Vehicle door control method and system, and vehicle

Abstract

A vehicle door control method, comprising: acquiring a segmented sealing reaction force of a vehicle door (20) at a preset locking position, and determining a static locking force nominal value on the basis of the segmented sealing reaction force; calibrating a preset locking speed of an executing member (26) of the vehicle door (20) on the basis of the static locking force nominal value; and when it is detected that the vehicle door (20) moves to a preset opening / closing angle, switching the current driving speed of the executing member (26) to the preset locking speed, wherein the executing member (26) drives, at the preset locking speed, the vehicle door (20) to be locked. Also provided are a vehicle door control system and a vehicle. The vehicle door control method and system, and the vehicle solve the problem of low accuracy of vehicle door control.

Description

Vehicle door control method, system and vehicle

[0001] Related applications

[0002] The present application claims priority to the Chinese patent application with the application number 202411298286.6, the title of which is "Vehicle door control method, system and vehicle", filed on September 18, 2024, the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to, but is not limited to, the field of vehicles, and in particular to a vehicle door control method, system and vehicle. BACKGROUND

[0004] With the increasing application of electric vehicle doors, many vehicles are equipped with electric vehicle doors to facilitate users to open and close the vehicle doors. At present, there is no effective solution to the problem of low accuracy of vehicle door control in the related art. SUMMARY

[0005] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0006] During the closing process of the electric vehicle door, after receiving the vehicle door closing instruction, the actuator drives the vehicle door to close to the half-lock position, and stops driving after triggering the half-lock signal, and the self-suction lock is pulled to the full-lock position to complete the closing of the door. However, in the actual use process of closing the door, the closing and locking speed is difficult to overcome the half-lock force, which causes the actuator to be unable to drive the vehicle door to close to the half-lock position, thereby affecting the user experience.

[0007] The present application provides a vehicle door control method, system and vehicle to at least solve the problem of low accuracy of vehicle door control in the related art.

[0008] In a first aspect, the embodiments of the present application provide a vehicle door control method, which comprises:

[0009] obtaining a segmented sealing reaction force of the vehicle door at a preset locking position, and determining a static locking force nominal value based on the segmented sealing reaction force;

[0010] calibrating a preset locking speed of an actuator of the vehicle door according to the static locking force nominal value;

[0011] switching the current driving speed of the actuator to the preset locking speed in the case of detecting that the vehicle door moves to a preset opening and closing angle; wherein the actuator drives the vehicle door to lock at the preset locking speed.

[0012] In some embodiments, a first sealing material is installed at a door frame position of the vehicle door; and the obtaining the segmented sealing reaction force of the vehicle door at the preset latching position further comprises:

[0013] determining a first contact feature of the first sealing material relative to the vehicle body when the vehicle door is at the preset latching position;

[0014] determining at least two segments of first sealing reaction force of the first sealing material based on the first contact feature, and obtaining the segmented sealing reaction force according to the first sealing reaction force.

[0015] In some embodiments, the determining at least two segments of first sealing reaction force of the first sealing material based on the first contact feature further comprises:

[0016] dividing the first sealing material into a first vertical segment, a first horizontal segment, and an edge segment based on the first contact feature;

[0017] determining a first vertical sealing reaction force of the first vertical segment according to a preset compression deformation design value;

[0018] determining a first horizontal sealing reaction force of the first horizontal segment according to a mean value of the compression deformation design value;

[0019] determining an edge sealing reaction force of the edge segment according to the compression deformation design value and a preset farthest end contact point deformation design value; the first sealing reaction force comprises the first vertical sealing reaction force, the first horizontal sealing reaction force, and the edge sealing reaction force.

[0020] In some embodiments, a second sealing material is installed at a connection position of the vehicle door and the vehicle body; and the obtaining the segmented sealing reaction force according to the first sealing reaction force further comprises:

[0021] determining a second contact feature of the second sealing material relative to the vehicle body when the vehicle door is at the preset latching position;

[0022] determining at least two segments of second sealing reaction force of the second sealing material based on the second contact feature;

[0023] obtaining the segmented sealing reaction force according to the first sealing reaction force and the second sealing reaction force.

[0024] In some embodiments, the determining at least two segments of second sealing reaction force of the second sealing material based on the second contact feature further comprises:

[0025] dividing the second sealing material into a second vertical segment and a second horizontal segment based on the second contact feature;

[0026] determining a second vertical sealing reaction force of the second vertical segment according to a preset compression deformation design value;

[0027] determining a second horizontal sealing reaction force of the second horizontal segment according to a mean value of the compression deformation design value; the second sealing reaction force comprises the second vertical sealing reaction force and the second horizontal sealing reaction force.

[0028] In some embodiments, a third sealing material is installed at a rocker position of the vehicle door; and the obtaining the segmented sealing reaction force according to the first sealing reaction force further comprises:

[0029] determining a third sealing reaction force of the third sealing material according to a mean value of the preset compression deformation design value;

[0030] obtaining the segmented sealing reaction force according to the first sealing reaction force and the third sealing reaction force.

[0031] In some embodiments, the determining the static latch force nominal value based on the segmented sealing reaction force further comprises:

[0032] calculating a segmented sealing torque based on the segmented sealing reaction force;

[0033] obtaining a resistance torque of the actuator, a hinge torque of a hinge, and a lock body torque; the hinge is used to connect the vehicle door and a vehicle body;

[0034] calculating a total torque according to the segmented sealing torque, the resistance torque, the hinge torque, and the lock body torque, and determining the static latch force nominal value based on the total torque and a preset static latch force nominal value arm;

[0035] In some embodiments, the calibrating a preset latch speed of the actuator of the vehicle door according to the static latch force nominal value further comprises:

[0036] obtaining a tolerance value of the vehicle door, and calculating a target half-latch force upper limit value based on the static latch force nominal value and the tolerance value;

[0037] calibrating the preset latch speed in a case where an actual half-latch force of the vehicle door reaches the target half-latch force upper limit value.

