Accelerator pedal map generation method, apparatus, device and readable storage medium

Abstract

This invention provides a method, apparatus, device, and readable storage medium for generating accelerator pedal maps. The method includes: dividing an initial acceleration response map with no acceleration data into regions corresponding to various preset operating conditions; obtaining and writing the acceleration at each position in each region according to the design scheme corresponding to each preset operating condition to obtain a complete acceleration response map; converting the acceleration in the complete acceleration response map into wheel-side driving torque to obtain a wheel-side driving torque response map; and obtaining an accelerator pedal map for each gear based on the wheel-side driving torque response map and a shift map, wherein the shift map is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings. This invention improves the efficiency of accelerator pedal map generation and facilitates the implementation of a unified power performance style for automobile manufacturers.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method, apparatus, device, and readable storage medium for generating accelerator pedal maps. Background Technology

[0002] The characteristics of a vehicle's accelerator pedal are used to reflect the driving characteristics of the vehicle. They are usually represented by an accelerator pedal graph, which specifies the relationship between accelerator pedal opening, engine speed, and engine output torque.

[0003] Currently, most automakers generate accelerator pedal profiles by matching real-world accelerator pedal characteristics on prototype vehicles based on subjective evaluation experience and reference vehicles. This method has many shortcomings, including strong dependence on individual participants, high requirements for the testing environment, and low repeatability. Furthermore, due to the lack of systematic, objective, and quantitative indicators, and the fact that everyone's subjective preferences are unlikely to be completely consistent, accelerator pedal characteristic matching work is frequently repeated during project development, wasting human and material resources and increasing the development cycle. Summary of the Invention

[0004] The main objective of this invention is to provide a method, apparatus, device, and readable storage medium for generating accelerator pedal maps, aiming to solve the technical problem of low efficiency in generating accelerator pedal maps.

[0005] In a first aspect, the present invention provides a method for generating an accelerator pedal map, the method comprising:

[0006] The initial acceleration response diagram with empty acceleration is divided into regions corresponding to each preset working condition;

[0007] Based on the design scheme corresponding to each preset working condition, the acceleration at each position in each region is obtained and written to obtain a complete acceleration response diagram;

[0008] The acceleration in the complete acceleration response graph is converted into wheel-side driving torque to obtain the wheel-side driving torque response graph;

[0009] Based on the wheel-side drive torque response diagram and the shift diagram, the accelerator pedal diagram for each gear is obtained. The shift diagram is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings.

[0010] Secondly, the present invention also provides an accelerator pedal map generation device, the accelerator pedal map generation device comprising:

[0011] The partitioning module is used to divide the initial acceleration response map with empty acceleration into regions corresponding to each preset working condition;

[0012] The improvement module is used to obtain and write the acceleration at each position in each region according to the design scheme corresponding to each preset working condition, and obtain a complete acceleration response diagram.

[0013] The wheel-side driving torque calculation module is used to convert the acceleration in the complete acceleration response diagram into wheel-side driving torque to obtain the wheel-side driving torque response diagram;

[0014] The accelerator pedal graph generation module is used to obtain the accelerator pedal graph for each gear based on the wheel-side drive torque response graph and the shift graph. The shift graph is used to represent the gear corresponding to different vehicle speeds and different accelerator pedal openings.

[0015] Thirdly, the present invention also provides an accelerator pedal map generation device, the accelerator pedal map generation device including a processor, a memory, and an accelerator pedal map generation program stored in the memory and executable by the processor, wherein when the accelerator pedal map generation program is executed by the processor, it implements the steps of the accelerator pedal map generation method as described above.

[0016] Fourthly, the present invention also provides a readable storage medium storing an accelerator pedal map generation program, wherein when the accelerator pedal map generation program is executed by a processor, it implements the steps of the accelerator pedal map generation method as described above.

[0017] In this invention, the initial acceleration response map with no acceleration is divided into regions corresponding to various preset operating conditions. Based on the design scheme corresponding to each preset operating condition, the acceleration at each position in each region is obtained and written, resulting in a complete acceleration response map. The acceleration in the complete acceleration response map is converted into wheel-side driving torque, resulting in a wheel-side driving torque response map. Based on the wheel-side driving torque response map and the shift map, an accelerator pedal map for each gear is obtained, where the shift map is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings. Through this invention, the initial acceleration response map with no acceleration is divided into regions according to preset operating conditions, and acceleration is written to each region to obtain a complete acceleration response map. Then, the complete acceleration response map is transformed in conjunction with the shift map until the accelerator pedal map for each gear is obtained. This avoids repeatedly adjusting the accelerator pedal characteristics during project development, thereby improving the efficiency of accelerator pedal map generation and facilitating the implementation of a unified power performance style for automobile manufacturers. Attached Figure Description

[0018] Figure 1 This is a flowchart illustrating an embodiment of the accelerator pedal map generation method of the present invention;

[0019] Figure 2This is a schematic diagram illustrating the division of the initial acceleration response map in one embodiment of the accelerator pedal map generation method of the present invention;

[0020] Figure 3 A schematic diagram showing the relationship between vehicle speed and acceleration increments for different accelerator pedal travels;

[0021] Figure 4 A diagram showing the relationship between vehicle speed and acceleration for different accelerator pedal travels;

[0022] Figure 5 This is a schematic diagram of a shift pattern in one embodiment of the accelerator pedal pattern generation method of the present invention;

[0023] Figure 6 This is a schematic diagram of the functional modules of an embodiment of the accelerator pedal map generation device of the present invention;

[0024] Figure 7 This is a schematic diagram of the hardware structure of the accelerator pedal map generation device involved in the embodiment of the present invention.

