Adaptive Correction Method for Accelerator Pedal Mapping in Commercial Vehicles Considering Longitudinal Acceleration Capability

Abstract

This invention relates to the field of accelerator pedal mapping design technology for commercial vehicles. It provides an adaptive correction method for accelerator pedal mapping in commercial vehicles, considering longitudinal acceleration capability. Using an unloaded horizontal road surface as the baseline condition, it establishes a mapping relationship between accelerator pedal opening, vehicle speed, and the target longitudinal acceleration of the vehicle under the baseline condition. It acquires the current vehicle mass, road gradient, and vehicle speed in real time, calculates the current maximum longitudinal acceleration, and corrects the baseline coasting deceleration. Combining the longitudinal acceleration demand coefficient, it corrects the baseline mapping with the current maximum acceleration and coasting deceleration, establishing an adaptive accelerator pedal mapping relationship. Based on the current accelerator pedal opening and vehicle speed, it determines and outputs the target acceleration through the adaptive accelerator pedal mapping relationship. This method effectively solves the mismatch problem between longitudinal acceleration and pedal opening response, improving pedal controllability and driving experience.

Description

Technical Field

[0001] This invention belongs to the technical field of accelerator pedal mapping relationship design for commercial vehicles, and particularly relates to an adaptive correction method for accelerator pedal mapping of commercial vehicles that takes into account longitudinal acceleration capability. Background Technology

[0002] Commercial vehicles have varying weights, ranging from several times when unloaded to fully loaded, and are used in diverse road conditions, including plains, mountains, and hills. Under different weights and road gradients, the longitudinal acceleration achieved by the vehicle at the same accelerator pedal opening varies significantly. Under unloaded, flat-road conditions, vehicles accelerate strongly and respond quickly; however, under heavy loads and uphill conditions, acceleration is limited. Beyond a certain accelerator pedal opening, longitudinal acceleration fails to increase proportionally with further pedal opening, leading to a mismatch between longitudinal acceleration and accelerator pedal opening response. Therefore, establishing a method that adaptively corrects the accelerator pedal mapping relationship based on weight and gradient changes is crucial for resolving this mismatch and improving accelerator pedal controllability and driving experience.

[0003] Chinese invention patent application number 202311121162.6, entitled "Method, Apparatus, Device and Readable Storage Medium for Generating Accelerator Pedal Maps," employs a partitioning approach. It determines the required acceleration under different driving conditions, converts the required acceleration into corresponding wheel-side driving torque based on relevant transmission system parameters and driving resistance, establishes the relationship between vehicle speed, pedal opening, gear position, and wheel-side driving torque, and then converts the wheel-side driving torque and vehicle speed into engine output torque and engine speed, resulting in an accelerator pedal opening-engine speed-engine output torque map. This method primarily aims to improve the efficiency of accelerator pedal map generation and unify the power delivery style, but it does not consider the mismatch in the effective response range of the pedal when mass or gradient changes.

[0004] Chinese invention patent application number 201910479128.3, entitled "An Online Method for Determining Driver Demand Driving Torque," calculates the driving resistance curve and maximum driving force curve based on driving conditions and vehicle operating status. It then determines the wheel-end demand driving force curves corresponding to 100% pedal opening and 0% pedal opening, as well as the maximum and minimum stable vehicle speeds. Based on the driving resistance curve, it identifies sensitive and insensitive areas, generates an online wheel-end driver demand driving force map, and finally calculates the driver demand driving torque at the engine output. This method can improve calibration efficiency, reduce vehicle development time and cost, and enhance vehicle controllability. However, it does not consider the impact of significant changes in mass and gradient on longitudinal acceleration capability, and it does not adaptively correct for the mismatch between accelerator pedal opening and longitudinal acceleration response.

[0005] In summary, the existing technology lacks a method that can simultaneously consider vehicle mass and road gradient changes, and adaptively correct the accelerator pedal mapping relationship to solve the mismatch between longitudinal acceleration and pedal opening response. Summary of the Invention

[0006] The purpose of this invention is to provide an adaptive correction method for accelerator pedal mapping in commercial vehicles that takes into account longitudinal acceleration capability, thereby addressing the problems mentioned in the background section.

