the efficiency of force or energy transmission along the motor, reduction mechanism, lead screw mechanism, and strut mechanism to the door when the motor actively drives the door. "Reverse transmission efficiency" refers to the efficiency of force or energy transmission along the door, strut mechanism, lead screw mechanism, and reduction mechanism to the motor when the door is pulling the motor in the opposite direction. Because the friction, contact, and energy losses of the transmission mechanism differ during forward driving and reverse pulling, the forward and reverse transmission efficiencies can be different.

[0021] "First-stage forward transmission efficiency," "second-stage forward transmission efficiency," "first-stage reverse transmission efficiency," and "second-stage reverse transmission efficiency" are used to characterize the efficiency of different transmission stages in the transmission link when transmitting force in the forward or reverse direction. The terms "first-stage" and "second-stage" are only used to distinguish different transmission stages and do not limit the specific sequence of mechanisms; in practical applications, they can be classified according to the arrangement of the reduction mechanism, lead screw mechanism, strut mechanism, or other transmission mechanisms.

[0022] "Reverse drag" refers to the phenomenon where, when the motor does not actively output drive current to drive the door, or the motor output is insufficient to control the door's movement, the door, under the influence of gravity or external force, drives the motor shaft to rotate or exhibits a tendency to rotate in the opposite direction through the transmission mechanism. The phrase "no drive current at the motor end" does not imply that the motor current is absolutely zero; it can mean that the motor does not output drive current to actively drive the door, but the presence of detection current, holding current, braking current, damping current, or a very small control current is permissible.

[0023] "Motor-end reverse drag torque" refers to the equivalent torque generated at the motor shaft after the force of gravity or external forces acting on the door end is transmitted through the door, strut mechanism, lead screw mechanism, and reduction mechanism. It is not the driving torque actively output by the motor. "Motor-end equivalent reverse drag resistance threshold" refers to the minimum equivalent resistance level that the door reverse drag motor needs to overcome after being transmitted to the motor end. This can include static friction, dynamic friction, hinge resistance, sealing resistance, transmission mechanism resistance, motor's own resistance, and safety margin.

[0024] "Current door gravity moment" refers to the rotational torque generated by the door's weight relative to the hinge axis under the current door opening angle and vehicle posture. "Strut lever arm" refers to the perpendicular distance from the hinge axis to the strut's line of action. "Angle between strut and lead screw" refers to the angle formed between the strut's axis and the lead screw's axis; this angle characterizes the effective force transmission relationship between the strut's axial force and the lead screw's axial force. "Lead screw lead" refers to the axial displacement generated when the lead screw rotates one revolution relative to the nut, reflecting the conversion relationship between the lead screw's rotational motion and linear motion. "Transmission ratio" refers to the speed or torque conversion relationship between the motor end and the lead screw side or other transmission ends.

[0025] "Equivalent moment of inertia of the door" refers to the equivalent inertial parameter of the door body and related components that move with the door when rotating relative to the hinge axis. "Angular acceleration of the door" refers to the rate of change of the door's angular velocity. "Angular acceleration inertial torque" refers to the inertial torque required when the door accelerates or decelerates according to the corresponding angular acceleration; in this application, angular acceleration inertial torque can be used as a specific manifestation of the inertial torque requirement.

[0026] The "current model" refers to the calculation relationship or control logic used to convert the load at the door end, the load at the transmission mechanism, and the load at the motor end into the target current of the motor. It can be implemented using calculation formulas, lookup table models, calibration models, control logic combinations, or any combination thereof. The "first target current" corresponds to the target current under the condition that the motor actively drives the door, and the "second target current" corresponds to the target current used for braking, damping, compensation, or speed limiting control under the condition that the door reverses the motor.

[0027] "Target motion direction" refers to the motion direction or trend that the control system expects the door to perform, including opening direction, closing direction, maintaining target position, acceleration direction, deceleration direction, or slow-stop direction. "Hovering" refers to the state in which the door remains basically stationary near the target opening or current position; "Hovering current" refers to the motor current used to balance the door's weight, frictional resistance, and other loads to maintain the hovering state; "Slow-stop" refers to the door gradually reducing its speed in a controlled manner until it stops as it approaches the target position, limit position, or obstacle detection position; "Anti-pinch threshold" refers to the judgment criteria used to determine whether there is pinching or abnormal obstruction during the door's movement, which may be related to motor current, torque, speed changes, or combinations thereof.

[0028] "Bus power direction" refers to the energy flow direction on the DC bus of the motor driver. It can be used to help determine whether the motor is consuming electrical energy to drive the load or is being dragged by the load and generating braking or regenerative energy. "Driver operating mode" can include drive mode, braking mode, energy regenerative mode, damping mode, or idling mode, which are used to help determine the current output state of the motor.

[0029] In this embodiment, the execution entity of the process can be a controller for the electric side door, a door control unit, a body controller, a control module integrated into the motor driver, or other electronic control devices capable of acquiring door status parameters and controlling motor operation. The controller can acquire data such as vehicle attitude parameters, door motion status parameters, motor parameters, and transmission parameters through sensors, vehicle bus, or driver feedback signals, and calculate the target current according to the method disclosed in this application.

[0030] With the increasing demand for intelligent and comfortable vehicles, electric side door systems have become a common feature in mid-to-high-end models. Through precise control of the drive motor current, these systems enable electric opening, closing, hovering, and anti-pinch functions of the doors.

[0031] Most existing electric side door control methods are calibrated based on historical operating data of vehicles on level roads (flat ground). This method calculates the target motor current, hovering current, or anti-pinch threshold by pre-setting or empirically modified fixed parameters. Under ideal conditions where the vehicle is on a level road, since the direction and magnitude of the door's gravitational torque are relatively fixed, this method can meet basic door opening and closing control and anti-pinch safety requirements.

[0032] However, in practical applications, vehicles are frequently parked on various inclines, such as lateral slopes, longitudinal slopes, or complex inclines. In these situations, the change in vehicle body posture causes significant changes in the direction and magnitude of the torque exerted by the door's weight relative to the hinge axis (i.e., the door's gravitational torque). This raises two core issues: First, there's the issue of the non-uniformity of force transmission direction. On flat ground, the direction of the resistance that the door needs to overcome to open or close is relatively fixed, and the motor consistently acts as the driving force source, actively outputting torque to resist gravitational torque and friction. However, on a slope, the door's weight may become the power source, generating torque sufficient to overcome internal frictional resistance. This torque then actively drives the reduction gear, lead screw and nut pairs, and other transmission mechanisms, creating a situation where the door drags the motor. In this case, the active output direction of force in the transmission chain reverses—from "motor to door" to "door to motor."

[0033] Second, there is the issue of asymmetric transmission efficiency. The electric side door system comprises multiple stages of transmission mechanisms, including a reducer, lead screw and nut, and struts and connecting rods. When force is transmitted forward along the path "motor → reducer → lead screw → strut → door," the direction of friction and energy loss characteristics within each stage of the mechanism differ fundamentally from when force is transmitted backward along the path "door → strut → lead screw → reducer → motor." This results in different forward and reverse transmission efficiencies for the transmission system.

[0034] If the control algorithm ignores the above two scenarios and still uses a single model for flat ground conditions, employing fixed and symmetrical transmission efficiency parameters to calculate the motor current, two adverse consequences will occur: First, when the door is dragging the motor in reverse, if the current used for braking or balancing is still calculated based on the forward drive efficiency, the calculated current will be too high, leading to excessive motor output, unstable door movement speed, jerking sensation, or motor overheating when hovering; Second, when the motor drives the gravity-assisted door, if the actual reverse efficiency is not accurately utilized, the calculated current will be too low, causing the door to accelerate too quickly, resulting in inaccurate hovering position, inconsistent manual operation force, and even misjudgment or failure of the anti-pinch function, posing a safety risk.

[0035] Figure 1 A flowchart illustrating a method for calculating the current of an electric side door motor based on the distinction between forward and reverse transmission efficiency, as disclosed in an embodiment of the present invention, is shown below in detail: S101, acquire door structure parameters, motor parameters, transmission parameters, vehicle attitude parameters, door motion state parameters, resistance parameters, and target motion direction; S102, based on the door structure parameters, vehicle attitude parameters, and door motion state parameters, calculate the current door gravity torque, strut lever arm, angle between the strut and the lead screw, and angular acceleration inertial torque; S103, based on the current door gravity torque, strut lever arm, angle between strut and lead screw and transmission parameters, convert the gravity at the door end into the motor end reverse drag torque, and combine with the resistance parameters to determine whether the door can reverse drag the motor when there is no drive current at the motor end, so as to determine whether the active force output direction is from the motor to the door or from the door to the motor. S104 establishes a current model based on the current door gravity torque, angular acceleration inertial torque, resistance parameters, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters. When the force output direction is from the motor to the door, the forward transmission efficiency is called to calculate the first target current, and when the force output direction is from the door to the motor, the reverse transmission efficiency is called to calculate the second target current. S105, based on the first target current or the second target current, and combined with the motor parameters, controls the motor to execute the door movement.

[0036] The core of this embodiment lies in first calculating the current door gravitational torque, strut lever arm, angle between the strut and lead screw, and angular acceleration inertial torque based on the door structure parameters, vehicle posture parameters, and door motion state parameters. Then, the gravity acting on the door end is converted into a reverse drag torque at the motor end through the strut, lead screw, and transmission mechanism. Combined with resistance parameters, it is determined whether the door can reverse drag the motor when there is no driving current at the motor end, thus determining whether the active force output direction is from the motor to the door or from the door to the motor. Finally, in the current model, the forward transmission efficiency or reverse transmission efficiency is called according to different active force output directions to calculate the target current and control the motor to execute the door movement. This method does not simply select efficiency based on the door opening or closing direction, but rather selects efficiency based on the actual active force output direction between the door end and the motor end. Therefore, it can more accurately reflect the true energy transfer relationship of the transmission system under different force conditions.

