Vehicle and its auxiliary access system

Abstract

The application discloses a vehicle and an auxiliary entry and exit system thereof. The auxiliary entry and exit system comprises a fixed part, a movable part, a foot pedal component, a driver, a detector and a controller. The fixed part is used for fixed connection with the vehicle. The movable part is movably connected with the fixed part. The foot pedal component is connected with the movable part. The driver is coupled with the movable part and can drive the foot pedal component to move between a retracted position and a deployed position through the movable part. The detector is used for detecting the movement of the auxiliary entry and exit system relative to the ground and generating movement-related information. The controller is in communication connection with the vehicle, the driver and the detector respectively. The application can control the movement of the driver according to the vehicle movement-related information obtained by the detector and the vehicle movement-related information sent by the vehicle, so as to realize the diversity of the control mode and meet the needs of different vehicles or different use scenarios of the same vehicle.

Description

Technical Field

[0001] This application relates to the automotive field, and in particular to a vehicle and its auxiliary access system. Background Technology

[0002] In the existing technology, there are various auxiliary entry and exit systems for vehicles, such as automatic retractable step systems, automatic rotating ladder systems, or automatic retractable ramp systems. These systems are typically installed near the vehicle's door or cargo box or bumper, and can move between a retracted and extended position.

[0003] The auxiliary access system includes a drive and a controller. The controller is connected to the Body Control Module (BCM) via the body communication bus. The vehicle speed detector is connected to the BCM via the body communication bus. The controller can obtain the vehicle speed through the BCM or the body communication bus. The controller controls the working state of the drive based on the relationship between the vehicle speed and a preset threshold. Such auxiliary access systems have limited control methods and are difficult to adapt to more vehicles or meet the needs of the same vehicle in different usage scenarios. Utility Model Content

[0004] The present application provides a vehicle and its auxiliary access system, which can solve the technical problem that the existing auxiliary access systems have few control methods and are difficult to adapt to more vehicles or meet the needs of the same vehicle in different usage scenarios.

[0005] To solve the above-mentioned technical problems, one technical solution adopted in this application is: providing an auxiliary access system for a vehicle, the auxiliary access system including a deployment mechanism, a foot pedal component with a foot pedal surface, a driver, a detector, and a controller. The deployment mechanism includes a fixed component and a movable component. The fixed component is used to be fixedly connected to the vehicle, and the movable component is movably connected to the fixed component. The foot pedal component is connected to the movable component. The driver is coupled to the movable component and can drive the foot pedal component to move between a retracted position and a deployed position through the movable component. The detector is used to detect the movement of the auxiliary access system relative to the ground and generate motion-related information. The controller is communicatively connected to the vehicle, the driver, and the detector.

[0006] In some embodiments, the detector includes a GNSS receiver and / or an inertial sensor that are communicatively connected to the controller.

[0007] In some embodiments, the detector includes an encoder or a magnetoelectric speed sensor that is communicatively connected to the controller, the detector being used to obtain the speed of motion of the auxiliary entry / exit system relative to the ground from the wheels or drive shaft of the vehicle.

[0008] In some embodiments, the detector includes an accelerometer and a GNSS receiver, both of which are integrated into the controller and are communicatively connected to the controller.

[0009] In some embodiments, the controller can fuse the detection data from the accelerometer and the GNSS receiver using a Kalman filter to obtain the motion speed of the assisted access system relative to the ground.

[0010] In some embodiments, the foot pedal component has an air duct extending along the length of the vehicle and open at both the front and rear, and the detector includes a first detector communicatively connected to the controller, the first detector being used to detect at least one of wind speed, air volume, and wind pressure within the air duct.

[0011] In some embodiments, the first detector includes a fan blade, a rotating shaft drivenly connected to the fan blade, and an encoder drivenly connected to the rotating shaft. The fan blade is rotatably mounted in the air duct, and the encoder is communicatively connected to the controller. Alternatively, the first detector includes a fan blade, a magnetic element mounted on the fan blade, and a magnetoelectric speed sensor coupled to the magnetic element. The fan blade is rotatably mounted in the air duct, and the magnetoelectric speed sensor is fixed in the air duct and communicatively connected to the controller.

[0012] In some embodiments, the first detector includes a wind pressure sensor that is communicatively connected to the controller and is installed inside the air duct.

[0013] Another technical solution adopted in this application is: to provide a vehicle, the vehicle including a body, doors and an auxiliary entry and exit system, wherein the auxiliary entry and exit system is installed on the body, and the auxiliary entry and exit system is any of the auxiliary entry and exit systems described above.

[0014] This application has at least the following beneficial effects: Since the access assistance system is installed on the vehicle, when the vehicle moves relative to the ground, the vehicle drives the access assistance system to move relative to the ground. Therefore, by detecting the motion information of the access assistance system relative to the ground, the vehicle motion information of the vehicle relative to the ground can also be obtained. After obtaining the motion information of the access assistance system, the controller generates a command to retract or extend the foot pedal component, and the driver executes the corresponding action after receiving the command.

