A method for hover torque compensation and breaking hover force consistency control of an electric side door

Abstract

The application discloses a kind of electric side door hover torque compensation and break hover force consistency control method, the method specifically includes: in the control of electric hover, the size and direction of hover current are calculated;According to the direction of user external force, the direction of current door gravity torque, the motor end output torque generated by hover current and static resistance threshold, the force transmission direction from door end to motor end or from motor end to door end is determined, and the external force required to break electric hover in the door opening direction and in the door closing direction is calculated respectively;According to the difference of the external force required to break electric hover in the door opening direction and in the door closing direction, the hover current is corrected, so that the door remains hover and the external force required to break hover in the door opening direction and in the door closing direction meets the consistency condition.The application enables the door to hover stably in the inclined working condition, while the external force required by the user to break hover in the door opening direction and in the door closing direction meets the consistency condition.

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 compensating for the hovering torque of an electric side door and controlling the inconsistency of hovering force. Background Technology

[0002] Current electric side doors typically achieve door hovering through electric limiters or direct motor braking. When the vehicle is on a level surface, the control system can be empirically calibrated to provide a better hovering effect and a manual feel for breaking the hover.

[0003] However, when the vehicle is on a slope, tilting, tilting forward or backward, or in a combination of tilting conditions, the gravitational torque on the door will change significantly with the vehicle's attitude and the door opening angle. If a fixed hovering current or empirically calibrated parameters are still used, the following problems may occur: (1) the door cannot hover stably and will open or close on its own; (2) the external force required for the user to break the hovering in the direction of opening the door is significantly different from that required to break the hovering in the direction of closing the door; (3) the feel is inconsistent under different slopes and different opening angles; (4) when the mechanical static hovering capability is insufficient, the system cannot actively compensate; (5) the control parameters rely on a large number of real vehicle calibrations and have poor universality. Summary of the Invention

[0004] The purpose of this invention is to provide a method for compensating for the hovering torque of an electric side door and controlling the consistency of the hovering force, so that the door can hover stably under tilt conditions, and at the same time, the external force required by the user to break the hovering in the opening and closing directions meets the consistency condition, thereby solving at least one of the above-mentioned problems of the prior art.

[0005] In a first aspect, the present invention provides a method for compensating for the hovering torque of an electric side door and controlling the consistency of hovering force, characterized in that the method specifically includes: Obtain the door structure parameters, motor parameters, transmission parameters, vehicle lateral tilt angle, vehicle longitudinal tilt angle, and door opening angle. Based on the vehicle lateral tilt angle, vehicle longitudinal tilt angle, and door opening angle, correct the hinge axis vector and door normal vector, and calculate the current door gravity moment. The static resistance threshold from the motor to the transmission mechanism is determined based on the static resistance torque of the motor when it is de-energized and the transmission parameters. The static resistance threshold is then converted to the door end or the output end of the transmission mechanism to obtain the equivalent static resistance parameters under the current door opening angle. In live hovering control, the magnitude and direction of the hovering current are calculated based on the current door gravity torque, equivalent static resistance parameters, strut lever arm, angle between strut and lead screw, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant. Based on the direction of the user's external force, the current direction of the door's gravity torque, the output torque of the motor end generated by the hovering current, and the static resistance threshold, determine the force transmission direction from the door end to the motor end or from the motor end to the door end, and calculate the external force required to break the electrified hovering in the opening direction and the closing direction respectively. The hovering current is adjusted based on the difference between the external force required to break the energized hovering in the opening direction and the closing direction, so that the door remains hovered and the external force required to break the hovering in the opening direction and the closing direction meets the consistency condition.

[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 hovering torque compensation and suspension force consistency control method as described in any of the above methods.

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

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

[0009] Fifthly, the present invention provides a controller for use in electric side doors, the controller being configured to implement the electric side door hovering torque compensation and hovering force consistency control method as described in any of the above methods.

[0010] Compared with the prior art, the present invention has at least one of the following technical effects: 1. By establishing a quantitative force transmission model from the door end to the motor end, the door gravity torque under different vehicle postures and different door opening angles is calculated in real time. The hovering current is calculated based on the static resistance threshold from the motor to the transmission mechanism, the static resistance torque of the motor, the transmission efficiency, the strut lever arm, and the angle between the strut and the lead screw. This enables the door to hover stably under tilt conditions, while ensuring that the external force required to break the hovering in the opening and closing directions meets the consistency conditions.

[0011] 2. By acquiring the vehicle's lateral tilt angle, longitudinal tilt angle, and door opening angle, dynamic spatial attitude correction is performed on the hinge axis vector and door normal vector. The current door gravity moment is calculated in real time, thus accurately reflecting the actual force state of the vehicle under conditions such as slope, side tilt, and combined tilt. Furthermore, the gravity moment is compared with the maximum mechanical suspension static moment at the door end, which is calculated considering transmission parameters. By using the static resistance threshold from the motor to the transmission mechanism as the basic parameter for calculating the suspension current and breaking suspension force, the relationship between the effective output at the motor end, the static resistance of the transmission mechanism, and the reverse drag effect at the door end can be distinguished, thereby improving the accuracy of the suspension current calculation and the bidirectional breaking suspension force calculation.

[0012] 3. Based on the current structural parameters such as the door gravity torque, strut lever arm, strut-lead screw angle, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant, the required hovering current can be directly calculated from the mechanical relationship. Without the need for extensive real-vehicle calibration for different slopes and opening angles, the compensation current value adapted to the current working conditions can be automatically generated, which greatly reduces the workload of development and calibration and improves the vehicle versatility and portability of the control method.

[0013] 4. Based on the relative relationship between the user's external force direction and the direction of gravitational torque, accurately determine whether the force is transmitted from the door end to the motor end or from the motor end to the door end, and calculate the external force required to break the energized hovering in the opening and closing directions respectively along the corresponding transmission paths; by obtaining the difference between the external forces required in the two directions, the hovering current is corrected in a closed loop, so that the manual operation force required to break the hovering in the opening and closing directions meets the consistency condition, eliminating the uneven operation force caused by the difference in the forward and reverse characteristics of the transmission mechanism and the coupling of the direction of gravitational torque, and significantly improving the user's manual operation feel and consistency under various tilt conditions.

[0014] 5. Regardless of whether it is on a level surface or under any combination of lateral tilt angles, longitudinal tilt angles, and door opening angles, the door can achieve stable hovering without the risk of opening or closing on its own. At the same time, the external force required to break the hovering in both directions remains balanced and moderate, which avoids the user's operation difficulties caused by excessively "stiff" hovering, and also prevents malfunctions caused by excessively "soft" hovering, thus comprehensively improving the operation safety and comfort of the electric side door. 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 1This is a flowchart illustrating a method for compensating for the hovering torque of an electric side door and controlling the consistency of hovering force according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the hovering current correction and hovering force consistency control process provided in 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] Electric side doors (such as electric sliding doors and electric swing doors) are increasingly widely used in modern vehicles. Their electric hovering function is usually achieved through electric limiters, motor-operated brakes, or motor zero-speed holding torque. When the vehicle is on a level surface and the door opening angle changes gradually, the control system can use a factory-calibrated fixed hovering current or position-current mapping table to enable the door to achieve a good hovering effect at any angle. At the same time, when the user manually pushes or pulls the door to break the hovering, the manual force required in the opening and closing directions is basically the same, providing a good feel.

[0020] However, when a vehicle is parked on a slope, a lateral tilt, a longitudinal tilt, or a combination of tilts, the spatial posture of the door changes significantly. The gravitational torque generated by the door's own weight relative to the hinge rotation axis changes significantly and non-linearly with the changes in the vehicle's lateral tilt angle, the vehicle's longitudinal tilt angle, and the door opening angle. If the fixed hovering current or empirical parameters obtained from the horizontal road calibration are still used, the following prominent problems will occur: (1) The car door cannot be hovered stably, and there may be spontaneous acceleration to open (self-opening) or acceleration to close (self-closing), which poses a safety hazard; (2) When the user manually breaks the hover, the difference in the amount of external force required to be applied in the direction of opening the door and the direction of closing the door is huge, the operation feel is stiff and inconsistent, which seriously affects the user experience; (3) Under different slopes, different tilt angles and different door opening angles, the external force required to manually break the hover fluctuates greatly, and it is impossible to form a uniform operation feel; (4) When the mechanical static resistance torque of the motor in the power-off state is converted to the holding torque at the door end, it is insufficient to resist the current door gravity torque, the control system cannot actively identify and perform torque compensation, resulting in the door being unable to hover at all; (5) In order to ensure the hovering performance under multiple working conditions, it is necessary to perform point-by-point calibration on a large number of different vehicle postures and opening angle combinations, which is a large workload and a long cycle, and the parameters have poor universality when transferred to different models.

[0021] Furthermore, even when using an electrified hovering compensation scheme in existing technologies, it often relies solely on unidirectional compensation based on gravitational torque, failing to consider the differences in forward and reverse force transmission characteristics of the transmission mechanism and the influence of the relative relationship between the direction of the external force applied by the user and the direction of gravitational torque on the force required to break the hovering. This results in a significant difference in the external force required to break the electrified hovering in the direction of opening and closing the door, making it impossible to achieve a balanced and unified bidirectional operating force.

[0022] In this application embodiment, the entity executing the process includes a terminal device. This terminal device includes, but is not limited to, devices capable of executing the methods disclosed in this application, such as servers, computers, smartphones, and tablets. Figure 1 A flowchart illustrating the method for compensating for the hovering torque of an electric side door and controlling the inconsistency of hovering force according to an embodiment of the present invention is shown below in detail: S101: Obtain the door structure parameters, motor parameters, transmission parameters, vehicle lateral tilt angle, vehicle longitudinal tilt angle, and door opening angle. Based on the vehicle lateral tilt angle, vehicle longitudinal tilt angle, and door opening angle, correct the hinge axis vector and door normal vector, and calculate the current door gravity moment. S102, determine the static resistance threshold from the motor to the transmission mechanism based on the static resistance torque of the motor when the power is off and the transmission parameters, and convert the static resistance threshold to the door end or the output end of the transmission mechanism to obtain the equivalent static resistance parameters under the current door opening angle; S103, in the live hovering control, calculates the magnitude and direction of the hovering current based on the current door gravity torque, equivalent static resistance parameters, strut lever arm, angle between strut and lead screw, lead screw lead, transmission ratio, transmission efficiency and motor torque constant; S104. Based on the direction of the user's external force, the current direction of the door's gravity torque, the output torque of the motor end generated by the hovering current, and the static resistance threshold, determine the force transmission direction from the door end to the motor end or from the motor end to the door end, and calculate the external force required to break the electrified hovering in the opening direction and the closing direction respectively. S105, adjust the hovering current according to the difference between the external force required to break the energized hovering in the opening direction and the closing direction, so that the door remains hovered and the external force required to break the hovering in both directions meets the consistency condition.

[0023] This embodiment provides a method for compensating for the hovering torque of an electric side door and controlling the inconsistency of the hovering force. The application is for electric side doors of vehicles that use a motor-driven limit switch structure.