[0038] In some embodiments, the calculating the target half-latch force upper limit value based on the static latch force nominal value and the tolerance value further comprises:

[0039] calculating an initial half-latch force upper limit value based on the static latch force nominal value and the tolerance value;

[0040] An actual assembly precision of the vehicle door is acquired, and the initial half-lock force upper limit value is adjusted according to the actual assembly precision to obtain the target half-lock force upper limit value.

[0041] In some embodiments, the preset locking speed of the actuator of the vehicle door is calibrated according to the static locking force nominal value, further comprising:

[0042] A first locking speed of the actuator is calculated according to the static locking force nominal value;

[0043] A test vehicle interior air pressure feature where the vehicle door is located is detected, and a speed adjustment parameter is determined according to the test vehicle interior air pressure feature;

[0044] A second locking speed is determined according to the standard locking speed and the speed adjustment parameter; the preset locking speed comprises the first locking speed and the second locking speed.

[0045] In some embodiments, the current driving speed of the actuator is switched to the preset locking speed, further comprising:

[0046] An actual vehicle door air pressure feature where the vehicle door is located is detected;

[0047] The current driving speed of the actuator is controlled to be switched to the first locking speed or the second locking speed according to the actual vehicle door air pressure feature.

[0048] In a second aspect, the embodiments of the present application provide a vehicle door control system, comprising: a controller; the controller is configured to execute the vehicle door control method according to the first aspect.

[0049] In a third aspect, the embodiments of the present application provide a vehicle, comprising: a vehicle door and the vehicle door control system according to the second aspect.

[0050] Details of one or more embodiments of the present application are presented in the following drawings and description to make other features, objects and advantages of the present application more clear and easy to understand. BRIEF DESCRIPTION OF DRAWINGS

[0051] For better describing and illustrating the embodiments and / or examples of the inventions disclosed herein, reference can be made to one or more drawings. Additional details or examples used to describe the drawings should not be considered as limiting the scope of any of the disclosed inventions, the presently described embodiments and / or examples, and the best mode presently understood of these inventions.

[0052] FIG. 1 is a hardware structure block diagram of a terminal of a vehicle door control method according to an embodiment of the present application.

[0053] Fig. 2 is a schematic view of a vehicle door structure according to an embodiment of the present application.

[0054] Fig. 3 is a flowchart of a vehicle door control method according to an embodiment of the present application.

[0055] Fig. 4 is a flowchart of another vehicle door control method according to an embodiment of the present application.

[0056] Fig. 5 is a schematic view of a seal material installation according to an embodiment of the present application.

[0057] The symbols in the drawings represent the following meanings: 102, processor; 104, memory; 106, transmission device; 108, output device; 20, vehicle door; 22, vehicle body side wall; 24, hinge; 26, execution member; 51, first seal material; 511, first vertical segment; 512, first horizontal segment; 513, edge segment; 52, second seal material; 521, second vertical segment; 522, second horizontal segment; 53, third seal material. DETAILED DESCRIPTION

[0058] In order to make the objects, technical solutions and advantages of the present application clearer, the present application is described and explained below in connection with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort belong to the scope of the present application. In addition, it should be understood that although the effort made in this development process can be complex and lengthy, some design, manufacture or production changes made on the basis of the technical content disclosed in the present application are only routine technical means for those of ordinary skill in the art related to the content disclosed in the present application, and should not be understood as insufficient disclosure of the content disclosed in the present application.

[0059] In the present application, the phrase "embodiment" means that the specific features, structures or characteristics described in connection with the embodiment can be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily mean the same embodiment, nor is it an independent or alternative embodiment to other embodiments. Those of ordinary skill in the art explicitly and implicitly understand that the embodiments described in the present application can be combined with other embodiments without conflict.

[0060] Unless otherwise defined, technical terms and scientific terms used in the present application shall have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. Unless otherwise defined, the terms "one" and "a" or "an" used in the present application shall not be construed as being limited to a single element, but instead are used to represent one or more elements. The terms "including," "comprising," "having," and the like as used herein are meant to be open-ended terms that specifically permit the inclusion of one or more steps or components not specifically recited. The term "connected" and variants thereof as used herein refer to a direct connection or an indirect connection through one or more intervening components. The term "plurality" refers to two or more. The term "and / or" describes association between or among multiple components such as A and / or B, which can refer to only A, only B, both A and B, or any combination thereof. The terms "first," "second," "third," and the like as used herein are meant to be labels for identifying various elements and do not necessarily have an ordinal meaning or sequence.

[0061] The method embodiments provided by the present embodiment can be executed in a terminal, a computer or a similar computing device. Taking an example of running on a terminal, FIG. 1 is a hardware structure block diagram of a terminal of a vehicle door control method according to an embodiment of the present application. As shown in FIG. 1, the terminal can include one or more (only one is shown in FIG. 1) processors 102 (the processor 102 can include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data. Optionally, the terminal can further include a transmission device 106 for communication function and an input and output device 108. Those skilled in the art can understand that the structure shown in FIG. 1 is only schematic, and does not limit the structure of the terminal. For example, the terminal can include more or less components than those shown in FIG. 1, or have a different configuration from that shown in FIG. 1.