[0015] The assisted access system of this application adds a detector to detect the movement of the assisted access system relative to the ground and generate motion-related information. This allows the controller to obtain vehicle motion-related information (such as vehicle speed information) from both the vehicle (e.g., BCM) and the detector, thereby improving response speed. Therefore, the assisted access system of this application can control the drive movement based on vehicle motion-related information obtained from its own detectors, and also based on vehicle motion-related information sent by the vehicle, achieving versatility in control methods to meet the needs of different vehicles or different usage scenarios for the same vehicle. When the controller obtains vehicle motion-related information from the detector, there is no need for the vehicle to encode the motion-related information to be sent, nor for the controller to decode the motion-related information to be received, which helps improve the response speed of the assisted access device. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0017] Figure 1 These are schematic diagrams of vehicles provided in some embodiments of this application; Figure 2 This is a schematic diagram of the deployment mechanism and foot pedal component of the auxiliary access system provided in some embodiments of this application; Figure 3 This is a schematic diagram of the auxiliary access system provided in some embodiments of this application; Figure 4 This is a schematic diagram of the control flow of an auxiliary access system provided in some embodiments of this application; Figure 5 This is a cross-sectional schematic diagram of the deployment mechanism, foot pedal component, and detector of the auxiliary access system provided in other embodiments of this application; Figure 6This is a longitudinal sectional view of the foot pedal component and detector of the auxiliary access system provided in some embodiments of this application; Figure 7 yes Figure 2 A magnified view of part A.

[0018] Explanation of reference numerals in the attached figures: 10-Vehicles; 100 - Vehicle body; 110 - Vehicle body control module; 120 - Vehicle body central control screen; 200 - Door; 210 - Door electronic module; 211 - First door electronic module; 212 - Second door electronic module; 300 - Auxiliary access system; 310 - Deployment mechanism; 311 - Fixed component; 312 - Moving component; 320 - Foot pedal component; 321 - Air duct; 322 - Filter component; 330 - Driver; 340 - Controller; 350 - Detector; 351 - Fan blade; 352 - Flexible component; 353 - Pressure sensor; 360 - User input component. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are only for explaining this application and not for limiting it. Furthermore, it should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, not all structures. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0020] The terms "first" and "second" used in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature.

[0021] In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

[0022] In the description of this application, "communication connection" can be a wired connection or a wireless connection. A wired connection can be a point-to-point wired connection (such as a dedicated signal line) or a communication bus wired connection. A wireless connection can be Wi-Fi, Bluetooth, infrared, or Zigbee, etc., unless otherwise explicitly specified.

[0023] In this application, all directional indicators (such as up, down, left, right, front, back, etc.) are only used to explain the relative positional relationship and movement of each component in a specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0024] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0025] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0026] Please see Figure 1 , Figure 1 This is a schematic diagram of a vehicle provided in some embodiments of this application. The vehicle 10 provided in this application includes a body 100, at least one door 200, and at least one auxiliary access system 300. The body 100 is provided with a body control module (BCM) 110. Each door 200 is provided with a door electronic module 210 that detects door operation and generates signals related to the door operation status. The door electronic module 210 generally cooperates with the mechanical parts of the door to generate door status information and communicates with the BCM.

[0027] Opening the door 200 triggers the automatic deployment of the assisted entry and exit system 300 to assist occupants in easily entering and exiting the vehicle cabin or cargo compartment. Closing the door 200 triggers the automatic retraction of the assisted entry and exit system 300. When the assisted entry and exit system 300 is in the retracted position, the vehicle 10 still has a large ground clearance, thus ensuring the vehicle 10's passability, off-road performance, aesthetic appearance, and safety.

[0028] In some embodiments, the BCM and the door electronic module 210 are connected to each other via a communication bus, and the BCM and the auxiliary access system 300 are connected to each other via a communication bus. In this way, the auxiliary access system 300 can obtain the door signal and the BCM transmission signal (i.e., the BCM signal) via the communication bus, and automatically unfold or retract the door based on the door signal and / or the BCM signal.

[0029] In some embodiments, refer to Figure 1 The door electronic module 210 and the controller 340 of the auxiliary access system 300 are connected via a point-to-point wired connection (such as a dedicated signal line). The door electronic module 210 directly sends a door signal to the auxiliary access system 300, and the auxiliary access system 300 automatically opens or closes the door according to the door signal. This method has advantages such as lower signal transmission delay, faster response speed, higher reliability, stronger anti-interference ability, and lower maintenance cost.

[0030] In some embodiments, the door electronic module 210 is connected to the controller 340 of the access control system 300 via a point-to-point wired connection, and is also connected to the BCM via a point-to-point wired connection. The door electronic module 210 directly sends door signals to the access control system 300 and simultaneously sends door signals to the BCM.

[0031] In some embodiments, the door signals sent directly to the assisted access system 300 include door opening / closing signals, which provide a simple, fast, and accurate way to obtain door opening / closing information.

[0032] In some embodiments, the door signals sent directly to the assisted access system 300 include door lock unlocking / locking signals, which can quickly and accurately obtain door lock unlocking / locking information to meet the needs of different vehicles or different usage scenarios of the same vehicle.

[0033] Furthermore, the door signals directly sent to the auxiliary access system 300 also include at least one of the motor signals of the electric lock of the door 200 and the motor signals of the electric limit switch (also known as a side-opening door device, such as the side-opening door device shown in Chinese patents CN220319365U, CN220527795U or CN221256493U) to improve the accuracy of door opening / closing status monitoring.

[0034] The on / off state and forward / reverse rotation of the electric lock motor can indicate "locking / unlocking in progress," and the current peak / curve can be used for "position detection" (current characteristic changes when in position). For example, after receiving a locking command, if the electric lock motor's "position characteristics" (such as current / duty cycle / pulse flag) are detected and the door lock status switch is locked, and after a delay and observation period (such as 1–2 seconds) it remains unchanged, it can be determined that "the door is closed and locked"; "unlocking in position" is determined in the same way.

