Torque type vehicle accelerator pedal map design method and device

Abstract

The application discloses a torque type vehicle acceleration pedal Map design method and device, and relates to the technical field of vehicle dynamic performance design, wherein the torque type vehicle acceleration pedal Map design method comprises the following steps: based on a driving condition and a rotating speed and an acceleration pedal opening degree of a power source, an acceleration pedal Map is divided and defined as multiple regions; according to a quantifiable dynamic performance target of the driving condition, the power source torque of the combination of different rotating speeds and acceleration pedal opening degrees in the corresponding region is determined. The application can directly reflect the acceleration pedal Map torque corresponding to the acceleration requirement of different driving conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle dynamic performance design technology, specifically to a torque-type vehicle accelerator pedal map design method and device. Background Technology

[0002] With the development of automotive electronic control technology, electronic accelerator pedals have gradually replaced mechanical accelerator pedals. Traditional mechanical accelerator pedals are connected to the engine throttle valve, with the pedal opening corresponding directly to the throttle valve opening. Electronic accelerator pedals, however, do not have a cable. Instead, a voltage sensor installed inside the pedal sends the accelerator pedal opening signal to the ECU (Engine Control Unit), which then controls the throttle valve opening. The throttle valve opening directly determines the engine's torque output; therefore, the accelerator pedal opening and engine torque output must be pre-matched and programmed into the ECU. This process is called engine throttle torque characteristic design.

[0003] Through design, an engine can output any torque it can achieve at any point when the accelerator pedal is pressed. However, if the throttle torque characteristics are not designed properly, the car's power output will be uneven, making it difficult to control when starting, and may even cause a sudden lurch forward. It may also produce a strong sense of jerkiness during driving. Therefore, the throttle map design of traditional vehicles is particularly important for the vehicle's driving characteristics.

[0004] Currently, most automakers rely on subjective evaluation experience combined with reference vehicles to perform accelerator pedal torque characteristic matching on prototype vehicles. Subjective evaluation requires a real vehicle, which has many drawbacks, including being time-consuming and labor-intensive, highly dependent on individual participants, demanding testing environment requirements, and low repeatability. Without systematic, objective, and quantitative indicators, and given that everyone's subjective preferences are unlikely to be completely identical, accelerator pedal torque characteristic matching is frequently repeated during project development, wasting human and material resources and development time.

[0005] One existing solution involves developing a trend chart of vehicle acceleration versus speed at different throttle openings in a specific gear for a manual transmission (MT) model during the early stages of vehicle development. Then, it calculates the engine torque trend chart required to achieve the corresponding vehicle acceleration at different engine speeds for that throttle position. Finally, based on the throttle torque characteristic calculation method within the ECU, the engine torque trend charts at different throttle positions are converted into throttle torque characteristic calibration data that can be directly read and written by the ECU. This method avoids the iterative work of matching throttle torque characteristics during project development, shortens the project development cycle, and allows for a unified power performance style across the automaker.

[0006] However, this solution is based on the technology of traditional internal combustion engine vehicles and independently obtains the acceleration of each target throttle opening. It does not establish the acceleration relationship between different throttle openings, does not explain the global design of the accelerator pedal map, and cannot effectively combine the accelerator pedal map design with the customer's actual driving experience.

[0007] Another solution in the existing technology is to calculate and analyze the throttle characteristics of cars equipped with manual transmission (MT) or automatic multi-speed transmission to obtain the relationship between engine speed and torque when the acceleration of the car remains unchanged before and after gear shifting, which is conducive to improving the driving quality of the car.

[0008] However, this solution is based on the technology of traditional internal combustion engine vehicles and focuses on explaining the torque calculation method before and after gear shifts. It does not explain the overall design of the accelerator pedal map and cannot effectively combine the accelerator pedal map design with the actual driving experience of customers. Summary of the Invention

[0009] To address the shortcomings of existing technologies, the first aspect of this invention provides a torque-type vehicle accelerator pedal map design method, which can intuitively reflect the accelerator pedal map torque corresponding to the acceleration requirements of different driving conditions.

[0010] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0011] A method for designing a torque-type vehicle accelerator pedal map, comprising the following steps:

[0012] Based on driving conditions, the speed of the power source, and the accelerator pedal opening, the accelerator pedal map is divided into multiple regions.

[0013] Based on the quantifiable power performance targets under driving conditions, determine the power source torque for combinations of different engine speeds and accelerator pedal openings in the corresponding region.

[0014] In some embodiments, the accelerator pedal map is divided into multiple regions based on driving conditions, the engine speed of the power source, and the accelerator pedal opening, including:

[0015] The accelerator pedal map is divided into five regions based on coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration conditions.

[0016] Corresponding to the coasting deceleration condition, the area where the accelerator pedal opening is zero is defined as the coasting deceleration region;

[0017] Corresponding to the starting acceleration condition, and in combination with the accelerator pedal opening, the accelerator pedal Map area that is less than the set vehicle speed is defined as the starting area. The set vehicle speed is the speed at which the vehicle goes from a standstill to the peak acceleration at the start.