[0037] First, obtain the following parameters: door structure parameters, motor parameters, transmission parameters, vehicle attitude parameters, door motion state parameters, resistance parameters, and target motion direction. The door structure parameters include the hinge shaft position, door center of gravity position, the installation positions of the struts at the vehicle body and door ends, and the door's equivalent moment of inertia. The motor parameters include the motor torque constant, motor dynamic resistance torque, and motor no-load resistance or equivalent friction parameters. The transmission parameters include the lead screw lead, transmission ratio, forward transmission efficiency, and reverse transmission efficiency. The vehicle attitude parameters include the vehicle's lateral tilt angle and longitudinal tilt angle. The door motion state parameters include the door opening angle, door angular velocity, and door angular acceleration. The resistance parameters include the hinge resistance torque, sealing strip resistance torque, limiter resistance torque, and transmission mechanism reverse drag resistance threshold. The target motion direction can represent the current control target of the door as the opening direction, closing direction, holding direction, acceleration direction, or deceleration direction.

[0038] Subsequently, based on the door structure parameters, vehicle attitude parameters, and door motion state parameters, the direction of gravity acting on the door and its torque relative to the hinge axis under the current opening angle and vehicle attitude are determined, i.e., the current door gravity torque. Simultaneously, based on the strut mounting point position and the current door opening angle, the equivalent force arm of the strut relative to the door, i.e., the strut lever arm, and the angle between the strut axis and the lead screw axis, i.e., the strut-lead screw angle, are calculated. Then, based on the door's equivalent moment of inertia and angular acceleration, the inertial torque corresponding to the door's angular acceleration, i.e., the angular acceleration inertial torque, is calculated.

[0039] Next, based on the current door gravity torque, strut lever arm, angle between the strut and lead screw, and transmission parameters, the gravity effect at the door end is converted into a reverse drag torque at the motor end. Then, the converted reverse drag torque at the motor end is compared with the resistance parameters to determine whether the door can effectively reverse drag at the motor end through the transmission mechanism under the condition of no drive current at the motor end. If the reverse drag torque at the motor end is insufficient to overcome the reverse drag resistance threshold of the transmission mechanism, it is considered that the door cannot reverse drag the motor, and the active force output direction is determined to be from the motor to the door. If the reverse drag torque at the motor end can overcome the reverse drag resistance threshold of the transmission mechanism, then the active force output direction is further determined by combining the target motion direction, the door gravity torque direction, and the current control target, whether it is from the motor to the door or from the door to the motor.

[0040] In one alternative implementation, when the door can reverse the motor and the target movement direction is consistent with the door's gravitational torque direction, the active force output direction is determined to be from the door to the motor; when the target movement direction is opposite to the door's gravitational torque direction, or when the gravity at the door end is insufficient to maintain the target movement, the active force output direction is determined to be from the motor to the door.

[0041] A current model is established based on the current door's gravitational torque, angular acceleration inertial torque, drag parameters, strut lever arm, angle between the strut and lead screw, motor parameters, and transmission parameters. When the active force output direction is from the motor to the door, the motor end is the active output end, and the transmission mechanism transmits energy in the direction the motor drives the door. In this case, the forward transmission efficiency is used in the current model to calculate the first target current. When the active force output direction is from the door to the motor, the door end becomes the active end under the action of gravity, and the door drives the motor in the opposite direction through the transmission mechanism. In this case, the reverse transmission efficiency is used in the current model to calculate the second target current.

[0042] In one optional implementation, a current model is established based on the current door gravity torque, angular acceleration inertial torque, drag parameters, strut lever arm, angle between the strut and lead screw, motor parameters, and transmission parameters, specifically including: When the direction of the active force output is from the motor to the door, the target current can be calculated using the following relationship: in, Indicates the first target current. This represents the equivalent moment of inertia of the car door. Indicates the door angle acceleration. This indicates the current gravitational torque of the car door. The sign function representing the direction of motor speed, and , Indicates the hinge resistance torque. Indicates the lever arm. Indicates the angle between the strut and the lead screw. Indicates the lead of the lead screw. This indicates the efficiency of the first-stage forward transmission, i.e., the efficiency of the forward transmission before the reduction mechanism or lead screw. This indicates the second-order forward transmission efficiency, i.e., the forward transmission efficiency of the lead screw mechanism or strut mechanism. Indicates the transmission ratio. Indicates the dynamic resistance torque of the motor. This represents the motor torque constant.

[0043] When the direction of the active force output is from the door to the motor, the target current can be calculated using the following relationship: in, Indicates the second target current. This indicates the first-order reverse transmission efficiency, i.e., the reverse transmission efficiency of the strut mechanism or lead screw mechanism. This indicates the efficiency of the second-stage reverse transmission, i.e., the reverse transmission efficiency of the lead screw stage or reduction mechanism.

[0044] Using either the first or second target current as the target current, the target supply voltage is calculated based on the target current, the equivalent resistance of the motor, the back electromotive force constant, and the motor speed. The target supply voltage can be expressed as: in, Indicates the supply voltage. This indicates the target current, namely the first target current or the second target current. This represents the equivalent resistance of the motor. Represents the back electromotive force constant. This indicates the motor speed.

[0045] The target current and target supply voltage are output to the motor driver to control the motor to perform door movement, which includes door opening, door closing, door constant speed movement, door acceleration movement, door deceleration movement, and door holding or slow stopping movement.

[0046] In some embodiments, in step S102 above, the door structural parameters include the hinge axis position, the door center of gravity position, the mounting point of the strut at the door end, the positions of the two ends of the lead screw, and the equivalent rotational inertia of the door; the vehicle attitude parameters include the vehicle lateral tilt angle and the vehicle longitudinal tilt angle; and the door motion state parameters include the door opening angle and the door angular acceleration. The step of calculating the current door gravitational torque, strut lever arm, angle between the strut and the lead screw, and angular acceleration inertial torque based on the door structural parameters, vehicle attitude parameters, and door motion state parameters specifically includes: The current rotation position of the door relative to the vehicle body is determined based on the door opening angle, and the current direction of gravity is determined by combining the vehicle's lateral tilt angle and longitudinal tilt angle. Based on the current rotation position, the coordinate transformation is performed on the door center of gravity position and the mounting point of the strut at the door end to obtain the current door center of gravity position and the current strut door end position; Calculate the current door gravitational moment based on the current direction of gravity, the current position of the door's center of gravity, and the position of the hinge axis; Calculate the strut lever arm and determine the strut axis direction based on the strut's mounting point at the door end, the current strut position at the door end, and the hinge axis position; Determine the direction of the lead screw axis based on the positions of both ends of the lead screw, and determine the angle between the support rod and the lead screw axis based on the direction of the support rod axis and the direction of the lead screw axis. Calculate the angular acceleration inertial torque based on the equivalent moment of inertia of the door and the angular acceleration of the door.

[0047] In this embodiment, the controller is used to determine the force state and motion requirements of the door in its current position based on the door structure parameters, vehicle posture parameters, and door motion state parameters, thereby providing basic parameters for the subsequent calculation of the target current of the motor.

[0048] The door structural parameters may include the hinge axis position, the door center of gravity position, the mounting point of the strut at the door end, the positions of the two ends of the lead screw, and the equivalent moment of inertia of the door. Specifically, the hinge axis position indicates the reference axis position of the door's rotation relative to the vehicle body; the door center of gravity position indicates the position of the point of application of the door's overall mass; the mounting point of the strut at the door end indicates the connection point between the strut and the door; the positions of the two ends of the lead screw determine the axial direction of the lead screw mechanism; and the equivalent moment of inertia of the door indicates the inertial impedance to the change in angular acceleration when the door rotates around the hinge axis. The vehicle attitude parameters may include the vehicle's lateral tilt angle and longitudinal tilt angle. The lateral tilt angle indicates the vehicle's tilt in the left-right direction, and the longitudinal tilt angle indicates the vehicle's tilt in the front-back direction. The door motion parameters may include the door opening angle and door angular acceleration. The door opening angle indicates the opening angle of the door relative to the closed position or a preset reference position of the vehicle body, and the door angular acceleration indicates the rate of change of the door's rotation speed.

[0049] Specifically, the controller first acquires the door opening angle and determines the door's current rotational position relative to the vehicle body based on this angle. Since the door's center of gravity and the mounting point of the strut at the door end are typically determined in the door coordinate system or a design reference position, these positions change as the door rotates around the hinge axis during opening or closing. The controller performs coordinate transformation on the door's center of gravity and the strut's mounting point at the door end based on the current door opening angle, thereby obtaining the current door center of gravity position and the current strut position at the door end. This "coordinate transformation" refers to the process of converting the door's position in its design reference state to its current actual spatial position based on the current door opening angle.

[0050] Simultaneously, the controller determines the current direction of gravity by combining the vehicle's lateral and longitudinal tilt angles. Since the vehicle may be on a slope, a side-sloping surface, or uneven ground, the direction of gravity relative to the vehicle's coordinate system may not be perfectly aligned with the vehicle's vertical direction. Therefore, by correcting the direction of gravity using the vehicle's lateral and longitudinal tilt angles, the impact of gravity on the opening or closing motion of the doors can be determined more accurately.

[0051] After obtaining the current direction of gravity, the current position of the door's center of gravity, and the hinge axis position, the controller calculates the current door gravity torque. The current door gravity torque refers to the rotational torque generated by the door's gravity relative to the hinge axis. Its direction can be either the direction that causes the door to open or the direction that causes it to close, depending on the relative relationship between the door's current position, the vehicle's attitude, and the direction of gravity. This current door gravity torque is used to determine whether gravity, in the current state, acts as an assist or resistance to the door's movement.

[0052] Subsequently, the controller calculates the strut lever arm and determines the strut axis direction based on the current strut position at the door end, the strut's installation position on the vehicle body, and the hinge axis position. The strut axis direction refers to the direction of action formed between the connection points at both ends of the strut. A larger strut lever arm results in a greater torque on the door under the same axial force; a smaller strut lever arm requires a larger axial force to produce the same door torque.