[0025] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0026] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0027] In a first aspect, embodiments of the present invention provide a method for generating accelerator pedal maps.

[0028] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart of an embodiment of the accelerator pedal map generation method of the present invention. Figure 1 As shown, the method for generating accelerator pedal maps includes:

[0029] Step S10: Divide the initial acceleration response map with empty acceleration into regions corresponding to each preset working condition;

[0030] In this embodiment, the acceleration response diagram is used to characterize the relationship between accelerator pedal opening, vehicle speed, and acceleration. The initial acceleration response diagram refers to the acceleration response diagram where the acceleration portion is blank.

[0031] The preset operating conditions are set according to actual needs. After the preset operating conditions are set, the initial acceleration response diagram is divided according to the characteristics of the preset operating conditions, that is, the initial acceleration response diagram is divided into regions corresponding to each preset operating condition.

[0032] Furthermore, in one embodiment, the preset operating conditions include coasting, starting, constant speed, constant speed acceleration, and constant speed deceleration. Step S10 includes:

[0033] The first region in the initial acceleration response diagram with zero acceleration, corresponding to the accelerator pedal opening, is designated as the region corresponding to the coasting condition; the second region in the initial acceleration response diagram with zero acceleration, corresponding to the vehicle speed not greater than the maximum acceleration corresponding to each accelerator pedal opening, is designated as the region corresponding to the starting condition; the third region in the initial acceleration response diagram with zero acceleration, corresponding to the constant speed condition, is designated as the region corresponding to the constant speed re-acceleration condition; the fourth region in the remaining region, corresponding to acceleration greater than zero, is designated as the region corresponding to the constant speed re-acceleration condition; the fifth region, corresponding to acceleration less than zero, is designated as the region corresponding to the constant speed re-deceleration condition; and the remaining region is the region other than the first, second, and third regions in the initial acceleration response diagram with zero acceleration.

[0034] In this embodiment, refer to Figure 2 , Figure 2 This is a schematic diagram illustrating the division of the initial acceleration response map in one embodiment of the accelerator pedal map generation method of the present invention. Figure 2 As shown:

[0035] Since the accelerator pedal opening is zero during coasting, the accelerator pedal opening (i.e., Figure 2 The region where the "opening" value is zero is designated as the region corresponding to the taxiing condition, such as... Figure 2 The area marked with "1".

[0036] Based on vehicle driving characteristics, and considering that the torque response of the power source typically reaches peak acceleration before a certain vehicle speed, the region corresponding to the starting condition is defined as the area no greater than the vehicle speed corresponding to each maximum acceleration at each accelerator pedal opening (e.g., a maximum speed of 5 for 2% to 15% accelerator pedal opening, 10 for 20% to 25% accelerator pedal opening, and 15 for 30% to 100% accelerator pedal opening). Figure 2 The area marked with "2".

[0037] A constant-speed operating condition is defined as the driving force provided by the power source equal to the vehicle's resistance to movement; the corresponding region is then considered the region corresponding to the constant-speed operating condition. Figure 2 The area marked with "3".

[0038] Uniform speed re-acceleration region: When the driving force provided by the power source is greater than the vehicle's driving resistance, the acceleration is greater than 0, and the vehicle accelerates. The corresponding region is the region corresponding to the uniform speed re-acceleration condition. In this region, the re-acceleration capability corresponding to different accelerator pedal travel increments can be represented by 4-1, 4-2, 4-3, etc., based on the different accelerator pedal travel increments calculated from the re-acceleration travel increment.

[0039] Uniform speed deceleration region: When the driving force provided by the power source is less than the vehicle's driving resistance, the acceleration is less than 0, and the vehicle decelerates. The corresponding region is the region corresponding to the uniform speed deceleration condition. In this region, the deceleration performance corresponding to different accelerator pedal travel reductions can be represented by 5-1, 5-2, 5-3, etc., based on the different accelerator pedal travel reductions.