[0007] The present invention is implemented as follows: an adaptive correction method for accelerator pedal mapping in commercial vehicles considering longitudinal acceleration capability includes the following steps:

[0008] Step 1: Establish a baseline mapping relationship between the accelerator pedal opening and the target longitudinal acceleration of the vehicle under the baseline operating conditions;

[0009] Step 2: Obtain the current vehicle mass, road gradient, and vehicle speed in real time to determine the maximum longitudinal acceleration and coasting deceleration under the current operating conditions;

[0010] Step 3: Based on the maximum longitudinal acceleration and coasting deceleration under the current operating conditions, correct the baseline mapping relationship to obtain the adaptive accelerator pedal mapping relationship under the current operating conditions;

[0011] Step 4: Obtain the current accelerator pedal opening and vehicle speed in real time, and determine and output the target longitudinal acceleration of the whole vehicle based on the adaptive accelerator pedal mapping relationship under the current working conditions.

[0012] A further technical solution, in step 1, specifically includes establishing the benchmark mapping relationship as follows:

[0013] Using unloaded and level road conditions as the baseline, a nonlinear mapping relationship between accelerator pedal opening and target stable vehicle speed is established based on the vehicle's speed limit, as shown below:

[0014]

[0015] In the formula, To achieve a stable vehicle speed, To limit the speed of vehicles The accelerator pedal opening is expressed as a percentage, ranging from 0% to 100%. This is a power-law parameter used to determine the nonlinear mapping relationship between the accelerator pedal opening and the target stable vehicle speed;

[0016] Based on the vehicle's maximum driving capacity and driving resistance under the baseline operating conditions, the maximum longitudinal acceleration at each vehicle speed is determined using the following formula:

[0017]

[0018] In the formula, The vehicle's current speed. For the reference working condition The corresponding maximum longitudinal acceleration, For the vehicle under the reference working condition The maximum driving force that can be provided at that location The unloaded weight of the vehicle. It is the acceleration due to gravity. The rolling resistance coefficient, The air drag coefficient, The vehicle's frontal area;

[0019] Reference coasting deceleration The values ​​were obtained from actual coasting tests under baseline conditions and were negative. The test conditions were: vehicle unloaded, level road surface, no driving or braking applied. During the test, vehicle speed and longitudinal deceleration data were collected in real time to obtain the corresponding coasting deceleration at different vehicle speeds.

[0020] A further technical solution, in step 1, includes establishing the reference mapping relationship as follows:

[0021] The vehicle's current speed is determined based on the mapping relationship between accelerator pedal opening and target stable speed. The corresponding speed accelerator pedal opening is calculated using the following formula:

[0022]

[0023] With steady pedal opening The accelerator pedal's low-sensitivity zone is designed with the origin as the reference point, and the half-width of the low-sensitivity zone is... When the actual accelerator pedal opening lie in Within the specified range, the longitudinal acceleration of the entire vehicle changes smoothly according to a cubic function, and the calculation formula is as follows:

[0024]

[0025] In the formula, The target longitudinal acceleration of the vehicle under the baseline operating conditions. This is the smoothing coefficient.

[0026] A further technical solution is that, in step 1, when the actual accelerator pedal opening... Greater than At that time, the vehicle was in the acceleration zone, with As the starting point of the acceleration zone, As the endpoint of the acceleration zone, the target longitudinal acceleration of the entire vehicle is determined using Stevens' psychological law, and the calculation formula is as follows:

[0027]

[0028] In the formula, This is the adjustment coefficient for the acceleration zone. To accelerate the power exponent. and Determined based on the start and end points of the acceleration zone;

[0029] When the actual accelerator pedal opening Less than At that time, the vehicle was in the deceleration zone, As the starting point of the deceleration zone, As the endpoint of the deceleration zone, the target longitudinal acceleration of the entire vehicle is determined using Stevens' psychological law, and the calculation formula is as follows:

[0030]