[0053] Furthermore, the controller determines the direction of the lead screw axis based on the positions of both ends of the lead screw. The direction of the lead screw axis refers to the direction of linear force transmission or linear motion in the lead screw mechanism. Since there may be a certain angle between the strut mechanism and the lead screw mechanism, the axial force of the strut does not entirely act along the direction of the lead screw axis. The controller determines the angle between the strut and the lead screw based on the directions of the strut and lead screw axes. By determining this angle, the force at the door end or strut end can be more accurately converted into an equivalent axial force on the lead screw mechanism in subsequent calculations.

[0054] Finally, the controller calculates the angular acceleration inertial torque based on the door's equivalent moment of inertia and angular acceleration. The angular acceleration inertial torque refers to the torque required by the door due to its own inertia when accelerating or decelerating. When the door needs to open or close rapidly, the motor needs to overcome the corresponding inertial torque to increase the door's angular velocity; when the door needs to decelerate or come to a stop, the inertial torque reflects the impact of the door maintaining its original motion trend. By calculating the angular acceleration inertial torque, subsequent motor current calculations can consider not only the static forces on the door but also the inertial requirements during its dynamic movement.

[0055] Through the above processing, the controller can obtain the current door gravitational torque, strut lever arm, angle between the strut and lead screw, and angular acceleration inertial torque. These parameters collectively reflect the mechanical characteristics of the door under the current opening angle, current vehicle posture, and current motion state. They can be used to subsequently establish a motor current calculation model and improve the matching degree between the motor control current and the actual door load requirements.

[0056] In some embodiments, step S103 above, which involves converting the gravity acting on the door end into a counter-dragging torque at the motor end based on the current door gravity torque, the strut lever arm, the angle between the strut and the lead screw, and the transmission parameters, specifically includes: Determine the equivalent axial force of the strut based on the current door gravity moment and strut lever arm; Based on the angle between the strut and the lead screw, the equivalent axial force of the strut is converted into the equivalent axial force of the lead screw along the axis of the lead screw. Based on the lead screw lead in the transmission parameters, the equivalent axial force of the lead screw is converted into the lead screw side reverse drag torque; Based on the transmission ratio in the transmission parameters, the reverse drag torque on the lead screw side is converted to the motor end to obtain the reverse drag torque at the motor end.

[0057] In this embodiment, after obtaining the current door gravity torque, strut lever arm, angle between the strut and lead screw, and transmission parameters, the controller progressively calculates the effect of gravity on the door end to the motor end to obtain the motor end counter-dragging torque. This motor end counter-dragging torque is used to characterize the ability of the door to drive the motor to rotate or generate a rotational tendency under its own gravity through the strut mechanism, lead screw mechanism, and reduction mechanism.

[0058] Specifically, the controller first determines the equivalent axial force of the strut based on the current door gravitational moment and the strut lever arm. Since the strut typically applies force to the door through axial extension or compression / tension, the current door gravitational moment can be equivalent to a force acting along the strut axis; this force is the equivalent axial force of the strut. In other words, the equivalent axial force of the strut represents the equivalent force that the strut needs to bear or transmit along its axis in order to generate a rotational action corresponding to the current door gravitational moment at the strut's installation position.

[0059] Subsequently, the controller converts the equivalent axial force of the strut into the equivalent axial force of the lead screw along the lead screw axis based on the angle between the strut and the lead screw. Since the strut and lead screw axes may not coincide, the equivalent axial force on the strut cannot be entirely transmitted directly along the lead screw direction. Therefore, it is necessary to extract or calculate the equivalent component along the lead screw axis based on the angle between them. This force along the lead screw axis is called the equivalent axial force of the lead screw, and it represents the equivalent load in the linear force transmission direction of the lead screw after the gravity at the door end is transmitted from the strut mechanism to the lead screw mechanism.

[0060] Furthermore, the controller converts the equivalent axial force of the lead screw into a lead screw-side reverse drag torque based on the lead screw ...

[0061] Then, the controller converts the lead screw-side reverse torque to the motor end based on the transmission ratio in the transmission parameters, obtaining the motor-end reverse torque. Since the lead screw-side reverse torque needs to pass through the transmission mechanism to act on the motor shaft, the controller converts the lead screw-side reverse torque into an equivalent reverse torque at the motor shaft according to the transmission ratio. This converted torque is the motor-end reverse torque.

[0062] In one specific implementation, the controller can also retain the direction information of the force or torque during the above-mentioned conversion process. For example, when the current door gravity torque has a tendency to cause the door to open, the converted motor end counter-dragging torque corresponds to causing the motor to rotate in a certain counter-dragging direction; when the current door gravity torque has a tendency to cause the door to close, the converted motor end counter-dragging torque corresponds to causing the motor to rotate in the opposite counter-dragging direction. By retaining the direction information, it is possible to further determine whether the door gravity action is consistent with the target motion direction, and accordingly determine whether to use forward transmission efficiency or reverse transmission efficiency for current calculation.

[0063] In this embodiment, the reverse drag torque at the motor end is not the driving torque actively output by the motor, but rather the equivalent torque formed after the gravity at the door end is transmitted in reverse through the door, strut, lead screw, and transmission mechanism to the motor end. By progressively converting the gravity at the door end to the motor end, the controller can use uniform motor end parameters for comparison and calculation when determining whether the door can reverse drag the motor and calculating the target motor current, thereby improving the accuracy of motor current calculation and control consistency.

[0064] In some embodiments, step S103 above, which involves determining whether the door can reverse-drive the motor when there is no driving current at the motor end by combining resistance parameters, in order to determine whether the active force output direction is from the motor to the door or from the door to the motor, specifically includes: Based on the resistance parameters and their location of action, the resistance at the door end and the resistance at the transmission end are converted into the equivalent reverse drag resistance threshold at the motor end; The reverse drag torque at the motor end is compared with the equivalent reverse drag resistance threshold at the motor end to determine whether the door can reverse drag the motor when there is no drive current at the motor end. When the motor cannot be reversed, or when the motor can be reversed but the target movement direction is opposite to the direction of the door's gravitational torque, the direction of the active force output is determined to be from the motor to the door. When the motor can be reversed and the target's direction of motion is consistent with the direction of the door's gravitational torque, the direction of the active force output is determined to be from the door to the motor.

[0065] In this embodiment, after obtaining the reverse drag torque at the motor end, the controller further combines the resistance parameters to determine whether the door can reverse drag the motor when there is no drive current at the motor end, and determines the direction of the active force output as either from the motor to the door or from the door to the motor.

[0066] In this context, "reverse drag" refers to the phenomenon where, when the motor does not actively output drive current or the drive current is insufficient to dominate the movement, the door, under the influence of gravity, drives the motor shaft to rotate in the opposite direction via the strut, lead screw, and transmission mechanism. The reverse drag torque at the motor end is the equivalent torque formed after the gravity at the door end is transmitted through the transmission link to the motor shaft. The direction of active force output refers to the direction of transmission of the dominant force or dominant energy in the system under the current operating conditions. When the active force output direction is from the motor to the door, it indicates that the motor mainly outputs power to overcome the load and drive the door to move; when the active force output direction is from the door to the motor, it indicates that the door has an active tendency to move under the influence of gravity and acts in the opposite direction on the motor through the transmission link.

[0067] Specifically, the controller first converts the resistance at the door end and the resistance at the transmission end into an equivalent reverse drag resistance threshold at the motor end based on the resistance parameters and their application locations. The resistance parameters may include the frictional force of the door seal, the frictional resistance of the hinge, the frictional resistance of the strut, the frictional resistance of the lead screw, the frictional resistance of the reduction mechanism, and the motor's own resistance. Since these resistances act at the door end, strut end, lead screw end, or motor end respectively, direct comparison cannot accurately determine whether the weight of the door is sufficient to overcome the resistance of the entire transmission chain. Therefore, this embodiment converts the resistance at different locations to the motor end according to the transmission path, forming a unified comparison benchmark.

[0068] Then, the controller compares the reverse drag torque at the motor end with the equivalent reverse drag resistance threshold at the motor end. When the reverse drag torque at the motor end is insufficient to overcome this threshold, it indicates that the gravity at the door end, after being transmitted to the motor end via the transmission link, cannot overcome the static friction, transmission resistance, or other obstructions of the system. In this case, even if no drive current is applied to the motor end, the door cannot effectively reverse the rotation of the motor. Therefore, the controller determines that the active force output direction is from the motor to the door, meaning that the motor needs to actively output drive torque to drive the door to move in the target direction of motion.

[0069] When the reverse drag torque at the motor end can overcome the equivalent reverse drag resistance threshold at the motor end, it indicates that the door has the ability to reverse drag the motor through gravity under no drive current. At this time, the controller further determines whether the target motion direction is consistent with the direction of the door's gravitational torque. The target motion direction refers to the opening or closing direction that the control system expects the door to perform; the direction of the door's gravitational torque refers to the natural rotational tendency of the door due to gravity under the current posture and opening angle.

[0070] If the direction of the target's movement is opposite to the direction of the door's gravitational torque, meaning the door's gravity tends to hinder the target's movement (e.g., the target is to open but gravity tends to close, or the target is to close but gravity tends to open), then even if the door has a counter-dragging capability, this counter-dragging direction cannot be used to assist the target's movement. In this case, the controller still determines that the active force output direction is from the motor to the door, and the motor actively overcomes the door's gravity and resistance to achieve the target's movement.

[0071] If the target motion direction is consistent with the direction of the door's gravitational torque, meaning the door's gravitational tendency can cause the door to move in the target direction, and the motor's counter-dragging torque can overcome the equivalent counter-dragging resistance threshold, then the controller determines the active force output direction to be from the door to the motor. In this case, the door's gravitational force becomes dominant, and the motor can be in a counter-dragging state. Subsequent current control can then be used for braking, speed limiting, buffering, or energy management as needed, instead of simply calculating the current based on the active drive condition.