[0018] For uniform speed conditions, the resistance torque corresponding to different vehicle speeds is calculated based on the vehicle's uniform speed driving resistance, and the region corresponding to the resistance torque is defined as the uniform speed region.

[0019] For the constant speed re-acceleration condition, the region with resistance torque greater than that corresponding to different vehicle speeds is defined as the re-acceleration region.

[0020] For the uniform speed followed by deceleration condition, the region with resistance torque less than that corresponding to different vehicle speeds is defined as the deceleration region.

[0021] In some embodiments, determining the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions includes:

[0022] For the starting region, obtain the peak acceleration during starting and the accelerator pedal travel curve;

[0023] Based on the peak acceleration-accelerator pedal travel curve, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque required to achieve the corresponding peak acceleration at different accelerator pedal openings in first gear.

[0024] In some embodiments, determining the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions includes:

[0025] For the coasting deceleration region, the friction torque corresponding to each speed is obtained based on the friction torque characteristics of the power source.

[0026] In some embodiments, determining the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions includes:

[0027] For the constant speed region, obtain the minimum accelerator pedal travel-vehicle speed curve for constant speed driving;

[0028] The highest gear is obtained based on the shift map, and the operating speed of the power source corresponding to the highest gear at that vehicle speed is calculated.

[0029] Based on the minimum accelerator pedal travel-vehicle speed curve for constant speed driving, the operating speed of the power source corresponding to the current vehicle speed, the gear ratio of the highest gear, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque required to maintain constant speed driving at different vehicle speeds is calculated.

[0030] In some embodiments, determining the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions includes:

[0031] For the deceleration region, extract the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, as well as the accelerator pedal opening corresponding to the constant speed region.

[0032] Based on the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, and the accelerator pedal opening corresponding to the constant speed region, the power source torque for each accelerator pedal opening corresponding to each vehicle speed is determined by linear interpolation.

[0033] In some embodiments, determining the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions includes:

[0034] For the deceleration region, obtain the multi-stroke deceleration gain-vehicle speed curve by the amount of decrease in the travel of the accelerator pedal when driving at a constant speed;

[0035] Based on the multi-stroke deceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and with different accelerator pedal travel reductions.

[0036] Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different reductions in accelerator pedal travel;

[0037] Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel reductions, determine the corresponding gear and its corresponding gear ratio, and calculate the power source operating speed corresponding to the gear at the vehicle speed and accelerator pedal opening.

[0038] Based on the acceleration under different vehicle speeds and different accelerator pedal travel reductions, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque for different speeds and different accelerator pedal travel increments.

[0039] In some embodiments, determining the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions includes:

[0040] For the re-acceleration region, obtain the multi-stroke acceleration gain-vehicle speed curve of the increase in the travel of pressing the accelerator pedal again when driving at a constant speed;

[0041] Based on the multi-stroke acceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and different accelerator pedal travel increments;

[0042] Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel increments;

[0043] Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and accelerator pedal travel increments, determine the corresponding gear and its corresponding gear ratio, and calculate the operating speed of the power source corresponding to the vehicle speed and accelerator pedal opening at that gear.

[0044] Based on the acceleration at different vehicle speeds and different accelerator pedal travel increments, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between the power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque at different speeds and different accelerator pedal travel increments is calculated.

[0045] In some embodiments, the relationship between the power source torque and acceleration resistance, constant speed driving resistance, and tire rolling radius satisfies:

[0046]

[0047] Among them, T 发动机 For power source torque, T 轮边 For wheel-side torque, F 加速 To increase resistance, F v For the resistance of constant speed travel, r 滚动 η is the tire rolling radius. 传动 For the efficiency of the transmission system, i n For each gear ratio, δ is the rotational mass conversion factor, m is the mass of the test vehicle, and a 加速 It is acceleration.

[0048] The second aspect of the present invention provides a torque-type vehicle accelerator pedal map design device, which can intuitively reflect the accelerator pedal map torque corresponding to the acceleration requirements of different driving conditions.

[0049] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0050] A torque-type vehicle accelerator pedal map design device, comprising:

[0051] The partitioning module, based on driving conditions, power source speed, and accelerator pedal opening, divides the accelerator pedal map into multiple regions.

[0052] The calculation module determines the power source torque for different combinations of engine speeds and accelerator pedal openings in the corresponding region based on quantifiable power performance targets under driving conditions.

[0053] Compared with the prior art, the advantages of the present invention are as follows:

[0054] The torque-based vehicle accelerator pedal map design method in this invention divides the accelerator pedal map into multiple regions based on driving conditions, power source speed, and accelerator pedal opening. According to quantifiable power performance targets under driving conditions, the power source torque for different combinations of speed and accelerator pedal opening is determined within each region. In other words, the accelerator pedal map is divided into multiple regions based on typical daily driving conditions, intuitively reflecting the accelerator pedal map torque corresponding to acceleration requirements under different driving conditions. Attached Figure Description

[0055] Figure 1 This is a flowchart of the torque-type vehicle accelerator pedal Map design method in an embodiment of the present invention;

[0056] Figure 2 This is a schematic diagram of the map region division for the torque-type accelerator pedal in an embodiment of the present invention;

[0057] Figure 3 This is a graph showing the friction torque curve of the power source in an embodiment of the present invention;

[0058] Figure 4 This is a graph showing the peak acceleration during startup versus the accelerator pedal travel in an embodiment of the present invention.