[0031] In the formula, This is the deceleration zone adjustment coefficient. This is the power exponent for the deceleration region. and Determined based on the start and end points of the deceleration zone;

[0032] The three sets of mapping relationships—low sensitivity zone, acceleration zone, and deceleration zone—together constitute the actual accelerator pedal opening under the reference operating condition. and the vehicle's current speed longitudinal acceleration of the whole vehicle target The mapping relationship;

[0033] according to The sign of the value determines the longitudinal acceleration demand coefficient. When positive, the longitudinal acceleration demand coefficient is:

[0034]

[0035] when When it is negative, the longitudinal acceleration demand coefficient is:

[0036]

[0037] In the formula, As a reference for gliding deceleration, To accelerate the longitudinal acceleration requirement coefficient, This is the longitudinal acceleration requirement coefficient on the deceleration side.

[0038] A further technical solution, the specific steps of step 2 are as follows:

[0039] The system obtains the current vehicle mass, road gradient, and vehicle speed in real time from the vehicle control system. Simultaneously, it combines the vehicle's maximum driving force, rolling resistance, air resistance, and slope resistance to determine the maximum longitudinal acceleration under the current operating conditions. The calculation formula is as follows:

[0040]

[0041] In the formula, Given the current vehicle speed, vehicle mass, and road gradient, the maximum longitudinal acceleration is... For the current overall vehicle quality, Given the current road gradient, Under the current operating conditions, The maximum driving force that can be provided at this location;

[0042] Based on the baseline gliding deceleration and current road slope Determine the current deceleration boundary for glide under the current operating conditions:

[0043]

[0044] In the formula, Under current working conditions The corresponding gliding deceleration.

[0045] A further technical solution involves the following specific steps in step 3 to correct the reference mapping relationship:

[0046] Based on the baseline relationship established in step 1 between accelerator pedal opening, vehicle speed, and longitudinal acceleration demand coefficient, determine the current actual accelerator pedal opening. and the vehicle's current speed Corresponding longitudinal acceleration demand coefficient on the acceleration side Or the longitudinal acceleration demand coefficient on the deceleration side ;

[0047] The mapping relationship under the baseline condition is corrected using the maximum longitudinal acceleration and coasting deceleration under the current operating condition; for the acceleration condition, the corrected mapping relationship is as follows:

[0048]

[0049] For deceleration conditions, the corrected mapping relationship is as follows:

[0050]

[0051] In the formula, The target longitudinal acceleration of the vehicle under the current operating conditions; the corrected acceleration and deceleration mapping relationship together constitute the adaptive mapping relationship between accelerator pedal opening, vehicle speed and the target longitudinal acceleration of the vehicle under the current operating conditions.

[0052] The adaptive correction method for accelerator pedal mapping in commercial vehicles, which takes into account longitudinal acceleration capability, provided in this embodiment of the invention has the following beneficial effects:

[0053] (1) By acquiring the current vehicle mass and current road slope information in real time, the maximum longitudinal acceleration and the current coasting deceleration under the current working conditions can be dynamically calculated, which can accurately reflect the longitudinal acceleration capability of the vehicle under the current working conditions and provide a reliable basis for the adaptive correction of the accelerator pedal mapping relationship.

[0054] (2) Based on the accelerator pedal mapping relationship under the reference working condition, by introducing the longitudinal acceleration demand coefficient (including the longitudinal acceleration demand coefficient on the acceleration side and the longitudinal acceleration demand coefficient on the deceleration side), the relative relationship between the accelerator pedal opening and the target longitudinal acceleration of the whole vehicle under the reference working condition is transferred to the current working condition. This realizes the online adaptive correction of the accelerator pedal mapping relationship to changes in vehicle mass and road slope, effectively solving the problem of mismatch between longitudinal acceleration and accelerator pedal opening response under heavy load, uphill and other working conditions.

[0055] (3) Through the low sensitivity zone design, a smooth transition of the target longitudinal acceleration of the whole vehicle is provided near the opening of the accelerator pedal, avoiding the sudden change of the target longitudinal acceleration of the whole vehicle caused by the small fluctuation of the accelerator pedal opening, thus improving driving smoothness and comfort.