[0035] In an electric side-opening door system, the electric limit switch motor performs drive control based on angle / position. Its "motor signals" (such as direction, duty cycle, current curve, and position indicator) can be used to identify "opening / closing" and "fully engaged". For example, after receiving a locking command, if the electric limit switch motor's "fully engaged characteristic" is detected and the door lock status is locked, and the status remains unchanged after a delay, it can be determined that "the door is closed and locked". The door lock status switch signal, combined with the electric limit switch's "fully engaged" status, confirms that "the door is fully open".

[0036] In some embodiments, the door electronic module 210 includes a first door electronic module 211 and a second door electronic module 212. The first door electronic module 211 detects door operations and generates signals related to the door operation status. The first door electronic module 211 communicates with the BCM (Body Control Module). The second door electronic module 212 detects the opening and closing of the door 200 or the unlocking and closing of the door lock, and generates a door signal. The second door electronic module 212 communicates directly with the auxiliary access system 300. This also enables the auxiliary access system 300 to be triggered by the door information of the vehicle 10, and reduces the difficulty and cost of maintenance. The first door electronic module 211 is installed on the door 200 before the vehicle is sold. The second door electronic module 212 can be installed on the door 200 before or after the vehicle is sold. Furthermore, the second door electronic module 212 is a proximity sensor. One part of the proximity sensor is located on the door, and the other part is located on the door frame. By detecting the proximity of the two parts of the proximity sensor, the door can be determined to be open or closed.

[0037] In some embodiments, the door electronic module 210 communicates with the controller 340 of the auxiliary access system 300. The auxiliary access system 300 does not communicate with the BCM. Since the number of communication interfaces of the BCM is limited, the auxiliary access system 300 does not communicate with the BCM, thus avoiding the need to occupy the BCM's communication interfaces and reducing the load on the BCM.

[0038] It is understandable that the BCM and the door electronic module 210 can be connected via a point-to-point wired or wireless connection; the BCM and the access control system 300 can also be connected via a point-to-point wired or wireless connection; the door electronic module 210 and the access control system 300 can also be connected wirelessly, as long as the controller 340 of the access control system 300 can obtain the door signal or the BCM signal, and no specific limitation is made here.

[0039] Please refer to the following: Figure 2 and Figure 3 as well as Figure 4 , Figure 2 This is a schematic diagram of the deployment mechanism and foot pedal component of the auxiliary access system provided in some embodiments of this application. Figure 3 This is a schematic diagram of the principle of the auxiliary access system provided in some embodiments of this application. Figure 4 This is a schematic diagram of the control flow of an auxiliary access system provided in some embodiments of this application. The auxiliary access system 300 includes a deployment mechanism 310, a foot pedal component 320 with a foot pedal surface, a driver 330, a detector 350, and a controller 340. The deployment mechanism 310 includes a fixed member 311 and a movable member 312. The fixed member 311 is fixedly connected to the vehicle body 100, and the movable member 312 is movably connected to the fixed member 311. The foot pedal component 320 is connected to the movable member 312 and can move relative to the vehicle body 100 between a retracted position and a deployed position. The driver 330 is coupled to the movable member 312 and can drive the foot pedal component through the movable member 312. The foot pedal component 320 moves between a retracted position and an extended position; the detector is used to detect the movement of the auxiliary access system 300 relative to the ground and generate motion-related information; the controller 340 is communicatively connected to the vehicle 10 (such as the BCM, door electronic module 210), the driver 330 and the detector 350 respectively, and the controller 340 is configured to control the movement of the driver 330 to retract or extend the foot pedal component 320 based on motion-related information and / or vehicle information sent by the vehicle 10 (such as door signals, operating mode signals of the auxiliary access system 300 or extension / retraction signals).

[0040] Since the access assistance system 300 is installed on the vehicle 10, when the vehicle 10 moves relative to the ground, the vehicle 10 drives the access assistance system 300 to move relative to the ground. Therefore, by detecting the motion-related information of the access assistance system 300 relative to the ground, the vehicle motion-related information of the vehicle 10 relative to the ground can also be obtained. After obtaining the motion-related information of the access assistance system 300, the controller 340 generates a command to retract the foot pedal component 320 or to extend the foot pedal component 320. The driver 330 executes the corresponding action after receiving the command.

[0041] The assisted access system 300 of this application adds a detector 350 that detects the movement of the assisted access system 300 relative to the ground and generates motion-related information, and is communicatively connected to a vehicle 10 (such as a BCM). Therefore, the controller 340 can obtain vehicle information through the communication connection with the vehicle 10 (such as the BCM), and can also obtain vehicle motion-related information (referred to as second vehicle motion-related information) through the detector. Thus, the assisted access system of this application can control the drive movement based on the vehicle motion-related information obtained by its own detector, and can also control the drive movement based on the vehicle motion-related information sent by the vehicle, thereby achieving diversity in its control methods and meeting the needs of different vehicles or different usage scenarios of the same vehicle. When the controller obtains vehicle motion-related information through the detector, the vehicle does not need to encode the motion-related information to be sent, nor does the controller need to decode the motion-related information to be received, which helps to improve the response speed of the assisted access system.

[0042] The auxiliary access system 300 of this application can be applied to both vehicles 10 with a communication bus and vehicles 10 without a communication bus (such as special vehicles 10 such as agricultural vehicles, engineering vehicles, fire trucks, etc., some fuel vehicles, and low-end models with minimal configurations), with a wide range of applications.