[0062] The memory 104 can be used to store computer programs, such as software programs of application software and modules, such as a computer program corresponding to the vehicle door control method in the embodiments of the present application. The processor 102 can execute various functional applications and data processing, i.e., implement the above method, by running the computer program stored in the memory 104. The memory 104 can include a high-speed random access memory, and can further include a non-volatile memory, such as one or more magnetic storage devices, flash memories, or other non-volatile solid-state memories. In some examples, the memory 104 can further include a memory remotely arranged with respect to the processor 102, which can be connected to the terminal through a network. Examples of the above network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0063] The transmission device 106 is configured to receive or send data via a network. Specific examples of the network can include a wireless network provided by a communication provider of the terminal. In one example, the transmission device 106 includes a network adapter (NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 106 can be a radio frequency (RF) module, which is configured to communicate with the Internet in a wireless manner.

[0064] For ease of understanding, the structure of the vehicle door in the embodiments of the present application is first described. Referring to FIG. 2, the vehicle door 20 is connected to the body side wall 22 through a hinge 24. An actuator 26 is installed in the vehicle door 20; the actuator includes, but is not limited to, various motors, electric limiters containing motors, or other devices for driving the vehicle door to move. Specifically, during the closing process of the electric vehicle door, the actuator 26 is first driven to move the vehicle door to a half-lock position, and the actuator 26 stops driving after triggering a half-lock signal, and the vehicle door is pulled to a full-lock position by a self-suction lock to complete the closing. The half-lock position and the lock and catch of the vehicle door are in a half-lock engagement position, and the corresponding opening angle of the vehicle door is about 0.5°, at which time part of the sealing strip and the sheet metal are in a non-contact state. In addition to the closing speed and the full-lock force, the half-lock force, i.e., the resistance encountered by the actuator 26 when driving the vehicle door to the half-lock position, also needs to be considered as a factor affecting whether the electric vehicle door can complete the closing. The greater the half-lock force, the faster the closing speed required, but too fast speed will result in too high speed of the actuator, which affects the service life of the actuator 26, and also affects the opening and closing experience and speed smoothness, so the control and balance of the half-lock force and the closing speed are particularly important.

[0065] Based on this, the embodiment provides a vehicle door control method, and FIG. 3 is a flowchart of a vehicle door control method according to the embodiment of the application. As shown in FIG. 3, the flowchart includes step S310, step S320 and step S330.

[0066] In step S310, the segmented sealing reaction force of the vehicle door at the preset latching position is obtained, and based on the segmented sealing reaction force, the static latching force nominal value is determined.

[0067] The resistance affecting the closing of the vehicle door mainly includes the sealing reaction force caused by the sealing material. The sealing material is usually installed at the edge position of the door and mainly functions to reduce the gap between the door and other vehicle structural members such as the vehicle body, thereby enhancing the sealing performance of the vehicle interior. The sealing material can be a sealing rubber strip made of rubber material with good elasticity and compression deformation resistance, or a pipeline-connected inflatable sealing strip, as long as it is an elastic material with compressible deformation characteristics. During the closing of the door, the door moves to a position with a small opening angle, and the sealing material contacts and is pressed by the adjacent structural members such as the vehicle body, thereby generating a certain sealing reaction force, that is, the reaction force generated by the compression deformation of the sealing material of the door. The greater the sealing reaction force at the half-lock position, the higher the required closing energy, and the faster the required closing speed.

[0068] In the vehicle design stage, the segmented sealing reaction force of the door at the preset latching position is first obtained. The preset latching position specifically refers to the position of the door determined in the design stage when the door is closed to the half-lock position. Considering that the installation positions of the segments of the sealing material on the door are different, the contact positions and forces of the segments with the adjacent structural members are also different, the sealing material can be calculated in segments. Specifically, the sealing strip can be divided into several segments along the length direction, and each segment can be regarded as having relatively uniform mechanical properties and contact conditions. Then, the segmented sealing reaction force at the half-lock position is obtained according to the calculation model. Next, the static latching force nominal value is calculated according to the segmented sealing reaction force. The static latching force nominal value refers to the load design value that can be borne by the door lock in the static state at the half-lock position. The calculation process can be as follows: the torque of the sealing material is calculated according to the segmented sealing reaction force and the force arm of the sealing material; the static latching force torque is calculated according to the torque of the sealing material, and the static latching force nominal value is calculated according to the static latching force torque and the static latching force force arm. It should be understood that other resistances such as the resistance caused by gravity or the resistance of the actuator can also be considered in this stage. At this time, only the static latching force torque is calculated by adding the resistance torque of other factors to the sealing material torque calculated above, and then the static latching force nominal value is calculated according to the torque.

[0069] It can be seen that through the above step S310, the nominal value of the static latching force can be obtained in the design stage. Compared with the prior art, which can only obtain the actual half-locking force through actual measurement in the manufacturing stage and then repeatedly optimize, a large amount of manpower and material resources can be effectively saved.

[0070] In step S320, a preset latching speed of the actuator of the vehicle door is calibrated according to the nominal value of the static latching force.

[0071] Specifically, the actual half-locking force of the vehicle door lock can be simulated on the actual vehicle according to the nominal value of the static latching force, and then under the condition of the current actual half-locking force, the door closing speed that can just make the vehicle door enter the half-locking state at this half-locking force value is obtained by adjusting the duty cycle of the actuator output, that is, the preset latching speed is obtained, so as to ensure that the vehicle door can normally enter the half-locking state under the influence of the sealing reaction force. The calibrated latching speed needs to ensure that the vehicle door will not be damaged due to too fast speed in the closing process, and will not be unable to enter the lock due to too slow speed. In the process of entering the half-locking state, the sealing reaction force is encountered, the resistance increases, and the output force needs to be increased, that is, the driving voltage needs to be increased, in order to maintain the target speed.

[0072] Alternatively, in another embodiment, in order to provide a certain redundancy value, the upper limit value of the latching force can also be calculated based on the tolerance value of the vehicle door assembly process according to the nominal value of the static latching force, and the corresponding latching speed is calibrated under the condition that the actual vehicle simulation reaches the upper limit value of the latching force.