[0059] Figure 5 This is a graph showing the torque demand curve of the power source for the starting peak acceleration in an embodiment of the present invention.

[0060] Figure 6 This is a graph showing the minimum accelerator pedal travel versus vehicle speed in an embodiment of the present invention.

[0061] Figure 7 This is a graph showing the minimum accelerator pedal opening versus vehicle speed in an embodiment of the present invention.

[0062] Figure 8 This is a shift MAP diagram in an embodiment of the present invention;

[0063] Figure 9 This is a curve showing the torque demand of the power source for maintaining constant speed driving in an embodiment of the present invention.

[0064] Figure 10 This is a multi-stroke incremental acceleration gain curve diagram in an embodiment of the present invention;

[0065] Figure 11This is a multi-stroke acceleration-vehicle speed curve diagram in an embodiment of the present invention;

[0066] Figure 12 This is a multi-stroke incremental deceleration gain curve diagram in an embodiment of the present invention;

[0067] Figure 13 This is a multi-stroke deceleration-vehicle speed curve diagram in an embodiment of the present invention. Detailed Implementation

[0068] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0069] To facilitate understanding of this invention, some terms involved in this invention will first be explained:

[0070] Vehicle accelerator pedal map: This refers to the characteristics of the vehicle accelerator pedal, which reflect the driving characteristics of the vehicle. It is usually represented in the form of a map, which specifies the relationship between vehicle speed or engine speed, accelerator pedal position, and power source or wheel-side driving torque.

[0071] Power source torque-type accelerator pedal map: This refers to the characteristics of the vehicle's accelerator pedal, reflecting the vehicle's driving characteristics. It is usually represented in the form of a map, which specifies the relationship between engine speed, accelerator pedal position, and power source torque. Commonly seen in engine-driven vehicles, the accelerator pedal map and wheel-side driving torque are also affected by friction element engagement devices and reduction ratios.

[0072] Starting acceleration: The process of accelerating when the vehicle accelerates by pressing the brake pedal to keep the vehicle at a speed of 0 and then switching from the brake pedal to the accelerator pedal and pressing the accelerator pedal a certain distance.

[0073] Constant speed driving: Keep the accelerator pedal position constant so that the vehicle travels at a constant speed, and the acceleration is 0 during the process.

[0074] Constant speed acceleration: The process of vehicle acceleration when the accelerator pedal is pressed again to increase the travel distance while the vehicle is traveling at a constant speed.

[0075] Constant speed followed by deceleration: The process of decelerating a vehicle when it is traveling at a constant speed and then releasing the accelerator pedal to reduce the travel distance.

[0076] Acceleration gain: The acceleration of a vehicle obtained by pressing the accelerator pedal for every millimeter of travel when the vehicle is moving at a constant speed, measured in m / s² / mm.

[0077] See Figure 1 As shown, this embodiment of the invention provides a method for designing a torque-type vehicle accelerator pedal map, which includes the following steps:

[0078] S1. Based on driving conditions, the speed of the power source, and the accelerator pedal opening, the accelerator pedal map is divided into multiple regions.

[0079] In this embodiment, the driving conditions mainly include, but are not limited to, coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration.

[0080] Taking the above five operating conditions as an example, the accelerator pedal map is divided into five regions based on the coasting deceleration, starting, constant speed, re-acceleration and deceleration conditions.

[0081] The accelerator pedal map is divided into five regions based on coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration conditions.

[0082] Corresponding to the coasting deceleration condition, the area where the accelerator pedal opening is zero is defined as the coasting deceleration region;

[0083] Corresponding to the starting acceleration condition, and in combination with the accelerator pedal opening, the accelerator pedal Map area that is less than the set vehicle speed is defined as the starting area. The set vehicle speed is the speed at which the vehicle goes from a standstill to the peak acceleration at the start.

[0084] For uniform speed conditions, the resistance torque corresponding to different vehicle speeds is calculated based on the vehicle's uniform speed driving resistance, and the region corresponding to the resistance torque is defined as the uniform speed region.

[0085] For the constant speed re-acceleration condition, the region with resistance torque greater than that corresponding to different vehicle speeds is defined as the re-acceleration region.

[0086] For the uniform speed followed by deceleration condition, the region with resistance torque less than that corresponding to different vehicle speeds is defined as the deceleration region.

[0087] S2. Based on the quantifiable power performance targets under driving conditions, determine the power source torque for combinations of different engine speeds and accelerator pedal openings in the corresponding region.

[0088] Different driving conditions require different power performance targets. This invention establishes quantified partial-load power performance targets comprising coasting deceleration, starting power, constant-speed power, re-acceleration power, and deceleration power, and designs an accelerator pedal map based on these targets. The coasting deceleration, starting power, constant-speed power, and re-acceleration power targets are represented by coasting acceleration, peak starting acceleration, starting acceleration linearity, minimum accelerator pedal travel for constant-speed driving, re-acceleration acceleration gain, and re-acceleration linearity, respectively.

