Vehicle control method, pedal device and vehicle

Abstract

The invention provides a vehicle control method, a pedal device and a vehicle. The method comprises the steps that a preset control strategy of a power pedal is adopted to control the vehicle, and the control strategy comprises the steps that the stroke range of the stroke of the power pedal is detected, and the stroke range is divided into a first stroke and a second stroke according to the stroke corresponding to a half clutch point; an accelerator signal sensor is arranged on a power pedal, the accelerator signal sensor detects stroke information of the power pedal and transmits the stroke information to an electronic control unit (ECU) of the vehicle, the ECU executes vehicle power control in the stroke range where the power pedal is located, and when the power pedal is in the first stroke, the vehicle executes retarding control, and when the power pedal is in the second stroke, the vehicle executes retarding control. While in the second stroke, the vehicle performs a second stroke power control, which includes a braking control. The problem that the semi-clutch state of the vehicle needs to be judged manually can be solved.

Description

Technical Field

[0001] The invention relates to a vehicle control method, a pedal device and a vehicle, and belongs to the field of vehicle control. Background Art

[0002] At present, most drivers of internal combustion forklifts, whether using mechanical or hydraulic reduction boxes, cannot avoid the vehicle sliding down the slope when starting the vehicle on a slope, and the clutch friction plate is easily burned when starting on a slope, which requires a high level of driving experience from the driver.

[0003] Internal combustion forklifts need to frequently start, switch forward and reverse gears, and perform slow-moving forklift actions during daily operations. The clutch is used frequently, and frequent clutch operation can easily lead to premature wear of the transmission system and increased fuel consumption due to lack of driving experience. Under the existing structural form, the clutch (micro-motion) brake pedal is used to engage and disengage the clutch and brake simultaneously. When the clutch is released, the driver needs to judge whether the vehicle has entered a semi-clutch state based on his experience, and then accelerate.

[0004] Disadvantages of existing technology:

[0005] (1) The vehicle requires high driver experience and is difficult to drive;

[0006] (2) The vehicle cannot respond in time when starting on a slope and cannot prevent rolling down the slope;

[0007] (3) The control of the vehicle's semi-clutch state relies too much on the driver's experience, which can easily burn the clutch friction plate. Summary of the invention

[0008] The purpose of the present invention is to overcome the deficiencies in the prior art and to provide a vehicle control method, a pedal device and a vehicle to solve the problem of requiring manual judgment of the vehicle clutch state.

[0009] In order to solve the above technical problems, the present invention is implemented by adopting the following technical solutions:

[0010] In a first aspect, the present invention provides a vehicle control method, comprising: controlling the vehicle using a control strategy preset by a power pedal, the control strategy comprising:

[0011] S1: Detecting a stroke range of the power pedal, wherein the stroke range is divided into a first stroke and a second stroke according to a stroke corresponding to a half-clutch point;

[0012] S2: A throttle signal sensor is provided on the power pedal, which detects the stroke information of the power pedal and transmits the stroke information to the vehicle's electronic control unit ECU. The electronic control unit ECU executes vehicle power control within the stroke range of the power pedal. When the power pedal is in a first stroke, the vehicle executes deceleration control; when the power pedal is in a second stroke, the vehicle executes second stroke power control, which includes braking control.

[0013] In the aforementioned vehicle control method, in step S1, the half-clutch point corresponding stroke is the power pedal stroke corresponding to the half-clutch point measured when the vehicle is traveling without load.

[0014] In the aforementioned vehicle control method, in step S2, the vehicle braking process includes: stepping on the power pedal, and the power pedal stroke sequentially passes through a first stroke and a second stroke;

[0015] The vehicle brake release process includes: releasing the power pedal, the power pedal stroke passes through the second stroke and the first stroke in sequence, and when the second stroke switches to the first stroke, the deceleration control outputs the starting speed;

[0016] Step S2 also includes calculating and outputting a starting speed for the deceleration control, wherein the starting speed enables the vehicle to start and move forward.

