FR2907924A1 - Motorized opening e.g. sliding side door, controlling system, for motor vehicle, has module compensating disturbance on displacement of opening caused by action of force on opening other that those generated by obstacle's contact on opening - Google Patents

Abstract

The system has a feedback control block (30) for controlling feedback of a motorized opening e.g. sliding side door, of a motor vehicle according to displacement measurements of the opening. An obstacle detection module (44) detects an obstacle such as hand, opposing to the displacement of the opening. A disturbance compensation module (46) compensates the disturbance on the displacement of the opening caused by the action of force on the opening other that those generated by the contact of the obstacle on the opening.

Description

1 Steering system of a motorized motor vehicle door. The

  The present invention relates to a control system of a motorized opening of a motor vehicle. More particularly, the present invention relates to such a system comprising feedback control means of the opening according to displacement measurements thereof and means for detecting an obstacle opposing the displacement of the opening. Today, motorized openings are multiplying in the automotive field, such as sliding side doors, retractable roofs, trunk doors, sequential windows, etc. A recurring problem in this type of automotive equipment is the safety of people, because it is necessary to prevent someone from getting hurt when the opening opens or closes, or the safety of the equipment itself, because any obstacle opposing the movement of the opening can damage it. This is why a so-called anti-pinch function is generally implemented and is intended to detect an obstacle on the path of the opening and to take an appropriate measure (stop of the opening or displacement of the in the opposite direction, for example) when such an obstacle is detected In general, an anti-pinch function is difficult to implement because it satisfies a difficult compromise. side, an obstacle must be detected in a safe way, especially when we know that many young children are injured every year in the door of vehicles. By obstacle, we mean here a solid object, placed on the course of the obstacle and s 'Opposing it by contact.On the other hand, it should not either the slightest disturbance on the opening, such as for example a wind a little strong, the fact that the vehicle is sloping, etc. .., does not always bring the anti-pinch function to stop The phenomenon of disturbance, which does not correspond to any real obstacle present on the course of the opening, but which causes the anti-pinch function to detect the presence of an obstacle, is well known and is called ghost obstacle.

Generally, it is desired that the opening, such as for example a sliding door, move at a constant speed during its closing / opening, so that a law regulating the speed of the opening at a speed of setpoint is used to control the opening.

Due to the very nature of a regulating law, it is known that any disturbance on the sash results in a non-zero regulation error. A known anti-pinch system thus compares the absolute value of the regulation error with a threshold value and determines the presence of an obstacle if this threshold value is exceeded.

The compromise described above is then managed by the choice of the threshold value. If a high threshold value is chosen, the probability of detecting a ghost obstacle will be low. However, the detection of an obstacle then assumes a significant regulatory error and therefore a significant force opposing the opening. Thus, a hand stuck in the opening will be detected only once a strong pinch applied to it. On the other hand, if a low threshold value is chosen, the slightest perturbation on the opening, which results in a non-zero regulation error, will result in the detection of an obstacle. In general, manufacturers have hitherto preferred to choose such a low value to ensure that no accidents occur. It is therefore clear that there is a need for an anti-pinch function that reliably detects an obstacle without being disturbed by the ghost obstacles. The object of the present invention is to solve this problem and has for this purpose a control system of a motorized motor vehicle door, the system comprising feedback control means of the opening according to measurements of displacement thereof and means for detecting an obstacle opposing the displacement of the opening, characterized in that it comprises means for compensating for disturbance of the movement of the sash caused by the action a force on the opening other than that generated by the contact of an obstacle on it.