[0056] (4) By constructing a nonlinear mapping relationship between the acceleration zone and the deceleration zone through Stevens' psychological laws, the accelerator pedal opening and the target longitudinal acceleration of the whole vehicle have a mapping law that conforms to the human perception characteristics, thus improving the controllability of the accelerator pedal and the driving experience.

[0057] (5) No need to calibrate multiple accelerator pedal Map tables offline. Only the mapping relationship under the benchmark working condition needs to be calibrated to adaptively generate the accelerator pedal mapping relationship under any vehicle mass and any road slope working condition, which significantly reduces the calibration workload and reduces the vehicle development time and cost. Attached Figure Description

[0058] Figure 1 A schematic diagram of the overall architecture of the adaptive correction method for accelerator pedal mapping of commercial vehicles that considers longitudinal acceleration capability, provided in an embodiment of the present invention;

[0059] Figure 2 A comparison chart showing the mapping relationship between the target longitudinal acceleration of the whole vehicle under a baseline working condition and a certain actual working condition;

[0060] Figure 3 A comparison diagram of the longitudinal acceleration mapping relationship of the whole vehicle. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0062] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0063] like Figure 1 As shown, an embodiment of the present invention provides an adaptive correction method for accelerator pedal mapping in commercial vehicles that considers longitudinal acceleration capability, comprising the following steps:

[0064] Step 1: Establish the baseline mapping relationship;

[0065] Using unloaded and level road conditions as the baseline, a nonlinear mapping relationship between accelerator pedal opening and target stable vehicle speed is established based on the vehicle's speed limit, as shown below:

[0066]

[0067] In the formula, To achieve a stable vehicle speed, To limit the speed of vehicles The accelerator pedal opening is expressed as a percentage, ranging from 0% to 100%. The power-law parameter is used to determine the nonlinear mapping relationship between the accelerator pedal opening and the target stable vehicle speed.

[0068] Based on the vehicle's maximum driving capacity and driving resistance under the baseline operating conditions, the maximum longitudinal acceleration at each vehicle speed is determined using the following formula:

[0069]

[0070] In the formula, The vehicle's current speed. For the reference working condition The corresponding maximum longitudinal acceleration, For the vehicle under the reference working condition The maximum driving force that can be provided at that location The unloaded weight of the vehicle. It is the acceleration due to gravity. The rolling resistance coefficient, The air drag coefficient, The frontal area of ​​the vehicle.

[0071] Reference coasting deceleration The values ​​were obtained from actual coasting tests under baseline conditions, and are negative. The test conditions were: vehicle unloaded, level road surface, and no driving or braking applied. Vehicle speed and longitudinal deceleration data were collected in real time during the test to obtain the corresponding coasting deceleration at different vehicle speeds.

[0072] The vehicle's current speed is determined based on the mapping relationship between accelerator pedal opening and target stable speed. The corresponding speed accelerator pedal opening is calculated using the following formula:

[0073]

[0074] With steady pedal opening The accelerator pedal's low-sensitivity zone is designed with the origin as the reference point, and the half-width of the low-sensitivity zone is... When the actual accelerator pedal opening lie in Within the specified range, the longitudinal acceleration of the entire vehicle changes smoothly according to a cubic function, and the calculation formula is as follows:

[0075]

[0076] In the formula, The target longitudinal acceleration of the vehicle under the baseline operating conditions. This is the smoothing coefficient.

[0077] When the actual accelerator pedal opening Greater than At that time, the vehicle was in the acceleration zone, with As the starting point of the acceleration zone, As the endpoint of the acceleration zone, the target longitudinal acceleration of the entire vehicle is determined using Stevens' psychological law, and the calculation formula is as follows:

[0078]

[0079] In the formula, This is the adjustment coefficient for the acceleration zone. To accelerate the power exponent. and It is determined based on the start and end points of the acceleration zone.