[0040] Based on this embodiment, the acceleration response map is divided into five regions according to five typical driving conditions in daily customer use, intuitively reflecting the accelerator pedal map torque corresponding to the acceleration requirements of different driving conditions. In the early stages of the project, quantified partial-load power performance targets are established, including those for coasting kinetics, starting power, constant speed power, constant speed re-acceleration power, and constant speed re-deceleration power. The accelerator pedal map is then designed based on these performance targets. The targets for coasting kinetics, starting power, constant speed power, constant speed re-acceleration, and constant speed re-deceleration power are represented by coasting acceleration, peak starting acceleration, starting acceleration linearity, minimum accelerator pedal travel for constant speed driving, re-acceleration acceleration gain and linearity, and re-deceleration deceleration gain and linearity, respectively. This work can be completed before the design prototype is installed on the vehicle. Once the design prototype is off the production line, only simple real-vehicle verification adjustments are needed, avoiding repeated adjustments to the accelerator pedal characteristics during project development, shortening the project development cycle, and facilitating the implementation of a unified power performance style for automakers.

[0041] Step S20: Based on the design scheme corresponding to each preset working condition, obtain the acceleration at each position in each region and write it down to obtain a complete acceleration response diagram;

[0042] In this embodiment, a design scheme corresponding to each preset working condition is preset. For each region, the acceleration at each position in the region is obtained and written according to the design scheme of the corresponding preset working condition, thereby obtaining a complete acceleration response map.

[0043] Further, in one embodiment, step S20 includes:

[0044] For the coasting condition, substitute the vehicle speed at each position in the first region into the first formula to obtain the acceleration at each position in the first region and write it down. The first formula is:

[0045]

[0046] Where a represents the acceleration at each location in the first region, T1 is the engine friction torque, and i n η is the gear ratio corresponding to each position in the first region, r is the tire rolling radius, A, B, and C are the constant term coefficient, linear term coefficient, and quadratic term coefficient corresponding to the gliding resistance curve, v is the vehicle speed corresponding to each position in the first region, δ is the rotational mass conversion factor, and m is the test mass.

[0047] For the starting condition, based on the accelerator pedal opening at each position in the second region and the equal relationship between the accelerator pedal opening and the acceleration, the acceleration at each position in the second region is obtained and written.

[0048] For the uniform speed condition, zeros are written to various positions in the third region;

[0049] For constant speed re-acceleration conditions, the acceleration at each position in the fourth region is obtained and written based on the first relationship, the second relationship, and the vehicle speed and accelerator pedal opening at each position in the fourth region. The first relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel increment, and the second relationship is used to characterize the acceleration corresponding to different accelerator pedal travel increments at different vehicle speeds.

[0050] For the constant speed deceleration condition, the acceleration at each position in the fifth region is obtained and written according to the third relationship, the fourth relationship and the vehicle speed and accelerator pedal opening at each position in the fifth region. The third relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel reduction. The fourth relationship is used to characterize the acceleration corresponding to different accelerator pedal travel reduction at different vehicle speeds.

[0051] At this point, the complete acceleration response diagram is obtained.

[0052] In this embodiment, for the coasting condition, the vehicle speed corresponding to each position in the first region is substituted into the first formula mentioned above to obtain the acceleration at each position in the first region and then written into it. It should be noted that the gear ratio corresponding to each position in the first region needs to be determined in conjunction with the shift graph. The shift graph is used to characterize the gears corresponding to different vehicle speeds and different accelerator pedal openings. That is, the gears corresponding to each position in the first region can be determined based on the shift graph, thereby determining the corresponding gear ratio.

[0053] For starting conditions, the following preparatory work is performed: Obtain the accelerator pedal travel-maximum acceleration curve; combine the total accelerator pedal travel with the relationship between accelerator pedal travel and accelerator pedal opening, converting the accelerator pedal travel into accelerator pedal opening, thereby determining the functional relationship between accelerator pedal opening and acceleration, and constructing a second formula with accelerator pedal opening as the independent variable and acceleration as the dependent variable. Subsequently, the second formula with accelerator pedal opening as the independent variable and acceleration as the dependent variable can be obtained. Substituting the accelerator pedal opening corresponding to each position in the second region into the second formula yields the acceleration at each position in the second region, which is then recorded.

[0054] For the constant speed condition, characterized by zero acceleration, zero is written at each position in the third region. The accelerator pedal travel corresponding to each vehicle speed under the constant speed condition is denoted as s.

[0055] For the constant speed re-acceleration condition, the following preparatory work should be carried out in advance:

[0056] Based on the vehicle's market positioning, obtain the multi-stroke acceleration gain-vehicle speed curves with a tolerance of 'c' for different driving modes, i.e., multi-stroke ACCGain curves. For example, the ACCGain curves corresponding to pedal travel increments of c, 2c, 3c, 4c, and 5c for a driving mode can be numerically and intuitively demonstrated to represent the quantitative design of ACCGain. Different multi-stroke acceleration gains can be designed for different driving modes. Generally, in ECO mode, where power requirements are not high, the multi-stroke ACCGains tend to overlap. Sport mode requires strong power performance; when absolute power is relatively average, a scheme of gradually decreasing acceleration gain with increasing pedal travel increments can be adopted. Normal mode can be selected to be closer to Sport or ECO mode depending on the absolute power strength. Calculate the acceleration of this vehicle at different speeds with accelerator pedal travel increments of c, 2c, and 3c using the following formula (i.e., the second relationship):

[0057] a s+c =ACCGain c ·c

[0058] a s+2c =ACCGain 2c ·2c

[0059] a s+3c =ACCGain 3c ·3c

[0060] a s+c a s+2c a s+3cThe acceleration (m / s²) corresponds to the following accelerations when the accelerator pedal travel is s mm for maintaining a constant speed, then further depressing it by c mm, 2 c mm, and 3 c mm: (s+c) mm, (s+2c) mm, and (s+3c) mm respectively. 2 ); ACCGain c ACCGain 2c ACCGain 3c It is the ACCGain (m / s) corresponding to pressing the accelerator pedal again at a constant speed for 1 cm, 2 cm, and 3 cm. 2 / mm); c, 2c, and 3c are the accelerator pedal travel increments (mm).