[0024] This invention establishes a quantitative mechanical model from the door end to the motor end, calculates the door gravity torque under the current working condition in real time, and determines the static resistance threshold from the motor to the transmission mechanism based on the static resistance torque of the motor when it is de-energized and the transmission parameters. The static resistance threshold is then converted into the equivalent static resistance parameter under the current door opening angle. In the live hovering control, the magnitude and direction of the hovering current are calculated based on the current door gravity torque, the equivalent static resistance parameter, and the transmission mechanism parameters. At the same time, the hovering current is corrected by combining the calculation results of the bidirectional breaking hovering external force, thereby achieving stable hovering under different slopes and different opening angles, as well as consistent control of the bidirectional breaking hovering force.

[0025] In this embodiment, the controller first acquires the basic parameters used to establish the mechanical model of the vehicle door. The basic parameters include the door structural parameters, vehicle posture parameters, door state parameters, and motor transmission parameters.

[0026] The door structural parameters include the coordinates of the upper hinge axis, lower hinge axis, door center of gravity, manual operation point, strut mounting point on the vehicle body, and strut mounting point on the door. Vehicle attitude parameters include the vehicle's lateral tilt angle and longitudinal tilt angle. Door status parameters include the current door opening angle, door angular velocity, and door angular acceleration. Motor transmission parameters include the motor torque constant, motor de-energized static resistance torque, reduction ratio, lead screw lead, forward transmission efficiency, reverse transmission efficiency, and transmission mechanism resistance torque.

[0027] After obtaining the above parameters, the controller establishes a mechanical model of the door end, transmission mechanism, and motor end corresponding to the current moment, providing basic data for subsequent calculations of gravitational torque, equivalent static resistance parameters, hovering current, and external forces that break the hovering.

[0028] After establishing the mechanical model, the controller further calculates the gravitational torque on the door under the current operating conditions.

[0029] First, determine the direction of the door hinge axis based on the coordinates of the upper hinge axis and the lower hinge axis, and then calculate the initial hinge axis vector. .

[0030] Subsequently, the center of gravity vector b is calculated based on the coordinates of the door's center of gravity and the lower hinge axis, and the gravitational lever arm of the door's center of gravity relative to the hinge axis is obtained based on the vector cross product relationship. .

[0031] Furthermore, the initial hinge axis vector is determined based on the vehicle's lateral roll angle (roll) and longitudinal pitch angle (pitch). and the initial normal vector of the car door Perform spatial attitude transformation to obtain the hinge axis vectors in the vehicle's tilted state. and door normal vector .

[0032] Then, based on the opening angle θ corresponding to the current position of the door, the corrected hinge axis vector is used. As the normal vector to the car door of the rotation axis Perform rotation calculations to obtain the door normal vector under the current opening angle. .

[0033] Obtaining the door normal vector Then, the gravity vector of the car door is... Projecting the force onto the normal direction of the car door yields the normal gravity component of the car door. .

[0034] The current door gravitational moment is finally calculated based on the following formula. : The above calculations can be used to obtain the actual gravitational torque of the vehicle under any slope and opening angle conditions in real time.

[0035] Based on the strut mounting point at the vehicle body end, the strut mounting point at the vehicle door end, the direction of lead screw movement, and the current door opening angle. An abstract geometric model of the strut is obtained. Within this model, the equivalent force arm of the strut about the door hinge axis is calculated. The angle ∠BDC between the axis of the strut and the direction of the lead screw's movement. Cos∠BDC is used to convert the axial force of the strut into the torque at the door end, and is used to convert the axial force of the lead screw into the effective force of the strut.

[0036] The strut mounting point at the vehicle body end is the fixed end connecting the strut to the vehicle body, while the strut mounting point at the vehicle door end is the movable end connecting the strut to the vehicle door and moving with the opening and closing of the door. As the door opening angle changes, the spatial position of the strut mounting point at the vehicle door end changes around the door hinge axis, and the direction of the strut axis and the length of the strut also change accordingly. Therefore, the controller determines the current position of the strut mounting point at the vehicle door end in real time based on the current door opening angle, and obtains the current strut axis direction by combining the position of the strut mounting point at the vehicle body end. Specifically, the controller uses the door hinge axis as a rotation reference, and performs a rotation transformation on the initial coordinates of the strut mounting point at the vehicle door end according to the current door opening angle to obtain the coordinates of the strut mounting point at the current door opening angle. Subsequently, the controller determines the strut axis direction based on the coordinates of the strut mounting point at the vehicle body end and the strut mounting point at the vehicle door end, and normalizes the strut axis direction to a unit vector. The controller also obtains the direction of the lead screw movement and normalizes the direction of the lead screw movement to a unit vector. In this geometric model, the controller calculates the equivalent force arm of the strut relative to the door hinge axis. The equivalent force arm refers to the equivalent distance that allows the strut to rotate relative to the door hinge axis when a force is applied along its axial direction. This equivalent force arm is not a simple straight-line distance from the strut's door end mounting point to the hinge axis, but is related to the position of the strut's door end mounting point relative to the hinge axis, the direction of the strut's axis, and the direction of the hinge axis. The controller can determine the torque capability generated by the axial force of the strut around the hinge axis using vector cross products and projection relationships, based on the position vector of the strut's door end mounting point relative to the hinge axis, the direction of the strut's axis, and the direction of the hinge axis, thereby obtaining the equivalent force arm of the strut at the current door opening angle.

[0037] Furthermore, the controller calculates the angle ∠BDC between the strut axis and the lead screw's direction of motion. ∠BDC is the spatial angle formed by the lead screw's direction of motion DB and the strut axis direction DC, with the equivalent connection point D as the vertex. Here, DB represents the axial direction of the lead screw, and DC represents the direction of the strut axis.

[0038] Since the electric side door still has static resistance provided by the motor body, reduction mechanism and lead screw mechanism when the power is off, this embodiment first determines whether the current gravitational torque exceeds the mechanical hovering capability.

[0039] Specifically, based on the static resistance torque of the motor when it is de-energized. Based on the current transmission structure parameters, the static resistance threshold from the motor to the transmission mechanism is determined. This static resistance threshold characterizes the equivalent torque or equivalent value required for the output torque at the motor end or the reverse drag torque at the door end to overcome the static resistance from the motor to the transmission mechanism.

[0040] Subsequently, the controller converts the static resistance threshold step by step to the output end of the transmission mechanism, the axial direction of the support rod, or the door end based on the transmission ratio, transmission efficiency, lead screw lead, angle between the support rod and the lead screw, and the equivalent force arm of the support rod, to obtain the equivalent static resistance parameters under the current door opening angle.

[0041] It should be noted that the calculation of the equivalent static resistance parameter in this embodiment is not for determining whether to enter a live hovering state, nor for determining whether to activate live hovering compensation. For the electric side door hovering control in this embodiment, all door hovering is live hovering; the only difference lies in the magnitude and direction of the hovering current under different vehicle postures, different door opening angles, and different force states. The equivalent static resistance parameter is used in subsequent hovering current calculations, force transmission direction determination, and the calculation of the external force required to break the live hovering in the opening and closing directions.

[0042] In live hover control, the controller further calculates the current required to counteract the current gravitational torque of the door. Based on the torque transmission relationship between the door gravitational torque and the drivetrain, the gravitational torque at the door end is converted to the motor end step by step.

[0043] Preferably, the hovering current is calculated according to the following formula: in, Indicates the hovering current. Indicates the lead of the lead screw. Indicates the reverse transmission efficiency. Indicates the reduction gear ratio. This represents the motor torque constant. The resulting hovering current... It is used to generate a torque opposite to the current gravitational torque, thereby enabling the door to reach a static torque equilibrium state.

[0044] After receiving the hovering current, the door is in a energized hovering state. This invention further considers scenarios where the user manually breaks the hovering state. Because the electric side door transmission mechanism typically contains factors such as lead screw backlash, gear backlash, or elastic deformation, the application of external force by the user does not immediately manifest as door rotation; rather, it first manifests as a change in the internal force state of the transmission mechanism. Therefore, this invention uses the start of motor rotation as the criterion for breaking the hovering state, rather than using whether the door undergoes macroscopic rotation as the sole criterion.

[0045] In this embodiment, the controller first determines the active force output direction under the current operating condition. Specifically, the controller determines the force transmission path based on the relationship between the output torque generated by the current hovering current and the door's gravitational torque. If it is assumed that there is no external load at the door end, the current hovering current will not output an effective driving torque to the door end, indicating that the door end is in an active force-bearing state, and the active force output direction is from the door end to the motor end. If it is assumed that there is no external load at the door end, the current hovering current will output an effective driving torque to the door end, and then the relationship between the user's applied force direction and the door's gravitational torque direction is further compared. When the user's applied force direction is consistent with the gravitational torque direction, the door's movement trend is the same as the gravitational force trend, and the active force output direction is determined to be from the door end to the motor end. When the user's applied force direction is opposite to the gravitational torque direction, the motor output torque needs to overcome the gravitational torque, so the active force output direction is determined to be from the motor end to the door end. Since there are different energy losses in the forward and reverse transmission processes, the forward transmission efficiency and reverse transmission efficiency are used in the subsequent calculations. Through the above steps, the controller establishes a bidirectional suspension force analysis model under the current working condition, providing a basis for subsequent bidirectional external force calculations.

[0046] After determining the current force transmission direction, the controller further calculates the external force required for the user to break the hovering state in different directions. In this embodiment, the hovering feel perceived by the user essentially corresponds to the magnitude of the external force required to break the hovering state at the door end. Therefore, by accurately calculating the external forces in both directions, quantitative analysis and control of the user's feel can be achieved.

[0047] When a user applies external force in the direction the door opens, the controller calculates the corresponding breaking hover torque based on the direction of force transmission.

[0048] If the current active force output direction is from the door end to the motor end, then the external torque required to break the hover in the door opening direction is: in, This indicates the external torque required to break the hovering position at the door end in the direction of door opening. This represents the current hovering control current, which can be initially set to... Alternatively, the current after consistency correction can be used. Indicates the reverse transmission resistance torque. This represents the hinge resistance torque. The formula reflects the various factors that the user's external force needs to overcome, including the motor's static resistance, transmission mechanism resistance, hinge resistance, and the current gravitational torque of the door.

[0049] If the current active force output direction is from the motor end to the door end, then the external torque required to break the hover in the door opening direction is: in, This indicates the external torque required at the motor end to break the hovering position in the direction of door opening. This represents the forward transmission efficiency. Since the direction of force transmission changes, the forward efficiency is used for conversion.

[0050] When a user applies an external force in the direction the door is closing, the calculation is also performed based on the current direction of force transmission.

[0051] If the current active force output direction is from the door end to the motor end, then the external torque required to break the hover in the closing direction is: in, This indicates the external torque required to break the hovering state at the door end in the closing direction.

[0052] Since the direction of door movement is opposite to the direction of door opening, the directions of static resistance torque and hinge resistance torque change, and the signs of the corresponding parameters change accordingly.

[0053] If the current active force output direction is from the motor end to the door end, then the external torque required to break the hover in the closing direction is: in, This indicates the external torque required to break the hovering position at the motor end in the closing direction.