[0089] The determination of the power source torque in different regions is described below:

[0090] For the starting region, obtain the peak acceleration during starting and the accelerator pedal travel curve;

[0091] Based on the peak acceleration-accelerator pedal travel curve, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque required to achieve the corresponding peak acceleration at different accelerator pedal openings in first gear.

[0092] For the coasting deceleration region, the friction torque corresponding to each speed is obtained based on the friction torque characteristics of the power source.

[0093] For the constant speed region, obtain the minimum accelerator pedal travel-vehicle speed curve for constant speed driving;

[0094] The highest gear is obtained based on the shift map, and the operating speed of the power source corresponding to the highest gear at that vehicle speed is calculated.

[0095] Based on the minimum accelerator pedal travel-vehicle speed curve for constant speed driving, the operating speed of the power source corresponding to the current vehicle speed, the gear ratio of the highest gear, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque required to maintain constant speed driving at different vehicle speeds is calculated.

[0096] For the deceleration region, extract the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, as well as the accelerator pedal opening corresponding to the constant speed region.

[0097] Based on the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, and the accelerator pedal opening corresponding to the constant speed region, the power source torque for each accelerator pedal opening corresponding to each vehicle speed is determined by linear interpolation.

[0098] In addition, for the deceleration area, it is also possible to obtain the multi-stroke deceleration gain-vehicle speed curve of the amount of reduction in the travel of the accelerator pedal when driving at a constant speed.

[0099] Based on the multi-stroke deceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and with different accelerator pedal travel reductions.

[0100] Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different reductions in accelerator pedal travel;

[0101] Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel reductions, determine the corresponding gear and its corresponding gear ratio, and calculate the power source operating speed corresponding to the gear at the vehicle speed and accelerator pedal opening.

[0102] Based on the acceleration under different vehicle speeds and different accelerator pedal travel reductions, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque for different speeds and different accelerator pedal travel increments.

[0103] For the re-acceleration region, obtain the multi-stroke acceleration gain-vehicle speed curve of the increase in the travel of pressing the accelerator pedal again when driving at a constant speed;

[0104] Based on the multi-stroke acceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and different accelerator pedal travel increments;

[0105] Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel increments;

[0106] Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and accelerator pedal travel increments, determine the corresponding gear and its corresponding gear ratio, and calculate the operating speed of the power source corresponding to the vehicle speed and accelerator pedal opening at that gear.

[0107] Based on the acceleration at different vehicle speeds and different accelerator pedal travel increments, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between the power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque at different speeds and different accelerator pedal travel increments is calculated.

[0108] In some embodiments, when calculating the power source torque, the relationship between the power source torque and the acceleration resistance, the constant speed driving resistance, and the tire rolling radius satisfies the following:

[0109]

[0110] Among them, T 发动机 For power source torque, T 轮边 For wheel-side torque, F 加速To increase resistance, F v For the resistance of constant speed travel, r 滚动 η is the tire rolling radius. 传动 For the efficiency of the transmission system, i n For each gear ratio, δ is the rotational mass conversion factor, m is the mass of the test vehicle, and a 加速 It is acceleration.

[0111] When calculating the operating speed of the power source, the formula is used:

[0112]

[0113] Where, n 发动机 These represent the engine speeds corresponding to each gear, where v is the vehicle speed and r is the engine speed. 滚动 It is the tire rolling radius, i n These are the corresponding gear ratios.

[0114] The following section, with reference to the accompanying diagram, further explains the steps outlined above:

[0115] In this embodiment of the invention, the torque-type vehicle accelerator pedal map is divided into five regions according to typical operating conditions: coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration. Figure 2 As shown, the specific process includes the following:

[0116] (1) When the vehicle is coasting, according to the driving characteristics of torque-type vehicles, the working condition with an opening of 0 is usually set as the friction torque of the power source, which is negative, and is region 1.

[0117] (2) When the vehicle starts, based on the torque-type vehicle drive characteristics, considering that the torque response characteristics of the power source usually reach the starting peak acceleration before a certain vehicle speed, the accelerator pedal Map area below a certain vehicle speed is set as the starting area, which is area 2.

[0118] (3) When the vehicle is traveling at a constant speed, the resistance torque corresponding to different vehicle speeds is calculated based on the resistance of the vehicle traveling at a constant speed. The accelerator pedal Map area corresponding to the resistance torque is defined as the constant speed area, which is area 3.

[0119] (4) When the vehicle is traveling at a constant speed and then accelerates, the area with a resistance torque greater than that corresponding to different vehicle speeds is defined as the re-acceleration area, which is area 4. In area 4, the different accelerator pedal openings calculated based on the re-acceleration travel increment can be represented by 4-1, 4-2, 4-3, etc., to represent the re-acceleration capability corresponding to different accelerator pedal increments. In this embodiment, in order to intuitively show the relationship between area 4 and area 3, area 4 is generally on the right side of area 3, or above area 3.

[0120] (5) When the vehicle decelerates at a constant speed, the region with resistance torque less than that corresponding to different vehicle speeds is defined as the deceleration region, which is region 5. In region 5, based on the different accelerator pedal openings calculated from the reduction in deceleration travel, it can be represented by 5-1, 5-2, 5-3, etc., to indicate the acceleration loss corresponding to different accelerator pedal reductions. In this embodiment, to visually illustrate the relationship between region 5 and region 3, region 5 is generally located to the left of region 3, or below region 3.