[0072] In this embodiment, the control direction is not determined solely by the magnitude of the door's weight, but is simultaneously considered in terms of transmission link resistance and target motion direction. This allows for an accurate distinction between the working conditions where "the motor needs to actively drive the door" and "the door's weight can reverse-drive the motor," which helps improve the accuracy of motor current calculation and reduces impact, overdrive, or control lag during door opening and closing.

[0073] Furthermore, the step of converting the door end resistance and transmission end resistance into an equivalent reverse drag resistance threshold at the motor end based on the resistance parameters and their location of action specifically includes: Based on the location of application of the resistance parameters, the resistance parameters are divided into door end resistance parameters and transmission end resistance parameters; Determine the equivalent resistance torque at the door end based on the position of the door end resistance parameters relative to the hinge axis; Along the transmission path of the door, strut, lead screw and motor, the equivalent resistance torque at the door end is converted into the resistance component at the first motor end; Based on the position of the transmission end resistance parameter in the transmission link, the transmission end resistance parameter is converted into the second motor end resistance component; The first motor end resistance component and the second motor end resistance component are combined to form the equivalent reverse drag resistance at the motor end, and the equivalent reverse drag resistance threshold at the motor end is determined based on the equivalent reverse drag resistance at the motor end.

[0074] In this embodiment, the controller converts the door end resistance and the transmission end resistance into motor end resistance components according to the position of the resistance parameter, and determines the equivalent back drag resistance threshold of the motor end based on each resistance component.

[0075] Among them, the door-end resistance parameters refer to the resistance parameters that directly act on the door body or during the door's rotation around the hinge axis, such as the door hinge friction resistance, limiter resistance, resistance generated by the compression or detachment of the sealing strip, and contact resistance between the door and surrounding structures. The transmission-end resistance parameters refer to the resistance parameters acting on the strut, lead screw, reduction mechanism, or inside the motor, such as internal friction of the strut, friction of the lead screw pair, gear meshing friction, bearing resistance, and motor no-load resistance. The equivalent back-dragging resistance threshold at the motor end refers to the minimum equivalent resistance level that the door's gravity must overcome to back-dragging the motor, calculated at the motor shaft. This threshold can be a fixed value or adjusted according to the door opening angle, temperature, wear condition, or sealing strip compression state.

[0076] Specifically, the controller first classifies the resistance parameters into door-end resistance parameters and transmission-end resistance parameters based on their location of application. Resistance acting near the door body or hinge is classified as door-end resistance; resistance acting on the strut, lead screw, reduction mechanism, or motor is classified as transmission-end resistance. This classification avoids errors caused by simply adding resistances at different transmission locations.

[0077] For the door end resistance parameters, the controller determines the equivalent resistance torque at the door end based on its position relative to the hinge axis. In other words, if a resistance point is far from the hinge axis, its resistance has a greater hindering effect on door rotation; if the point of application is close to the hinge axis, its hindering effect on door rotation is smaller. Thus, the controller converts the resistance distributed at different positions on the door into a unified equivalent resistance torque around the hinge axis.

[0078] Subsequently, the controller converts the equivalent resistance torque at the door end into the first motor end resistance component along the transmission path of the door, strut, lead screw, and motor. This conversion process can be referenced to the path of converting the gravity effect at the door end to the motor end; that is, first, the resistance effect at the door end around the hinge axis is converted into the equivalent resistance in the direction of the strut axis, then, based on the angle between the strut and the lead screw, it is converted into the equivalent resistance in the direction of the lead screw axis, and finally, it is converted to the motor end through the lead screw lead and transmission ratio. The first motor end resistance component is used to represent the equivalent resistance formed by the door end resistance on the motor's reverse drag.

[0079] For the transmission end resistance parameter, the controller converts it into a second motor end resistance component based on its position in the transmission link. For example, if the resistance acts on the lead screw side, it can be converted to the motor end based on the transmission relationship between the lead screw side and the motor side; if the resistance is already acting near the motor shaft, it can be directly used as the motor end resistance component; if the resistance acts on the intermediate stage of the reduction mechanism, it is converted based on the transmission ratio relationship between the intermediate stage and the motor end. The second motor end resistance component is used to represent the obstruction effect of the transmission mechanism's own resistance on the door's reverse drive motor.

[0080] Finally, the controller combines the resistance components at the first and second motor ends to form the equivalent reverse drag resistance at the motor end, and determines the equivalent reverse drag resistance threshold based on this equivalent reverse drag resistance. In one embodiment, the controller can directly use the synthesized equivalent reverse drag resistance at the motor end as the threshold; in another embodiment, the controller can also add a preset margin to the synthesized resistance to compensate for the influence of component wear, temperature changes, assembly errors, lubrication changes, or sensor errors on the resistance judgment. By setting this threshold, it is possible to avoid judging the motor end as capable of reverse drag when the reverse drag torque is only slightly greater than the theoretical resistance, thereby improving the stability of the judgment.

[0081] In this embodiment, resistances from different sources, at different locations, and along different transmission paths are all uniformly converted to the motor end, enabling the controller to use the motor end reverse drag torque and the motor end equivalent reverse drag resistance threshold as comparison objects under a unified dimension, thereby improving the accuracy of judging the door reverse drag capability under no-drive current conditions.

[0082] Combination Figure 2 As shown, Figure 2 The process described in the document illustrates how the controller determines the equivalent reverse drag resistance threshold at the motor end and further determines the direction of the active force output.

[0083] After the process begins, the controller first divides the resistance parameters into door-end resistance parameters and transmission-end resistance parameters based on their location of application. For the door-end resistance parameters, the controller determines their equivalent resistance torque relative to the hinge axis and converts it into a first motor-end resistance component along the transmission path of the door, strut, lead screw, and motor. For the transmission-end resistance parameters, the controller converts them into a second motor-end resistance component based on their specific location in the transmission link such as the strut, lead screw, reduction mechanism, or motor.

[0084] Subsequently, the controller synthesizes the resistance components of the first and second motor ends to obtain the equivalent reverse drag resistance at the motor end, and determines the equivalent reverse drag resistance threshold based on this. Then, the controller compares the previously calculated reverse drag torque at the motor end with the equivalent reverse drag resistance threshold to determine whether the door can drive the motor to rotate in the reverse direction via its own weight through the transmission mechanism when there is no driving current in the motor.

[0085] When the judgment result indicates that the motor cannot be reversed, it means that the gravity at the door end is insufficient to overcome the system resistance, and the controller determines that the active force output direction is from the motor to the door. When the judgment result indicates that the motor can be reversed, the controller continues to determine whether the target's motion direction is consistent with the direction of the door's gravitational torque. If the two directions are consistent, it means that the door's gravity can assist or dominate the target's motion, and the controller determines that the active force output direction is from the door to the motor; if the two directions are inconsistent, it means that the door's gravitational force trend is opposite to the target's motion, and the motor still needs to actively overcome the gravitational effect, therefore the controller determines that the active force output direction is from the motor to the door.

[0086] thus, Figure 2 The process flow embodies two levels of judgment logic: the first level determines whether the weight of the door is sufficient to overcome the resistance of the transmission link and reverse-drive the motor; the second level, based on the reverse-drive capability, further determines whether the reverse-drive direction is consistent with the target motion direction. Through this process, the direction of current can be determined solely based on the magnitude of the door's weight torque, thus making the motor control strategy more consistent with the actual force and motion state of the door.

[0087] In some embodiments, step S104 above, which involves establishing a current model based on the current door gravity torque, angular acceleration inertial torque, resistance parameters, strut lever arm, angle between the strut and lead screw, motor parameters, and transmission parameters, specifically includes: Based on the direction of door movement, the current door gravity torque, and the motor output state, determine whether the active force output direction is from the motor to the door or from the door to the motor. Based on the direction of the active force output being either from the motor to the door or from the door to the motor, the inertial torque requirement is determined according to the equivalent rotational inertia of the door and the angular acceleration of the door. Combined with the current door gravity torque, hinge resistance torque, and motor dynamic resistance torque, the torque requirement at the first motor end or the torque requirement at the second motor end is determined. Based on the motor torque constant, the torque demand at the first motor end or the torque demand at the second motor end is mapped to the first target current or the second target current. The target current for controlling the motor is selected from the first target current and the second target current according to the direction of the force active output.

[0088] In this embodiment, the controller establishes a current model based on the current door gravity torque, angular acceleration inertial torque, resistance parameters, strut lever arm, angle between the strut and lead screw, motor parameters, and transmission parameters. This current model can be implemented by formula calculation, table lookup calibration, parameter correction, or control logic combination, and is used to convert the door end load, transmission mechanism load, and motor end load into the target current.

[0089] Motor parameters may include motor torque constant, motor dynamic resistance parameters, motor moment of inertia, and motor efficiency parameters. Transmission parameters may include lead screw lead, transmission ratio, transmission efficiency, and the connection relationships between each transmission stage. Motor dynamic resistance torque refers to the equivalent resisting torque generated during motor rotation by factors such as bearing friction, rotor resistance, back electromotive force, or internal damping; its magnitude can vary with motor speed, temperature, or direction of operation.

[0090] Specifically, the controller first determines the direction of the active force output—whether it's from the motor to the door or from the door to the motor—based on the door's movement direction, current door torque, and motor output status. The door's movement direction refers to its current or target opening / closing direction; the motor output status refers to whether the motor is actively outputting driving torque, its direction, and its magnitude. When the door's torque cannot cause it to move in the target direction, or when the motor needs to actively overcome the door's gravity and resistance, the controller determines the active force output direction to be from the motor to the door. When the door's torque can cause it to move in the target direction, and the load at the door end can act in the opposite direction on the motor via the transmission mechanism, the controller determines the active force output direction to be from the door to the motor.