[0054] Based on the above calculations, the controller obtains the theoretical external torque required to break the hovering in the opening and closing directions under the current operating conditions.

[0055] Furthermore, the controller can also convert the external torque into the actual external force applied by the user to the door operation position based on the lever arm Dh of the manual operation point: in, This indicates the external force required for the user to break the hovering position in the direction the door opens. This indicates the external force required for the user to break the hovering position in the direction of closing the door. This indicates the lever arm of the manual operation point relative to the hinge axis. This represents the external torque required to break the electrified hovering state in the direction of door opening. Depending on the direction of force transmission, it can be taken as... or ; This represents the external torque required to break the electrified hovering state in the direction of closing the door; depending on the direction of force transmission, it can be taken as... or Through the above conversion, the actual perceived size of the two-way suspension feel can be obtained.

[0056] After obtaining the external forces required to break the hovering in both the opening and closing directions, the controller further determines whether the bidirectional hovering breaking forces meet the consistency condition. Specifically, the controller first calculates the difference in the bidirectional hovering breaking torque: in, This indicates the difference in the bidirectional breaking of the hovering torque.

[0057] The controller then determines: ,in, This indicates a preset allowable difference. When the above conditions are met, the external torque required to break the hovering in the opening and closing directions is determined to meet the consistency condition. At this time, the current hovering current remains unchanged. When: If the external torque required to break the hovering in the opening and closing directions does not meet the consistency condition, the controller will correct the hovering current.

[0058] For example, when a vehicle is on a lateral slope, the gravitational torque may make the door more likely to move in the opening direction. In this case, the external force required for the user to break the hover in the opening direction is significantly less than the external force required to break the hover in the closing direction, resulting in a noticeably inconsistent operating feel. To address the above situation, this invention further corrects the hovering current.

[0059] Specifically, the current correction amount is generated based on the current difference in the bidirectional suspension breaking torque: in, This indicates the mapping relationship between the torque difference and the current compensation amount.

[0060] Preferably, the current correction amount can be obtained by proportional control, piecewise linear control, lookup table control, or iterative solution.

[0061] The final hovering control current is then calculated: in, This represents the final hovering control current. The controller drives the motor to output a compensating torque based on this final hovering control current and recalculates the bidirectional hovering breaking torque.

[0062] If the consistency condition is still not met, continue iterative correction until it is met: Or it satisfies: and in, This indicates that the preset target breaks the hovering torque.

[0063] Ultimately, the system ensures that the external force required to break the hover in both the opening and closing directions meets consistent conditions, and guarantees stable and reliable hovering performance under different slopes, opening angles, and load conditions. This achieves stable hovering under varying slopes, opening angles, and door postures, and ensures that the external force required to break the hover in both the opening and closing directions meets preset consistency conditions.

[0064] In some embodiments, step S101 above, which involves correcting the hinge axis vector and door normal vector based on the vehicle's lateral tilt angle, vehicle's longitudinal tilt angle, and door opening angle, and calculating the current door gravity moment, specifically includes: Obtain the spatial coordinates of the upper and lower hinges of the car door, as well as the coordinates of the car door's center of gravity, and establish the initial hinge axis vector and the initial car door normal vector. Based on the vehicle's lateral tilt angle and longitudinal tilt angle, the initial hinge axis vector and initial door normal vector are spatially corrected to obtain the hinge axis vector and door normal vector under the current vehicle posture. The door normal vector is corrected by rotating around the hinge axis vector to obtain the door normal vector under the current opening angle. The effective component of gravity in the door normal is determined based on the spatial relationship between the direction of gravity and the door normal vector under the current opening angle. The current door gravity moment is calculated based on the effective component of gravity in the door normal and the lever arm of the door's center of gravity relative to the hinge axis.

[0065] In this embodiment, the controller first acquires the spatial coordinates of the upper and lower hinges of the door, as well as the coordinates of the door's center of gravity. The spatial coordinates can be a three-dimensional coordinate system based on the vehicle's coordinate system, where the vehicle's coordinate system is a coordinate system with a fixed reference point on the vehicle as the origin and the vehicle's forward / backward, left / right, and up / down directions as the coordinate axes. The controller determines the initial hinge axis vector based on the spatial coordinates of the upper and lower hinges. This initial hinge axis vector represents the direction of the axis of rotation of the door around the vehicle body. Simultaneously, the controller determines the initial door normal vector based on the door's structural design parameters. This door normal vector is a direction vector perpendicular to the reference plane containing the inner and outer panels of the door, representing the orientation of the door plane in space.

[0066] Subsequently, the controller acquires the vehicle's lateral tilt angle and longitudinal tilt angle. The lateral tilt angle refers to the angle of inclination formed when the vehicle tilts around its longitudinal axis, typically corresponding to the vehicle's elevation change in the left-right direction; the longitudinal tilt angle refers to the angle of inclination formed when the vehicle pitches around its lateral axis, typically corresponding to the vehicle's elevation change in the front-rear direction. Based on these two tilt angles, the controller performs spatial attitude correction on the initial hinge axis vector and the initial door normal vector, transforming them from the initial installation state on a level surface to the actual spatial state under the current vehicle tilt condition. This process avoids errors caused by calculating the gravitational moment solely based on the level surface attitude under slope or side slope conditions.

[0067] Furthermore, the controller acquires the current door opening angle. The door opening angle refers to the angle of the door after rotation around the hinge axis relative to its closed position. Using the corrected hinge axis vector as the rotation axis, the controller corrects the door normal vector under the current vehicle posture to obtain the door normal vector at the current opening angle. In other words, this step considers both the overall vehicle posture change and the door's own opening angle change, ensuring that the door normal vector accurately reflects the door's spatial orientation under the current operating conditions.

[0068] Subsequently, the controller determines the effective component of gravity in the door's normal direction based on the spatial relationship between the direction of gravity and the door's normal vector at the current opening angle. The direction of gravity refers to the vertically downward direction in the vehicle's geographical environment; the effective component refers to the portion of gravity that can generate a tendency for the door to open or close around the hinge axis along the door's normal direction. Since different vehicle tilt angles and different door opening angles change the direction of gravity relative to the door plane, determining this effective component accurately reflects the actual impact of gravity on the door's rotational motion.

[0069] Finally, the controller calculates the current door gravity moment based on the effective component of gravity in the door's normal direction and the lever arm formed by the door's center of gravity coordinates relative to the hinge axis. The lever arm refers to the vertical distance or equivalent effective distance from the door's center of gravity to the hinge axis, characterizing the ability of the gravity point to produce a rotational effect relative to the axis of rotation. The current door gravity moment refers to the rotational torque generated by the door's gravity around the hinge axis under the combined effects of the vehicle's lateral tilt angle, longitudinal tilt angle, and door opening angle. This gravity moment can be further used to determine whether the mechanical hovering capability is sufficient, or to calculate the output capacity required for motor-driven hovering compensation.

[0070] Through the above implementation methods, this embodiment can dynamically correct the hinge axis direction and the door normal direction in various scenarios such as when the vehicle is on a level surface, uphill, downhill, side slope, and compound slope, and calculate the current door gravity torque accordingly, thereby improving the accuracy and adaptability of the electric side door hovering control.

[0071] In some embodiments, in step S102 above, determining the static resistance threshold from the motor to the transmission mechanism based on the static resistance torque of the motor after power-off and the transmission parameters, and converting the static resistance threshold to the door end or the output end of the transmission mechanism to obtain the equivalent static resistance parameter under the current door opening angle, specifically includes: Obtain the static resistance torque and transmission mechanism parameters when the motor is powered off, and convert the static resistance torque into the static holding capacity of the transmission mechanism output end based on the transmission mechanism parameters; Based on the motion conversion relationship of the screw mechanism, the static holding capacity is converted into the equivalent axial resistance of the strut. The effective lever arm corresponding to the axial force is determined based on the installation position of the strut and its spatial relationship with the car door. The equivalent static resistance moment of the door around the hinge axis is calculated based on the axial equivalent resistance of the strut and the effective lever arm, thus obtaining the equivalent static resistance parameters under the current door opening angle.

[0072] In this embodiment, the controller first acquires the static resistance torque and transmission mechanism parameters when the motor is powered off. The static resistance torque refers to the equivalent torque that resists rotation when the motor shaft is driven to rotate by an external force in a power-off state. This static resistance torque can be formed by the motor's cogging resistance, bearing friction, reducer static friction, and transmission component preload resistance. The transmission mechanism parameters can be obtained through vehicle calibration, component bench testing, or a parameter table pre-stored in the controller. These parameters include the transmission ratio between the motor and the lead screw, transmission efficiency, lead screw lead, lead screw pair friction characteristics, the position of the support rod connection point with the door, and the position of the support rod connection point with the vehicle body.

[0073] The controller converts the static resistance torque of the motor when power is off into the static holding capacity at the output end of the transmission mechanism based on the transmission mechanism parameters. The static holding capacity at the output end of the transmission mechanism refers to the ability to prevent the mechanism from moving after the static resistance at the motor end is transmitted through the reduction mechanism, gear mechanism, or coupling transmission mechanism, as manifested at the lead screw input end or the strut drive end. Since the transmission ratio changes the torque magnitude, and transmission efficiency and friction losses affect the actual transmittable holding capacity, the conversion process needs to comprehensively consider the influence of the transmission ratio, transmission efficiency, and mechanism friction on the transmission of static resistance.

[0074] Furthermore, based on the motion conversion relationship of the lead screw mechanism, the controller converts the static holding capacity at the output end of the transmission mechanism into an equivalent axial resistance of the strut. The motion conversion relationship of the lead screw mechanism refers to the conversion relationship between the rotational motion of the lead screw and the linear motion of the nut, slider, or push rod. Through this conversion relationship, the controller can convert the static holding capacity in the rotational direction into an equivalent resistance along the axial direction of the strut or lead screw.

[0075] Then, the controller determines the effective lever arm corresponding to the axial force based on the installation position of the strut and its spatial relationship with the door. The installation position of the strut includes the positions of the strut mounting points on the vehicle body and the door. The effective lever arm refers to the equivalent distance that the axial force of the strut can generate a rotational effect relative to the door hinge axis. Since the strut mounting position on the door, the direction of the strut axis, and the lever arm all change with the door opening angle, the controller determines the effective lever arm in real time based on the current door opening angle.

[0076] After determining the axial equivalent resistance and effective lever arm of the strut, the controller calculates the equivalent static resistance torque of the door around the hinge axis based on these two values, and uses this equivalent static resistance torque as the equivalent static resistance parameter under the current door opening angle. This equivalent static resistance parameter characterizes the static resistance effect exerted by the motor and transmission mechanism on the door end movement under the current door opening angle and mechanism posture.

[0077] It should be noted that the purpose of calculating the equivalent static resistance parameter in this embodiment is not to determine whether to activate live hover compensation, nor to classify the hovering state into mechanical hovering and live hovering. For the electric side door control method in this embodiment, the door hovering state is a live hovering state, and the hovering current is determined in real time based on the current door gravitational torque, equivalent static resistance parameter, transmission mechanism parameters, and motor parameters. The equivalent static resistance parameter is used to participate in the calculation of the magnitude and direction of the hovering current, and to determine whether the output torque at the motor end can overcome the static resistance threshold from the motor to the transmission mechanism, thereby further participating in the determination of the force transmission direction and the calculation of the external force required to break the live hovering in the opening and closing directions.