[0061] like Figure 3 As shown, the acceleration curves are corresponding to the acceleration increments of each vehicle speed at c, 2c, 3c, 4c, and 5c. These accelerations are also the accelerations corresponding to the accelerator pedal travels of each vehicle speed at s+c, s+2c, s+3c, s+4c, and s+5c, respectively.

[0062] Based on the total accelerator pedal travel and the relationship between accelerator pedal travel and accelerator pedal opening, the accelerator pedal travel is converted into accelerator pedal opening. This allows us to determine the conversion formula between accelerator pedal opening and accelerator pedal travel increments (i.e., the first relationship). Then, based on the first relationship, the second relationship, and the vehicle speed and accelerator pedal opening corresponding to each position in the fourth region, the acceleration at each position in the fourth region is obtained and recorded. The acceleration corresponding to different accelerator pedal travel increments is respectively assigned to... Figure 2 The numbers 4-1, 4-2, 4-3, etc., follow the same pattern.

[0063] For the constant speed followed by deceleration condition, the following preparatory work should be carried out in advance:

[0064] Based on the vehicle's market positioning, obtain the multi-stroke deceleration gain-vehicle speed curves with a tolerance of 'd' for different driving modes, i.e., multi-stroke DECGain curves. For example, the DECGain curves corresponding to the travel reduction of d, 2d, 3d, 4d, and 5d for a driving mode can be obtained. The numerical values ​​can intuitively reflect the quantitative design of DECGain. Different multi-stroke acceleration reductions can be designed for different driving modes. Calculate the acceleration of this vehicle at different speeds with accelerator pedal travel reductions of d, 2d, and 3d using the following formula (i.e., the fourth relationship).

[0065] a s-d =DECGain d ·d

[0066] a s-2d =DECGain 2d ·2d

[0067] as-3d =DECGain 3d 3D

[0068] In the formula, a s-d a s-2d a s-3d The deceleration (m / s²) corresponding to the accelerator pedal travel of (sd)mm, (s-2d)mm, and (s-3d)mm after releasing the pedal at a constant speed of smm is dmm, 2dmm, and 3dmm respectively. 2 DECGain d DECGain 2d DECGain 3d The deceleration gain (m / s²) corresponding to the (sd)mm, (s-2d)mm, and (s-3d)mm accelerator pedal travels corresponding to the constant speed and then releasing the pedal at dmm, 2dmm, and 3dmm. 2 / mm); d, 2d, and 3d are the accelerator pedal travel reductions (mm).

[0069] like Figure 4 As shown, the acceleration curves are the corresponding acceleration curves for the decrease in accelerator pedal travel at various vehicle speeds at d, 2d, 3d, 4d, and 5d. These acceleration curves are also the acceleration curves for various vehicle speeds at accelerator pedal travels of sd, s-2d, s-3d, s-4d, and s-5d, respectively.

[0070] Based on the total accelerator pedal travel and the relationship between accelerator pedal travel and accelerator pedal opening, the accelerator pedal travel is converted into accelerator pedal opening. This allows us to determine the conversion formula between accelerator pedal opening and accelerator pedal travel reduction (i.e., the third relationship). Then, based on the third relationship, the fourth relationship, and the vehicle speed and accelerator pedal opening corresponding to each position in the fifth region, the acceleration at each position in the fifth region is obtained and recorded. Different accelerator pedal travel reductions correspond to different acceleration values... Figure 2 The numbers 5-1, 5-2, 5-3, etc., and so on.

[0071] Step S30: Convert the acceleration in the complete acceleration response diagram into wheel-side driving torque to obtain the wheel-side driving torque response diagram;

[0072] In this embodiment, the acceleration in the complete acceleration response diagram is converted into wheel-side driving torque according to the conversion formula between acceleration and wheel-side driving torque, thus obtaining the wheel-side driving torque response diagram. That is, the wheel-side driving torque response diagram is used to characterize the correspondence between vehicle speed, accelerator pedal opening, and wheel-side driving torque.

[0073] Further, in one embodiment, the step of converting the acceleration in the complete acceleration response graph into wheel-side driving torque includes:

[0074] Substituting the acceleration from the complete acceleration response graph into the second formula converts the acceleration from the complete acceleration response graph into wheel-side driving torque, where the second formula is:

[0075]

[0076] Where T2 is the wheel-side driving torque, δ is the rotating mass conversion factor, m is the test mass, a is the acceleration in the complete acceleration response graph, and F v The resistance is η, which represents the resistance during uniform motion; η is the efficiency of the transmission system; and r is the tire rolling radius.