[0043] Depending on the type of foot pedal component 320, the auxiliary access system 300 can be classified as a deployable step, a deployable ladder, or a deployable ramp. Depending on the type of actuator 330, the auxiliary access system 300 can be classified as a deployable electric auxiliary access system 300, a deployable hydraulic auxiliary access system 300, or a deployable pneumatic auxiliary access system 300.

[0044] The following explanation uses the deployable electric pedal as an example. The configuration or principle of other auxiliary access systems 300 are the same or similar, so they will not be described in detail here.

[0045] In some embodiments, the fixing member 311 is fixedly installed on the chassis of the vehicle body 100 by fasteners, one end of the movable member 312 is movably connected to the fixing member 311 by a pivot, and the other end is movably connected to the foot pedal member 320 by a pivot. The driver 330 is fixedly installed on the fixing member 311, and the output of the driver 330 is fixedly connected to the movable member 312, so that the driver 330 can drive the foot pedal member 320 to move between the retracted position and the extended position. It has the advantages of simple structure, stable and reliable movement and strong load-bearing capacity.

[0046] It is understood that the fastener 311 can also be fixedly connected to the vehicle body 100 by riveting or welding; the fastener 311 can also be fixedly installed on the bumper of the vehicle 10 or the floor of the cargo box of the vehicle 10; the movable part 312 can be movably connected to the fastener 311 by ball joint or sliding and rotating connection; the movable part 312 can also be movably connected to the foot pedal component 320 by ball joint or sliding and rotating connection; the driver 330 can also be fixedly installed in the vehicle body 100 or the foot pedal component 320; the output of the driver 330 can also be connected to the foot pedal component 320. These can be selected and set according to actual needs, as long as the technical principle of this application can be realized, and no specific limitation is made here.

[0047] In some embodiments, the deployment mechanism 310 is a four-bar linkage, a five-bar linkage, a six-bar linkage, a seven-bar linkage, or a swing mechanism. Four-bar linkages suitable for this application include, for example, the motion mechanism shown in Chinese Patent CN116985714B, which is incorporated herein by reference. Seven-bar linkages suitable for this application include, for example, the motion mechanism shown in Chinese Patent CN120503709A, which is incorporated herein by reference. Swing mechanisms suitable for this application include, for example, the motion mechanism shown in Chinese Patent CN120439941A, which is incorporated herein by reference. It is understood that the deployment mechanism 310 is selected and configured according to actual needs, as long as it can realize the technical principles of this application, and no specific limitations are made here.

[0048] In some embodiments, such as Figures 2 to 4 As shown, detector 350 is used to detect at least one of the following: the motion velocity, motion acceleration, and motion displacement of the auxiliary access system 300 relative to the ground. Figure 4 As shown, the controller 340 of the access control system 300 determines whether the actuator 330 is moving based on motion-related information detected by the detector 350. Furthermore, it controls the actuator 330 to move to retract the foot pedal component 320 when the following conditions are met: Movement speed ≥ preset threshold. Here, movement speed refers to the movement speed of the assisted access system 300 relative to the ground. In this embodiment, the preset threshold can be 5 km / h.

[0049] The controller 340 of the auxiliary access system 300 obtains the speed of the vehicle 10 directly or indirectly. In this way, the auxiliary access system 300 can obtain the speed information of the vehicle 10 without going through the BCM or the communication bus of the vehicle 10. At the same time, it also reduces one encoding and decoding object, thereby improving the response speed.

[0050] It should be noted that the detector 350 can be installed on a fixed component, on a foot pedal component 320, on a drive unit 330, on the chassis of the vehicle body 100, or integrated into the controller 340, as long as the detector 350 can detect the movement speed, acceleration, or displacement of the auxiliary access system 300 relative to the ground. No specific restrictions are imposed here.

[0051] In some embodiments, detector 350 is a Global Navigation Satellite System (GNSS) receiver, which is communicatively connected to controller 340. The GNSS receiver receives satellite signals from GPS (USA), GLONASS (Russia), BeiDou (China), Galileo (EU), and other satellites to calculate the rate of change of position (velocity) of the auxiliary entry / exit system 300, offering advantages such as high precision, global coverage, and good real-time performance.

[0052] In some embodiments, the detector 350 is an inertial navigation system (INS). The inertial navigation system (INS) integrates an accelerometer (to measure linear acceleration), a gyroscope (to measure angular velocity), and a geomagnetic sensor (to measure direction). It obtains velocity by integrating acceleration and has advantages such as autonomous navigation (not dependent on external signals, such as environments with weak or no GPS signals) and strong anti-interference ability (unaffected by electromagnetic interference or obstruction).

[0053] In some embodiments, please refer to Figure 5 and Figure 6 , Figure 5 This is a structural schematic diagram of the deployment mechanism and foot pedal component of the auxiliary access system provided in other embodiments of this application. Figure 6 This is a schematic diagram of the deployment mechanism and foot pedal component of an auxiliary access system provided in some embodiments of this application. The foot pedal component 320 has an air duct 321 extending along the length of the vehicle and open at both the front and rear. The detector 350 includes a first detector, which is used to detect at least one of the wind speed, air volume, and air pressure within the air duct 321. The first detector is communicatively connected to the controller 340. When the vehicle moves relative to the ground, outside air flows into the air duct 321 through the front or rear opening and flows along the air duct. By detecting the gas flow information within the air duct, the motion information of the auxiliary access system relative to the ground can also be obtained. The controller 340 can determine the motion speed of the auxiliary access system 300 relative to the ground based on at least one of the wind speed, air pressure, and air volume within the air duct 321. This detection method has advantages such as simple structure and stable detection.