[0078] In this embodiment, the static resistance torque of the motor after power failure is converted step by step into the equivalent static resistance parameter under the current door opening angle, making it a fundamental parameter for calculating the energized hovering current and the bidirectional suspension breaking force. Compared to simply using the static resistance torque of the motor after power failure to determine whether energized hovering compensation is needed, this embodiment can more accurately reflect the impact of the static resistance from the motor to the transmission mechanism on hovering control and the user's feel when breaking the hover.

[0079] In some embodiments, in step S103 above, the calculation of the magnitude and direction of the hovering current in the live hovering control based on the current door gravity torque, equivalent static resistance parameters, strut lever arm, angle between the strut and the lead screw, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant specifically includes: Obtain the strut lever arm, strut-lead screw angle, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant at the current door opening angle; The required live hovering compensation torque at the door end is determined based on the current door gravity moment and equivalent static resistance parameters. The required compensation force of the strut is determined based on the electric hovering compensation torque and the strut lever arm. The compensating force is converted into the axial driving force of the lead screw based on the angle between the strut and the lead screw. Based on the lead screw lead, transmission ratio and transmission efficiency, the axial driving force of the lead screw is converted into the required output torque of the motor. The required output torque of the motor is converted into the magnitude of the hovering current based on the motor torque constant, and the direction of the hovering current is determined based on the current direction of the door's gravity torque.

[0080] In this embodiment, the door is in an electrically-controlled hovering state. The controller does not determine whether to activate electrically-controlled hovering compensation based on whether the mechanical hovering capability of the door is insufficient. Instead, during electrically-controlled hovering, it calculates the magnitude and direction of the hovering current in real time based on the current vehicle posture, current door opening angle, current door gravitational torque, equivalent static resistance parameters, and transmission mechanism parameters. Specifically, the controller acquires parameters such as the strut lever arm, the angle between the strut and the lead screw, the lead screw lead, the transmission ratio, the transmission efficiency, and the motor torque constant at the current door opening angle. Wherein, the strut lever arm refers to the equivalent distance that the strut can rotate relative to the door hinge axis when it applies force to the door; the angle between the strut and the lead screw refers to the angle formed between the axial force direction of the strut and the actual driving force direction of the lead screw, used to characterize the effective force component relationship when the lead screw driving force is transmitted to the strut; the lead screw lead refers to the distance that the nut or push rod moves along the lead screw axis when the lead screw rotates one revolution; the transmission ratio refers to the ratio of speed or torque change when the motor rotation output is transmitted to the lead screw through the reduction mechanism; the transmission efficiency refers to the proportion that can actually be used for output after deducting factors such as friction and meshing losses during the transmission process; and the motor torque constant refers to the corresponding parameter between the motor current and the motor output torque.

[0081] Subsequently, the controller determines the required energized hovering compensation torque at the door end based on the current door gravitational moment and equivalent static drag parameters. The current door gravitational moment represents the tendency of the door to sag or deflect around the hinge axis under the current vehicle posture and opening angle; the equivalent static drag parameter represents the static resistance exerted on the door end movement by the motor and transmission mechanism under the current door opening angle. The controller combines the current door gravitational moment and equivalent static drag parameters to determine the door end compensation torque required to maintain energized hovering at the current opening angle.

[0082] Furthermore, the controller determines the required compensation force from the strut based on the energized hovering compensation torque and the strut lever arm. Since the strut lever arm varies with the door opening angle, the controller preferably determines the strut lever arm in real time based on the current door opening angle, either by acquiring, calculating, or looking up a table, to avoid using a fixed lever arm that could lead to insufficient or excessive compensation force.

[0083] Then, the controller converts the required compensation force from the strut into the axial driving force of the lead screw based on the angle between the strut and the lead screw. The axial driving force of the lead screw refers to the force required to push or pull the nut or push rod along the axis of the lead screw. Since the axial force direction of the strut and the driving force direction of the lead screw are not completely coincident in some structures, and there is an angle between them, only the effective component of the driving force provided by the lead screw can be converted into the compensation force of the strut. Therefore, the controller considers this angle during the conversion to ensure that the obtained axial driving force of the lead screw meets the actual hovering compensation requirements.

[0084] Then, the controller converts the axial driving force of the lead screw into the required output torque of the motor based on the lead screw lead, transmission ratio, and transmission efficiency. The lead screw lead determines the force amplification characteristics when the lead screw converts rotary motion into linear motion; the transmission ratio reflects the amplification effect of the reduction mechanism on the motor torque; and the transmission efficiency corrects for energy losses caused by gear transmission, lead screw pair friction, and connecting component friction. By comprehensively considering the above parameters, the actual required output torque of the motor can be obtained, avoiding deviations caused by directly estimating the motor torque based solely on the door's gravitational torque.

[0085] Finally, the controller converts the required output torque of the motor into a hovering current based on the motor torque constant. The hovering current refers to the control current applied to the motor windings during the energized hovering process of the door, used to generate the holding torque. The hovering current includes both magnitude and direction. The current direction is determined based on the current direction of the door's gravitational torque, the direction of the required compensation torque at the door end, the direction of the lead screw's axial driving force, and the correspondence between the motor current direction and the motor's output torque direction. The controller can output this hovering current as the target current to the motor drive module, causing the motor to output a corresponding holding torque, which is then applied to the door via the transmission mechanism and support rod, thereby maintaining the door in an energized hovering state at the current opening angle.

[0086] Preferably, the controller can also combine current limiting, temperature rise protection and battery voltage status to limit or correct the hovering current to improve system safety.

[0087] Through the above implementation method, this embodiment can calculate the compensation current step by step based on the gravity torque at the door end, equivalent static resistance parameters, strut geometry, lead screw transmission characteristics, reduction transmission parameters, and motor parameters during electric hovering control, so that the compensation current matches the current door opening angle and mechanism posture. This method can avoid door slippage caused by insufficient compensation, and also reduce the vibration, noise, and increased energy consumption caused by excessive compensation, thereby improving the stability and comfort of electric side door hovering control.

[0088] Furthermore, the determination of the required compensation force provided by the strut based on the electrified hovering compensation torque and the strut lever arm specifically includes: Obtain the geometric parameters of the strut, and determine the spatial position of the strut's point of action relative to the rotation center of the door based on the geometric parameters. The geometric parameters include the strut length, installation position, and lever arm distribution. The spatial position is used to determine the relative relationship between the current door gravity moment and the strut lever arm. Based on the relative relationship between the electrified hovering compensation torque and the strut lever arm, the magnitude and direction of the force that the strut needs to apply are calculated, and the compensation force that the strut needs to provide is obtained.

[0089] In this embodiment, the controller first acquires the geometric parameters of the strut. These geometric parameters include the strut length, the strut's mounting position at the vehicle body end, the strut's mounting position at the vehicle door end, and the lever arm distribution. The strut length refers to the current distance between the two connecting ends of the strut, which typically varies with the door opening angle. The mounting position refers to the fixed point where the strut connects to the vehicle body and the movable point where the strut connects to the door. The lever arm distribution refers to the relationship between the axial force of the strut and the effective lever arm corresponding to the door's rotation center under different door opening angles. The door's rotation center refers to the reference position around which the door rotates when it is opened and closed, typically corresponding to the door hinge axis or an equivalent rotation axis formed by multiple hinges.

[0090] The controller determines the spatial position of the strut's point of action relative to the door's rotation center based on the aforementioned geometric parameters. The strut's point of action typically refers to the location where the strut connects to the door and applies a pushing or pulling force. Since the door rotates around its hinge axis during opening, the position of the strut's point of action relative to the door's rotation center changes with the door's opening angle, and the direction of the strut's axis also changes accordingly. Therefore, the controller can determine the position of the strut's point of action in the vehicle coordinate system or the door's local coordinate system based on the current door opening angle, the coordinates of the strut's two mounting points, and the strut's current length, and further determine the effective relationship of the strut's force relative to the door's rotation center.

[0091] After determining the spatial position of the strut's point of action, the controller determines the compensation force required from the strut based on the relative relationship between the electrified hovering compensation torque and the strut lever arm. In this embodiment, the electrified hovering compensation torque is a door-end compensation torque determined based on the current door gravitational torque and equivalent static resistance parameters, used to maintain the door in electrified hover at the current opening angle. The strut lever arm refers to the equivalent distance by which the axial force of the strut produces a rotational effect on the door's rotation center. It is not the same as the straight-line distance from the strut's point of action to the door's rotation center, but is related to the direction of the strut's force, the position of the door's rotation center, and the current opening angle. In other words, only the portion of the strut's axial force that can generate a reverse holding torque around the door's rotation center participates in hovering compensation.

[0092] In practice, the controller can determine the current strut lever arm in real time using a pre-calibrated opening angle-lever arm correspondence table or by the geometric relationship between the mounting points at both ends of the strut. When the live hovering compensation torque requires the door to generate an opening-direction holding torque, the direction of the strut compensation force is determined to be the direction that generates the opening-direction holding torque; when the live hovering compensation torque requires the door to generate a closing-direction holding torque, the direction of the strut compensation force is determined to be the direction that generates the closing-direction holding torque. Based on the magnitude of the live hovering compensation torque and the current strut lever arm, the controller determines the force value that the strut needs to apply, and combines this with the aforementioned directional judgment to obtain the compensation force that the strut needs to provide.

[0093] To improve compensation accuracy, in a preferred embodiment, the lever arm distribution can be obtained through vehicle design data or bench calibration and stored in the controller; the controller queries the corresponding strut lever arm based on the current door opening angle. When the door opening angle is between two calibration points, the controller can use interpolation to obtain the current lever arm value. For systems with large installation tolerances or elastic deformation in the structure, the current strut length and point of application can also be corrected by combining information from door position sensors, strut displacement sensors, or motor rotation angles.

[0094] Furthermore, the conversion of the compensating force into the axial driving force of the lead screw based on the angle between the strut and the lead screw specifically includes: The effective component of the compensating force in the axial direction of the screw is determined based on the angle between the strut and the screw, and the mapping relationship between the compensating force and the axial force on the screw is established. Based on the mapping relationship, the compensating force is decomposed into directions and the force value is converted to obtain the axial driving force required by the screw along the axis.

[0095] In this embodiment, the controller first obtains the angle between the strut and the lead screw. The angle between the strut and the lead screw refers to the spatial angle formed between the actual force direction of the strut and the axial direction of the lead screw. The actual force direction of the strut is usually along the axial direction formed by the connection points at both ends of the strut, while the axial direction of the lead screw is the direction in which the lead screw pushes the nut, slider, or push rod to produce linear motion. In some structures, the lead screw and strut can be approximately coaxial; in other structures, due to the influence of arrangement space, hinged structures, or intermediate connecting parts, there may be a certain angle between them. Therefore, if this angle is not considered and the strut compensation force is directly used as the axial driving force of the lead screw, it may lead to insufficient or excessive compensation.