[0077] Step S40: Based on the wheel-side drive torque response diagram and the shift diagram, obtain the accelerator pedal diagram for each gear. The shift diagram is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings.

[0078] In this embodiment, refer to Figure 5 , Figure 5 This is a schematic diagram of a shift pattern in one embodiment of the accelerator pedal pattern generation method of the present invention. Figure 5 As shown, the shift graph is used to represent the gears corresponding to different vehicle speeds (vertical axis) and different accelerator pedal openings (horizontal and vertical axes). Figure 5 The numbers “1” through “6” represent different gears.

[0079] By combining the wheel-side drive torque response diagram and the shift diagram, the corresponding relationship between vehicle speed, accelerator pedal opening, wheel-side drive torque and gear can be determined. Then, based on relevant calculations, the engine speed, accelerator pedal opening and engine output torque corresponding to each gear can be determined, thus obtaining the accelerator pedal diagram for each gear.

[0080] Further, in one embodiment, step S40 includes:

[0081] Based on the wheel-side drive torque response diagram and shift diagram, determine the corresponding relationship between vehicle speed, accelerator pedal opening, gear, and wheel-side drive torque;

[0082] The third formula converts the wheel-side driving torque corresponding to each gear into engine output torque, and the fourth formula converts the vehicle speed corresponding to each gear into engine speed, thus obtaining the accelerator pedal graph for each gear. The third formula is:

[0083]

[0084] Where T3 is the engine output torque, T2 is the wheel-side drive torque corresponding to each gear, and i n η is the gear ratio corresponding to each gear, and η is the efficiency of the transmission system.

[0085] The fourth formula is:

[0086]

[0087] Where, n is the engine speed corresponding to each vehicle speed and gear in the wheel-side torque response diagram, and i n is the gear ratio corresponding to each gear, v is the vehicle speed in the wheel torque response graph, D is the preset value (usually taken as 0.377), and r is the tire rolling radius.

[0088] In this embodiment, it is easy to understand that by converting the third and fourth formulas mentioned above, the engine output torque corresponding to different engine speeds and different accelerator pedal openings in each gear can be obtained, thus obtaining an accelerator pedal graph. For example, the horizontal axis of an accelerator pedal graph represents the accelerator pedal opening, the vertical axis represents the engine speed, and the middle value represents the engine output torque.

[0089] In this embodiment, the initial acceleration response map with no acceleration is divided into regions corresponding to various preset operating conditions. Based on the design scheme corresponding to each preset operating condition, the acceleration at each position in each region is obtained and written, resulting in a complete acceleration response map. The acceleration in the complete acceleration response map is converted into wheel-side driving torque, resulting in a wheel-side driving torque response map. Based on the wheel-side driving torque response map and the shift map, an accelerator pedal map for each gear is obtained. The shift map is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings. Through this embodiment, the initial acceleration response map with no acceleration is divided into regions according to preset operating conditions, and acceleration is written to each region to obtain a complete acceleration response map. Then, the complete acceleration response map is transformed in conjunction with the shift map until the accelerator pedal map for each gear is obtained. This avoids repeatedly adjusting the accelerator pedal characteristics during project development, thereby improving the efficiency of accelerator pedal map generation and facilitating the implementation of a unified power performance style for automobile manufacturers.

[0090] Secondly, embodiments of the present invention also provide an accelerator pedal map generation device.

[0091] In one embodiment, reference is made to Figure 6 , Figure 6 This is a schematic diagram of the functional modules of an embodiment of the accelerator pedal map generation device of the present invention. Figure 6 As shown, the accelerator pedal map generation device includes:

[0092] The division module 10 is used to divide the initial acceleration response map with empty acceleration into regions corresponding to each preset working condition;

[0093] The improvement module 20 is used to obtain and write the acceleration at each position in each region according to the design scheme corresponding to each preset working condition, and obtain a complete acceleration response diagram.

[0094] The wheel-side driving torque calculation module 30 is used to convert the acceleration in the complete acceleration response diagram into wheel-side driving torque to obtain the wheel-side driving torque response diagram;

[0095] The accelerator pedal graph generation module 40 is used to obtain the accelerator pedal graph for each gear based on the wheel-side drive torque response graph and the shift graph. The shift graph is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings.

[0096] Furthermore, in one embodiment, the preset operating conditions include coasting, starting, constant speed, re-acceleration, and deceleration conditions. The division module 10 is used for:

[0097] The first region in the initial acceleration response graph where the accelerator pedal opening is zero is taken as the region corresponding to the coasting condition.

[0098] The second region in the initial acceleration response diagram where the acceleration is empty, and whose speed is not greater than the vehicle speed corresponding to the maximum acceleration corresponding to each accelerator pedal opening, is taken as the region corresponding to the starting condition.