[0091] After determining the direction of the active force output, the controller determines the inertial torque requirement based on the door's equivalent moment of inertia and angular acceleration. This inertial torque requirement refers to the inertial force that needs to be overcome or utilized to enable the door to accelerate, decelerate, or maintain a predetermined motion state at the desired angular acceleration. If the door needs to accelerate, this inertial torque requirement typically manifests as the need for additional driving force from the motor or the door's weight; if the door needs to decelerate or come to a stop, this inertial torque requirement may manifest as the need for braking or damping action from the motor.

[0092] When the active force output direction is from the motor to the door, the controller determines the torque requirement at the first motor end by combining the current door gravity torque, inertial torque requirement, hinge resistance torque, and motor dynamic resistance torque. This first motor end torque requirement represents the equivalent driving torque that needs to be output at the motor shaft when the motor actively drives the door. Specifically, the controller can first comprehensively consider the door gravity torque, inertial torque requirement, and hinge resistance torque at the door end, and then, through the strut lever arm, the angle between the strut and the lead screw, the lead screw lead, and the transmission ratio, calculate the required torque at the door end to the motor end, and further superimpose or correct the motor's own dynamic resistance torque to obtain the first motor end torque requirement. At this time, the motor acts as the active power source, outputting energy to the door.

[0093] When the active force output direction is from the door to the motor, the controller determines the torque requirement at the second motor end by combining the current door gravity torque, inertial torque requirement, hinge resistance torque, and motor dynamic resistance torque. This second motor end torque requirement represents the equivalent regulating torque that the motor end needs to provide to achieve the target motion state when the door is dragging the motor under gravity. This regulating torque can manifest as braking torque, damping torque, or a small auxiliary torque. For example, when the door gravity causes the door to move too quickly, the second motor end torque requirement can be used to suppress the door speed; when the door gravity can drive the door but is insufficient to achieve the target acceleration, the second motor end torque requirement can also be used to compensate for the dragging motion. Unlike the first motor end torque requirement, the determination of the second motor end torque requirement focuses on constraining, stabilizing, and correcting the door's dragging process, rather than simply outputting driving force.

[0094] After determining the torque demand at the first or second motor end, the controller maps the corresponding motor end torque demand to a target current based on the motor torque constant. The motor torque constant refers to the parameter relating the motor output torque to the motor current, used to convert the torque demand into a current demand. When the force output direction is from the motor to the door, the controller maps the first motor end torque demand to a first target current and selects this first target current as the target current for controlling the motor. When the force output direction is from the door to the motor, the controller maps the second motor end torque demand to a second target current and selects this second target current as the target current for controlling the motor.

[0095] In one alternative implementation, the controller can also select different transmission efficiency or resistance correction parameters based on the different directions of active force output. For example, when the motor actively drives the door, the forward transmission efficiency is used to correct the torque conversion process; when the door drags the motor in reverse, the reverse transmission efficiency is used to correct the torque conversion process. Since the friction losses of transmission components such as lead screw mechanisms and gear mechanisms may differ during forward driving and reverse dragging, distinguishing between different transmission directions can further improve the accuracy of target current calculation.

[0096] Through the above method, the current model established in this embodiment can simultaneously consider the door's gravity, door inertia, hinge resistance, motor dynamic resistance, the geometric relationship of the strut and lead screw, motor parameters, and transmission parameters, and select different current calculation branches according to the direction of the active force output. Therefore, it can meet both the driving force requirements when the motor actively drives the door and the braking, damping, or compensation requirements when the door drags the motor, thereby improving the smoothness, reliability, and adaptability of the door motion control.

[0097] Furthermore, the step of determining whether the active force output direction is from the motor to the door or from the door to the motor, based on the door's movement direction, the current door's gravitational torque, and the motor's output state, specifically includes: The current direction of movement of the door is determined based on the door's angular velocity or opening / closing direction command; Based on the relationship between the current direction of the door's gravitational torque and the current direction of the door's movement, determine whether the current door's gravitational torque relative to the door's movement is a power-assisting gravitational torque or a resistance gravitational torque. Determine whether the motor is in an active drive state based on at least one of the following: motor target current, motor actual current, motor torque direction, bus power direction, and driver operating mode. When the motor is in an active drive state and the motor output torque is used to maintain the door's movement along the current direction of motion, the active output direction of the judgment force is from the motor to the door. When the current door gravity torque is the assist gravity torque and can overcome the equivalent reverse drag resistance threshold to drive the transmission mechanism reverse drag motor, the direction of the active force output is determined to be from the door to the motor.

[0098] In this embodiment, the controller determines whether the active force output direction is from the motor to the door or from the door to the motor based on the door's movement direction, the current door's gravitational torque, and the motor's output state. This determination is used to subsequently select different torque calculation branches and target current calculation methods.

[0099] The current direction of door movement refers to the opening or closing direction of the door relative to the vehicle body at the current moment. This can be determined by the door's angular velocity or by opening or closing commands. Assisting gravitational torque refers to the gravitational torque whose direction is the same as the current direction of door movement, and whose gravity has a pushing or promoting effect on the door's current movement. Resisting gravitational torque refers to the gravitational torque whose direction is opposite to the current direction of door movement, and whose gravity has a hindering effect on the door's current movement. Active drive state refers to the state where the motor actively outputs electromagnetic torque under the control of the driver, and this electromagnetic torque is used to maintain or drive the transmission mechanism and the door to move along the current direction of movement. Bus power direction refers to the direction of energy flow on the DC bus of the motor driver, which can be used to distinguish whether the motor is consuming electrical energy to drive the load, or is being dragged by the load and feeding energy back to the bus or generating braking energy.

[0100] Specifically, the controller first determines the current direction of the door's movement based on the door's angular velocity or opening / closing direction command. In one implementation, when the door's angular velocity is greater than a preset positive threshold, the controller determines that the door is moving in the opening direction; when the door's angular velocity is less than a preset negative threshold, the controller determines that the door is moving in the closing direction. In another implementation, when the door's angular velocity is low or the door is in the initial stage, the controller can determine the current desired direction of movement based on the door opening or closing command and use it as the door's current direction of movement. By simultaneously allowing direction determination based on angular velocity and commands, misjudgment of direction due to unstable angular velocity signals can be avoided when the door is moving at low speed, stationary, or changing direction.

[0101] Then, based on the relationship between the current direction of the door's gravitational moment and the current direction of the door's movement, the controller determines whether the current door gravitational moment is a facilitating or resisting gravitational moment relative to the door's movement. If the current direction of the door's gravitational moment is the same as the current direction of the door's movement, it indicates that the door's gravity has a tendency to propel the current movement, and the controller classifies it as a facilitating gravitational moment. If the current direction of the door's gravitational moment is opposite to the current direction of the door's movement, it indicates that the door's gravity will hinder the current movement, and the controller classifies it as a resisting gravitational moment. This determination can be updated in real time as the door opening changes, because the direction and magnitude of the door's gravitational moment may change with the door's posture, hinge arrangement, and the vehicle's parking posture.

[0102] Furthermore, the controller determines whether the motor is in an active drive state based on at least one of the following: motor target current, motor actual current, motor torque direction, bus power direction, and driver operating mode. The motor target current is the current the controller expects the motor to output; the motor actual current is the actual current in the motor windings detected by the driver; the motor torque direction is the output torque direction determined by the motor current direction and the motor control strategy; the driver operating mode can include drive mode, braking mode, energy feedback mode, or idling mode, etc. If both the motor target current and actual current indicate that the motor is outputting torque in the same direction as the current movement of the door, or if the bus power direction indicates that the motor is absorbing energy from the power supply and driving the door, or if the driver operating mode is in drive mode, then the controller can determine that the motor is in an active drive state.

[0103] When the motor is in active drive mode and its output torque is used to maintain the door's movement in the current direction, the controller determines that the active output direction is from the motor to the door. At this time, the motor is the main power source for the system's movement. The torque output by the motor is transmitted to the door through the reduction mechanism, lead screw, and strut to overcome the door's weight, hinge resistance, sealing resistance, transmission resistance, and inertial requirements, so that the door moves in the current direction.

[0104] On the other hand, when the current door gravity torque is an assist gravity torque, and this assist gravity torque, after being converted to the motor end via the strut, lead screw, and transmission mechanism, is sufficient to overcome the equivalent reverse drag resistance threshold to drive the transmission mechanism to reverse drag the motor, the controller determines that the active force output direction is from the door to the motor. The equivalent reverse drag resistance threshold refers to the equivalent resistance level that must be overcome when the door gravity reverses to drive the motor via the transmission path. It can include the combined result of door end resistance, transmission end resistance, and motor end resistance converted to the motor end. If the assist gravity torque is insufficient to overcome this threshold, even if the gravity direction is consistent with the motion direction, it is insufficient to reverse drag the motor, and active motor drive is still considered necessary.

[0105] In one alternative implementation, when both the motor's active drive state and the door's gravity-assisted reverse drag condition are simultaneously met, the controller can prioritize the direction based on the dominance of the motor's output torque in the door's movement. For example, if both the motor's target current and actual current are large, and the bus power direction indicates that the motor is continuously absorbing electrical energy to drive the load, then the priority is given to the direction from the motor to the door; if the motor's target current is small or under braking / damping control, and the bus power direction indicates that the motor is in a reverse drag or energy feedback state, then the priority is given to the direction from the door to the motor. This processing avoids frequent direction switching when gravity assistance and low motor current regulation coexist.

[0106] Through the above judgment process, this embodiment can combine the door movement direction, gravity torque direction, actual motor output state, and reverse drag resistance conditions to accurately distinguish between two working conditions: the motor actively drives the door and the door gravity reverse drags the motor. This provides a reliable basis for subsequent torque demand calculation, target current selection, and braking or assist control.