Thus, the fact of compensating such a disturbance, while the opening is controlled by feedback, has the effect of substantially canceling the component of the control error induced by the disturbance. It is then possible to choose a lower threshold value without this involving the detection of ghost obstacles. According to preferred embodiments of the invention, the system comprises one or more of the following features: the compensation means comprise means for acquiring information relating to the disturbance and means with predictive control. capable of injecting at the output of the control means a signal for compensating the disturbance as a function of the information acquired; - The compensation means are able to compensate for the effect on the opening of an inclination of the vehicle relative to the direction of gravity; The compensation means are able to compensate for the effect on the opening of a force generated by the fact that the vehicle is engaged on a slope and / or a slope; the compensation means comprise means for acquiring a longitudinal acceleration and a lateral acceleration of the vehicle and means for determining a force to be produced in order to overcome the force generated by the inclination of the vehicle relative to the direction of gravity, according to the accelerations acquired; the obstacle detection means are able to detect the presence of an obstacle opposing the displacement of the opening by comparing a control error of the feedback control means with a predetermined threshold value; ; - The motorized opening is a sliding side door; and - the motorized opening is a tailgate. The invention will be better understood on reading the description which will follow, given solely by way of example, and with reference to the accompanying drawings, in which: FIG. 1 is a schematic view of an architecture of motorized motor vehicle opening; - Figure 2 is a schematic view of a steering system of an opening according to the invention forming part of the architecture of Figure 1; - Figures 3A to 3C are schematic views of a vehicle tomobile equipped with motorized sliding doors and parked sloping and on the back; Figure 4 is a schematic view of a sliding door equipping the vehicle of Figures 3A-3C and forces exerted thereon; and - Figure 5 is a schematic view of a compensation module 10 according to the invention applied to the sliding door of the vehicle. In Figure 1, an opening 10 of a motor vehicle, for example a sliding side door, a retractable roof, a trunk, a sequential window lifter, a motorized tailgate or the like, is coupled to an electric motor 12 through a gearbox 14 and a kinematic chain 16 for moving it by transforming the rotational movement at the output of the gearbox into a desired movement for the opening, as is known per se in the state of the art. The motor 12, powered from a battery 18, is controlled by a voltage computer 20 via a power electronic stage 22, 20 which controls the power to bring the opening from the battery. The computer 20 is connected to a position and / or speed sensor 24 measuring the angular position and / or the angular speed of the engine as well as to a man / machine interface 26 for acquiring closing commands. opening of the opening 10 from users of the vehicle. According to the invention, the computer is also connected to means 28 for acquiring information relating to disturbances experienced by the opening, and more particularly to information relating to disturbances other than that generated by the contact of a solid object on the opening (hand, bag, etc ...) placed on the course of the opening, as will be explained in more detail later. Figure 2 is a more detailed view of the architecture of the algorithm implemented by the computer 20 to control the opening.

This architecture comprises a feedback control block 30 comprising estimation modules 32, 34 connected to the position and / or speed sensor 24 and estimating, as a function of the measurement thereof, the angular position 0 and the angular velocity V of the motor 12.

The control unit 30 also comprises a path calculator module 36 connected to the man / machine interface 26 for receiving the opening / closing commands of the opening and to the module 32 for estimating the angular position of the motor. The module 36 thus delivers an angular speed reference value Vo for the motor 12 as a function of the order received and the estimated angular position. Finally, the control unit 30 comprises a regulator 38 composed of a subtractor 40, connected to the trajectory calculation module 36 and the module 34 for estimating the angular speed of the motor 12 and forming a regulation error AV = Vo -V , and a regulation module 42 connected to the subtractor 40. The module 42 implements a regulation law, such as a derived integral proportional law, and calculates, according to the control error AV, a control voltage of the motor 12 that it delivers to the electronic stage of powerful 22 for the control of the motor 12.

The architecture of the computer 20 also comprises an obstacle detection module 44, connected to the output of the subtractor 40 and to the module 32 for estimating the angular position of the motor 12. The module 44 determines as a function of the angular position estimated a threshold value S, compares the absolute value of the regulation error AV with the threshold value S 25 determined, and detects the presence of an obstacle on the path of the opening 10 when the error AV exceeds the threshold value S. The module 44 is for example connected to an emergency control module of the opening (not shown) which stops the opening 10 and / or reverses its direction of movement when the module 44 detects an obstacle.