[0121] To differentiate the display, different colors can be set for different areas to intuitively reflect the accelerator pedal torque corresponding to the acceleration requirements of different driving conditions.

[0122] The design of the coasting deceleration zone (zone 1) includes the following process:

[0123] (1) Based on the friction torque characteristics of the power source, obtain the friction torque of the power source corresponding to each speed, such as... Figure 3 .

[0124] (2) Write the power source friction torque obtained in step (1) into Map area 1.

[0125] The design of the starting region (Region 2) specifically includes the following process:

[0126] (1) Based on the market positioning of the vehicle model, obtain the peak acceleration-accelerator pedal travel curve, i.e., the PLA (Peak Launch Acceleration) curve, such as... Figure 4 As shown.

[0127] (2) Based on step (1) and Equation 1 above, calculate the torque requirement of the power source for the vehicle model to achieve the corresponding peak acceleration at different accelerator pedal travels, i.e. Figure 5 ;

[0128] (3) Combine the total travel of the accelerator pedal, and based on the relationship between the accelerator pedal travel and the total travel of the accelerator pedal, convert the accelerator pedal travel into the accelerator pedal opening, and write the power source torque corresponding to the different accelerator pedal travel calculated in step (2) into area 2 of the accelerator pedal map.

[0129] The design of the uniform velocity region (region 3) specifically includes the following process:

[0130] (1) Based on the market positioning of the vehicle model, obtain the minimum accelerator pedal travel-vehicle speed curve for constant speed driving, i.e., the CS curve, such as... Figure 6 It reflects the minimum accelerator pedal travel required to maintain a vehicle speed.

[0131] (2) Based on the total travel of the accelerator pedal, convert the CS curve into an accelerator pedal opening-vehicle speed curve; such as Figure 7 ;

[0132] The specific conversion method is as follows:

[0133] Accelerator pedal opening = (constant speed accelerator pedal travel + accelerator pedal increment) / total accelerator pedal travel (Equation 3)

[0134] (3) Obtain the appropriate gear for a vehicle traveling at a constant speed according to the shift map. The operating speed of the power source corresponding to this vehicle speed can be obtained according to Equation 2 above.

[0135] For example, see Figure 8 As shown in the table below, based on the shift map, the constant speed and the highest gear can be obtained.

[0136] highest gear 2 3 4 4 5 5 6 6 6 6 6 rotational speed 1080 1070 1255 1690 1480 1731 1430 1634 1838 2247 2451 Opening 2％ 2.5％ 3.5％ 4％ 5.5％ 6.5％ 11％ 15％ 16.5％ 24.5％ 29.5％

[0137] (4) Calculate the torque required to maintain constant speed for this vehicle model at different vehicle speeds based on step (2) and Equation 1 above, i.e. Figure 9 .

[0138] (5) Finally, combining the operating speed of the power source and the opening of the accelerator pedal, the power source torque corresponding to the different accelerator pedal strokes calculated in step (4) is written into area 3 of the accelerator pedal map.

[0139] The design of the re-acceleration region (region 4) specifically includes the following process:

[0140] (1) Based on the market positioning of the vehicle model, obtain the multi-stroke acceleration gain-vehicle speed curve, i.e., the multi-stroke ACCGain curve, such as... Figure 10 .

[0141] (2) Calculate the acceleration of this vehicle model at different speeds and different accelerator pedal travel increments based on step (1) and equation 4, i.e. Figure 11 Where s, s+c, s+2c, s+3c, s+4c, and s+5c represent different strokes, such as 10mm, 15mm, 20mm, 25mm, 30mm, and 35mm.

[0142] Acceleration = Acceleration Gain * Accelerator Pedal Travel Increment (Formula 4)

[0143] (3) Based on the total travel of the accelerator pedal, and according to the relationship between the accelerator pedal travel and the total travel of the accelerator pedal, convert the accelerator pedal travel into the accelerator pedal opening (the conversion method is described above).

[0144] (4) Extract the vehicle speed from step (2) and the accelerator pedal opening from step (3), according to Figure 9The shift map retrieves the corresponding gear, indicating the gear position at the current vehicle speed and opening degree, and also provides the corresponding gear ratio i. n Based on Equation 2, the operating speed of the power source corresponding to the vehicle speed and accelerator pedal opening at that gear position is calculated.

[0145] (5) Calculate the power source torque of the vehicle at different speeds and different accelerator pedal travel increments according to Equation 1;

[0146] (6) Finally, combining the operating speed of the power source and the opening of the accelerator pedal, the torque of the power source corresponding to the multi-stroke calculated in step (5) is written into area 4 of the accelerator pedal Map.