[0099] The third region corresponding to zero acceleration in the initial acceleration response diagram with empty acceleration is taken as the region corresponding to the uniform speed condition.

[0100] The fourth region, corresponding to acceleration greater than zero, is designated as the region corresponding to the uniform acceleration condition in the remaining region; the fifth region, corresponding to acceleration less than zero, is designated as the region corresponding to the uniform deceleration condition; and the remaining region is the region other than the first, second, and third regions in the initial acceleration response diagram where acceleration is empty.

[0101] Furthermore, in one embodiment, the improvement module 20 is used for:

[0102] For the coasting condition, substitute the vehicle speed at each position in the first region into the first formula to obtain the acceleration at each position in the first region and write it down. The first formula is:

[0103]

[0104] Where a represents the acceleration at each location in the first region, T1 is the engine friction torque, and i n η is the gear ratio corresponding to each position in the first region, r is the tire rolling radius, A, B, and C are the constant term coefficient, linear term coefficient, and quadratic term coefficient corresponding to the gliding resistance curve, v is the vehicle speed corresponding to each position in the first region, δ is the rotational mass conversion factor, and m is the test mass.

[0105] For the starting condition, based on the accelerator pedal opening at each position in the second region and the equal relationship between the accelerator pedal opening and the acceleration, the acceleration at each position in the second region is obtained and written.

[0106] For the uniform speed condition, zeros are written to various positions in the third region;

[0107] For constant speed re-acceleration conditions, the acceleration at each position in the fourth region is obtained and written based on the first relationship, the second relationship, and the vehicle speed and accelerator pedal opening at each position in the fourth region. The first relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel increment, and the second relationship is used to characterize the acceleration corresponding to different accelerator pedal travel increments at different vehicle speeds.

[0108] For the constant speed deceleration condition, the acceleration at each position in the fifth region is obtained and written according to the third relationship, the fourth relationship and the vehicle speed and accelerator pedal opening at each position in the fifth region. The third relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel reduction. The fourth relationship is used to characterize the acceleration corresponding to different accelerator pedal travel reduction at different vehicle speeds.

[0109] At this point, the complete acceleration response diagram is obtained.

[0110] Furthermore, in one embodiment, the wheel-side driving torque calculation module 30 is used for:

[0111] Substituting the acceleration from the complete acceleration response graph into the second formula converts the acceleration from the complete acceleration response graph into wheel-side driving torque, where the second formula is:

[0112]

[0113] Where T2 is the wheel-side driving torque, δ is the rotating mass conversion factor, m is the test mass, a is the acceleration in the complete acceleration response graph, and F v The resistance is η, which represents the resistance during uniform motion; η is the efficiency of the transmission system; and r is the tire rolling radius.

[0114] Furthermore, in one embodiment, the accelerator pedal map generation module 40 is used for:

[0115] Based on the wheel-side drive torque response diagram and shift diagram, determine the corresponding relationship between vehicle speed, accelerator pedal opening, gear, and wheel-side drive torque;

[0116] The third formula converts the wheel-side driving torque corresponding to each gear into engine output torque, and the fourth formula converts the vehicle speed corresponding to each gear into engine speed, thus obtaining the accelerator pedal graph for each gear. The third formula is:

[0117]

[0118] Where T3 is the engine output torque, T2 is the wheel-side drive torque corresponding to each gear, and i n η is the gear ratio corresponding to each gear, and η is the efficiency of the transmission system.

[0119] The fourth formula is:

[0120]

[0121] Where n is the engine speed corresponding to each vehicle speed and gear in the wheel-side torque response diagram, and i n is the gear ratio corresponding to each gear, v is the vehicle speed in the wheel torque response graph, D is the preset value, and r is the tire rolling radius.

[0122] The functions of each module in the above-mentioned accelerator pedal map generation device correspond to the steps in the above-mentioned accelerator pedal map generation method embodiment, and their functions and implementation processes will not be described in detail here.

[0123] Thirdly, embodiments of the present invention provide an accelerator pedal map generation device, which can be a personal computer (PC), laptop computer, server or other device with data processing capabilities.

[0124] Reference Figure 7 , Figure 7 This is a schematic diagram of the hardware structure of the accelerator pedal map generation device involved in an embodiment of the present invention. In this embodiment, the accelerator pedal map generation device may include a processor 1001 (e.g., a Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize communication between these components; the user interface 1003 may include a display screen or an input unit such as a keyboard; the network interface 1004 may optionally include a standard wired interface or a wireless interface (e.g., Wireless Fidelity, Wi-Fi); the memory 1005 may be high-speed random access memory (RAM) or stable memory (non-volatile memory), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that… Figure 7 The hardware structure shown does not constitute a limitation of the invention and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0125] Continue to refer to Figure 7 , Figure 7 The memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an accelerator pedal map generation program. The processor 1001 can call the accelerator pedal map generation program stored in the memory 1005 and execute the accelerator pedal map generation method provided in this embodiment of the invention.

[0126] Fourthly, embodiments of the present invention also provide a readable storage medium.