As previously described, by the very nature of a regulation law, and mainly because it is a feedback law, any disturbance to the opening 10 results in a non-zero AV regulation error. For example, in the case of a sliding side door, if it is not in a plane parallel to the gravity, for example when the vehicle 5 is parked on a slope, an uphill, etc ..., a force exerts itself on the door. The regulation law then controls the motor to overcome it, which is reflected during the movement of the door by a significant regulation error. This same principle also applies to other types of disturbances, such as wind for example, or vertical and / or horizontal stresses of the road profile on the vehicle when it rolls. According to the invention, the architecture of the computer 20 comprises a module 46 which compensates for the effect of these disturbances on the regulation error by injecting a corresponding amount of control at the level of an adder 48 arranged at the output of the module. 42 of regulation. Such control injection at the output of the main control and having the effect of compensating for disturbances by prediction thereof is generally referred to as the predictive command, or feedforward in English.

The rejection of disturbances other than an obstacle on the path of the opening is thus achieved by the module 46, and not by the regulator 38, so that the AV regulation error is not affected by these disturbances. Thus, it is possible to choose lower threshold values S for the detection module 44 without this requiring a detection of a ghost obstacle. More particularly, the module 46 is connected to the means 28 for acquiring the information relating to the disturbances and determines, as a function of these, their effect on the sash on the basis of a predetermined mathematical model of the behavior of the sash at these points. disruptions.

A particular application to a sliding side door of the compensation implemented by the module 46 is now described.

In FIGS. 3A, 3B and 3C, a motor vehicle 50 is equipped with two motorized lateral sliding doors 52, 54 having the architecture described with reference to FIG. 1. An orthogonal reference (xO, yO, zO) related to FIG. Terrestrial reference has two axes xO, yO horizontal, that is to say perpendicular to the direction of gravity, and a vertical axis zO, that is to say parallel to the direction of gravity. An orthogonal reference (x2, y2, z2) linked to the vehicle reference frame comprises a longitudinal axis x2 or roll axis, a transverse axis y2 or pitch axis 10, and a yaw axis z2. When the vehicle is on a flat surface and in the absence of pitch related to the static load embedded in the vehicle, the axes x2 and y2 are horizontal. In the example of FIGS. 3A to 3C, the vehicle 50 is parked with a rear wheel placed on a relief 56 of the roadway. The vehicle 50 is thus parked on both a slope and a slope, which causes the marker (x2, y2, z2) to rotate by an angle around the y axis and an adevers angle around the y axis. xO axis. Moreover, because of the distribution of the mass of the vehicle 50 which is not necessarily homogeneous due, for example, to the presence of the engine, baggage, passengers, etc., the vehicle also has an angle arouus roll and pitch pitch. The reference (x2, y2, z2) is thus totally rotated by an angle ay = apente + atangage around the axis yO and an angle ax = adevers + aroulis around the axis xO.

The vehicle 50 is also equipped with two single-axis accelerometers or a bi-axis accelerometer, for example placed at the center of gravity of the vehicle 50. These accelerometers 58 are for example already embedded in the vehicle 50 for the purposes of a trajectory control system or specially designed for the purposes of the invention, and measure the longitudinal acceleration and the lateral acceleration of the vehicle 50, that is to say the accelerations experienced by it according to the invention. x2 axis and the y2 axis respectively.

The accelerometers are connected to the computer 20 (not shown in FIGS. 3A to 3C) and correspond to the information acquisition means 28 pertaining to the disturbances. They measure indeed the effect of the rotation of the marker (x2, y2, z2) along the axes x2 and y2, namely a gravity acceleration simulator axis = ay xg along the axis x2 and a compo - gravity acceleration health ay2 = ax xg along the y2 axis, where g is the acceleration of gravity, and therefore the effect of the distribution of the different masses present in the vehicle 50 along these two axes. FIG. 4 is a schematic view of the architecture of a motorized lateral sliding door 52 of the vehicle 50. An orthogonal reference (x3, y3, z3) linked to the reference frame of the door 52 comprises two parallel axes (x3, y3). the plane of the door 52 and an axis z3 perpendicular to the plane of the door. This architecture comprises a lower rail 60, a median rail 62 and an upper rail 64 connected to the vehicle body. Two carriages 66, 68, articulated about the axis z3, are fixed to the door 52 by appropriate fixing elements 70, 72 and engage in the lower rails 60 and median 62 respectively. These carriages 66, 68 have the function of retaining the gravitational effects related to the mass of the door 52 (via pebbles by 20 on the rails 60, 62 not shown) and guide the latter in its movement (via rollers track followers). A carriage 74 hinged along the axis x3 is also fixed to the door 52 and is provided with a roller sliding in the upper rail 64, thus avoiding any risk of tilting of the door 52.