[0054] In some embodiments, the first detector is a thermal / hot-wire anemometer (not shown in the figure), which has the advantage of fast response.

[0055] In some embodiments, please refer to Figure 5 The first detector includes a fan blade 351 and a first speed sensor (not shown) communicatively connected to the controller 340. The fan blade 351 is rotatably mounted within the air duct 321, and the first speed sensor detects the rotational speed of the fan blade 351. When the vehicle moves relative to the ground, outside air flows into the air duct 321, causing the fan blade 351 to rotate, and then leaves the air duct 321. The first speed sensor detects the rotational speed of the fan blade 351, and the controller 340 determines the speed of the auxiliary access system 300 relative to the ground based on the rotational speed of the fan blade 351. This detection method has advantages such as simple structure and stable detection. The first speed sensor can be an encoder or a magnetoelectric speed sensor.

[0056] When the first speed sensor is an encoder, the first detector also includes a rotating shaft (not shown) that is drivenly connected to the fan blade 351. The encoder is drivenly connected to the rotating shaft and is communicatively connected to the controller 340 to transmit the detected speed signal of the fan blade 351 to the controller 340.

[0057] When the first speed sensor is a magnetoelectric speed sensor, the first detector also includes a magnetic component (not shown) mounted on the fan blade 351. The magnetoelectric speed sensor is coupled to the magnetic component. The magnetoelectric speed sensor is fixed in the air duct 321 and is communicatively connected to the controller 340 to transmit the detected speed signal of the fan blade 351 to the controller 340.

[0058] In some embodiments, the first detector is an ultrasonic gas flow meter (not shown), a vortex flow meter (not shown), or a turbine flow meter (not shown).

[0059] In some embodiments, the first detector is a wind pressure sensor (not shown) that collects wind pressure within the air duct 321. The wind pressure sensor is installed inside the air duct 321 and is communicatively connected to the controller 340.

[0060] In some embodiments, please refer to Figure 6The first detector includes a flexible element 352 and a pressure sensor 353 communicatively connected to the controller 340. The flexible element 352 is located within the air duct 322, and its periphery is at least partially fixedly connected to the foot pedal component 320. This causes a higher stagnation pressure to be generated on the airflow-facing side of the flexible element 352 when airflow passes through it. The pressure sensor 353 is mounted on the flexible element 352 to detect the pressure difference between the airflow-facing and backflow-facing sides of the flexible element 352. When the vehicle moves relative to the ground, outside air flows into the air duct 321. When the airflow passes through the flexible element 352, a higher stagnation pressure (total pressure pt) is generated on the airflow-facing side of the flexible element 352, while a lower static pressure ps is formed on the backflow or side. The pressure sensor 353 simultaneously acquires these two pressures (or the pressure difference across the same sensitive diaphragm), and the difference in readings is Δp = pt − ps. The differential pressure is related to the dynamic pressure and satisfies: Δp = 0.5·ρ·v 2 (ρ is gas density, v is local flow velocity). Therefore, as long as the pressure sensor 353 can distinguish the pressure difference between the two sides, it can sense the pressure difference change caused by wind speed. The core of the pressure sensor is to convert the pressure difference between the two sides into changes in electrical signals such as diaphragm strain or capacitance / resistance, and then output a voltage / current signal proportional to the differential pressure through the circuit. The flexible component can fit tightly against the inner wall of the pipe and conform to the airflow, making the upstream surface smoother and forming a clear stagnation zone on a smaller scale, amplifying the upstream pressure difference signal; at the same time, the flexible structure is not sensitive to pipe deformation and vibration, and can stably "follow" the changes in the flow field, which is beneficial for extracting real local pressure difference fluctuations (especially in complex flow fields or pulsating flow).

[0061] Furthermore, the flexible component 352 is a plastic film or a rubber film.

[0062] Furthermore, the entire periphery of the flexible component 352 is fixedly connected to the foot pedal component 320.

[0063] Furthermore, the pressure sensor 353 is located at the center of the flexible element 352 to improve detection sensitivity.

[0064] Furthermore, the air duct 322 is a Venturi air duct, and the flexible component is located in the contraction section (i.e., the throat) of the Venturi air duct to improve detection sensitivity and accuracy.

[0065] For further information, please refer to [link / reference]. Figure 7 , Figure 7 yes Figure 2 The enlarged view of part A shows that a filter element 322 is installed at the front opening of the air duct 321 and at the rear opening of the air duct to prevent the air duct from being blocked.

[0066] Furthermore, considering the influence of the filter element 322, a first correction coefficient is introduced in the step of "deriving the motion speed of the auxiliary access system 300 relative to the ground based on the detection result of the first detector" to correct the detection result of the speed sensor, thereby reducing the error and ensuring the accuracy of the calculated speed.

[0067] For further information, please refer to [link / reference]. Figure 5 The vertical cross-section of the air duct is circular, which reduces pressure loss and thus improves detection sensitivity and accuracy.

[0068] In some embodiments, detector 350 is a second speed sensor, which is communicatively connected to controller 340. The second speed sensor is configured to obtain the movement speed of auxiliary access system 300 relative to the ground from the wheels or drive shaft of vehicle 10. The second speed sensor can detect the rotation speed of the wheels or drive shaft, and controller 340 determines the movement speed of auxiliary access system 300 relative to the ground based on the rotation speed of the wheels or drive shaft.