[0096] The controller determines the effective component of the compensating force along the axial direction of the lead screw based on the angle between the strut and the lead screw, and establishes a mapping relationship between the compensating force and the axial force on the lead screw. The effective component refers to the portion of the required compensating force of the strut that can actually be provided or offset by the lead screw along its axial direction. The mapping relationship refers to the correspondence between the strut compensating force and the lead screw axial driving force under the current mechanism posture; this correspondence is determined by the strut direction, the lead screw axial direction, and the angle between them. This mapping relationship can be determined in real-time through mechanism geometric analysis, or it can be pre-calibrated and stored in the controller based on the angle changes under different door opening angles.

[0097] Furthermore, the controller performs directional decomposition and force value conversion of the compensation force based on this mapping relationship. Directional decomposition refers to breaking down the required compensation force of the strut along the axial direction of the lead screw and its perpendicular direction. The portion along the axial direction is directly related to the lead screw driving force, while the portion perpendicular to the axial direction is usually borne by hinge points, guides, or structural supports and is not considered a primary output requirement of the lead screw drive motor. Through this process, the controller can determine the thrust or tension that the lead screw should output along the axial direction to achieve the desired compensation effect for the strut.

[0098] When determining the axial driving force of the lead screw, the controller also determines the direction of the driving force. If the current gravitational torque of the door causes the door to tend to close, the direction of the axial driving force of the lead screw should cause the strut to prevent the door from closing or push the door open; if the current gravitational torque of the door causes the door to tend to open, the direction of the axial driving force of the lead screw should cause the strut to prevent the door from opening or pull the door back. Therefore, the axial driving force of the lead screw obtained by the controller includes not only the magnitude of the force but also the forward or reverse output direction along the lead screw axis.

[0099] In a preferred embodiment, the angle between the strut and the lead screw can be determined by the door opening angle, the strut extension / retraction amount, the lead screw installation angle, and the positional relationship of the intermediate connecting mechanism. For structures where the angle changes significantly with the opening angle, the controller can set an opening angle-angle correspondence table and retrieve the current angle by querying or interpolating based on the current door opening angle during vehicle operation. For situations where there are assembly errors or elastic deformations in the mechanism, the angle can be corrected by combining strut displacement sensors or motor position feedback to improve conversion accuracy.

[0100] Through the above implementation method, this embodiment introduces an angular mapping relationship between the strut compensation force and the lead screw driving force, which can accurately reflect the changes in the direction of force transmission in the actual mechanism. Compared with directly using the strut compensation force as the lead screw output force, this embodiment can reduce the calculation error caused by the mechanism arrangement angle, making the subsequent calculation of motor torque and hovering current more accurate, thereby improving the stability and reliability of the car door's energized hovering.

[0101] Furthermore, the step of converting the axial driving force of the lead screw into the required output torque of the motor based on the lead screw lead, transmission ratio, and transmission efficiency specifically includes: The correspondence between the rotary motion and axial motion of the lead screw is determined based on the lead screw lead. The proportional relationship between the motor's rotational motion and the lead screw's rotational motion is determined based on the transmission ratio; Determine the relationship between transmission efficiency and torque transmission based on transmission efficiency; Based on the correspondence between the lead screw's rotational motion and axial motion, the proportional relationship between the motor's rotational motion and the lead screw's rotational motion, and the influence of transmission efficiency on torque transmission, the axial driving force of the lead screw is converted into the output torque required by the motor.

[0102] In this embodiment, the controller first acquires the lead screw pitch. The lead screw pitch refers to the distance the nut, slider, or push rod moves along the axial direction of the lead screw when the lead screw rotates one revolution relative to the nut. The lead screw pitch is used to determine the correspondence between the rotational motion and axial motion of the lead screw. Specifically, the controller can read the lead screw pitch from product design parameters, component specifications, or factory calibration data, and determine the axial displacement change that the lead screw pair can produce when the lead screw rotates at a certain angle based on the pitch. Thus, the controller can determine that in order to generate the target driving force in the axial direction of the lead screw, the lead screw end needs to bear a corresponding rotational load. Generally speaking, under the same axial driving force, a lead screw with a smaller pitch has a larger force amplification effect, and the required rotational torque at the lead screw end is smaller; a lead screw with a larger pitch requires a larger rotational torque to generate the same axial driving force. Therefore, the lead screw pitch is a fundamental parameter for converting linear driving force into rotational torque requirements.

[0103] Subsequently, the controller acquires the transmission ratio and determines the proportional relationship between the motor's rotational motion and the lead screw's rotational motion based on this ratio. The transmission ratio refers to the proportional relationship between the rotational speed and torque of the motor output shaft and the lead screw when connected via a gear set, worm gear, synchronous belt, planetary reducer, or other transmission mechanism. This transmission ratio can be determined by the reducer's design parameters or obtained by testing the relationship between the motor's rotation angle and the lead screw's rotation angle. For example, during calibration, the motor can be controlled to rotate at a preset angle while simultaneously detecting the corresponding movement of the lead screw or nut, thereby confirming the actual proportional relationship between the motor's rotation and the lead screw's rotation. Using this proportional relationship, the controller can convert the required rotational load at the lead screw end to the motor's output shaft side. Typically, the reduction mechanism reduces the lead screw's speed and amplifies the torque at the lead screw end; therefore, the required output torque at the motor end is usually less than the equivalent torque at the lead screw end, but this conversion needs to be determined in conjunction with the actual transmission ratio.

[0104] Furthermore, the controller acquires the transmission efficiency and determines its impact on torque transmission. Transmission efficiency refers to the proportion of mechanical energy output by the motor that, after passing through the transmission mechanism and lead screw pair, can be effectively converted into the axial output capacity of the lead screw. During transmission, losses typically occur due to gear meshing friction, bearing friction, lead screw thread friction, lubrication resistance, sealing resistance, and elastic deformation of components. Therefore, the actual motor output torque needs to be greater than the torque under ideal lossless conditions. Transmission efficiency can be obtained in the following ways: first, by determining it based on the design manuals or supplier parameters of components such as the reducer, lead screw pair, and bearings; second, by obtaining it through bench testing, i.e., measuring the relationship between the motor output torque and the lead screw axial output force under different axial loads, different directions of motion, and different speeds; and third, by correcting it through vehicle calibration, i.e., correcting the efficiency parameters based on motor current feedback and door movement status under actual door opening, closing, or hovering conditions.

[0105] In a preferred embodiment, the transmission efficiency is not set as a fixed constant, but is determined separately according to the working direction and operating conditions. Since the friction state of the lead screw mechanism may differ during push rod extension and retraction, and the losses of the reduction mechanism may also differ during forward transmission and reverse load bearing, the controller can separately store the transmission efficiency in the door opening direction, the transmission efficiency in the door closing direction, and the equivalent transmission efficiency in the hovering holding state. When the temperature is low, the grease viscosity increases, or friction increases due to mechanism aging, the controller can also call upon a temperature correction coefficient or a life correction coefficient to compensate for the transmission efficiency. This avoids insufficient motor output torque due to overestimation of efficiency, and also avoids excessive motor current due to underestimation of efficiency.

[0106] After determining the above parameters, the controller, considering the lead screw lead, transmission ratio, and transmission efficiency, converts the axial driving force of the lead screw into the required output torque of the motor. Specifically, the controller first determines the mechanical conversion relationship when the lead screw pair converts rotational motion into axial motion based on the lead screw lead, thus obtaining the equivalent rotational load required at the lead screw end to generate this axial driving force; then, based on the transmission ratio, it converts the equivalent rotational load at the lead screw end to the motor output shaft; finally, it corrects for losses based on the transmission efficiency, ensuring that the motor output torque can cover friction and energy losses during transmission. The converted result is the target torque that the motor should output under the current door position, current lead screw force state, and current transmission conditions.

[0107] In practical applications, if the axial driving force of the lead screw corresponds to the support rod needing to push the car door outward, the required output torque of the motor is determined as the direction that causes the lead screw to extend or extend and hold. If the axial driving force of the lead screw corresponds to the support rod needing to pull the car door inward, the required output torque of the motor is determined as the direction that causes the lead screw to retract or retract and hold. Therefore, the required output torque of the motor obtained in this embodiment includes not only the magnitude of the torque but also information about the direction in which the motor should output in the forward or reverse direction.

[0108] Through the above implementation methods, this embodiment clarifies the rotation-linear motion conversion relationship corresponding to the lead screw lead, the motor-lead screw motion ratio relationship corresponding to the transmission ratio, and the torque loss correction relationship corresponding to the transmission efficiency, enabling the lead screw axial driving force to be reliably converted into the motor output torque. This method avoids compensation errors caused by setting the motor torque solely based on experience, improving the accuracy and stability of electric door hovering control, power assist control, or anti-fall control.

[0109] In some embodiments, in step S104 above, determining the force transmission direction from the door end to the motor end or from the motor end to the door end based on the user's external force direction, the current door gravity torque direction, the motor end output torque generated by the hovering current, and the static resistance threshold, and calculating the external force required to break the electrified hovering in the opening and closing directions respectively, specifically includes: Obtain the current direction of the door gravity torque, the direction of the external force applied by the user, the output torque of the motor generated by the hovering current, and the static resistance threshold from the motor to the transmission mechanism; When the direction of the user's external force is consistent with the direction of the current gravity torque of the car door, the reverse drag transmission mechanism at the car door end is determined to be under the combined action of the user's external force and gravity torque, and the force transmission direction is from the car door end to the motor end; When the direction of the user's external force is opposite to the direction of the current door's gravity torque, the motor end can be judged to have an effective holding effect by whether the output torque generated by the hovering current can overcome the static resistance threshold from the motor to the transmission mechanism. If the output torque at the motor end can overcome the static resistance threshold, then the direction of force transmission is determined to be from the motor end to the door end; otherwise, it is determined that the motor end has not formed an effective active output to the door end. Based on the determined force transmission direction and transmission mechanism parameters, calculate the external force required to break the electrified suspension in the opening and closing directions, respectively.

[0110] This embodiment is applied to vehicle door systems such as electric doors, electric tailgates, or side doors that have motors, reduction mechanisms, lead screw mechanisms, and strut mechanisms. It is used to determine how much external force is required when a user manually pushes or pulls the door to make it move from an electrically suspended state.

[0111] The term "electrified hovering" refers to the process where, at a certain opening angle, the controller applies a holding current to the motor, causing the motor to output a holding torque. This torque counteracts the door's gravitational torque or external disturbance, keeping the door stationary. The gravitational torque refers to the rotational torque generated by the door's own weight relative to the door hinge or pivot, and its direction indicates the direction in which the door naturally tends to open or close under gravity. The external force required to break the electrified hovering refers to the minimum or target external force required when the user applies an external force to the outside or inside of the door, enabling the door to overcome the motor's holding torque, transmission mechanism resistance, and gravity before initiating identifiable movement.