[0073] In step S330, the current driving speed of the actuator is switched to the preset latching speed when it is detected that the vehicle door moves to a preset opening and closing angle, and the actuator drives the vehicle door to enter the lock at the preset latching speed.

[0074] In actual application, the opening angle of the vehicle door can be recognized by a sensor such as a Hall sensor installed on the vehicle door, so as to control the time of switching the speed of the actuator. The preset opening and closing angle can be set in advance, for example, it can be set to 5° or 10°, etc. It should be noted that generally the sealing material starts to contact the sheet metal at about 3°, if the actuator still maintains the original speed, because the angle is too small, it is likely that the door closing energy is insufficient to enter the half-locking state, therefore, the latching speed needs to be increased, that is, the speed of the actuator needs to be increased, and the latching speed needs to be switched at about 5°. It should be understood that in the process of closing the vehicle door, the actual speed of the actuator can be judged by the change of the pulse width of the Hall sensor installed in the limit stop, and the speed is calculated by the PID algorithm, so as to ensure that the actual speed of the actuator can be maintained at the preset latching speed.

[0075] In the above vehicle door control method, the static half-lock force nominal value is determined according to the calculated segmented sealing reaction force, the half-lock force can be calculated through the theoretical analysis model, and the half-lock speed is calibrated to ensure that the vehicle door can be normally half-locked, thereby avoiding the problem that the vehicle door cannot be half-locked or directly hits the full lock due to the lack of corresponding half-lock speed for different vehicle working conditions, and effectively improving the accuracy of vehicle door control.

[0076] In some embodiments, a first sealing material is installed at the door frame position of the above-mentioned vehicle door. Specifically, the first sealing material refers to a strip-shaped elastic sealing material installed at the door frame of the vehicle door. The door frame sealing strip is mainly installed at the edge of the door frame of the vehicle door and closely adheres to the vehicle door to form a sealing barrier. It is mainly used to fill the gap between the vehicle door and the door frame. Please refer to FIG. 4, at this time, the above-mentioned segmented sealing reaction force of the vehicle door at the preset half-lock position can further include steps S410 and S420.

[0077] Step S410, determining the first contact feature of the first sealing material relative to the vehicle body when the vehicle door is at the preset half-lock position.

[0078] In this step, it is necessary to determine the contact condition of the first sealing material (usually the sealing strip at the edge of the vehicle door) with the vehicle body when the vehicle door is at the preset half-lock position. This includes the position of the contact point, the shape of the contact surface, and the possible contact pressure distribution. Through physical measurement or simulation, these first contact features can be obtained.

[0079] Step S420, determining at least two segments of the first sealing reaction force of the first sealing material based on the first contact feature, and obtaining the segmented sealing reaction force according to the first sealing reaction force.

[0080] In the related art, the resistance of the sealing strip, the force arm, and the sealing gap are closely related to the opening angle, and belong to nonlinear changes, which leads to the inability to evaluate the static half-lock force in the design stage. However, through the above steps S410 to S420, the contact features of the first sealing material are segmented and analyzed, thereby the nonlinear sealing material stress condition can be simplified into linear vertical theoretical calculation, thereby effectively simplifying the calculation method.

[0081] In some embodiments, the determining the first sealing force based on the first contact feature can further include: dividing the first sealing material into a first vertical segment, a first horizontal segment and an edge segment based on the first contact feature; determining a first vertical sealing force of the first vertical segment according to the pre-set compression deformation design value; determining a first horizontal sealing force of the first horizontal segment according to a mean value of the compression deformation design value; determining an edge sealing force of the edge segment according to the compression deformation design value and a pre-set farthest end contact point deformation design value; and determining the first sealing force based on the first vertical sealing force, the first horizontal sealing force and the edge sealing force.

[0082] To better understand the present embodiment, first, the compression load deflection (CLD) related concepts of the sealing material are described. The sealing strip CLD value at the D0 position, i.e. the sealing strip CLD corresponding to the design value of the sealing gap, is the load per 100 mm, with the unit of N / 100 mm. The sealing strip CLD value at the D0+1 position, i.e. the sealing strip CLD corresponding to the design value-1 of the sealing gap. The sealing strip CLD value at the D0-1 position, i.e. the sealing strip CLD corresponding to the design value+1 of the sealing gap.

[0083] Specifically, referring to FIG. 5, the first sealing material 51 is installed along the position of the door frame. In this case, the influence of the sealing force of the first sealing material 51 on the half-locking force can be divided into three segments. The first segment is the vertical segment close to the hinge side, i.e. the first vertical segment 511 described above. The sealing strip and the sheet metal at this part are in the position of just contacting, so the sealing strip CLD of this segment is the sealing strip CLD at the D0 position, and the force arm is the distance from the sealing strip to the hinge axis. The second segment is the horizontal segment close to the position of the vehicle door sill, i.e. the first horizontal segment 512 described above. The sealing strip at this segment is approximately in the D0 state, so the sealing strip CLD value of this segment can be approximately (D0 value+0) / 2, and the force arm can be approximately the distance from the midpoint of this sealing strip to the hinge axis. The D0 value is the compression deformation design value described above, i.e. the sealing strip CLD value at the D0 position. The third segment is the upper edge of the corner window, i.e. the edge segment 513 described above. The sealing strip CLD value of this segment can be approximately (CLD corresponding to the farthest end contact point+D0 value) / 2, and the force arm can be approximately the distance from the midpoint of this sealing strip to the hinge axis.