[0080] When the actual accelerator pedal opening Less than At that time, the vehicle was in the deceleration zone, As the starting point of the deceleration zone, As the endpoint of the deceleration zone, the target longitudinal acceleration of the entire vehicle is determined using Stevens' psychological law, and the calculation formula is as follows:

[0081]

[0082] In the formula, This is the deceleration zone adjustment coefficient. This is the power exponent for the deceleration region. and It is determined based on the start and end points of the deceleration zone.

[0083] The three sets of mapping relationships—low sensitivity zone, acceleration zone, and deceleration zone—together constitute the actual accelerator pedal opening under the reference operating condition. and the vehicle's current speed longitudinal acceleration of the whole vehicle target The mapping relationship.

[0084] according to The sign of the value determines the longitudinal acceleration demand coefficient. When positive, the longitudinal acceleration demand coefficient is:

[0085]

[0086] when When it is negative, the longitudinal acceleration demand coefficient is:

[0087]

[0088] In the formula, As a reference for gliding deceleration, To accelerate the longitudinal acceleration requirement coefficient, The longitudinal acceleration requirement coefficient on the deceleration side. and Both are used to characterize the relative longitudinal acceleration demand corresponding to the current pedal input, and are represented by a proportional coefficient with a value range of 0 to 1.

[0089] Step 2: Determine the longitudinal acceleration and deceleration capabilities under the current operating conditions;

[0090] The system obtains the current vehicle mass, road gradient, and vehicle speed in real time from the vehicle control system. Simultaneously, it combines the vehicle's maximum driving force, rolling resistance, air resistance, and slope resistance to determine the maximum longitudinal acceleration under the current operating conditions. The calculation formula is as follows:

[0091]

[0092] In the formula, Given the current vehicle speed, vehicle mass, and road gradient, the maximum longitudinal acceleration is... For the current overall vehicle quality, Given the current road gradient, Under the current operating conditions, The maximum driving force that can be provided at that location.

[0093] Based on the baseline gliding deceleration and current road slope Determine the current deceleration boundary for glide under the current operating conditions:

[0094]

[0095] In the formula, Under current working conditions The corresponding gliding deceleration.

[0096] Step 3: Based on the maximum longitudinal acceleration and coasting deceleration under the current operating conditions, correct the baseline mapping relationship and calculate the adaptive accelerator pedal mapping relationship under the current operating conditions;

[0097] The mapping relationship between accelerator pedal opening and target stable vehicle speed is consistent with the mapping relationship under the baseline condition. The adaptive correction mainly targets the mapping relationship between accelerator pedal opening, vehicle speed and target longitudinal acceleration of the whole vehicle.

[0098] Based on the baseline relationship established in step 1 between accelerator pedal opening, vehicle speed, and longitudinal acceleration demand coefficient, determine the current actual accelerator pedal opening. and the vehicle's current speed Corresponding longitudinal acceleration demand coefficient on the acceleration side Or the longitudinal acceleration demand coefficient on the deceleration side .

[0099] The mapping relationship under the baseline condition is corrected using the maximum longitudinal acceleration and coasting deceleration under the current operating condition. For the acceleration condition, the corrected mapping relationship is as follows:

[0100]

[0101] For deceleration conditions, the corrected mapping relationship is as follows:

[0102]

[0103] In the formula, The target longitudinal acceleration of the vehicle under the current operating conditions; the corrected acceleration and deceleration mapping relationship together constitute the adaptive mapping relationship between accelerator pedal opening, vehicle speed and the target longitudinal acceleration of the vehicle under the current operating conditions.

[0104] Step 4: Generate the target longitudinal acceleration of the vehicle under the current operating conditions;

[0105] The system acquires the current accelerator pedal opening and vehicle speed in real time, determines the target longitudinal acceleration of the vehicle based on the adaptive accelerator pedal mapping relationship under the current operating conditions, and outputs it.