[0112] In this embodiment, the controller first acquires the direction of the current door's gravitational torque and the direction of the external force applied by the user. The direction of the gravitational torque can be determined based on the current door opening, the door's center of gravity position, the hinge axis position, and the overall vehicle attitude, or it can be obtained through a pre-calibrated correspondence between door opening and gravitational torque direction. The direction of the external force applied by the user can be determined based on the door lock, handle, door displacement trend, motor back electromotive force, position sensor changes, or force sensor signals. For example, it can determine whether the user is currently pushing the door in the opening direction or pulling it in the closing direction.

[0113] The controller also acquires the motor-end output torque generated by the hovering current and the static resistance threshold from the motor to the transmission mechanism. The motor-end output torque can be determined based on the relationship between the hovering current and the motor torque constant. The static resistance threshold is used to characterize the equivalent torque or equivalent value required for the motor-end output torque or the door-end reverse drag torque to overcome the static resistance from the motor to the transmission mechanism.

[0114] Subsequently, the controller determines the force transmission direction based on the relative relationship between the user's external force direction and the current door gravity torque direction, and in conjunction with the relationship between the motor's output torque and the static resistance threshold. The force transmission direction refers to the dominant direction of the transmission of external forces, motor holding forces, and transmission mechanism resistance between the door, motor, and transmission mechanism.

[0115] When the direction of the user's external force is consistent with the direction of the current gravitational torque, the user's external force and the tendency of the door's own weight work together, making it easier for the door end to actively push the transmission mechanism to move in the opposite direction. In this case, the force is mainly transmitted from the door end through the strut, lead screw, and reduction mechanism to the motor end. In other words, under this condition, the force applied by the user and the gravitational torque together attempt to drive the motor to rotate passively, and the motor and transmission mechanism mainly act as a source of resistance being dragged in the opposite direction. Therefore, the direction of force transmission is determined to be from the door end to the motor end.

[0116] When the direction of the user's external force is opposite to the direction of the current gravitational torque, it cannot be determined solely based on their opposite directions that the force is transmitted from the motor end to the door end. In this case, the controller further determines whether the output torque generated by the hovering current at the motor end can overcome the static resistance threshold from the motor to the transmission mechanism. If the output torque at the motor end can overcome the static resistance threshold, it indicates that the motor end can form an effective active output to the door end via the reduction mechanism, lead screw mechanism, and strut mechanism. In this case, the force transmission direction is determined to be from the motor end to the door end. If the output torque at the motor end fails to overcome the static resistance threshold, it indicates that the motor end has not yet formed an effective active output to the door end. Even if the direction of the user's external force is opposite to the direction of the current door gravitational torque, it should not be directly determined as force transmission from the motor end to the door end. Instead, the calculation of the force to break the electrified hovering should be performed according to the reverse drag path from the door end to the motor end.

[0117] Furthermore, based on the determined force transmission direction and transmission mechanism parameters, the controller calculates the external force required to break the electrified hovering in the opening and closing directions, respectively. The transmission mechanism parameters include the lead screw lead, reduction gear ratio, forward transmission efficiency, reverse transmission efficiency, lever arm at the connection point between the strut and the door, the angle between the strut and the lead screw, hinge friction resistance, and the current holding torque of the motor. The forward transmission efficiency refers to the efficiency when the motor actively drives the lead screw and further drives the door movement; the reverse transmission efficiency refers to the efficiency when an external force at the door end drags the lead screw, reduction gear, and motor in the opposite direction.

[0118] When calculating the external force required to break the electrified hovering in the direction of door opening, the controller sets the user's external force direction to the door opening direction. Based on the relationship between this door opening direction and the current door gravity torque direction, the motor output torque generated by the hovering current, and the static resistance threshold, the controller determines the actual force transmission direction in the door opening direction. Combining this actual force transmission direction, the controller selects appropriate transmission efficiency and mechanism parameters, and translates the motor holding torque, lead screw axial resistance, equivalent static resistance parameters, and door gravity torque to the user's applied force position to obtain the external force value required to break the hovering in the direction of door opening.

[0119] Similarly, when calculating the external force required to break the electrified hovering in the closing direction, the controller sets the user's external force direction to the closing direction. Based on the relationship between this closing direction and the current door gravity torque direction, the motor output torque generated by the hovering current, and the static resistance threshold, the controller determines the actual force transmission direction in the closing direction. Based on the actual force transmission direction corresponding to the closing direction, the controller selects appropriate transmission efficiency, lever arm relationships, and friction parameters to convert the motor holding torque and transmission mechanism resistance into the external force value that the user needs to apply at the door end.

[0120] In this embodiment, the controller avoids simply equating "the direction of the user's external force is opposite to the direction of the current door's gravitational torque" with "force transmission from the motor end to the door end." Instead, it further considers whether the output torque at the motor end generated by the hovering current overcomes the static resistance threshold for judgment. This allows for a more accurate reflection of the impact of the static resistance from the motor to the transmission mechanism on the user's force to break the hovering state, improving the recognition accuracy and operational consistency when the user manually takes control of the door.

[0121] Furthermore, the calculation of the external force required to break the electrified hovering in the opening and closing directions, based on the determined force transmission direction and transmission mechanism parameters, specifically includes: Determine the force transmission path of the opening side when breaking the electrified hovering in the opening direction, and the force transmission path of the closing side when breaking the electrified hovering in the closing direction. For the force transmission path on the opening side and the force transmission path on the closing side, the actual force transmission direction is determined according to the relationship between the direction of the user's external force and the direction of the current door gravity torque, the output torque of the motor end generated by the hovering current, and the static resistance threshold. When the actual force transmission direction in the corresponding direction is from the door end to the motor end, the first external force required to break the electric hovering in the opening direction is calculated according to the reverse drag path from the door end through the strut, screw mechanism, and transmission mechanism to the motor end, combined with the reverse transmission efficiency, transmission mechanism resistance, equivalent static resistance parameters and the current door gravity torque. When the actual force transmission direction in the corresponding direction is from the motor end to the door end, the second external force required to break the electric hovering in the closing direction is calculated according to the active output path from the motor end through the transmission mechanism, the lead screw mechanism, and the strut to the door end, combined with the forward transmission efficiency, transmission mechanism resistance, equivalent static resistance parameters, and the current door gravity torque.

[0122] In this embodiment, the controller first determines the door-opening force transmission path when breaking the electrified hovering state in the opening direction, and the door-closing force transmission path when breaking the electrified hovering state in the closing direction. The door-opening force transmission path refers to the path of force transmission between the door's point of application, door hinge, strut, lead screw mechanism, reduction mechanism, and motor when the user applies force in the opening direction and attempts to break the electrified hovering state of the door. The door-closing force transmission path refers to the path of force transmission between the aforementioned components when the user applies force in the closing direction.

[0123] It should be noted that the opening and closing directions of the door do not necessarily correspond to fixed force transmission paths. In other words, the opening direction does not necessarily correspond to the path from the door end to the motor end, and the closing direction does not necessarily correspond to the path from the motor end to the door end. The actual force transmission direction needs to be determined comprehensively based on the current direction of the door's gravity torque, the direction of the user's external force, the output torque at the motor end generated by the hovering current, and the static resistance threshold from the motor to the transmission mechanism.

[0124] Specifically, when breaking the electrified hovering in the direction of door opening, the controller sets the user's external force direction to the door opening direction and determines whether this opening direction is consistent with the current door's gravitational torque direction. If they are consistent, the user's external force and the current door's gravitational torque together cause the door to move in the opening direction, and the calculation is performed according to the reverse drag path from the door end to the motor end. If they are opposite, the controller further determines whether the output torque at the motor end generated by the hovering current overcomes the static resistance threshold from the motor to the transmission mechanism; if it overcomes, the calculation is performed according to the active output path from the motor end to the door end; if it does not overcome, the calculation is still performed according to the reverse drag path from the door end to the motor end. This yields the external force required to break the electrified hovering in the direction of door opening, which is used as the first external force value.

[0125] When breaking the electrified hovering in the closing direction, the controller sets the user's external force direction to the closing direction and checks if this closing direction is consistent with the current door's gravitational torque direction. If they are consistent, the user's external force and the current door's gravitational torque together cause the door to move in the closing direction, and the calculation is performed according to the reverse drag path from the door end to the motor end. If they are opposite, the controller further checks whether the motor's output torque generated by the hovering current overcomes the static resistance threshold from the motor to the transmission mechanism; if it overcomes, the calculation is performed according to the active output path from the motor end to the door end; if it does not overcome, the calculation is still performed according to the reverse drag path from the door end to the motor end. This yields the external force required to break the electrified hovering in the closing direction, which is used as the second external force value.

[0126] When the actual force transmission direction in the corresponding direction is from the door end to the motor end, it means that after the user's external force is applied to the door end, the door end drags the motor end through the strut, lead screw mechanism, and transmission mechanism. At this time, the controller uses the reverse drag path for calculation, and combines the reverse transmission efficiency, transmission mechanism resistance, equivalent static resistance parameters, strut lever arm, angle between the strut and lead screw, current door gravity torque, and user's point of action lever arm to calculate the external force required for the user to break the electrified hover in the corresponding direction.

[0127] When the actual force transmission direction in the corresponding direction is from the motor end to the door end, it indicates that the output torque at the motor end generated by the hovering current has overcome the static resistance threshold from the motor to the transmission mechanism, and forms an effective active output to the door end through the transmission mechanism, lead screw mechanism, and strut. At this time, the controller uses the active output path for calculation, and combines the forward transmission efficiency, transmission mechanism resistance, equivalent static resistance parameters, strut lever arm, angle between the strut and lead screw, current door gravity torque, and user action point lever arm to calculate the external force required for the user to break the electrified hover in the corresponding direction.

[0128] The transmission mechanism parameters may include the lead screw lead, the reduction gear ratio, the transmission efficiency, the friction characteristics of the lead screw pair, the distance from the connection point between the strut and the door to the hinge axis, the angle between the force direction of the strut and the rotation direction of the door, the position of the door's point of action, and the hinge friction parameters, etc. The transmission efficiency refers to the effective transmission ratio of force or energy in the transmission mechanism after deducting friction, meshing losses, and structural resistance. The term "force transmission path," which is not common knowledge, refers to the mechanical connection sequence and corresponding mechanical transformation relationship that an external force or driving holding force passes through when transmitted from one component to another in a specific direction of motion.

[0129] Furthermore, the controller can first calculate the external torque required to break the electrified hovering in the corresponding direction, and then convert the external torque into the external force actually applied by the user to the door operating position based on the lever arm of the user's operating point relative to the door hinge axis. The user operating point can be the outer door handle, the inner door handle, a designated area of ​​the door panel, or other user force application positions.

[0130] In a preferred embodiment, the controller also updates the geometric parameters in the door opening and closing force transmission paths in real time based on the door opening degree. Since the angle between the strut and the door, the strut lever arm, and the gravitational torque all change during door rotation, the equivalent holding capacity at the door's point of action will differ even if the motor outputs the same holding torque at different opening degrees. Therefore, the controller can pre-store a table corresponding to the door opening degree and mechanism parameters, or obtain the door position in real time through sensors and then look up the table for correction.

[0131] In this embodiment, the system can determine the actual force transmission direction for both the opening and closing directions, and calculate the external force required to break the electrified hovering state, instead of fixing the opening and closing directions to a single force transmission path. This improves the accuracy of recognition when the user manually takes control of the door, ensuring a more consistent operating feel under different opening degrees, different gravity directions, and different transmission states.