[0084] In addition, for frameless doors, the glass is in a short drop position when the door is opened, and the short drop distance is usually 15-20 mm, at which time the upper edge of the glass does not contact the door frame strip, so there is no sealing counterforce in this section. For the contact between the door frame sealing strip and the glass edge of the framed door, the sealing counterforce can also be analyzed and calculated based on the above analysis idea. Under normal circumstances, in order to solve the problems of water leakage, wind noise, glass entering the groove and door opening and closing quality of frameless doors, compared with framed doors, the CLD value of the sealing strip is larger, and the glass pre-bending amount is larger, so the static half-locking force of the frameless door is larger than that of the framed door.

[0085] Through the above embodiments, the first sealing material installed at the door frame position is calculated in sections. For example, the vertical section of the door frame strip close to the hinge, the CLD and the force arm of the sealing strip can be calculated as ideal fixed values. The CLD of the sealing strip at the lower horizontal section of the door frame strip can be approximately changed from the CLD value of D0 to 0 at the half-locking position, and the force arm can be considered as the distance from the midpoint of the sealing strip to the hinge axis. According to this calculation model, the non-linear CLD and force arm of the sealing strip can be changed into linear values for theoretical calculation, which simplifies the calculation method.

[0086] In some embodiments, a second sealing material is installed at the connection between the door and the vehicle body. Specifically, the second sealing material can be a strip-shaped elastic sealing material installed at the door header. The door header sealing strip is a main sealing element in the door sealing system and is installed between the door and the vehicle body. Then, the above step of obtaining the segmented sealing counterforce according to the first sealing counterforce can further include the steps of: determining a second contact feature between the second sealing material and the vehicle body at a preset locking position of the door; determining at least two segments of the second sealing counterforce of the second sealing material based on the second contact feature; and obtaining the segmented sealing counterforce according to the first sealing counterforce and the second sealing counterforce.

[0087] Specifically, the contact between the second sealing material (usually a door sealing strip) and the vehicle body at a preset locking position of the door is analyzed. The contact feature can include contact area, contact shape, contact pressure distribution, etc. Then, based on the analyzed contact feature, the counterforce generated by the second sealing material when it is pressed by the vehicle body can be further analyzed. In this step, because the sealing strip is not uniformly distributed, or the shape of the vehicle body causes uneven contact pressure, the second sealing counterforce can be different at different positions. Based on this, the second sealing counterforce can be considered in at least two segments according to the above analysis of the second contact feature, each segment having a specific counterforce value. Finally, the first sealing counterforce and the second sealing counterforce of each segment are combined to obtain the above segmented sealing counterforce.

[0088] Through the above embodiments, the sealing materials installed at different positions of the door and playing different roles are analyzed in sections, thereby effectively improving the accuracy of the sealing counterforce calculation.

[0089] In some embodiments, the determining the second sealing force based on the second contact feature can further include: dividing the second sealing material into a second vertical segment and a second horizontal segment based on the second contact feature; determining a second vertical sealing force of the second vertical segment according to a preset compression deformation design value; determining a second horizontal sealing force of the second horizontal segment according to a mean value of the compression deformation design value; and determining the second sealing force based on the second vertical sealing force and the second horizontal sealing force.

[0090] For example, referring to FIG. 5, the first sealing strip, i.e., the second sealing material 52, only has a water-cut portion, and is not a full circle, and is therefore also referred to as a half first sealing strip. The influence of the first sealing strip sealing force on the half locking force can be divided into two segments. The first segment is a vertical segment near the hinge, i.e., the second vertical segment 521. The sealing strip CLD of this segment can be approximated as the sealing strip CLD at D0, and the force arm is the distance from the sealing strip to the hinge axis. The second segment is a horizontal segment near the door sill, i.e., the second horizontal segment 522. The sealing strip of this segment is in a state of just contacting the panel or approaching D0, and therefore the sealing strip CLD of this segment can be approximated as (D0 value + 0) / 2, and the force arm can be approximated as the distance from the midpoint of this segment to the hinge axis. It should be understood that, for a framed vehicle door, the sealing force can also be analyzed and calculated based on the above analysis idea, and will not be described here.

[0091] The above embodiments also provide a segmented calculation method for the second sealing material installed at the connection between the vehicle door and the vehicle body, thereby constructing a theoretical analysis model for the sealing material in different installation positions. According to this calculation model, the nonlinear sealing strip CLD and force arm can be converted into linear numerical values for theoretical calculation.

[0092] In some embodiments, the door sill of the vehicle door is provided with a third sealing material. The segmented sealing force can be obtained based on the first sealing force, and the method can further include: determining a third sealing force of the third sealing material according to a mean value of a preset compression deformation design value; and obtaining the segmented sealing force based on the first sealing force and the third sealing force. Referring to FIG. 5, the third sealing material 53 and the panel are in a state of just contacting or approaching D0, and therefore the sealing strip CLD of this segment can be approximated as (D0 value + 0) / 2, and the force arm can be approximated as the distance from the midpoint of this segment to the hinge axis. The above embodiments further improve the theoretical analysis model for the segmented calculation of the sealing force.

[0093] In some embodiments, the determining the nominal value of the static latching force based on the segmented sealing counterforce can further include: calculating a segmented sealing torque based on the segmented sealing counterforce; obtaining a resistance torque of the actuator, a hinge torque of a hinge, and a lock body torque; the hinge is used to connect the door and the vehicle body; calculating a total torque based on the segmented sealing torque, the resistance torque, the hinge torque, and the lock body torque; and determining the nominal value of the static latching force based on the total torque and a preset force arm of the nominal value of the static latching force.