[0106] Specifically, taking a vehicle train consisting of a pure electric tractor and a trailer as the research object, the current vehicle speed is selected as 40 km / h, the baseline working condition is unloaded, level road surface, vehicle mass is 19000 kg, and road gradient is 0%. Under the current working condition, the vehicle mass is 49000 kg and the road gradient is 5%. Based on the parameters shown in Table 1, the longitudinal acceleration mapping relationship of the whole vehicle under the baseline working condition and the current working condition is generated respectively. The resulting mapping curves are shown in Table 1. Figure 2 As shown. Figure 2 The comparison curves are shown at four vehicle speeds: 20 km / h, 40 km / h, 60 km / h, and 80 km / h. The solid line represents the target longitudinal acceleration mapping relationship of the whole vehicle under the baseline condition, while the dashed line of the corresponding color represents the target longitudinal acceleration mapping relationship of the whole vehicle under the current condition (vehicle mass is 49,000 kg, road slope is 5%).

[0107] Table 1 Key parameters for vehicle and whole-vehicle target acceleration mapping

[0108]

[0109] Depend on Figure 3 As can be seen, compared with the baseline condition represented by the blue line, the maximum longitudinal acceleration of the vehicle under the heavy-load uphill condition represented by the yellow dashed line is significantly reduced, and the response range of the vehicle's target longitudinal acceleration is significantly narrowed. Without adaptive correction, a response mismatch problem will occur after the accelerator pedal is opened to approximately 50%. After adaptively correcting the baseline mapping relationship using this method, the accelerator pedal opening can regenerate a reasonable target longitudinal acceleration of the vehicle based on the acceleration response capability under the current condition, thereby alleviating the mismatch problem of the effective response range of the pedal under the heavy-load uphill condition, improving pedal controllability, and enhancing the driving experience.

[0110] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An adaptive correction method for accelerator pedal mapping in commercial vehicles considering longitudinal acceleration capability, characterized in that, Includes the following steps: Step 1: Establish a baseline mapping relationship between the accelerator pedal opening and the target longitudinal acceleration of the vehicle under the baseline operating conditions; Step 2: Obtain the current vehicle mass, road gradient, and vehicle speed in real time to determine the maximum longitudinal acceleration and coasting deceleration under the current operating conditions; Step 3: Based on the maximum longitudinal acceleration and coasting deceleration under the current operating conditions, correct the baseline mapping relationship to obtain the adaptive accelerator pedal mapping relationship under the current operating conditions; Step 4: Obtain the current accelerator pedal opening and vehicle speed in real time, and determine and output the target longitudinal acceleration of the whole vehicle based on the adaptive accelerator pedal mapping relationship under the current working conditions.

2. The adaptive correction method for accelerator pedal mapping of commercial vehicles considering longitudinal acceleration capability according to claim 1, characterized in that, In step 1, establishing the baseline mapping relationship specifically includes: Using unloaded and level road conditions as the baseline, a nonlinear mapping relationship between accelerator pedal opening and target stable vehicle speed is established based on the vehicle's speed limit, as shown below: In the formula, To achieve a stable vehicle speed, To limit the speed of vehicles The accelerator pedal opening is expressed as a percentage, ranging from 0% to 100%. This is a power-law parameter used to determine the nonlinear mapping relationship between the accelerator pedal opening and the target stable vehicle speed; Based on the vehicle's maximum driving capacity and driving resistance under the baseline operating conditions, the maximum longitudinal acceleration at each vehicle speed is determined using the following formula: In the formula, The vehicle's current speed. For the reference working condition The corresponding maximum longitudinal acceleration, For the vehicle under the reference working condition The maximum driving force that can be provided at that location For the unloaded weight of the vehicle, It is the acceleration due to gravity. The rolling resistance coefficient, The air drag coefficient, The frontal area of ​​the vehicle; Reference coasting deceleration The values ​​were obtained from actual coasting tests under baseline conditions and were negative. The test conditions were: vehicle unloaded, level road surface, no driving or braking applied. During the test, vehicle speed and longitudinal deceleration data were collected in real time to obtain the coasting deceleration corresponding to different vehicle speeds.