[0107] Furthermore, the calculation steps for the torque requirement at the first motor end include: When the direction of the active force output is from the motor to the door, the inertial torque requirement is determined based on the equivalent rotational inertia of the door and the angular acceleration of the door. Combined with the current door gravity torque, hinge resistance torque and motor dynamic resistance torque, the door end torque requirement required for the positive drive of the door is obtained. Along the forward transmission path from the motor, reduction mechanism, lead screw mechanism, and strut mechanism to the door, the torque requirement at the door end is converted into the axial force requirement of the lead screw based on the strut lever arm and the angle between the strut and the lead screw. Based on the lead screw, transmission ratio, first-stage forward transmission efficiency, and second-stage forward transmission efficiency, the axial force requirement of the lead screw is converted into the torque requirement at the motor end, thus obtaining the first motor end torque requirement.

[0108] In this embodiment, when the direction of the active force output is determined to be from the motor to the door, the controller calculates the torque requirement at the first motor end. The first motor end torque requirement represents the torque that needs to be output at the motor shaft to drive the door to move in the target direction when the motor acts as the active power source.

[0109] In this context, forward drive refers to the process where the motor's output torque is sequentially transmitted to the door via a reduction gear, a lead screw mechanism, and a strut mechanism, thereby opening or closing the door. Door-end torque requirement refers to the combined torque required to meet the current motion control objective at the door's rotational position around the hinge axis. Lead screw axial force requirement refers to the thrust or pull force that the lead screw mechanism needs to provide along the lead screw axis. First-level and second-level forward transmission efficiencies characterize the energy transfer efficiency of different transmission stages when the motor actively drives the door. For example, first-level forward transmission efficiency corresponds to the reduction gear efficiency between the motor and the lead screw, while second-level forward transmission efficiency corresponds to the force transmission efficiency between the lead screw and the strut or between the strut and the door. The specific classification method can be determined based on the actual transmission structure.

[0110] Specifically, when the controller determines that the active force output direction is from the motor to the door, it first determines the required inertial torque based on the door's equivalent moment of inertia and angular acceleration. The equivalent moment of inertia is a parameter that approximates the inertial influence of the door body and related components moving with the door relative to the hinge axis; the angular acceleration represents the rate of change of the door's angular velocity. If the control objective requires the door to accelerate, the required inertial torque is used to give the door the corresponding acceleration; if the control objective requires the door to decelerate or come to a stop, the required inertial torque reflects the torque needed to overcome or adjust the door's inertial motion.

[0111] Subsequently, the controller integrates the inertial torque requirement with the current door gravity torque, hinge resistance torque, and motor dynamic resistance torque to obtain the door-end torque requirement for forward-driving the door. The current door gravity torque is the door's tendency to rotate around the hinge axis due to gravity under the current opening and vehicle posture; the hinge resistance torque is the equivalent resistance torque formed by hinge friction, limiter resistance, and the obstruction at the door's rotational connection; the motor dynamic resistance torque is the hindering torque formed by bearing friction, rotor damping, back electromotive force, or internal losses during motor rotation. Since the motor dynamic resistance torque is actually generated at the motor end, when determining the door-end torque requirement, it can be initially calculated to the door end according to the transmission relationship, or it can be superimposed and corrected during subsequent calculations to the motor end, as long as the torque application location remains consistent throughout the same calculation process.

[0112] After obtaining the required torque at the door end, the controller converts this torque requirement into an axial force requirement for the lead screw along the forward transmission path from the motor, reduction mechanism, lead screw mechanism, and strut mechanism to the door. Specifically, the strut's effect on the door is not directly expressed as torque around the hinge axis, but rather as a pushing or pulling force applied to the door through the strut connection point. This force, relative to the hinge axis, forms the opening and closing torque. Therefore, the controller determines the strut force required to generate a unit torque on the door based on the strut's lever arm. The strut lever arm refers to the vertical distance between the strut's line of action and the door hinge axis, characterizing the strut force's ability to convert into door torque.

[0113] Furthermore, since there is usually an angle between the strut and the lead screw, the axial force of the lead screw is not necessarily entirely transmitted along the direction of the strut's action. The controller calculates the directional relationship between the strut's force and the lead screw's axial force based on the angle between the strut and the lead screw, thus obtaining the required axial force of the lead screw. The angle between the strut and the lead screw refers to the angle between the direction of the force on the strut and the direction of the lead screw's axis. This angle affects the effective component of the lead screw's axial force converted into the strut's pushing and pulling force. Ignoring this angle may result in an underestimation or overestimation of the motor's torque requirement, thereby affecting the smoothness of the door's movement and the accuracy of the motor current control.

[0114] Finally, the controller converts the axial force requirement of the lead screw into the motor torque requirement based on the lead screw lead, transmission ratio, first-stage forward transmission efficiency, and second-stage forward transmission efficiency, thus obtaining the first motor torque requirement. The lead screw lead refers to the distance the nut or actuator moves axially during one revolution of the lead screw, representing the conversion between rotary and linear motion. The transmission ratio refers to the proportional relationship when the motor speed or torque is transmitted to the lead screw mechanism via the reduction mechanism. The first-stage and second-stage forward transmission efficiencies are used to correct for friction losses, meshing losses, and mechanism deformation losses during the forward transmission process, making the calculated motor torque requirement closer to the actual drive requirement.

[0115] Through the above process, this embodiment converts the loads at the door end, such as gravity, inertia, and hinge resistance, into motor torque requirements step by step according to the actual transmission path. Since this process simultaneously considers the strut lever arm, the angle between the strut and the lead screw, the lead screw lead, the transmission ratio, and the forward transmission efficiency, it can more accurately obtain the first motor torque requirement needed when the motor actively drives the door, providing a reliable basis for subsequent target current calculations.

[0116] Furthermore, the calculation steps for the torque requirement at the second motor end include: When the active force output direction is from the door to the motor, the inertial torque requirement is determined based on the equivalent rotational inertia and angular acceleration of the door. Combined with the current door gravity torque, hinge resistance torque and motor dynamic resistance torque, the door end reverse drag torque requirement of the door reverse drag transmission mechanism is obtained. Along the reverse transmission path from the door, strut mechanism, lead screw mechanism, reduction mechanism to the motor, the reverse drag torque requirement at the door end is converted into the axial force requirement of the lead screw based on the strut lever arm and the angle between the strut and the lead screw. Based on the lead screw, transmission ratio, first-stage reverse transmission efficiency, and second-stage reverse transmission efficiency, the axial force requirement of the lead screw is converted into the torque requirement at the motor end, thus obtaining the second motor end torque requirement.

[0117] In this embodiment, when the direction of the active force output is determined to be from the door to the motor, the controller calculates the torque requirement at the second motor end. The torque requirement at the second motor end represents the equivalent torque that the motor end needs to withstand or output to achieve the target motion state when the door drives the transmission mechanism to move in the opposite direction under external forces such as gravity.

[0118] The reverse transmission path refers to the path through which force or motion originates from the door end and is transmitted sequentially via the strut mechanism, lead screw mechanism, and reduction mechanism to the motor. The door-end reverse drag torque requirement refers to the equivalent torque generated or requiring adjustment at the door hinge shaft when the door reverses and drives the transmission mechanism and motor. First-level and second-level reverse transmission efficiencies characterize the energy transfer efficiency of different transmission stages during the reverse dragging process. For example, the first-level reverse transmission efficiency corresponds to the efficiency of the lead screw mechanism or strut mechanism in the reverse dragging direction, while the second-level reverse transmission efficiency corresponds to the efficiency of the reduction mechanism in the reverse dragging direction. Since the friction states of the lead screw, gears, and connecting mechanisms may differ during forward drive and reverse dragging, the reverse transmission efficiency may differ from the forward transmission efficiency.

[0119] Specifically, when the controller determines that the active force output direction is from the door to the motor, it first determines the inertial torque requirement based on the door's equivalent moment of inertia and angular acceleration. This inertial torque requirement describes the torque required by the door due to its own inertia in response to changes in its motion state under the current or target angular acceleration. For example, when the door moves too fast under the assistance of gravity and needs to decelerate, the inertial torque requirement can be reflected as the need to limit the door's continued acceleration or to cause the door to decelerate slowly; when the door is driven by gravity but still needs to reach the target speed, the inertial torque requirement can also be reflected as the need to compensate for the reverse dragging motion.

[0120] Subsequently, the controller combines the current door gravity torque, hinge resistance torque, and motor dynamic resistance torque to obtain the door-end reverse drag torque requirement during the door reverse drag transmission mechanism. The current door gravity torque is the door's rotational tendency around the hinge axis caused by gravity under the current opening degree and vehicle posture; the hinge resistance torque is the resisting torque generated by the door hinge, limiter, and related connecting parts on the door's rotation; the motor dynamic resistance torque is the equivalent hindering or regulating torque formed by bearing friction, rotor damping, back electromotive force, and control strategy when the motor is reverse dragged and rotated. Since the motor dynamic resistance torque originally acts at the motor end, the controller can either convert it to the door end for integration during the reverse drive calculation process or correct it after finally obtaining the motor-end torque requirement, as long as all torques are at the same equivalent acting end.

[0121] After obtaining the required reverse drag torque at the door end, the controller converts the required reverse drag torque at the door end into the required axial force of the lead screw along the reverse transmission path from the door, strut mechanism, lead screw mechanism, and reduction mechanism to the motor. Specifically, when the door rotates around the hinge axis, a pushing or pulling force is applied to the strut mechanism through the strut connection point, and this force is then transmitted to the lead screw mechanism. The controller determines the magnitude of the strut force corresponding to the reverse drag torque at the door end based on the strut lever arm. The strut lever arm refers to the vertical distance between the line of action of the strut and the hinge axis of the door, which determines the ability of the reverse drag torque at the door end to be converted into strut force.

[0122] Furthermore, the controller calculates the force transmission relationship between the strut force and the lead screw axial force based on the angle between the strut and the lead screw. The angle between the strut and the lead screw refers to the angle between the direction of the force on the strut and the direction of the lead screw axis. Since the force applied to the door end during the reverse towing process needs to be transmitted to the axial direction of the lead screw via the strut direction, if an angle exists between them, only the effective component corresponding to the direction of the lead screw axis can drive the lead screw mechanism. Therefore, when determining the required axial force of the lead screw, the influence of this angle on the force transmission efficiency and the effective force direction needs to be considered to avoid underestimating or overestimating the actual force applied to the lead screw mechanism during reverse towing.