[0017] The process of calculating and outputting the starting speed in the aforementioned vehicle control method is as follows:

[0018] S21: Obtaining the road slope of the vehicle and the output speed of the gearbox;

[0019] S22: querying a pre-built transmission ratio model of a transmission according to the slope obtained in step S21 to obtain an actual transmission ratio corresponding to the slope, where the transmission ratio is a ratio of a transmission output speed to a transmission input speed;

[0020] S23: Calculate the actual gearbox input speed according to the gearbox output speed obtained in step S21 and the actual transmission ratio obtained in step S22;

[0021] S24: Adjust the vehicle power control so that the engine outputs a speed that is the same as the actual transmission input speed obtained in step S23, and outputs a starting speed of slow speed control through the transmission system.

[0022] In the aforementioned vehicle control method, the gearbox ratio model pre-constructed in step S22 includes:

[0023] S2201: Establishing a relationship diagram between the slope and the transmission ratio of the gearbox and a relationship diagram between the transmission ratio of the gearbox and the ideal vehicle speed;

[0024] The relationship diagram between the slope and the gearbox transmission ratio reflects the ideal transmission ratio corresponding to each slope when the vehicle is unloaded;

[0025] The relationship diagram between the gearbox transmission ratio and the ideal vehicle speed includes a relationship diagram between the ideal vehicle speed and the ideal transmission ratio when the vehicle is unloaded and a relationship diagram between the actual transmission ratio and the ideal vehicle speed under various load conditions;

[0026] The ideal transmission ratio is the maximum transmission ratio of the gearbox that enables the vehicle to start and move forward on a slope when the vehicle is unloaded;

[0027] The ideal vehicle speed is the maximum speed at which the vehicle can start and move forward on a slope when the vehicle is unloaded;

[0028] S2202: Input the relationship diagram of step S2201 into the electronic control unit ECU of the vehicle.

[0029] In the above-mentioned vehicle control method, step S22 comprises the following steps:

[0030] S221: querying the relationship diagram between the slope and the gearbox transmission ratio in step S2201 according to the slope obtained in step S21, and obtaining the ideal transmission ratio corresponding to the slope in step S21;

[0031] S222: According to the ideal transmission ratio obtained in step S221, query the relationship diagram of the ideal vehicle speed corresponding to the ideal transmission ratio when the vehicle is unloaded in step S2201 to obtain the ideal vehicle speed corresponding to the ideal transmission ratio in step S221;

[0032] S223: determining a relationship diagram between an actual transmission ratio and an ideal vehicle speed under corresponding load conditions according to the current load range of the vehicle;

[0033] S224: According to the ideal vehicle speed obtained in step S222 and the relationship diagram between the actual transmission ratio and the ideal vehicle speed under the corresponding load conditions determined in step S223, the actual transmission ratio corresponding to the ideal vehicle speed in step S222 is obtained.

[0034] In the above-mentioned vehicle control method, in step S2, the second stroke includes a transition stroke and a braking stroke, the transition stroke transitions between the first stroke and the braking stroke, and the second stroke power control also includes a transition control;

[0035] When the power pedal is in a transition stroke, the vehicle performs a transition control, wherein the transition control is used for idling the vehicle engine;

[0036] When the power pedal is in the braking stroke, the vehicle performs a braking control for decelerating the vehicle from idling to parking and releasing the brakes.

[0037] In a second aspect, the present invention provides a pedal device, including a power pedal, a brake pedal, a first linkage mechanism and a second linkage mechanism.

[0038] The first linkage mechanism is fixedly connected to the power pedal;

[0039] The second linkage mechanism is fixedly connected to the brake pedal;

[0040] The first linkage mechanism is unidirectionally linked to the second linkage mechanism;

[0041] The power pedal can control the travel of the brake pedal through a first linkage mechanism and a second linkage mechanism;

[0042] The power pedal is capable of executing the vehicle control method described in the first aspect.

[0043] In a third aspect, the present invention provides a vehicle, comprising an accelerator pedal and an electronic control unit ECU, and also comprising the pedal device described in the second aspect, wherein the electronic control unit ECU is capable of controlling the power pedal to execute the vehicle control method described in the first aspect.