[0127] The present invention provides a readable storage medium storing an accelerator pedal map generation program, wherein when the accelerator pedal map generation program is executed by a processor, it implements the steps of the accelerator pedal map generation method described above.

[0128] The method implemented when the accelerator pedal map generation program is executed can be referred to in various embodiments of the accelerator pedal map generation method of the present invention, and will not be repeated here.

[0129] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0130] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0131] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of the present invention.

[0132] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for generating accelerator pedal maps, characterized in that, The accelerator pedal map generation method includes: The initial acceleration response diagram with empty acceleration is divided into regions corresponding to each preset working condition; Based on the design scheme corresponding to each preset working condition, the acceleration at each position in each region is obtained and written to obtain a complete acceleration response diagram; The acceleration in the complete acceleration response graph is converted into wheel-side driving torque to obtain the wheel-side driving torque response graph; Based on the wheel-side drive torque response diagram and the shift diagram, the accelerator pedal diagram for each gear is obtained. The shift diagram is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings. The step of obtaining the accelerator pedal map for each gear based on the wheel-side driving torque response map and the shift map includes: Based on the wheel-side drive torque response diagram and shift diagram, determine the corresponding relationship between vehicle speed, accelerator pedal opening, gear, and wheel-side drive torque; The third formula converts the wheel-side driving torque corresponding to each gear into engine output torque, and the fourth formula converts the vehicle speed corresponding to each gear into engine speed, thus obtaining the accelerator pedal graph for each gear. The third formula is: in, For engine output torque, The corresponding wheel-side drive torque for each gear position. These are the gear ratios corresponding to each gear. It refers to the efficiency of the transmission system; The fourth formula is: Where n represents the engine speed corresponding to each vehicle speed and gear in the wheel-side torque response diagram. is the gear ratio corresponding to each gear, v is the vehicle speed in the wheel torque response graph, D is the preset value, and r is the tire rolling radius.

2. The accelerator pedal map generation method as described in claim 1, characterized in that, The preset operating conditions include coasting, starting, constant speed, constant speed re-acceleration, and constant speed re-deceleration. The step of dividing the initial acceleration response diagram (which has no acceleration) into regions corresponding to each preset operating condition includes: The first region in the initial acceleration response graph where the accelerator pedal opening is zero is taken as the region corresponding to the coasting condition. The second region in the initial acceleration response diagram where the acceleration is empty, and whose speed is not greater than the vehicle speed corresponding to the maximum acceleration corresponding to each accelerator pedal opening, is taken as the region corresponding to the starting condition. The third region corresponding to zero acceleration in the initial acceleration response diagram with empty acceleration is taken as the region corresponding to the uniform speed condition. The fourth region, corresponding to acceleration greater than zero, is designated as the region corresponding to the uniform acceleration condition in the remaining region; the fifth region, corresponding to acceleration less than zero, is designated as the region corresponding to the uniform deceleration condition; and the remaining region is the region other than the first, second, and third regions in the initial acceleration response diagram where acceleration is empty.

3. The accelerator pedal map generation method as described in claim 2, characterized in that, The step of obtaining and writing the acceleration at each location in each region according to the design scheme corresponding to each preset working condition to obtain a complete acceleration response map includes: For the coasting condition, substitute the vehicle speed at each position in the first region into the first formula to obtain the acceleration at each position in the first region and write it down. The first formula is: Where 'a' represents the acceleration at each location in the first region. It is the engine friction torque. These are the gear ratios corresponding to each position in the first region. Here, r is the transmission system efficiency, r is the tire rolling radius, A, B, and C are the constant term coefficient, linear term coefficient, and quadratic term coefficient corresponding to the gliding resistance curve, respectively, and v is the vehicle speed corresponding to each position in the first region. This is the rotational mass conversion factor, where m is the test mass; For the starting condition, based on the accelerator pedal opening at each position in the second region and the equal relationship between the accelerator pedal opening and the acceleration, the acceleration at each position in the second region is obtained and written. For the uniform speed condition, zeros are written to various positions in the third region; For constant speed re-acceleration conditions, the acceleration at each position in the fourth region is obtained and written based on the first relationship, the second relationship, and the vehicle speed and accelerator pedal opening at each position in the fourth region. The first relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel increment, and the second relationship is used to characterize the acceleration corresponding to different accelerator pedal travel increments at different vehicle speeds. For the constant speed deceleration condition, the acceleration at each position in the fifth region is obtained and written according to the third relationship, the fourth relationship and the vehicle speed and accelerator pedal opening at each position in the fifth region. The third relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel reduction. The fourth relationship is used to characterize the acceleration corresponding to different accelerator pedal travel reduction at different vehicle speeds. At this point, the complete acceleration response diagram is obtained.

4. The accelerator pedal map generation method as described in claim 1, characterized in that, The step of converting the acceleration in the complete acceleration response graph into wheel-side driving torque includes: Substituting the acceleration from the complete acceleration response graph into the second formula converts the acceleration from the complete acceleration response graph into wheel-side driving torque, where the second formula is: in, For the wheel-side driving torque, This is the rotational mass conversion factor, where m is the test mass and a is the acceleration in the complete acceleration response graph. For constant speed travel resistance, 'r' is the transmission system efficiency, and 'r' is the tire rolling radius.