[0094] Specifically, taking the electric limit stopper as an example, the resistance torque of the electric limit stopper can be calculated by the following formula: electric limit stopper resistance torque = limit stopper force arm x limit stopper internal resistance. In addition, from the full opening of the door to the half latching, a certain force is needed to rotate the ratchet, i.e., the insertion force of the lock body itself, so the lock body torque needs to be calculated. At the same time, because of the hinge inward inclination, the gravity component plays a role in assisting when closing the door, so the gravity torque at the half latching position needs to be calculated, and the formula for calculating the gravity torque is as follows: gravity torque = gravity component x gravity arm.

[0095] Based on the above analysis, one example of the calculation result of the nominal value of the static half latching force is shown as follows.

[0096] In the above table, for the segmented sealing counterforce of the sealing material, the calculation formula is: segmented sealing material force value = CLD x length. The static half latching force value = total torque / static half latching force arm. The static half latching force arm is the vertical distance from the lock catch engagement position to the hinge axis.

[0097] Through the above embodiments, various factors affecting the half latching force are considered, thereby providing a complete half latching force theoretical analysis model based on the statistics of various factors and the segmented sealing counterforce, which is conducive to improving the accuracy of door control.

[0098] In some embodiments, the preset latching speed of the actuator of the door based on the nominal value of the static latching force can further include: obtaining a tolerance value of the door, and calculating a target half latching force upper limit value based on the nominal value of the static latching force and the tolerance value; and in a case where the actual half latching force of the door reaches the target half latching force upper limit value, the preset latching speed is calibrated.

[0099] It needs to be pointed out that the above influencing factors are brought into the half-lock force calculation model for vector calculation to obtain the static half-lock force, i.e. the resistance that needs to be overcome when the door is in the static half-lock. Since there is a tolerance for each influencing factor, in order to ensure that all doors can normally enter the half-lock, the half-lock force needs to be controlled, i.e. each sub-part in the system needs to meet the tolerance requirement in the process of production and manufacturing, therefore, in the embodiment, the corresponding upper limit value is found in combination with the tolerance value of each part, and the locking speed to be calibrated needs to ensure that the door can normally enter the lock under the condition of the upper limit of the half-lock force.

[0100] Specifically, the following requirements exist for each part: electric limit stopper: no matter whether it is a worm gear transmission or a screw rod reduction box transmission, the internal resistance of the limit stopper needs to be controlled within ±50N; hinge torque: the single hinge torque is controlled within 2Nm; sealing gap: the smaller the internal gap, the greater the sealing reaction force, therefore, the internal gap needs to be controlled within ±1mm; sealing strip: the upper limit of CLD when D0+1mm is controlled, which needs to be less than twice the upper limit of CLD at the D0 position, so as to ensure the sealing reaction force when the internal gap is lowered; lock body: by controlling the manufacturing consistency of the lock body, including injection molding and assembly parameters, the insertion force is ensured to be controlled within 20N; door glass state: the gap difference between the glass and the periphery needs to be controlled, and the glass pressed on the B column will cause the half-lock force to increase, therefore, the front door glass cannot be reversed, and this problem is solved by adjusting the lifter A / B rail stroke difference; angle window Z-direction height: the Z-direction height tolerance of the angle window needs to be kept within ±1.5mm, so as to avoid that when the Z-direction height is too high, the front door triangular window enters the groove to generate too great Y-direction reaction force; lock catch position: the design state is that the lock catch and the lock body are in the Z-direction center, and the lock bumping will increase the half-lock force, and when the door lock catch is adjusted, it needs to be ensured that the lock does not bump.

[0101] Based on the tolerance value of the door and its related parts (such as the lock mechanism, sealing strip, etc.) that are clearly required above, the corresponding upper limit value of the static half-lock force is determined. When the speed is calibrated, the half-lock force value is simulated on the real vehicle, and by adjusting the duty cycle of the motor output, the door closing speed that can just make the door enter the half-lock under this half-lock force value is obtained. Of course, when the half-lock force of the vehicle lock is measured, it may not reach the target half-lock force upper limit value, at this time, in order to calibrate the locking speed corresponding to the half-lock force upper limit, the method of pasting a sealing strip can be used for compensation, so that the system resistance can reach the half-lock force upper limit. For example, the measured half-lock force of the vehicle is only 50N, and the half-lock force upper limit of 80N is simulated by pasting a rubber strip.

[0102] In order to overcome the resistance when entering the half lock, the entering lock speed needs to be ensured. If the half lock force is not controlled within an upper limit, in order to ensure the entering half lock, the entering lock speed needs to be made very large, and the opening and closing time and the smoothness of the speed in the whole door opening and closing process cannot be balanced. Therefore, in the embodiment, the half lock force upper limit value is determined by the above-mentioned manner, so as to realize the effective control of the half lock force upper limit of the electric door. The calibrated entering lock speed can cover the half lock force upper limit of the actual vehicle, so as to ensure that the vehicle door can be normally locked, and the smoothness of the door closing speed is effectively ensured.

[0103] In some embodiments, the above-mentioned calculation of the target half lock force upper limit value based on the static entering lock force nominal value and the tolerance value can further include the steps of: calculating an initial half lock force upper limit value based on the static entering lock force nominal value and the tolerance value; obtaining the actual assembly precision of the vehicle door, and adjusting the initial half lock force upper limit value according to the actual assembly precision to obtain the target half lock force upper limit value.

[0104] In the design process, the half lock force upper limit value corresponding to the static entering lock force nominal value can be obtained according to the tolerance value of each related part of the vehicle door. In order to further improve the accuracy of the upper limit value calculation, the upper limit value is taken as an initial adjusted value, and the half lock force upper limit is fine-tuned according to the actual manufacturing precision and part precision, and finally the target half lock force upper limit value is obtained.