[0147] The design of the deceleration zone (zone 5) includes the following process:

[0148] (1) Extract the power source torque corresponding to the same vehicle speed in regions 1 and 3, and denot it as T1-V and T3-V respectively;

[0149] (2) Extract the accelerator pedal opening corresponding to T3-V and denote it as P3-V;

[0150] (3) Taking a vehicle speed of 20km / h as an example, the results of steps (1) and (2) are recorded in the following table:

[0151] 20 <![CDATA[T 1-V ]]> <![CDATA[T 3-V ]]>

[0152] (4) Use linear interpolation to determine the power source torque for each accelerator pedal opening corresponding to each vehicle speed region 5, and write it into region 5; for example, if it is necessary to determine the power source torque value T5-1-V for a vehicle speed of 20km / h and an opening of P5-1-v, the following formula is used:

[0153]

[0154]

[0155] Furthermore, the design of the deceleration zone can also adopt a design similar to that of the re-acceleration zone, that is:

[0156] (1) Based on the market positioning of the vehicle model, obtain the multi-stroke deceleration gain-vehicle speed curve, i.e., the multi-stroke DECGain (DECeleration Gain) curve, such as... Figure 12 .

[0157] (2) Calculate the acceleration of this vehicle model at different speeds and with different accelerator pedal travel based on step (1) and equation 4, i.e. Figure 13 Where s, sd, s-2d, s-3d, s-4d, and s-5d represent different strokes, such as 10mm, 15mm, 20mm, 25mm, 30mm, and 35mm.

[0158] (3) Based on the total travel of the accelerator pedal, and according to the relationship between the accelerator pedal travel and the total travel of the accelerator pedal, convert the accelerator pedal travel into the accelerator pedal opening (the conversion method is described above).

[0159] (4) Extract the vehicle speed from step (2) and the accelerator pedal opening from step (3), according to Figure 9 The shift map retrieves the corresponding gear, indicating the gear position at the current vehicle speed and opening degree, and also provides the corresponding gear ratio i. n Based on Equation 2, the operating speed of the power source corresponding to the vehicle speed and accelerator pedal opening at that gear position is calculated.

[0160] (5) Calculate the power source torque of the vehicle model at different speeds and different accelerator pedal travels according to Equation 1;

[0161] (6) Finally, combining the operating speed of the power source and the opening of the accelerator pedal, the torque of the power source corresponding to the multi-stroke calculated in step (5) is written into area 5 of the accelerator pedal Map.

[0162] The above allows us to determine the torque values ​​of the power source for five regions corresponding to five different driving conditions. This means that early in the project, quantified partial-load power performance targets are established, comprising coasting deceleration, starting power, constant-speed power, re-acceleration power, and deceleration power. An accelerator pedal map is then designed based on these performance targets. The targets for coasting deceleration, starting power, constant-speed power, and re-acceleration 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 re-acceleration linearity, respectively. This work can be completed before the design prototype is installed in the vehicle. Once the 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 establishing a unified power performance style for the automaker.

[0163] In summary, the torque-type vehicle accelerator pedal map design method of this invention divides the accelerator pedal map into multiple regions based on driving conditions, power source speed, and accelerator pedal opening. According to quantifiable power performance targets under driving conditions, the power source torque for different combinations of speed and accelerator pedal opening is determined within each region. In other words, the accelerator pedal map is divided into multiple regions based on typical daily driving conditions, intuitively reflecting the accelerator pedal map torque corresponding to acceleration requirements under different driving conditions.

[0164] Meanwhile, embodiments of the present invention also provide a torque-type vehicle accelerator pedal map design device, which includes a partitioning module and a calculation module.

[0165] The partitioning module divides the accelerator pedal map into multiple regions based on driving conditions, the speed of the power source, and the accelerator pedal opening. The calculation module determines the power source torque of different combinations of speed and accelerator pedal opening in the corresponding regions based on the quantifiable power performance targets of the driving conditions.

[0166] In some embodiments, the partitioning module is used for:

[0167] The accelerator pedal map is divided into five regions based on coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration conditions.

[0168] Corresponding to the coasting deceleration condition, the area where the accelerator pedal opening is zero is defined as the coasting deceleration region;

[0169] Corresponding to the starting acceleration condition, and in combination with the accelerator pedal opening, the accelerator pedal Map area that is less than the set vehicle speed is defined as the starting area. The set vehicle speed is the speed at which the vehicle goes from a standstill to the peak acceleration at the start.

[0170] For uniform speed conditions, the resistance torque corresponding to different vehicle speeds is calculated based on the vehicle's uniform speed driving resistance, and the region corresponding to the resistance torque is defined as the uniform speed region.

[0171] For the constant speed re-acceleration condition, the region with resistance torque greater than that corresponding to different vehicle speeds is defined as the re-acceleration region.

[0172] For the uniform speed followed by deceleration condition, the region with resistance torque less than that corresponding to different vehicle speeds is defined as the deceleration region.

[0173] In some embodiments, the calculation module determines the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions, including:

[0174] For the starting region, obtain the peak acceleration during starting and the accelerator pedal travel curve;

[0175] Based on the peak acceleration-accelerator pedal travel curve, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque required to achieve the corresponding peak acceleration at different accelerator pedal openings in first gear.

[0176] In some embodiments, the calculation module determines the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions, including:

[0177] For the coasting deceleration region, the friction torque corresponding to each speed is obtained based on the friction torque characteristics of the power source.