To facilitate the opening and closing of the door 52, the rails 60, 62, 64 define a planar path for it. Moreover, to facilitate the closing of the door 52 by the user without the use of motorized means, the flat trajectory of the door 52, and therefore the door 52, and the rails 60, 62, 64, are inclined. a known octre angle relative to the reference (x2, y2, z2) of the reference frame of the vehicle 50.

The door 52 is motorized for example from the lower rail 60 whose associated carriage 66 is set in motion by a cable system actuated by an electric motor (not shown). The structure of the powered sliding door is well known and will not be described further here. It is shown that the fact that the vehicle 50 is parked on a slope as illustrated in FIGS. 3A-3C shows a force on the door 52 which can be modeled by a force oriented along the axis x 3 and applying to the center of gravity Gp of this in the relation Fxpi = Mp xgx ay, where Mp is the mass of the door which is known. It is also shown that the fact that the door 52 is inclined by the additional angle octre gives rise to a force on it which is adjustable by a force oriented along the axis x 3 and applying to the center of gravity Gp of the gate 52 according to the equation Fxp2 = Mp xgx arail 15 In total the resultant force along the axis x3 is therefore equal to Fyp = Mp xgx (ay + arail). Finally, it is shown that the fact that the vehicle 50 is parked on a slope as illustrated in FIGS. 3A-3C shows a force on the door 52 which can be modeled by a force oriented along the axis y3 and applying to the center gravity Gp of it according to the relation Fyp = Mp xgx ay. As can be seen, the knowledge of the longitudinal and transverse accelerations of the vehicle 50 via their measurements by the accelerometers 58 makes it possible to know each of the efforts described above. FIG. 5 is a schematic view of the compensation module 46 of FIG. 2 when it is applied to the compensation of the gravity components along the axes x3 and y3 on the sliding door 52 when the vehicle is parked on a slope and in cant as shown in Figures 3A 3C. The module 46 receives the measured longitudinal acceleration ax2 = ay xg 30 at an adder 80 which also receives the value ocrait x g. The summator 80 is connected to a first multiplication block 82 multiplying the output of the summator by the value Mp of the gate mass. The block 82 is connected to a second multiplication block 84 multiplying the output of the block 82 by a variable ratio Gy (s) proportion associated with the force Fyp.

The module 46 also receives the measured lateral acceleration ay2 = ax xg at a third multiplication block 86 which multiplies it by the value Mp of the mass of the door. The block 86 is also connected to a fourth multiplication block 88 which multiplies the output of the block 86 by a variable ratio Gx (s) of proportion associated with the force Fxp.

A fifth block 90 receives meanwhile the angular position 0 of the electric motor estimated by the estimation module 32 and determines a curvilinear position s of the articulated carriage 66 (which is the one actuated by the electric motor) on the lower rail 60, here by multiplying the angular position 9 by a reduction ratio Gr between the motor and the carriage 66.

The block 90 is connected to the second and fourth multiplication blocks 84, 88 which receive the calculated curvilinear abscissa and select values for the ratios Gy (s) and Gx (s) as a function of this. An adder is connected to the second and fourth blocks 84, 88 and summed their output to form the value Fcable = Gx (s) xFxp + Gy (s) xFyp. The values of the ratios Gy (s) and Gx (s) as a function of the curvilinear abscissa s are calculated beforehand by a study of the kinematics of the motorized sliding door so that the value Fcable corresponds to the additional effort to be produced at motorized trolley level 66 to compensate for the effect of pitch, pitch, pitch, roll, and tilt of the door, an effort that is known to be proportional to both Fxpet Fyp. The ratios Gy (s) and Gx (s) are for example tabulated in module 46 as a function of curvilinear abscissa values. The effort at the Fcable carriage is then translated into a corresponding control for the electric motor operating the carriage.