[0123] Finally, the controller converts the axial force requirement of the lead screw into the torque requirement at the motor end based on the lead screw lead, transmission ratio, first-stage reverse transmission efficiency, and second-stage reverse transmission efficiency, thus obtaining the second motor end torque requirement. The first-stage and second-stage reverse transmission efficiencies are used to correct for energy losses caused by thread friction, gear meshing friction, bearing friction, and mechanism clearances during the reverse towing process. Since the energy transfer direction during the door reverse towing motor is opposite to the motor's forward drive of the door, using the reverse transmission efficiency can more accurately represent the actual reverse towing capability.

[0124] In one optional implementation, if the required reverse drag torque at the door end, after being converted to the motor end, is less than the minimum reversible drag resistance of the motor and transmission mechanism, the controller can determine that the door is insufficient to stably drag the motor. In this case, the torque requirement at the second motor end in the direction from the door to the motor is not used as the primary control basis, and the controller switches to active motor drive or motor braking compensation control. If the converted result is greater than the minimum reversible drag resistance, the controller can generate corresponding braking, damping, or energy feedback control commands based on the torque requirement at the second motor end, so that the door moves smoothly at the target speed or target acceleration.

[0125] Through the above process, this embodiment converts the gravity, inertia, hinge resistance, and motor dynamic resistance under the door-to-door dragging condition into the motor-end torque requirement step by step according to the reverse transmission path. Since this process considers the strut lever arm, the angle between the strut and the lead screw, the lead screw lead, the transmission ratio, and the reverse transmission efficiency, it can accurately obtain the second motor-end torque requirement corresponding to the door driving the transmission mechanism to drag the motor in reverse, providing a basis for determining the subsequent braking current, damping current, or compensation current.

[0126] In some embodiments, step S105 above, which involves controlling the motor to perform door movement based on the first target current or the second target current and in conjunction with motor parameters, specifically includes: Based on the direction of the force output, the first target current or the second target current is determined as the target current; The target supply voltage is determined based on the target current and the motor parameters, including the motor's equivalent resistance, back electromotive force constant, and motor speed. The target current and target supply voltage are output to the motor driver, which controls the motor to perform door movement. The door movement includes at least one of the following: door opening, door closing, door moving at a constant speed, door accelerating, door decelerating, and door holding or slow stopping.

[0127] In this embodiment, the controller determines the target current for controlling the motor from the first target current and the second target current based on the direction of the force output. When the direction of the force output is from the motor to the door, the controller determines the first target current as the target current; when the direction of the force output is from the door to the motor, the controller determines the second target current as the target current.

[0128] Specifically, when the active force output direction is from the motor to the door, it indicates that the motor is the active power source maintaining or driving the current door movement, and the controller determines the first target current as the target current. In this case, the target current is used to make the motor output a driving torque consistent with the current movement direction of the door, thereby achieving control objectives such as door opening, door closing, uniform speed movement, or accelerated movement. When the active force output direction is from the door to the motor, it indicates that the door, under the influence of gravity, can drive the transmission mechanism to reverse-drive the motor, and the controller determines the second target current as the target current. In this case, the target current can be used to generate braking torque, damping torque, or compensating torque to limit excessive door movement or to ensure smooth door movement at a target speed.

[0129] After determining the target current, the controller determines the target supply voltage based on the target current and the motor's equivalent resistance, back electromotive force constant, and motor speed parameters. The motor equivalent resistance refers to the motor winding resistance and the losses in the drive circuit that can be equivalent to resistance, used to characterize the voltage loss generated when current flows through the motor. The back electromotive force constant refers to the magnitude of the back electromotive force per unit speed of motor rotation, used to characterize the impact of motor speed on the required supply voltage. The motor speed refers to the current or target rotational speed of the motor shaft. Because the motor generates a speed-related back electromotive force during rotation, and the winding current creates a voltage drop across the motor's equivalent resistance, the controller considers both current demand and speed status when determining the target supply voltage, ensuring that the motor driver can provide a voltage sufficient to achieve the target current.

[0130] In one implementation, if the door is in the acceleration phase of opening or closing, the target current is typically used to provide a larger driving torque, and the target supply voltage is correspondingly increased according to the target current and motor speed to ensure that the motor can quickly build up the required torque. If the door is in the constant speed movement phase, the controller determines the target supply voltage based on the target current required to maintain the target speed, enabling the motor to maintain smooth operation after overcoming gravity, hinge resistance, transmission resistance, and other loads. If the door is in the deceleration, slow-stop, or holding phase, the target current can be used to generate braking or damping action in the opposite direction of movement, and the target supply voltage is matched according to the direction and magnitude of the target current and the motor speed to avoid door impact, overshoot, or failure to maintain the target position.

[0131] Furthermore, the controller outputs the target current and target supply voltage to the motor driver. The motor driver is a power control device used to provide voltage and current to the motor windings according to the controller's instructions; it may include an inverter bridge, power switching devices, a current sampling unit, and a drive control unit. After receiving the target current and target supply voltage, the motor driver controls the motor operation using current closed-loop control, voltage modulation, or torque control, causing the motor to perform the corresponding door movement.

[0132] The door movement can include at least one of the following: door opening, door closing, door constant speed movement, door acceleration movement, door deceleration movement, and door holding or slow stopping movement. Door holding refers to the motor maintaining the door at a current or near target opening degree by outputting holding torque or damping torque. Slow stopping refers to the door gradually reducing its speed in a controlled manner until it stops as it approaches a target position, limit position, or obstacle detection position. By outputting both the target current and the target supply voltage to the motor driver, insufficient power supply capacity leading to current tracking lag due to only providing current commands can be avoided, as can excessively high voltage causing current response overshoot, thereby improving the smoothness and accuracy of door movement control.

[0133] In one alternative implementation, the controller can also limit the target current and target supply voltage to ensure they do not exceed the safe limits allowed by the motor, driver, and vehicle power supply system. When excessive motor temperature, abnormal bus voltage, abnormal current sampling, or obstructed door movement are detected, the controller can reduce the target current, switch to soft-stop control, or stop the output to improve system safety.

[0134] Through the above process, this embodiment can select a suitable target current according to the direction of the active force output, and determine the target supply voltage by combining the equivalent resistance of the motor, the back electromotive force constant and the motor speed. Then, the motor driver controls the motor to perform movements such as opening and closing the door, constant speed, acceleration, deceleration, holding or slow stopping, thereby realizing stable control of the electric door under different loads and different movement stages.

[0135] Reference Figure 3 An embodiment of the present invention provides a computer device 3, including a memory 302 and a processor 301, and a computer program 303 stored in the memory 302. When the computer program 303 is executed on the processor 301, it implements the electric side door motor current calculation method based on the distinction between forward and reverse transmission efficiency as described in any of the above methods.

[0136] The computer device 3 may be a desktop computer, laptop, handheld computer, or cloud server, etc. The computer device 3 may include, but is not limited to, a processor 301 and a memory 302. Those skilled in the art will understand that... Figure 3 The computer device 3 is merely an example and does not constitute a limitation on the computer device 3. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0137] The processor 301 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.

[0138] In some embodiments, the memory 302 may be an internal storage unit of the computer device 3, such as a hard disk or memory of the computer device 3. In other embodiments, the memory 302 may be an external storage device of the computer device 3, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the computer device 3. Further, the memory 302 may include both internal and external storage units of the computer device 3. The memory 302 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 302 can also be used to temporarily store data that has been output or will be output.

[0139] 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 motor current calculation method based on the distinction between forward and reverse transmission efficiency as described in any of the above methods.

[0140] 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.

[0141] 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 motor current calculation method based on the distinction between forward and reverse transmission efficiency 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.

[0142] This embodiment provides an electric side door, which can be applied to side-opening doors, sliding doors, or other door structures requiring electric power assistance control. The electric side door includes a door body, a motor, a drive unit, and a controller. The controller is electrically connected to the drive unit, and the drive unit is electrically connected to the motor. The motor is connected to the door body via a reduction mechanism, a lead screw mechanism, a strut mechanism, or other transmission mechanism.

[0143] During operation, the controller determines the direction of the active force output. When the active force output direction is from the motor to the door, the controller calculates the torque demand at the first motor end using forward transmission efficiency and further determines the first target current. When the active force output direction is from the door to the motor, the controller calculates the torque demand at the second motor end using reverse transmission efficiency and further determines the second target current. Subsequently, the controller determines the target supply voltage based on the corresponding target current, the motor's equivalent resistance, back electromotive force constant, and motor speed, and outputs the target current and target supply voltage to the driver.

[0144] The driver controls the motor to operate according to the instructions output by the controller, so that the motor drives the door body to perform opening, closing, hovering, or braking actions through the transmission mechanism. Since this embodiment uses forward transmission efficiency and reverse transmission efficiency to calculate the current under different force transmission directions, it can improve the accuracy of current calculation during door driving, dragging, braking, and hovering processes, making the door movement smoother and more reliable.

[0145] This invention also provides a controller for use with electric side doors, the controller being configured to implement the electric side door motor current calculation method based on the distinction between forward and reverse transmission efficiency as described in any of the above methods.

[0146] This embodiment provides a controller for an electric side door. The controller can be a door control unit, a functional module in the body control unit, or a control chip or control circuit integrated into the motor driver. The controller is configured to execute a method for calculating the electric side door motor current based on the difference between forward and reverse drive efficiency.

[0147] Specifically, during operation, the controller acquires parameters such as the door's motion state, motor parameters, and transmission parameters, and determines the direction of the active force output based on the door-end load, motor-end resistance, and target motion direction. When it is determined that the motor is actively driving the door, the controller calculates the first target current along the forward transmission path from the motor to the door, combining the first-stage and second-stage forward transmission efficiencies; when it is determined that the door is driving the motor in reverse, the controller calculates the second target current along the reverse transmission path from the door to the motor, combining the first-stage and second-stage reverse transmission efficiencies.