[0178] In some embodiments, the calculation module determines the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions, including:

[0179] For the constant speed region, obtain the minimum accelerator pedal travel-vehicle speed curve for constant speed driving;

[0180] The highest gear is obtained based on the shift map, and the operating speed of the power source corresponding to the highest gear at that vehicle speed is calculated.

[0181] Based on the minimum accelerator pedal travel-vehicle speed curve for constant speed driving, the operating speed of the power source corresponding to the current vehicle speed, the gear ratio of the highest gear, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque required to maintain constant speed driving at different vehicle speeds is calculated.

[0182] In some embodiments, the calculation module determines the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions, including:

[0183] For the deceleration region, extract the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, as well as the accelerator pedal opening corresponding to the constant speed region.

[0184] Based on the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, and the accelerator pedal opening corresponding to the constant speed region, the power source torque for each accelerator pedal opening corresponding to each vehicle speed is determined by linear interpolation.

[0185] In some embodiments, the calculation module determines the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions, including:

[0186] For the deceleration region, obtain the multi-stroke deceleration gain-vehicle speed curve by the amount of decrease in the travel of the accelerator pedal when driving at a constant speed;

[0187] Based on the multi-stroke deceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and with different accelerator pedal travel reductions.

[0188] Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different reductions in accelerator pedal travel;

[0189] Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel reductions, determine the corresponding gear and its corresponding gear ratio, and calculate the power source operating speed corresponding to the gear at the vehicle speed and accelerator pedal opening.

[0190] Based on the acceleration under different vehicle speeds and different accelerator pedal travel reductions, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque for different speeds and different accelerator pedal travel increments.

[0191] In some embodiments, the calculation module determines the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region based on quantifiable power performance targets under driving conditions, including:

[0192] For the re-acceleration region, obtain the multi-stroke acceleration gain-vehicle speed curve of the increase in the travel of pressing the accelerator pedal again when driving at a constant speed;

[0193] Based on the multi-stroke acceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and different accelerator pedal travel increments;

[0194] Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel increments;

[0195] Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and accelerator pedal travel increments, determine the corresponding gear and its corresponding gear ratio, and calculate the operating speed of the power source corresponding to the vehicle speed and accelerator pedal opening at that gear.

[0196] Based on the acceleration at different vehicle speeds and different accelerator pedal travel increments, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between the power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque at different speeds and different accelerator pedal travel increments is calculated.

[0197] In some embodiments, the relationship between the power source torque and acceleration resistance, constant speed driving resistance, and tire rolling radius satisfies:

[0198]

[0199] Among them, T 发动机 For power source torque, T 轮边 For wheel-side torque, F 加速 To increase resistance, F v For the resistance of constant speed travel, r 滚动 η is the tire rolling radius. 传动 For the efficiency of the transmission system, i n For each gear ratio, δ is the rotational mass conversion factor, m is the mass of the test vehicle, and a 加速 It is acceleration.

[0200] In some embodiments, the operating speed of the power source is calculated according to the formula:

[0201]

[0202] Where, n 发动机 These represent the engine speeds corresponding to each gear, where v is the vehicle speed and r is the engine speed. 滚动 It is the tire rolling radius, i n These are the corresponding gear ratios.

[0203] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for designing a torque-type vehicle accelerator pedal map, characterized in that, The method includes the following steps: Based on driving conditions, the speed of the power source, and the accelerator pedal opening, the accelerator pedal map is divided into multiple regions. Based on the quantifiable power performance targets under driving conditions, determine the power source torque for combinations of different engine speeds and accelerator pedal openings in the corresponding region; Based on driving conditions, engine speed, and accelerator pedal opening, the accelerator pedal map is divided into multiple regions, including: The accelerator pedal map is divided into five regions based on coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration conditions. Corresponding to the coasting deceleration condition, the area where the accelerator pedal opening is zero is defined as the coasting deceleration region; Corresponding to the starting acceleration condition, and in combination with the accelerator pedal opening, the accelerator pedal Map area that is less than the set vehicle speed is defined as the starting area. The set vehicle speed is the speed at which the vehicle goes from a standstill to the peak acceleration at the start. For uniform speed conditions, the resistance torque corresponding to different vehicle speeds is calculated based on the vehicle's uniform speed resistance, and the region corresponding to the resistance torque is defined as the uniform speed region. For the constant speed re-acceleration condition, the region with resistance torque greater than that corresponding to different vehicle speeds is defined as the re-acceleration region. For the uniform speed followed by deceleration condition, the region with resistance torque less than that corresponding to different vehicle speeds is defined as the deceleration region.

2. The torque-type vehicle accelerator pedal map design method as described in claim 1, characterized in that, The determination of the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region, based on quantifiable power performance targets under driving conditions, includes: For the starting region, obtain the peak acceleration during starting and the accelerator pedal travel curve; Based on the peak acceleration-accelerator pedal travel curve, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque required to achieve the corresponding peak acceleration at different accelerator pedal openings in first gear.

3. The torque-type vehicle accelerator pedal map design method as described in claim 1, characterized in that, The determination of the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region, based on quantifiable power performance targets under driving conditions, includes: For the coasting deceleration region, the friction torque corresponding to each speed is obtained based on the friction torque characteristics of the power source.