3. The adaptive correction method for accelerator pedal mapping of commercial vehicles considering longitudinal acceleration capability according to claim 2, characterized in that, In step 1, establishing the baseline mapping relationship also includes: The vehicle's current speed is determined based on the mapping relationship between accelerator pedal opening and target stable vehicle speed. The corresponding speed accelerator pedal opening is calculated using the following formula: With steady pedal opening The accelerator pedal's low-sensitivity zone is designed with the origin as the reference point, and the half-width of the low-sensitivity zone is... When the actual accelerator pedal opening lie in Within the specified range, the longitudinal acceleration of the entire vehicle changes smoothly according to a cubic function, and the calculation formula is as follows: In the formula, The target longitudinal acceleration of the vehicle under the baseline operating conditions. This is the smoothing coefficient.

4. The adaptive correction method for accelerator pedal mapping of commercial vehicles considering longitudinal acceleration capability according to claim 3, characterized in that, In step 1, when the actual accelerator pedal opening... Greater than At that time, the vehicle was in the acceleration zone, As the starting point of the acceleration zone, As the endpoint of the acceleration zone, the target longitudinal acceleration of the entire vehicle is determined using Stevens' psychological law, and the calculation formula is as follows: In the formula, This is the adjustment coefficient for the acceleration zone. To accelerate the power exponent; When the actual accelerator pedal opening Less than At that time, the vehicle was in the deceleration zone, As the starting point of the deceleration zone, As the endpoint of the deceleration zone, the target longitudinal acceleration of the entire vehicle is determined using Stevens' psychological law, and the calculation formula is as follows: In the formula, This is the deceleration zone adjustment coefficient. The power exponent for the deceleration region; The three sets of mapping relationships—low sensitivity zone, acceleration zone, and deceleration zone—together constitute the actual accelerator pedal opening under the baseline operating condition. and the vehicle's current speed longitudinal acceleration of the whole vehicle target The mapping relationship.

5. The adaptive correction method for accelerator pedal mapping of commercial vehicles considering longitudinal acceleration capability according to claim 4, characterized in that, In step 1, according to The sign of the value determines the longitudinal acceleration demand coefficient. When positive, the longitudinal acceleration demand coefficient is: when When it is negative, the longitudinal acceleration demand coefficient is: In the formula, As a reference for gliding deceleration, To accelerate the longitudinal acceleration requirement coefficient, This is the longitudinal acceleration requirement coefficient on the deceleration side.

6. The adaptive correction method for accelerator pedal mapping of commercial vehicles considering longitudinal acceleration capability according to claim 5, characterized in that, The specific steps of step 2 are as follows: The system obtains the current vehicle mass, road gradient, and vehicle speed in real time from the vehicle control system. Simultaneously, it combines the vehicle's maximum driving force, rolling resistance, air resistance, and slope resistance to determine the maximum longitudinal acceleration under the current operating conditions. The calculation formula is as follows: In the formula, Given the current vehicle speed, vehicle mass, and road gradient, the maximum longitudinal acceleration is... For the current overall vehicle quality, Given the current road gradient, Under the current operating conditions, The maximum driving force that can be provided at this location; Based on the baseline gliding deceleration and current road slope Determine the current glide deceleration boundary under the operating conditions: In the formula, Under current working conditions The corresponding gliding deceleration.

7. The adaptive correction method for accelerator pedal mapping of commercial vehicles considering longitudinal acceleration capability according to claim 6, characterized in that, In step 3, the specific steps for correcting the reference mapping relationship are as follows: Based on the baseline relationship established in step 1 between accelerator pedal opening, vehicle speed, and longitudinal acceleration demand coefficient, determine the current actual accelerator pedal opening. and the vehicle's current speed Corresponding acceleration side longitudinal acceleration demand coefficient Or the longitudinal acceleration demand coefficient on the deceleration side ; The mapping relationship under the baseline condition is corrected using the maximum longitudinal acceleration and coasting deceleration under the current operating condition; for the acceleration condition, the corrected mapping relationship is as follows: For deceleration conditions, the corrected mapping relationship is as follows: In the formula, The target longitudinal acceleration of the vehicle under the current operating conditions; the corrected acceleration and deceleration mapping relationship together constitute the adaptive mapping relationship between accelerator pedal opening, vehicle speed and the target longitudinal acceleration of the vehicle under the current operating conditions.

Images