[0069] In some embodiments, the second speed sensor can be an encoder, a magnetoelectric speed sensor, or a resolver (also known as a rotary transformer). Encoders have advantages such as high precision, high reliability, real-time performance, and strong adaptability. Magnetoelectric speed sensors have advantages such as no mechanical wear and strong anti-interference ability in harsh environments. Resolvers have advantages such as strong anti-pollution ability. When the second speed sensor is an encoder, the encoder is communicatively connected to the controller 340, and the encoder can obtain the movement speed of the auxiliary access system 300 relative to the ground from the vehicle's wheels or drive shaft; when the second speed sensor is a magnetoelectric speed sensor, the magnetoelectric speed sensor is communicatively connected to the controller 340, and the magnetoelectric speed sensor can obtain the movement speed of the auxiliary access system 300 relative to the ground from the vehicle's wheels or drive shaft.

[0070] Optionally, the encoder is a Hall encoder.

[0071] In some embodiments, detector 350 includes an accelerometer and a GNSS receiver, both integrated into controller 340. The accelerometer and GNSS receiver are communicatively connected to controller 340. Controller 340 fuses the GNSS signal with the accelerometer signal to obtain the motion velocity. The accelerometer provides a high-frequency (100-1000Hz) acceleration signal (drift needs to be processed), while the GNSS provides a low-frequency (1-10Hz) but high-precision position / velocity signal (delay needs to be processed). The motion velocity is obtained by fusing these two signals. Furthermore, the controller can fuse the detection data from the accelerometer and the GNSS receiver using a Kalman filter. The Kalman filter, through a "prediction-update" loop, combines the advantages of both to compensate for errors from a single sensor (such as accelerometer integral drift and GPS low-frequency noise). For example, the accelerometer may be a MEMS accelerometer, the GNSS receiver a GPS receiver, and the Kalman filter an Extended Kalman Filter (EKF).

[0072] Furthermore, the controller 340 determines the type of environment in which the vehicle is located based on the strength of the satellite signal. Specifically, when the satellite signal is severely attenuated or absent, the controller 340 determines that the vehicle is in a scenario with weak satellite signal, such as an underground parking garage or a long tunnel. When the controller 340 identifies that the vehicle is in a scenario with weak satellite signal, a second correction coefficient is introduced to correct the detector's detection results, thereby reducing errors and ensuring the accuracy of the calculation speed.

[0073] In some embodiments, detector 350 is a photoelectric speed sensor. A non-contact photoelectric speed sensor (such as an onboard standard speedometer, typically an OES) can be mounted on the outer side of the vehicle chassis or on the footrest. The lens is aimed at the illuminated ground, and the sensor utilizes the imaging scan of the ground texture / marks in the optical system to output a pulse signal proportional to the vehicle speed for real-time measurement of vehicle speed, mileage, and acceleration. This type of sensor can operate without lights in clear, shaded conditions, and features fast response and strong anti-interference capabilities.

[0074] In some embodiments, detector 350 is a MEMS accelerometer and / or a piezoelectric accelerometer. MEMS accelerometers directly output the longitudinal linear acceleration of the vehicle, suitable for measuring the acceleration and deceleration of the entire vehicle. Piezoelectric accelerometers (IEPE / charge type) are often used with a constant current source / charge amplifier, exhibiting stable performance under dynamic conditions such as vehicle chassis vibration, braking pitch / starting lift, and are used to acquire high-bandwidth acceleration signals.

[0075] In some embodiments, detector 350 is an inertial sensor, which is communicatively connected to controller 340. The inertial sensor includes an accelerometer and a gyroscope, and is rigidly fixed near the center of mass of the chassis or body structure (such as a subframe or body beam), with the sensitive axes calibrated according to the vehicle coordinate system: X-axis forward, Z-axis downward (or according to the vehicle coordinate system specification). This position is minimally affected by local vibrations and attitude coupling, facilitating the calculation of longitudinal acceleration / velocity using dead reckoning.

[0076] In some embodiments, detector 350 is a laser displacement sensor. The laser displacement sensor or laser profilometer is fixed to a rigid bracket under the chassis, with its lens pointing downwards at the illuminated ground texture / markings. The vehicle travels in a straight line at low speed, and the vehicle's displacement relative to the ground is calculated by continuously scanning ground feature points. To reduce vehicle pitch / yaw coupling, it is recommended to place one sensor near each of the front and rear axles and synchronize them in time; a higher signal-to-noise ratio can be obtained in clear shadows or when supplemental lighting is on.

[0077] In some embodiments, the number of detectors is set to at least two. The two detectors can be of the same type or different types. In this way, when one of the detectors fails or is damaged, the controller 340 can still obtain relevant information about the movement of the vehicle body 100 relative to the ground. Different types of detectors help to improve the control accuracy of the assisted access system 300.

[0078] In some embodiments, the assisted access system 300 further includes a second door electronic module 212 that communicates with the controller 340. The second door electronic module 212 is used to detect the opening and closing of the door 200 or the unlocking and closing of the door lock, and generate a door signal. The second door electronic module 212 communicates directly with the assisted access system 300. In this way, the assisted access system 300 can achieve the action of the assisted access system 300 by triggering the opening and closing of the door 200 without communicating with the BCM.

[0079] In some embodiments, the second door electronic module 212 includes a magnetic element (not shown) located on the door 200 and a Hall sensor (not shown) located on the foot pedal component 320 or the vehicle body. The Hall sensor communicates with the controller 340 to ensure detection accuracy while maintaining low cost.