4. The torque-type vehicle accelerator pedal map design method as described in claim 3, characterized in that, The determination of the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region, based on quantifiable power performance targets under driving conditions, includes: For the constant speed region, obtain the minimum accelerator pedal travel-vehicle speed curve for constant speed driving; The highest gear is obtained based on the shift map, and the operating speed of the power source corresponding to the highest gear at that vehicle speed is calculated. Based on the minimum accelerator pedal travel-vehicle speed curve for constant speed driving, the operating speed of the power source corresponding to the current vehicle speed, the gear ratio of the highest gear, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque required to maintain constant speed driving at different vehicle speeds is calculated.

5. The torque-type vehicle accelerator pedal map design method as described in claim 4, characterized in that, The determination of the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region, based on quantifiable power performance targets under driving conditions, includes: For the deceleration region, extract the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, as well as the accelerator pedal opening corresponding to the constant speed region. Based on the power source torque corresponding to the same speed in the coasting deceleration region and the constant speed region, and the accelerator pedal opening corresponding to the constant speed region, the power source torque for each accelerator pedal opening corresponding to each vehicle speed is determined by linear interpolation.

6. The torque-type vehicle accelerator pedal map design method as described in claim 1, characterized in that, The determination of the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region, based on quantifiable power performance targets under driving conditions, includes: For the deceleration region, obtain the multi-stroke deceleration gain-vehicle speed curve by the amount of decrease in the travel of the accelerator pedal when driving at a constant speed; Based on the multi-stroke deceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and with different accelerator pedal travel reductions. Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different reductions in accelerator pedal travel; Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel reductions, determine the corresponding gear and its corresponding gear ratio, and calculate the power source operating speed corresponding to the gear at the vehicle speed and accelerator pedal opening. Based on the acceleration under different vehicle speeds and different accelerator pedal travel reductions, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, calculate the power source torque for different speeds and different accelerator pedal travel increments.

7. The torque-type vehicle accelerator pedal map design method as described in claim 1, characterized in that, The determination of the power source torque for combinations of different engine speeds and accelerator pedal openings in a corresponding region, based on quantifiable power performance targets under driving conditions, includes: For the re-acceleration region, obtain the multi-stroke acceleration gain-vehicle speed curve of the increase in the travel of pressing the accelerator pedal again when driving at a constant speed; Based on the multi-stroke acceleration gain-vehicle speed curve, calculate the acceleration at different vehicle speeds and different accelerator pedal travel increments; Calculate the accelerator pedal opening corresponding to the acceleration under different vehicle speeds and different accelerator pedal travel increments; Based on the vehicle speed, accelerator pedal opening, and shift map corresponding to the acceleration under different vehicle speeds and accelerator pedal travel increments, determine the corresponding gear and its corresponding gear ratio, and calculate the operating speed of the power source corresponding to the vehicle speed and accelerator pedal opening at that gear. Based on the acceleration at different vehicle speeds and different accelerator pedal travel increments, the corresponding gear ratio, the operating speed of the power source corresponding to the current vehicle speed and accelerator pedal opening, and the relationship between the power source torque and acceleration resistance, constant speed driving resistance, tire rolling radius and gear ratio, the power source torque at different speeds and different accelerator pedal travel increments is calculated.

8. A torque-type vehicle accelerator pedal map design method as described in any one of claims 1 to 7, characterized in that, The relationship between the power source torque and acceleration resistance, constant speed driving resistance, and tire rolling radius satisfies: in, Torque is the power source. For wheel-side torque, To increase resistance, For constant speed travel resistance, The tire's rolling radius, For the efficiency of the transmission system, For each gear ratio, This is the rotational mass conversion factor. To test the quality of the vehicle, It is acceleration.

9. A torque-type vehicle accelerator pedal map design device, characterized in that, include: The partitioning module, based on driving conditions, power source speed, and accelerator pedal opening, divides the accelerator pedal map into multiple regions. The calculation module determines the power source torque for different combinations of engine speed and accelerator pedal opening in the corresponding region based on the quantifiable power performance targets under driving conditions. The partitioning module, based on driving conditions, power source speed, and accelerator pedal opening, divides the accelerator pedal map into multiple regions, including: The accelerator pedal map is divided into five regions based on coasting deceleration, starting acceleration, constant speed, constant speed re-acceleration, and constant speed re-deceleration conditions. Corresponding to the coasting deceleration condition, the area where the accelerator pedal opening is zero is defined as the coasting deceleration region; Corresponding to the starting acceleration condition, and in combination with the accelerator pedal opening, the accelerator pedal Map area that is less than the set vehicle speed is defined as the starting area. The set vehicle speed is the speed at which the vehicle goes from a standstill to the peak acceleration at the start. For uniform speed conditions, the resistance torque corresponding to different vehicle speeds is calculated based on the vehicle's uniform speed resistance, and the region corresponding to the resistance torque is defined as the uniform speed region. For the constant speed re-acceleration condition, the region with resistance torque greater than that corresponding to different vehicle speeds is defined as the re-acceleration region. For the uniform speed followed by deceleration condition, the region with resistance torque less than that corresponding to different vehicle speeds is defined as the deceleration region.

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