[0105] On the other hand, considering the safety of the vehicle door control, the anti-pinch strategy can also be introduced. In other words, in the whole door opening and closing process, the anti-pinch force value cannot exceed 100N. The anti-pinch area of the door closing from the maximum angle to the half lock position, the anti-pinch force value in the uniform speed stage in the middle can be calibrated to about 60N. When entering the lock, because there is a sealing counterforce intervention, the half lock force upper limit is 75-85N. In order to ensure that the anti-pinch force does not exceed 100N, the anti-pinch force at the half lock position needs to be calibrated as half lock force+10-15N, which in turn requires the control of the half lock force upper limit.

[0106] Through the above-mentioned embodiments, the adjustment strategy of the half lock force upper limit value is provided, so as to be beneficial to further improve the performance and safety of the vehicle door control.

[0107] In some embodiments, the above-mentioned calibration of the preset entering lock speed of the actuator of the vehicle door according to the static entering lock force nominal value can further include the steps of: calculating a first entering lock speed of the actuator according to the static entering lock force nominal value; detecting the test vehicle interior air pressure characteristics of the vehicle door; determining a speed adjustment parameter according to the test vehicle interior air pressure characteristics; determining a second entering lock speed according to the standard entering lock speed and the speed adjustment parameter; and the preset entering lock speed includes the first entering lock speed and the second entering lock speed.

[0108] The vehicle interior air pressure feature is related to the closing state of the vehicle door and the vehicle window and the air conditioner adjustment gear, and this state can be monitored by a program. Specifically, the standard latching speed is calibrated for the vehicle door. When the four door glasses are raised to the top and the remaining three doors and the tail door are fully closed, if either of the two conditions is not met, the air compression when the door is closed has an area that can be discharged (in addition to the air exhaust valve of the vehicle body), and the air resistance is small. Therefore, the latching speed can be calibrated according to the nominal value of the static latching force calculated above or the upper limit value of the half-latching force corresponding to the nominal value, to obtain the first latching speed.

[0109] Secondly, the latching speed is calibrated for the vehicle door when the door is fully closed. When the four door glasses are raised to the top and the remaining three doors and the tail door are fully closed, the air resistance generated by the reverse thrust has a great influence on the latching speed when the door is half-latched. Therefore, the latching speed needs to be increased to ensure that the door is normally half-latched. At the same time, the influence of the air conditioner air force on the latching speed needs to be considered. It is found through actual measurement that when the air conditioner is turned on, the air force will generate an outward pushing force on the door. When the door is closed, the latching speed needs to be increased. The higher the air conditioner gear, the greater the outward pushing force. In order to completely ensure that the door can be normally half-latched, the air conditioner gear air force is adjusted to the maximum during calibration, and the half-latching force is adjusted to the upper limit. In this way, the maximum latching speed can be calibrated. It is found through testing that the latching speed when the air conditioner is fully open is increased by about 13% compared with the standard latching speed. Based on this, the standard latching speed can be further adjusted according to the test-calibrated speed adjustment parameter (such as 13%), to obtain the second latching speed.

[0110] In some embodiments, the above-mentioned switching of the current driving speed of the executing member to the preset latching speed can further include the steps of: detecting an actual vehicle door air pressure feature of the vehicle door; and controlling the current driving speed of the executing member to switch to the first latching speed or the second latching speed according to the actual vehicle door air pressure feature. The actual vehicle door air pressure feature is related to the closing state of the vehicle door and the vehicle window. In actual application, the software can automatically identify which latching speed needs to be used according to the state of the vehicle door and the vehicle window monitored by the program, such as whether the door is fully closed and whether the glass is fully closed. For example, the standard latching speed calibrated for a certain vehicle door is 23° / s, which is the first latching speed. When the program detects that the four doors are fully closed and the glasses are fully raised, the current latching speed needs to be switched to the second latching speed, which is 26° / s.

[0111] Through the above embodiment, the influence factor of air resistance is considered, the accuracy of the vehicle door control is further improved, different vehicle working conditions can correspond to different locking speeds, and it is ensured that the vehicle door can be normally locked in all working conditions. It should be noted that the steps shown in the above process or the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that here.

[0112] The embodiment also provides a vehicle door control system, comprising: a controller; the controller is used to execute the vehicle door control method according to any one of the above method embodiments.

[0113] The embodiment also provides a vehicle, comprising: a vehicle door and a vehicle door control system according to any one of the above embodiments.

[0114] The embodiment also provides an electronic device, comprising a memory and a processor, the memory stores a computer program, and the processor is configured to execute the computer program to perform the steps in any one of the above method embodiments.

[0115] Optionally, the electronic device described above can further comprise a transmission device and an input and output device, wherein the transmission device is connected with the processor, and the input and output device is connected with the processor.

[0116] Optionally, in the embodiment, the processor can be configured to execute the following steps through the computer program:

[0117] S1, obtaining a segmented sealing reaction force of the vehicle door at a preset locking position, and determining a static locking force nominal value based on the segmented sealing reaction force.

[0118] S2, calibrating a preset locking speed of an actuator of the vehicle door according to the static locking force nominal value.

[0119] S3, switching a current driving speed of the actuator to the preset locking speed when it is detected that the vehicle door moves to a preset opening and closing angle; wherein the actuator drives the vehicle door to lock at the preset locking speed.

[0120] It should be noted that the specific examples in the embodiment can refer to the examples described in the above embodiments and optional implementation manners, and the embodiment will not be described here.

[0121] In addition, in combination with the vehicle door control method in the above embodiment, the embodiment of the application can provide a storage medium for implementation. The storage medium has a computer program stored thereon; the computer program is executed by a processor to implement any one of the vehicle door control methods in the above embodiments.

[0122] Those skilled in the art should understand that each technical feature of the above-described embodiments can be combined arbitrarily, and for the sake of brevity, each technical feature of the above-described embodiments is not described in all possible combinations, however, as long as the combinations of the technical features do not exist, it should be considered that it is within the scope of the description.