For this purpose, assuming for example that the electric motor is modeled by a resistance R and an electromagnetic gain Ke, that is to say by a relation between the motor current i, the control voltage u of the motor and the angular velocity V thereof of the type U = R xi + Ke x V, the compensating modulus 46 comprises a sixth multiplication block 92 connected to the output of the summator 92 and multiplying the latter by the ratio of reduction Gr in order to obtain a compensating torque C. The block 94 is connected to a seventh multiplication block 96 multiplying the torque C at the output of the block 94 by 11 (e in order to obtain a compensating motor current, which current i is then multiplied by the resistance value R of the motor by an eighth multiplication block 98 connected to the output of the block 96. The compensation module 46 comprises a ninth multiplication block 100 receiving from the estimation module 34 the angular velocity V 15 of the electric motor and multiplying it Finally, the module 46 comprises an adder 102 connected to the blocks 98 and 100 which forms the sum of their output to calculate the compensation control voltage u sent to the adder 48 of FIG.

The compensation algorithm implemented by the module 46 thus minimizes the difference between the measured angular velocity and the set speed related to the slope and the rears, which allows the level of the obstacle detection algorithm. to select lower threshold values and thus to have a better reactivity of the obstacle detection. This results in a lower clamping force when an obstacle is detected and thus an improvement in the compromise between the opening / closing and anti-pinching of the sliding door of the vehicle. It may also be noted that the algorithm implemented by the module 46, because it is based on measurements of longitudinal and transverse accelerations of the vehicle, compensates for the acceleration efforts induced by an acceleration or a braking of the vehicle or a driver action on the wheel of the vehicle while driving, while the door is being opened or closed. In a variant, the compensation algorithm implemented by the module 46 takes into account the mechanical efficiency of the gearbox between the electric motor and the motorized carriage. In such a variant, the reduction ratio Gr is replaced by the value Gr ~ if the motor drives the door and by the value Gr x112 if the door leads the motor, where r1] and 12 are predetermined mechanical efficiency constants. . The choice between these two values is made by the module 46 which estimates the mechanical power 10 delivered by the motor from the control voltage and the angular speed thereof and selects one or the other of these values. according to the sign of the estimated mechanical power. Finally, it will be noted that the preferred architecture of the compensation means in the form of a predictive compensation of the disturbances makes it possible not to modify the control and obstacle detection schemes already designed.

Claims (8)

  1.- control system of a motorized opening (52) of a motor vehicle, the system comprising means (30) for feedback control of the leaf (52) according to displacement measurements thereof and means (44) for detecting an obstacle opposing the movement of the opening (52), characterized in that it comprises means (46) for compensating for disturbance of the displacement of the opening caused by the action of a force on the opening other than that generated by the contact of an obstacle on it.   2.- System according to claim 1, characterized in that the means (46) of compensation comprise means (28) for acquiring information relating to the disturbance and predictive control means adapted to inject the output means ( 30) control a signal of compensation of the disturbance according to the information acquired.   3.- System according to claim 1 or 2, characterized in that the means (46) of compensation are able to compensate for the effect on the opening of an inclination of the vehicle relative to the direction of gravity.   4.- System according to claim 3, characterized in that the means (46) of compensation are able to compensate the effect on the opening of a force generated by the fact that the vehicle is engaged on a slope and / or a cant. 25   5.- System according to claim 3 or 4, characterized in that the means (46) of compensation comprise means (58) for acquiring a longitudinal acceleration and a lateral acceleration of the vehicle and means (80 û). 92) for determining a force to be produced to overcome the force generated by the inclination of the vehicle relative to the direction of gravity, as a function of the accelerations acquired. 10 2907924 14   6. System according to any one of the preceding claims, characterized in that the means (44) of obstacle detection are able to detect the presence of an obstacle opposing the displacement of the opening by comparison of a control error of the feedback control means (30) at a predetermined threshold value.   7. System according to any one of the preceding claims, characterized in that the motorized opening is a sliding side door.   8. System according to any one of claims 1 to 6, characterized in that the motorized opening is a tailgate.