[0148] The controller further determines the target supply voltage based on the determined target current, motor equivalent resistance, back electromotive force constant, and motor speed, and outputs control commands to the driver to control the motor to perform door opening, closing, hovering, slow stopping, or braking actions. In this embodiment, the controller distinguishes between forward and reverse transmission efficiency, enabling it to adapt to different transmission loss characteristics under active door drive and reverse dragging conditions, thereby improving the accuracy of motor current calculation and door motion control.

[0149] 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.

[0150] 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 calculating the current of an electric side door motor based on the distinction between forward and reverse transmission efficiency, characterized in that, The method specifically includes: Acquire door structure parameters, motor parameters, transmission parameters, vehicle attitude parameters, door motion state parameters, resistance parameters, and target motion direction; Based on the door structure parameters, vehicle attitude parameters, and door motion state parameters, calculate the current door gravitational torque, strut lever arm, angle between the strut and the lead screw, and angular acceleration inertial torque. Based on the current door gravity torque, strut lever arm, strut and lead screw angle and transmission parameters, the gravity effect at the door end is converted into the motor end counter-dragging torque. Combined with the resistance parameters, it is determined whether the door can counter-dragging the motor when there is no driving current at the motor end, so as to determine whether the active force output direction is from the motor to the door or from the door to the motor. A current model is established based on the current door gravity torque, angular acceleration inertial torque, resistance parameters, strut lever arm, angle between strut and lead screw, motor parameters, and transmission parameters. When the active force output direction is from the motor to the door, the forward transmission efficiency is used to calculate the first target current, and when the active force output direction is from the door to the motor, the reverse transmission efficiency is used to calculate the second target current. Based on the first or second target current, and in conjunction with the motor parameters, the motor is controlled to execute the door movement.

2. The method according to claim 1, characterized in that, The door structural parameters include the hinge axis position, the door center of gravity position, the mounting point of the strut at the door end, the positions of the two ends of the lead screw, and the equivalent rotational inertia of the door. The vehicle attitude parameters include the vehicle lateral tilt angle and the vehicle longitudinal tilt angle. The door motion state parameters include the door opening angle and the door angular acceleration. The calculation of the current door gravitational torque, strut lever arm, angle between the strut and the lead screw, and angular acceleration inertial torque based on the door structural parameters, vehicle attitude parameters, and door motion state parameters specifically includes: The current rotation position of the door relative to the vehicle body is determined based on the door opening angle, and the current direction of gravity is determined by combining the vehicle's lateral tilt angle and longitudinal tilt angle. Based on the current rotation position, the coordinate transformation is performed on the door center of gravity position and the mounting point of the strut at the door end to obtain the current door center of gravity position and the current strut door end position; Calculate the current door gravitational moment based on the current direction of gravity, the current position of the door's center of gravity, and the position of the hinge axis; Calculate the strut lever arm and determine the strut axis direction based on the strut's mounting point at the door end, the current strut position at the door end, and the hinge axis position; Determine the direction of the lead screw axis based on the positions of both ends of the lead screw, and determine the angle between the support rod and the lead screw axis based on the direction of the support rod axis and the direction of the lead screw axis. Calculate the angular acceleration inertial torque based on the equivalent moment of inertia of the door and the angular acceleration of the door.

3. The method according to claim 1, characterized in that, The process of converting the gravity acting on the door end into a counter-dragging torque at the motor end based on the current door gravity moment, strut lever arm, angle between the strut and lead screw, and transmission parameters specifically includes: Determine the equivalent axial force of the strut based on the current door gravity moment and strut lever arm; Based on the angle between the strut and the lead screw, the equivalent axial force of the strut is converted into the equivalent axial force of the lead screw along the axis of the lead screw. Based on the lead screw lead in the transmission parameters, the equivalent axial force of the lead screw is converted into the lead screw side reverse drag torque; Based on the transmission ratio in the transmission parameters, the reverse drag torque on the lead screw side is converted to the motor end to obtain the reverse drag torque at the motor end.

4. The method according to claim 1, characterized in that, The method of determining whether the door can reverse-drive the motor when there is no driving current at the motor end by combining resistance parameters, in order to determine whether the active force output direction is from the motor to the door or from the door to the motor, specifically includes: Based on the resistance parameters and their location of action, the resistance at the door end and the resistance at the transmission end are converted into the equivalent reverse drag resistance threshold at the motor end; The reverse drag torque at the motor end is compared with the equivalent reverse drag resistance threshold at the motor end to determine whether the door can reverse drag the motor when there is no drive current at the motor end. When the motor cannot be reversed, or when the motor can be reversed but the target movement direction is opposite to the direction of the door's gravitational torque, the direction of the active force output is determined to be from the motor to the door. When the motor can be reversed and the target's direction of motion is consistent with the direction of the door's gravitational torque, the direction of the active force output is determined to be from the door to the motor.

5. The method according to claim 4, characterized in that, The step of converting the door end resistance and transmission end resistance into an equivalent reverse drag resistance threshold at the motor end based on the resistance parameters and their location of action specifically includes: Based on the location of application of the resistance parameters, the resistance parameters are divided into door end resistance parameters and transmission end resistance parameters; Determine the equivalent resistance torque at the door end based on the position of the door end resistance parameters relative to the hinge axis; Along the transmission path of the door, strut, lead screw and motor, the equivalent resistance torque at the door end is converted into the resistance component at the first motor end; Based on the position of the transmission end resistance parameter in the transmission link, the transmission end resistance parameter is converted into the second motor end resistance component; The first motor end resistance component and the second motor end resistance component are combined to form the equivalent reverse drag resistance at the motor end, and the equivalent reverse drag resistance threshold at the motor end is determined based on the equivalent reverse drag resistance at the motor end.

6. The method according to claim 1, characterized in that, The current model established based on the current door gravity torque, angular acceleration inertial torque, drag parameters, strut lever arm, angle between the strut and lead screw, motor parameters, and transmission parameters specifically includes: Based on the direction of door movement, the current door gravitational torque, and the motor output status, determine whether the active force output direction is from the motor to the door or from the door to the motor. Based on the direction of the active force output being either from the motor to the door or from the door to the motor, the inertial torque requirement is determined according to the equivalent rotational inertia of the door and the angular acceleration of the door. Combined with the current door gravity torque, hinge resistance torque, and motor dynamic resistance torque, the torque requirement at the first motor end or the torque requirement at the second motor end is determined. Based on the motor torque constant, the torque demand at the first motor end or the torque demand at the second motor end is mapped to the first target current or the second target current. The target current for controlling the motor is selected from the first target current and the second target current according to the direction of the force active output.

7. The method according to claim 6, characterized in that, The determination of whether the active force output direction is from the motor to the door or from the door to the motor, based on the door's movement direction, the current door's gravitational torque, and the motor's output state, specifically includes: The current direction of movement of the door is determined based on the door's angular velocity or opening / closing direction command; Based on the relationship between the current direction of the door's gravitational torque and the current direction of the door's movement, determine whether the current door's gravitational torque relative to the door's movement is a power-assisting gravitational torque or a resistance gravitational torque. Determine whether the motor is in an active drive state based on at least one of the following: motor target current, motor actual current, motor torque direction, bus power direction, and driver operating mode. When the motor is in an active drive state and the motor output torque is used to maintain the door's movement along the current direction of motion, the active output direction of the judgment force is from the motor to the door. When the current door gravity torque is the assist gravity torque and can overcome the equivalent reverse drag resistance threshold to drive the transmission mechanism reverse drag motor, the active output direction of the judgment force is from the door to the motor.

8. The method according to claim 6, characterized in that, The calculation steps for the torque requirement at the first motor end include: When the direction of the active force output is from the motor to the door, the inertial torque requirement is determined based on the equivalent rotational inertia of the door and the angular acceleration of the door. Combined with the current door gravity torque, hinge resistance torque and motor dynamic resistance torque, the door end torque requirement required for the positive drive of the door is obtained. Along the forward transmission path from the motor, reduction mechanism, lead screw mechanism, and strut mechanism to the door, the torque requirement at the door end is converted into the axial force requirement of the lead screw based on the strut lever arm and the angle between the strut and the lead screw. Based on the lead screw, transmission ratio, first-stage forward transmission efficiency, and second-stage forward transmission efficiency, the axial force requirement of the lead screw is converted into the torque requirement at the motor end, thus obtaining the first motor end torque requirement.

9. The method according to claim 6, characterized in that, The calculation steps for the torque requirement at the second motor end include: When the active force output direction is from the door to the motor, the inertial torque requirement is determined based on the equivalent rotational inertia and angular acceleration of the door. Combined with the current door gravity torque, hinge resistance torque and motor dynamic resistance torque, the door end reverse drag torque requirement of the door reverse drag transmission mechanism is obtained. Along the reverse transmission path from the door, strut mechanism, lead screw mechanism, reduction mechanism to the motor, the reverse drag torque requirement at the door end is converted into the axial force requirement of the lead screw based on the strut lever arm and the angle between the strut and the lead screw. Based on the lead screw, transmission ratio, first-stage reverse transmission efficiency, and second-stage reverse transmission efficiency, the axial force requirement of the lead screw is converted into the torque requirement at the motor end, thus obtaining the second motor end torque requirement.

10. The method according to claim 1, characterized in that, The step of controlling the motor to move the door based on the first target current or the second target current, combined with motor parameters, specifically includes: Based on the direction of the force output, the first target current or the second target current is determined as the target current; The target supply voltage is determined based on the target current and the motor parameters, including the motor's equivalent resistance, back electromotive force constant, and motor speed. The target current and target supply voltage are output to the motor driver, which controls the motor to perform door movement. The door movement includes at least one of the following: door opening, door closing, door moving at a constant speed, door accelerating, door decelerating, and door holding or slow stopping.

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