[0123] The above-described embodiments only express several implementation manners of the present application, the description is more specific and detailed, but it should not be understood as a limitation on the patent scope of the application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A vehicle door control method characterized by, The method comprises: acquiring a segmented sealing reaction force of the vehicle door at a preset latching position, and determining a static latching force nominal value based on the segmented sealing reaction force; calibrating a preset latching speed of an actuator of the vehicle door according to the static latching force nominal value; switching a current driving speed of the actuator to the preset latching speed when detecting that the vehicle door moves to a preset opening and closing angle, wherein the actuator drives the vehicle door to latch at the preset latching speed.

2. The vehicle door control method according to claim 1, wherein A first sealing material is installed at a door frame position of the vehicle door. The acquiring of the segmented sealing reaction force of the vehicle door at the preset latching position further comprises: determining a first contact feature of the first sealing material relative to a vehicle body when the vehicle door is at the preset latching position; determining at least two segments of first sealing reaction force of the first sealing material based on the first contact feature, and acquiring the segmented sealing reaction force according to the first sealing reaction force.

3. The vehicle door control method according to claim 2, wherein The determining of the at least two segments of first sealing reaction force of the first sealing material based on the first contact feature further comprises: dividing the first sealing material into a first vertical segment, a first horizontal segment and an edge segment based on the first contact feature; determining a first vertical sealing reaction force of the first vertical segment according to a preset compression deformation design value; determining a first horizontal sealing reaction force of the first horizontal segment according to a mean value of the compression deformation design value; determining an edge sealing reaction force of the edge segment according to the compression deformation design value and a preset farthest end contact point deformation design value; the first sealing reaction force comprises the first vertical sealing reaction force, the first horizontal sealing reaction force and the edge sealing reaction force.

4. The vehicle door control method according to claim 2, wherein A second sealing material is installed at a connection position of the vehicle door and the vehicle body; the acquiring of the segmented sealing reaction force according to the first sealing reaction force further comprises: determining a second contact feature of the second sealing material relative to the vehicle body when the vehicle door is at the preset latching position; determining at least two segments of second sealing reaction force of the second sealing material based on the second contact feature; acquiring the segmented sealing reaction force according to the first sealing reaction force and the second sealing reaction force.

5. The vehicle door control method according to claim 4, wherein The determining of the at least two segments of second sealing reaction force of the second sealing material based on the second contact feature further comprises: dividing the second sealing material into a second vertical segment and a second horizontal segment based on the second contact feature; determining a second vertical sealing reaction force of the second vertical segment according to a preset compression deformation design value; determining a second horizontal sealing reaction force of the second horizontal segment according to a mean value of the compression deformation design value; the second sealing reaction force comprises the second vertical sealing reaction force and the second horizontal sealing reaction force.

6. The vehicle door control method according to claim 2, wherein A third sealing material is installed at a rocker position of the vehicle door; the acquiring of the segmented sealing reaction force according to the first sealing reaction force further comprises: determining a third sealing reaction force of the third sealing material according to a mean value of a preset compression deformation design value; acquiring the segmented sealing reaction force according to the first sealing reaction force and the third sealing reaction force.

7. The vehicle door control method according to claim 1, wherein The determining the static nominal value of the entry lock force based on the segmented sealing counterforce further comprises: calculating a segmented sealing torque based on the segmented sealing counterforce; obtaining a resistance torque of the actuator, a hinge torque of a hinge, and a lock body torque, the hinge being used to connect the vehicle door and the vehicle body; calculating a total torque based on the segmented sealing torque, the resistance torque, the hinge torque, and the lock body torque, and determining the static nominal value of the entry lock force based on the total torque and a preset force arm of the static nominal value of the entry lock force.

8. The vehicle door control method according to claim 1, wherein The calibrating the preset entry lock speed of the actuator of the vehicle door based on the static nominal value of the entry lock force further comprises: obtaining a tolerance value of the vehicle door, and calculating a target half-lock force upper limit value based on the static nominal value of the entry lock force and the tolerance value; calibrating the preset entry lock speed when an actual half-lock force of the vehicle door reaches the target half-lock force upper limit value.

9. The vehicle door control method according to claim 8, wherein The calculating the target half-lock force upper limit value based on the static nominal value of the entry lock force and the tolerance value further comprises: calculating an initial half-lock force upper limit value based on the static nominal value of the entry lock force and the tolerance value; obtaining an actual assembly precision of the vehicle door, and adjusting the initial half-lock force upper limit value according to the actual assembly precision to obtain the target half-lock force upper limit value.

10. The vehicle door control method according to any one of claims 1 to 9, wherein The calibrating the preset entry lock speed of the actuator of the vehicle door based on the static nominal value of the entry lock force comprises: calculating a first entry lock speed of the actuator based on the static nominal value of the entry lock force; detecting a test vehicle interior air pressure feature of the vehicle door, and determining a speed adjustment parameter based on the test vehicle interior air pressure feature; determining a second entry lock speed based on the standard entry lock speed and the speed adjustment parameter, the preset entry lock speed comprising the first entry lock speed and the second entry lock speed.

11. The vehicle door control method according to claim 10, wherein The switching the current driving speed of the actuator to the preset entry lock speed further comprises: detecting an actual vehicle door air pressure feature of the vehicle door; controlling the current driving speed of the actuator to switch to the first entry lock speed or the second entry lock speed based on the actual vehicle door air pressure feature.

12. A vehicle door control system characterized by comprising: comprise: a controller; the controller is configured to execute the vehicle door control method according to any one of claims 1 to 11.

13. A vehicle characterized by comprising: comprise: a vehicle door and the vehicle door control system according to claim 12.

Images