5. An accelerator pedal map generation device, characterized in that, The accelerator pedal map generation device includes: The partitioning module is used to divide the initial acceleration response map with empty acceleration into regions corresponding to each preset working condition; The improvement module is used to obtain and write the acceleration at each position in each region according to the design scheme corresponding to each preset working condition, and obtain a complete acceleration response diagram. The wheel-side driving torque calculation module is used to convert the acceleration in the complete acceleration response diagram into wheel-side driving torque to obtain the wheel-side driving torque response diagram; The accelerator pedal graph generation module is used to obtain the accelerator pedal graph for each gear based on the wheel-side drive torque response graph and the shift graph. The shift graph is used to characterize the gear corresponding to different vehicle speeds and different accelerator pedal openings. The accelerator pedal map generation module is used for: Based on the wheel-side drive torque response diagram and shift diagram, determine the corresponding relationship between vehicle speed, accelerator pedal opening, gear, and wheel-side drive torque; The third formula converts the wheel-side driving torque corresponding to each gear into engine output torque, and the fourth formula converts the vehicle speed corresponding to each gear into engine speed, thus obtaining the accelerator pedal graph for each gear. The third formula is: in, For engine output torque, The corresponding wheel-side drive torque for each gear position. These are the gear ratios corresponding to each gear. It refers to the efficiency of the transmission system; The fourth formula is: Where n represents the engine speed corresponding to each vehicle speed and gear in the wheel-side torque response diagram. is the gear ratio corresponding to each gear, v is the vehicle speed in the wheel torque response graph, D is the preset value, and r is the tire rolling radius.

6. The accelerator pedal map generation device as described in claim 5, characterized in that, The preset operating conditions include coasting, starting, constant speed, constant speed acceleration, and constant speed deceleration. The division module is used for: The first region in the initial acceleration response graph where the accelerator pedal opening is zero is taken as the region corresponding to the coasting condition. The second region in the initial acceleration response diagram where the acceleration is empty, and whose speed is not greater than the vehicle speed corresponding to the maximum acceleration corresponding to each accelerator pedal opening, is taken as the region corresponding to the starting condition. The third region corresponding to zero acceleration in the initial acceleration response diagram with empty acceleration is taken as the region corresponding to the uniform speed condition. The fourth region, corresponding to acceleration greater than zero, is designated as the region corresponding to the uniform acceleration condition in the remaining region; the fifth region, corresponding to acceleration less than zero, is designated as the region corresponding to the uniform deceleration condition; and the remaining region is the region other than the first, second, and third regions in the initial acceleration response diagram where acceleration is empty.

7. The accelerator pedal map generation device as described in claim 6, characterized in that, Improve the module for: For the coasting condition, substitute the vehicle speed at each position in the first region into the first formula to obtain the acceleration at each position in the first region and write it down. The first formula is: Where 'a' represents the acceleration at each location in the first region. It is the engine friction torque. These are the gear ratios corresponding to each position in the first region. Here, r is the transmission system efficiency, r is the tire rolling radius, A, B, and C are the constant term coefficient, linear term coefficient, and quadratic term coefficient corresponding to the gliding resistance curve, respectively, and v is the vehicle speed corresponding to each position in the first region. This is the rotational mass conversion factor, where m is the test mass; For the starting condition, based on the accelerator pedal opening at each position in the second region and the equal relationship between the accelerator pedal opening and the acceleration, the acceleration at each position in the second region is obtained and written. For the uniform speed condition, zeros are written to various positions in the third region; For constant speed re-acceleration conditions, the acceleration at each position in the fourth region is obtained and written based on the first relationship, the second relationship, and the vehicle speed and accelerator pedal opening at each position in the fourth region. The first relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel increment, and the second relationship is used to characterize the acceleration corresponding to different accelerator pedal travel increments at different vehicle speeds. For the constant speed deceleration condition, the acceleration at each position in the fifth region is obtained and written according to the third relationship, the fourth relationship and the vehicle speed and accelerator pedal opening at each position in the fifth region. The third relationship is the conversion formula between accelerator pedal opening and accelerator pedal travel reduction. The fourth relationship is used to characterize the acceleration corresponding to different accelerator pedal travel reduction at different vehicle speeds. At this point, the complete acceleration response diagram is obtained.

8. An accelerator pedal map generation device, characterized in that, The accelerator pedal map generation device includes a processor, a memory, and an accelerator pedal map generation program stored in the memory and executable by the processor, wherein when the accelerator pedal map generation program is executed by the processor, it implements the steps of the accelerator pedal map generation method as described in any one of claims 1 to 4.

9. A readable storage medium, characterized in that, The readable storage medium stores an accelerator pedal map generation program, wherein when the accelerator pedal map generation program is executed by a processor, it implements the steps of the accelerator pedal map generation method as described in any one of claims 1 to 4.

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