[0132] In some embodiments, step S105 above, which involves correcting the hovering current based on the difference between the external force required to break the energized hovering in the opening direction and the closing direction, so that the door remains hovered and the external force required to break the hovering in the opening direction and the closing direction meets the consistency condition, specifically includes: Calculate the difference between the external force required to break the electrified suspension in the opening direction and the closing direction, and determine the compensation current correction amount based on the difference; The compensation current correction is applied to the initial hovering current to generate the corrected hovering current; The motor output torque is controlled by adjusting the hovering current to keep the door balanced in the hovering state, and to ensure that the external force required to break the energized hovering in the opening and closing directions meets the consistency condition.

[0133] This embodiment provides a method for correcting the hovering current based on the difference in the external force required to break the energized hovering state in the opening and closing directions. This method is used to keep the car door stable in the energized hovering state and to ensure that the external force required for the user to manually break the hovering state in the opening and closing directions meets the same condition, thereby improving the operating feel.

[0134] The hovering current refers to the current applied to the motor by the controller to enable the motor to output holding torque. The initial hovering current refers to the base holding current determined based on the door weight, door opening degree, gravitational torque, transmission mechanism parameters, or preset calibration values. The corrected hovering current refers to the current obtained after correcting the initial hovering current by considering the difference in external force required to break the hovering in the opening and closing directions. The external force required to break the electrified hovering refers to the external force required for the user to push or pull the door, enabling the door to overcome the motor holding torque, transmission resistance, static friction, and the effects of gravity to begin generating identifiable movement.

[0135] In this embodiment, the controller first acquires the first external force value required to break the electrified hovering in the opening direction and the second external force value required to break the electrified hovering in the closing direction. The first and second external force values ​​can be calculated based on the motor holding torque, lead screw lead, transmission ratio, transmission efficiency, door opening degree, door gravitational torque, strut installation position, and user force application point position, or they can be estimated through signals such as force sensor, motor current change, and position change trend.

[0136] Subsequently, the controller calculates the difference between the first and second external force values ​​and determines the compensation current correction amount based on this difference. Specifically, when the first external force value is greater than the second external force value, it indicates that it is more difficult for the user to break the suspension in the opening direction, and the current motor holding or gravity compensation state makes the resistance in the opening direction too large; the controller determines the compensation current correction amount accordingly, so that the corrected motor output torque is adjusted appropriately in the direction of reducing the resistance in the opening direction and increasing the resistance in the closing direction. When the second external force value is greater than the first external force value, it indicates that it is more difficult for the user to break the suspension in the closing direction, and the controller determines the compensation current correction amount in the opposite direction. Thus, the polarity of the compensation current correction amount is determined by the sign of the difference between the two external forces, and the magnitude of the compensation current correction amount is related to the magnitude of the external force difference.

[0137] To avoid overcorrection, in a preferred embodiment, the controller sets an upper limit and a rate of change limit for the compensation current correction. That is, even if the difference between the first and second external force values ​​is large, the controller will not apply an excessive current correction all at once, but will adjust gradually according to a preset step size or filtering method. This prevents the door from shaking, lurching, or becoming unstable due to sudden changes in motor torque.

[0138] The controller then applies the compensation current correction to the initial hovering current to generate a corrected hovering current. This application process can be understood as: adding a current bias to the base holding current to balance the bidirectional external forces breaking the hover. If the initial hovering current is mainly used to counteract the door's gravitational torque, the compensation current correction is mainly used to correct inconsistencies in the door opening and closing feel caused by differences in transmission mechanism efficiency, static friction asymmetry, changes in door posture, or calibration errors.

[0139] Subsequently, the controller adjusts the motor output torque according to the corrected hovering current. Since there is a definite correlation between the motor output torque and the motor current, the controller can change the holding effect of the drive unit on the door by adjusting the motor current. The corrected motor output torque is used, on the one hand, to prevent the door from opening or closing on its own at the current opening degree, and on the other hand, to adjust the difference in resistance felt by the user when breaking the hovering position in the opening and closing directions.

[0140] In one implementation, the controller repeats the above process in each control cycle: recalculating the first and second external force values, and determining whether the difference between them meets the consistency condition; if the consistency condition is not met, the compensation current correction amount continues to be updated; if the consistency condition is met, the current corrected hovering current is maintained or only a small correction is made. The consistency condition may include the difference between the first and second external force values ​​being less than or equal to a preset allowable difference. The preset allowable difference can be set according to user feel requirements, door quality, door type, and safety requirements, for example, set to a range of external force differences that are difficult for the user to perceive.

[0141] Through this embodiment, the door system can not only achieve live hovering, but also adaptively correct the hovering current to overcome the inconsistency in the external force required for hovering based on the opening and closing directions. This allows the door to maintain balance in the hovering state and ensures that the external force required for the user to manually control the door in both directions meets preset consistency conditions, improving hovering stability and operational comfort.

[0142] As attached Figure 2 As shown in the illustration, this embodiment demonstrates a control process that corrects the hovering current based on the difference in the external force required to break the electrically hovering state in the opening and closing directions. This process can be applied to electric doors, electric tailgates, or other door systems driven by motors and equipped with electrically hovering functionality. It ensures stable door hovering while guaranteeing that the user's operating force to break the hovering state in the opening and closing directions meets preset consistency conditions.

[0143] In this embodiment, the controller first acquires the external force required to break the electrified hovering state in the opening direction and the external force required to break the electrified hovering state in the closing direction. The external force required to break the electrified hovering state refers to the force required when the door is in an electrified hovering state, for the user to apply an external force at the point of application on the door, enabling the door to overcome the influence of the motor holding torque, transmission mechanism resistance, static friction, and the door's gravity to begin generating a identifiable displacement or movement trend. The external force values ​​in the above two directions can be calculated based on the door opening degree, the direction of the gravitational torque, transmission mechanism parameters, motor holding torque, and force transmission path, or can be obtained through sensor detection or model estimation.

[0144] Subsequently, as attached Figure 2 In the second step, the controller calculates the difference between the external forces required to break the hover in both directions and determines the compensation current correction based on this difference. The compensation current correction refers to the current bias added or reduced based on the initial hover current, used to change the motor's output holding torque, thereby adjusting the difference in external forces required to break the hover in the two directions. When the external force required to break the hover in the opening direction is greater than that in the closing direction, it indicates that the opening direction operation is too heavy under the current hover control. The controller determines the current correction for the corresponding direction to reduce the equivalent resistance in the opening direction or increase the equivalent resistance in the closing direction. When the external force required to break the hover in the closing direction is greater than that in the opening direction, the controller determines the current correction for the opposite direction. The magnitude of the compensation current correction can increase with the increase of the difference in external forces in the two directions, and a maximum limit can be set to avoid sudden changes in motor output torque that could cause door vibration.

[0145] Next, the controller applies the compensation current correction to the initial hovering current to generate a corrected hovering current. The initial hovering current refers to the base current used to counteract the door's gravitational torque and maintain its current opening angle before bidirectional external force consistency correction is performed. The corrected hovering current is the current value obtained by adding or subtracting the compensation current correction from the initial hovering current. Through this step, the controller can further correct for differences in bidirectional operating force caused by door posture, gravitational torque variations, transmission efficiency differences, friction asymmetry, or assembly errors, while maintaining door hovering.

[0146] Then, as attached Figure 2 As shown, the controller controls the motor output torque according to the corrected hovering current, keeping the door balanced in the hovering state. Specifically, the motor outputs a corresponding holding torque based on the corrected hovering current. This holding torque is applied to the door through transmission components such as the reduction mechanism, lead screw mechanism, and strut mechanism, preventing the door from opening or closing on its own due to its own weight or external disturbances. At the same time, the corrected holding torque changes the equivalent holding capacity at the door's point of application, adjusting the external force required to break the hovering in the opening and closing directions towards the direction that meets the preset consistency conditions.

[0147] After completing one correction, the controller further determines whether the external forces required to break the hover in the opening and closing directions meet the consistency condition. Meeting the consistency condition does not require the two external force values ​​to be absolutely equal, but rather that the difference between them is within a preset allowable range. This allowable range can be calibrated based on user feel requirements, door weight, vehicle model configuration, and safety strategies. When the determination result is yes, it indicates that the current corrected hovering current is sufficient to meet the consistency condition for hover holding and bidirectional hover breaking external forces. The controller maintains the current compensation current and achieves consistent control of hover holding and hover breaking forces.

[0148] When the judgment result is negative, meaning the difference in external force required to break the hover in the opening and closing directions is still significant, the controller continues to execute the correction process. Specifically, the controller recalculates or updates the difference in external force in the two directions, re-determines the compensation current correction amount, and then applies the new correction amount to the hovering current. Through this cyclical adjustment process, the corrected hovering current gradually converges, ensuring that the door maintains balance in the hovering state while ensuring that the external force felt by the user when breaking the hover in the opening and closing directions is essentially the same.

[0149] Therefore, this appendix Figure 2 The illustrated embodiment enables closed-loop correction of the hovering current. Compared to methods that rely solely on a fixed hovering current to maintain the door position, this embodiment considers not only whether the door can hover, but also the consistency of the user's bidirectional force required to break the hovering, thereby improving the stability, comfort, and manual takeover experience of the electric door hovering control.

[0150] 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 suspension torque compensation and suspension force consistency control method as described in any of the above methods.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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 hovering torque compensation and hovering force consistency control method as described in any of the above methods.

[0155] 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.

[0156] 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 hovering torque compensation and hovering force consistency control method as described in any of the above methods, so as to control the motor through the driver to drive the door body to perform opening, closing, hovering, or braking actions.

[0157] This embodiment provides an electric side door that can be applied to the side opening of a vehicle to realize the electric opening, closing, hovering and braking control of the door body.

[0158] The electric side door includes a door body, a motor, a drive mechanism, and a controller. The door body is hinged to the vehicle body and can rotate relative to the vehicle body in an open position, a closed position, and any intermediate position. The motor is connected to the door body via a transmission mechanism, which may include one or more of a reduction gear mechanism, a lead screw mechanism, a strut mechanism, and a linkage mechanism, used to convert the motor's output torque into a driving force to open or close the door body. The drive mechanism is connected to the motor and provides corresponding drive current to the motor according to the control commands output by the controller. The controller is connected to the drive mechanism and controls the drive mechanism.

[0159] When the door reaches a predetermined opening degree or the user triggers a hovering request, the controller acquires the current door opening degree, the direction of the door's gravitational torque, the direction of the user's external force, motor status parameters, and transmission mechanism parameters, and determines the initial hovering current of the door in the current state. Further, the controller determines the external force values ​​required to break the electrified hovering in the opening and closing directions, respectively, and determines the compensation current correction amount based on the difference between the external force values ​​in the two directions. The controller applies the compensation current correction amount to the initial hovering current to generate a corrected hovering current, and controls the motor to output holding torque according to the corrected hovering current via the driver.