[0080] Furthermore, when the Hall sensor is located on the foot pedal component 320, the Hall sensor is located at the end of the foot pedal component 320 in the vehicle width direction away from the vehicle body, so as to better detect the change in magnetic field strength of the magnetic components on the door.

[0081] Furthermore, when the foot pedal component 320 is in the retracted position, its outermost edge is located outside the vehicle body in the vehicle width direction, allowing the Hall sensor to be mounted on the foot pedal component 320. Furthermore, multiple magnetic components are provided, spaced apart along the length of the door, and multiple Hall sensors are also provided, spaced apart along the length of the vehicle, thereby improving detection accuracy.

[0082] In some embodiments, the second door electronic module 212 is a photoelectric sensor (not shown in the figure). The photoelectric sensor is located at the end of the foot pedal component 320 in the vehicle width direction away from the vehicle body. When the foot pedal component 320 is in the retracted position, the light beam emitted by the photoelectric sensor can illuminate the opened door. The controller 340 can determine whether the door 200 is open or closed, and can also determine whether there are foreign objects such as ice or mud on the stepping surface of the foot pedal component 320, based on the signal from the photoelectric sensor.

[0083] Furthermore, multiple photoelectric sensors are provided, and these sensors are spaced apart along the length or width of the vehicle to reduce blind spots and thus improve detection accuracy.

[0084] Furthermore, the foot pedal component 320 has a first mounting groove (not shown in the figure), the opening of the first mounting groove is upward and / or away from the vehicle body, the photoelectric sensor is built into the first mounting groove, and the light-transmitting first cover is sealed on the first mounting groove, which protects the photoelectric sensor and facilitates maintenance.

[0085] In some embodiments, a central control screen 120 is provided on the vehicle body 100. The central control screen 120 is communicatively connected to the BCM (Battery Management System). The user selects the operating mode of the assisted entry and exit system 300 via the central control screen 120. These operating modes include automatic mode, hold-on mode, and hold-off mode. The BCM generates corresponding operating mode commands and sends them to the controller 340. In automatic mode, the controller 340 responds to vehicle speed and door signals and retracts or deploys the foot pedal component 320. In hold-on mode, regardless of door signals, the controller 340 responds to vehicle speed signals and retracts or deploys the foot pedal component 320. In hold-off mode, regardless of door signals and vehicle speed signals, the foot pedal component 320 remains in the retracted position. While automatic deployment based on door and vehicle speed signals is useful in most cases, it may be desirable to allow vehicle operators to manually control the retraction and deployment of the assisted entry and exit system 300 in certain situations. For example, when a car wash is needed, the access assistance system 300 needs to be in the extended mode; when an obstacle (e.g., a rock in an off-road environment) is in the extension path, causing the extension to cause aesthetic or other damage to the foot pedal component 320, and the user still wants to open the door 200 to enter or exit the vehicle 10, the vehicle operator can choose to keep the retracted mode to avoid damage to the foot pedal component 320.

[0086] In some embodiments, the vehicle's central control screen 120 displays various application scenarios for the vehicle operator to select. These scenarios include maintenance, car wash, welcome, driving, and obstacle-prone scenarios, etc. The default application scenario is the driving scenario. When in a driving scenario, the assisted entry and exit system 300 operates in automatic mode. The BCM automatically generates the corresponding operating mode command based on the application scenario selected by the vehicle operator and sends it to the controller 340. For example, if the vehicle operator selects a maintenance, car wash, or welcome scenario, the BCM sends a hold-out mode command to the assisted entry and exit system 300; if the vehicle operator selects an obstacle-prone scenario, the BCM sends a hold-out mode command to the assisted entry and exit system 300. It should be noted that the BCM can also obtain the user's selection of the application scenario through other user interaction methods, such as voice pickup, gesture recognition, or input from remote devices (such as mobile phones or remote keys), which are not specifically limited here.

[0087] In some embodiments, a first camera on the vehicle acquires information about the vehicle's surrounding environment. The BCM communicates with the first camera and automatically generates corresponding operating mode commands based on the surrounding environment information, sending them to the controller 340. For example, when a moving vehicle is detected on one side of the vehicle, the BCM sends a hold-down mode command to the access assistance system 300; when the vehicle is detected in a car wash, the BCM sends a hold-up mode command to the access assistance system 300; when the vehicle is detected in a garage and the owner is walking towards the vehicle, the BCM sends a hold-up mode command to the access assistance system 300.

[0088] In some embodiments, the assisted access system 300 further includes a user input device 360 ​​communicatively connected to the controller 340. The user input device 360 ​​is used by the user to select the operating mode or application scenario of the assisted access system 300. The operating modes include automatic mode, hold-out mode, and hold-back mode. The application scenarios include maintenance scenarios, car wash scenarios, welcoming scenarios, driving scenarios, and obstacle-prone scenarios, etc. Furthermore, the user input device 360 ​​is a three-state toggle switch, which is simple and low-cost. It should be noted that the controller 340 can also obtain the user's selection of the operating mode or application scenario through other user interaction methods, such as voice pickup, gesture recognition, or input from remote devices (such as mobile phones or remote keys), without specific limitations here.

[0089] In some embodiments, the assisted access system 300 includes a second camera (not shown) that is communicatively connected to the controller 340. The second camera is capable of acquiring information about the vehicle's surrounding environment and door opening and closing information. The controller 340 controls the retraction or deployment of the foot pedal component based on at least one of the vehicle's surrounding environment information and door opening and closing information.