[0160] Therefore, the door body can remain suspended at the current opening degree, and the external force required for the user to break the suspension in both the opening and closing directions meets the same condition. When the controller detects that the user is manually pushing or pulling the door body, it can also determine the user's intention to take over based on the external force required to break the suspension, and control the motor through the drive to perform assist, braking, or release the suspension action. Through this embodiment, the electric side door can achieve both suspension stability and consistent bidirectional operation feel.

[0161] This invention also provides a controller for use with an electric side door, the controller being configured to implement the method described in any of the above methods for compensating the hovering torque of the electric side door and controlling the inconsistency of the hovering force.

[0162] This embodiment provides a controller applied to an electric side door system, which can be connected to a drive unit, a motor, a door position detection device, a current detection device, and / or an external force detection device. The controller can be a vehicle controller, a door control module, or a separately configured electric side door control unit.

[0163] The controller is configured to perform a method for compensating for the hovering torque of the electric side door and breaking the consistency control of the hovering force. Specifically, before the door is in an electric hovering state or enters hovering control, the controller acquires information such as the current opening degree of the door, the direction of the gravitational torque, the motor output state, the transmission mechanism parameters, and the direction of the user's external force, and calculates or estimates the external force values ​​required to break the electric hovering in the opening and closing directions based on the above information.

[0164] The controller further calculates the difference between the external force values ​​in the two directions and determines the compensation current correction amount based on this difference. Subsequently, the controller combines the compensation current correction amount with the initial hovering current to obtain the corrected hovering current and outputs a corresponding control signal to the driver, causing the driver to control the motor to output the corresponding holding torque. The controller is also configured to determine during the control process whether the external force required to break the hovering in the opening and closing directions is within a preset allowable range; if it is not within the preset allowable range, the compensation current correction amount is updated; if it is within the preset allowable range, the current compensation current is maintained or a small dynamic correction is made.

[0165] The controller in this embodiment can achieve adaptive compensation of the motor holding torque during the hovering process of the electric side door, so that the door remains hovered and the external force required by the user to break the hovering in the opening and closing directions meets the consistency condition, thereby improving the hovering reliability of the electric side door and the user's operating comfort.

[0166] 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.

[0167] 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 compensating for the hovering torque of an electric side door and controlling the consistency of hovering force, characterized in that, The method specifically includes: Obtain the door structure parameters, motor parameters, transmission parameters, vehicle lateral tilt angle, vehicle longitudinal tilt angle, and door opening angle. Based on the vehicle lateral tilt angle, vehicle longitudinal tilt angle, and door opening angle, correct the hinge axis vector and door normal vector, and calculate the current door gravity moment. The static resistance threshold from the motor to the transmission mechanism is determined based on the static resistance torque of the motor when it is de-energized and the transmission parameters. The static resistance threshold is then converted to the door end or the output end of the transmission mechanism to obtain the equivalent static resistance parameters under the current door opening angle. In live hovering control, the magnitude and direction of the hovering current are calculated based on the current door gravity torque, equivalent static resistance parameters, strut lever arm, angle between strut and lead screw, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant. Based on the direction of the user's external force, the current direction of the door's gravity torque, the output torque of the motor end generated by the hovering current, and the static resistance threshold, determine the force transmission direction from the door end to the motor end or from the motor end to the door end, and calculate the external force required to break the electrified hovering in the opening direction and the closing direction respectively. The hovering current is adjusted based on the difference between the external force required to break the energized hovering in the opening direction and the closing direction, so that the door remains hovered and the external force required to break the hovering in the opening direction and the closing direction meets the consistency condition.

2. The method according to claim 1, characterized in that, The process of correcting the hinge axis vector and door normal vector based on the vehicle's lateral tilt angle, longitudinal tilt angle, and door opening angle to calculate the current door gravitational moment specifically includes: Obtain the spatial coordinates of the upper and lower hinges of the car door, as well as the coordinates of the car door's center of gravity, and establish the initial hinge axis vector and the initial car door normal vector. Based on the vehicle's lateral tilt angle and longitudinal tilt angle, the initial hinge axis vector and initial door normal vector are spatially corrected to obtain the hinge axis vector and door normal vector under the current vehicle posture. The door normal vector is corrected by rotating around the hinge axis vector to obtain the door normal vector under the current opening angle. The effective component of gravity in the door normal is determined based on the spatial relationship between the direction of gravity and the door normal vector under the current opening angle. The current door gravity moment is calculated based on the effective component of gravity in the door normal and the lever arm of the door's center of gravity relative to the hinge axis.

3. The method according to claim 1, characterized in that, The process of determining the static resistance threshold from the motor to the transmission mechanism based on the static resistance torque of the motor after power failure and the transmission parameters, and converting the static resistance threshold to the door end or the output end of the transmission mechanism to obtain the equivalent static resistance parameters under the current door opening angle, specifically includes: Obtain the static resistance torque and transmission mechanism parameters when the motor is powered off, and convert the static resistance torque into the static holding capacity of the transmission mechanism output end based on the transmission mechanism parameters; Based on the motion conversion relationship of the screw mechanism, the static holding capacity is converted into the equivalent axial resistance of the strut. The effective lever arm corresponding to the axial force is determined based on the installation position of the strut and its spatial relationship with the car door. The equivalent static resistance moment of the door around the hinge axis is calculated based on the axial equivalent resistance of the strut and the effective lever arm, thus obtaining the equivalent static resistance parameters under the current door opening angle.

4. The method according to claim 1, characterized in that, In the live hovering control, the magnitude and direction of the hovering current are calculated based on the current door gravitational torque, equivalent static resistance parameters, strut lever arm, angle between the strut and lead screw, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant. Specifically, this includes: Obtain the strut lever arm, strut-lead screw angle, lead screw lead, transmission ratio, transmission efficiency, and motor torque constant at the current door opening angle; The required live hovering compensation torque at the door end is determined based on the current door gravity moment and equivalent static resistance parameters. The required compensation force of the strut is determined based on the electric hovering compensation torque and the strut lever arm. The compensating force is converted into the axial driving force of the lead screw based on the angle between the strut and the lead screw. Based on the lead screw lead, transmission ratio and transmission efficiency, the axial driving force of the lead screw is converted into the required output torque of the motor. The required output torque of the motor is converted into the magnitude of the hovering current based on the motor torque constant, and the direction of the hovering current is determined based on the current direction of the door's gravity torque.

5. The method according to claim 4, characterized in that, The determination of the required compensation force provided by the strut based on the electrified hovering compensation torque and the strut lever arm specifically includes: Obtain the geometric parameters of the strut, and determine the spatial position of the strut's point of action relative to the rotation center of the door based on the geometric parameters. The geometric parameters include the strut length, installation position, and lever arm distribution. The spatial position is used to determine the relative relationship between the current door gravity moment and the strut lever arm. Based on the relative relationship between the electrified hovering compensation torque and the strut lever arm, the magnitude and direction of the force that the strut needs to apply are calculated, and the compensation force that the strut needs to provide is obtained.

6. The method according to claim 4, characterized in that, The conversion of the compensating force into the axial driving force of the lead screw based on the angle between the strut and the lead screw specifically includes: The effective component of the compensating force in the axial direction of the screw is determined based on the angle between the strut and the screw, and the mapping relationship between the compensating force and the axial force on the screw is established. Based on the mapping relationship, the compensating force is decomposed into directions and the force value is converted to obtain the axial driving force required by the screw along the axis.

7. The method according to claim 4, characterized in that, The process of converting the axial driving force of the lead screw into the required output torque of the motor based on the lead screw lead, transmission ratio, and transmission efficiency specifically includes: The correspondence between the rotary motion and axial motion of the lead screw is determined based on the lead screw lead. The proportional relationship between the motor's rotational motion and the lead screw's rotational motion is determined based on the transmission ratio; Determine the relationship between transmission efficiency and torque transmission based on transmission efficiency; Based on the correspondence between the lead screw's rotational motion and axial motion, the proportional relationship between the motor's rotational motion and the lead screw's rotational motion, and the influence of transmission efficiency on torque transmission, the axial driving force of the lead screw is converted into the output torque required by the motor.

8. The method according to claim 1, characterized in that, The process involves determining the force transmission direction from the door end to the motor end or from the motor end to the door end based on the user's external force direction, the current door gravity torque direction, the motor output torque generated by the hovering current, and the static resistance threshold. It also calculates the external force required to break the electrified hovering in the opening and closing directions, respectively. Specifically, this includes: Obtain the current direction of the door gravity torque, the direction of the external force applied by the user, the output torque of the motor generated by the hovering current, and the static resistance threshold from the motor to the transmission mechanism; When the direction of the user's external force is consistent with the direction of the current gravity torque of the car door, the reverse drag transmission mechanism at the car door end is determined to be under the combined action of the user's external force and gravity torque, and the force transmission direction is from the car door end to the motor end; When the direction of the user's external force is opposite to the direction of the current door's gravity torque, the motor end can be judged to have an effective holding effect by whether the output torque generated by the hovering current can overcome the static resistance threshold from the motor to the transmission mechanism. If the output torque at the motor end can overcome the static resistance threshold, then the direction of force transmission is determined to be from the motor end to the door end; otherwise, it is determined that the motor end has not formed an effective active output to the door end. Based on the determined force transmission direction and transmission mechanism parameters, calculate the external force required to break the electrified suspension in the opening and closing directions, respectively.

9. The method according to claim 8, characterized in that, The calculation of the external force required to break the electrified hovering in the opening and closing directions, based on the determined force transmission direction and transmission mechanism parameters, specifically includes: Determine the force transmission path of the opening side when breaking the electrified hovering in the opening direction, and the force transmission path of the closing side when breaking the electrified hovering in the closing direction. For the force transmission path on the opening side and the force transmission path on the closing side, the actual force transmission direction is determined according to the relationship between the direction of the user's external force and the direction of the current door gravity torque, the output torque of the motor end generated by the hovering current, and the static resistance threshold. When the actual force transmission direction in the corresponding direction is from the door end to the motor end, the first external force required to break the electric hovering in the opening direction is calculated according to the reverse drag path from the door end through the strut, screw mechanism, and transmission mechanism to the motor end, combined with the reverse transmission efficiency, transmission mechanism resistance, equivalent static resistance parameters and the current door gravity torque. When the actual force transmission direction in the corresponding direction is from the motor end to the door end, the second external force required to break the electric hovering in the closing direction is calculated according to the active output path from the motor end through the transmission mechanism, the lead screw mechanism, and the strut to the door end, combined with the forward transmission efficiency, transmission mechanism resistance, equivalent static resistance parameters, and the current door gravity torque.

10. The method according to claim 1, characterized in that, The process of correcting the hovering current based on the difference between the external forces required to break the electrified hovering in the opening and closing directions, so that the door remains hovered and the external forces required to break the hovering in the opening and closing directions meet the consistency condition, specifically includes: Calculate the difference between the external force required to break the electrified suspension in the opening direction and the closing direction, and determine the compensation current correction amount based on the difference; The compensation current correction is applied to the initial hovering current to generate the corrected hovering current; The motor output torque is controlled by adjusting the hovering current to keep the door balanced in the hovering state, and to ensure that the external force required to break the energized hovering in the opening and closing directions meets the consistency condition.

Images