[0090] Furthermore, a second mounting groove (not shown in the figure) is provided on the end of the foot pedal component 320 in the vehicle width direction away from the vehicle body. The second camera is built into the second mounting groove, and a light-transmitting second cover (not shown in the figure) is sealed over the second mounting groove. The opening of the second mounting groove is upward and / or away from the vehicle body. As long as the foot pedal component can be kept in the retracted position, the second camera can still detect the opening and closing of the door and the surrounding environment of the vehicle. It is understood that the second camera can also be located on the pillar between the front and rear doors, which can also obtain information about the surrounding environment of the vehicle and the opening / closing information of the door.

[0091] Furthermore, the camera is rotatable relative to the foot pedal component to reduce blind spots.

[0092] Furthermore, it also includes an electric cleaning unit for cleaning the first and / or second covers. The electric cleaning unit communicates with the controller and cleans the first and / or second covers to prevent light-blocking materials (such as mud) on the first and / or second covers from affecting the detection results. For example, the electric cleaning unit is located on the vehicle chassis; when the foot pedal component is in the retracted position, the controller controls the electric cleaning unit to clean the first and / or second covers. The structure and working principle of the electric cleaning unit are the same as or similar to those of a vehicle's electric windshield wipers, and will not be described further here.

[0093] In some embodiments, the controller 340 of the assisted access system 300 has a receiving module that directly receives signals from remote devices (such as mobile phones or remote keys) and controls the movement of the driver 330 according to the remote device signals to retract or extend the foot pedal component 320. Of course, the controller 340 may also acquire remote device signals through the relay of the BCM.

[0094] In some embodiments, the vehicle is equipped with door control lights (not shown in the figure). The door control lights are communicatively connected to the door electronics module 210 to receive door control light signals sent by the door electronics module 210. When any door is open or not closed tightly, the door control lights automatically illuminate to indicate the door status; when the door is closed, the door control lights automatically turn off. The controller 340 can acquire the door control light signal and control the drive 330 to move according to the door control light signal to retract or extend the foot pedal component 320. The controller 340 can acquire the door control light signal through a communication bus or BCM, or it can acquire the door control light signal through the door electronics module 210 or the door control lights themselves. There is no specific limitation here, as long as the door control light signal can be acquired.

[0095] The controller, body control module, body central control screen, door electronic module, detector and controller, camera and user input device all include control electronics (not shown) and / or processing electronics (not shown), the control electronics or processing electronics including one or more hardware processors (e.g., one or more microprocessors executing software and / or firmware) with digital logic circuitry, computer memory and other suitable circuitry.

[0096] The above are only some embodiments of this application and do not limit the scope of protection of this application. Any equivalent device or equivalent process transformation made based on the content of this application specification and drawings, or directly or indirectly applied to other related technical fields, are similarly included within the scope of patent protection of this application.

Claims

1. An auxiliary access system for vehicles, characterized in that, include: The deployment mechanism includes a fixed component and a movable component, wherein the fixed component is fixedly connected to the vehicle, and the movable component is movably connected to the fixed component. A foot pedal component having a foot pedal surface, the foot pedal component being connected to the movable component; A driver, coupled to the movable member, and capable of moving the foot pedal member between a retracted position and an extended position via the movable member; The detector is used to detect the motion of the auxiliary access system relative to the ground and generate motion-related information; The controller is communicatively connected to the vehicle, the driver, and the detector.

2. The auxiliary access system according to claim 1, characterized in that, The detector includes a GNSS receiver and / or an inertial sensor that are communicatively connected to the controller.

3. The auxiliary access system according to claim 1, characterized in that, The detector includes an encoder or a magnetoelectric speed sensor that is communicatively connected to the controller. The detector is used to obtain the speed of the auxiliary entry / exit system relative to the ground from the wheels or drive shaft of the vehicle.

4. The auxiliary access system according to claim 1, characterized in that, The detector includes an accelerometer and a GNSS receiver, both of which are integrated into the controller and are communicatively connected to the controller.

5. The auxiliary access system according to claim 4, characterized in that, The controller can fuse the detection data from the accelerometer and the GNSS receiver using a Kalman filter to obtain the motion speed of the assisted access system relative to the ground.

6. The auxiliary access system according to any one of claims 1 to 5, characterized in that, The foot pedal component has an air duct that extends along the length of the vehicle and is open at both the front and rear. The detector includes a first detector that is communicatively connected to the controller. The first detector is used to detect at least one of wind speed, air volume, and wind pressure in the air duct.

7. The auxiliary access system according to claim 6, characterized in that, The first detector includes a fan blade, a rotating shaft drivenly connected to the fan blade, and an encoder drivenly connected to the rotating shaft. The fan blade is rotatably mounted in the air duct, and the encoder is communicatively connected to the controller. Alternatively, the first detector includes a fan blade, a magnetic component mounted on the fan blade, and a magnetoelectric speed sensor coupled to the magnetic component. The fan blade is rotatably mounted in the air duct, and the magnetoelectric speed sensor is fixed in the air duct and communicatively connected to the controller.

8. The auxiliary access system according to claim 6, characterized in that, The first detector includes a wind pressure sensor that is communicatively connected to the controller and is installed inside the air duct.

9. A vehicle, characterized in that, It includes a vehicle body, doors, and an access assistance system as described in any one of claims 1-8, wherein the access assistance system is mounted on the vehicle body.

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