[0044] In the aforementioned vehicle, the accelerator pedal is provided with a throttle signal sensor, and the throttle signal sensor signal is connected to the vehicle's electronic control unit ECU. When the electronic control unit ECU receives the throttle signal of the power pedal throttle signal sensor and the throttle signal of the accelerator pedal throttle signal sensor, the electronic control unit ECU adopts the throttle signal of the throttle signal sensor of the power pedal.

[0045] Beneficial effects:

[0046] The present invention uses a power pedal with a preset control strategy to control the vehicle. The preset control strategy can determine the vehicle clutch status and output corresponding brake control according to the clutch status, thus solving the problem of requiring manual judgment of the semi-clutch state.

[0047] The control strategy of the power pedal of the present invention includes deceleration control and idle speed control in addition to braking control. When starting on a slope, the control strategy of the present invention can query a pre-built transmission ratio model of the gearbox according to the slope of the vehicle and the current load of the vehicle acquired in real time, obtain the actual transmission ratio corresponding to the slope, calculate the actual transmission input speed according to the acquired transmission output speed, adjust the vehicle power control so that the engine outputs a speed that is the same as the actual transmission input speed, and output a starting speed of deceleration control through the transmission system. This starting speed enables the vehicle to start and move forward on the current slope, thereby solving the problem of the vehicle slipping when starting on a slope.

[0048] The control strategy of the power pedal of the present invention can automatically judge and switch the deceleration control, idling control and braking control, and does not require manual judgment of the vehicle clutch state, and the operation is simple and easy.

[0049] The power pedal of the present invention is equipped with a throttle signal sensor and is modified using the original pedal device. The modification is easy and cost-saving, and solves the problem that existing vehicles require manual judgment of the clutch status and require high driver experience. The power pedal control strategy of the present invention can judge and output corresponding power control according to the power pedal stroke and the current state of the vehicle, which can prevent the vehicle from slipping when starting on a slope and extend the service life of the vehicle clutch.

[0050] The vehicle of the present invention is based on the original vehicle modification pedal device, the modification difficulty is small, and the cost is saved. Multiple controls such as deceleration control, idle speed control and braking control can be achieved by stepping on and releasing the power pedal. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 is a control strategy flow chart in Example 1 of the present invention;

[0052] Figure 2 is a relationship diagram between the slope and the transmission ratio of the gearbox in Embodiment 1 of the present invention and a relationship diagram between the ideal vehicle speed corresponding to the ideal transmission ratio when the vehicle is unloaded;

[0053] Figure 3 is a schematic structural diagram of a pedal device in Embodiment 2 of the present invention;

[0054] Figure 4 is a schematic diagram of a vehicle local control structure in Embodiment 3 of the present invention;

[0055] Description of reference numerals:

[0056] 1-pedal device; 2-accelerator pedal; 3-brake signal sensor; 4-throttle signal sensor; 5-micro-motion cable; 6-gearbox; 7-engine; 8-electronic control unit; 9-power pedal arm; 10-brake pedal arm; 11-power pedal; 12-brake pedal; 13-block; 14-brake master cylinder; 15-first limit nut; 16-vehicle local control structure; 17-first rotating shaft; 18-second rotating shaft; 19-second ear plate; 20-first ear plate; 21-first mounting plate; 22-second mounting plate; 23-first torsion spring; 24-second torsion spring; 25-third ear plate; 26-fourth ear plate; 27-first mounting seat; 28-third mounting seat; 29-fourth mounting seat; 30-first screw. DETAILED DESCRIPTION

[0057] It should be noted that: the technical solution of the present invention is described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present application and the specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations on the technical solution of the present application. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments can be combined with each other.

[0058] The term "and / or" in this article is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0059] Example 1

[0060] This embodiment provides a vehicle control method, including: controlling the vehicle using a control strategy preset by a power pedal, such as Figure 1 As shown, the control strategy includes:

[0061] S1: Detecting a stroke range of the power pedal, wherein the stroke range is divided into a first stroke and a second stroke according to a stroke corresponding to a half-clutch point;

[0062] S2: A throttle signal sensor is provided on the power pedal, which detects the stroke information of the power pedal and transmits the stroke information to the vehicle's electronic control unit ECU. The electronic control unit ECU executes vehicle power control within the stroke range of the power pedal. When the power pedal is in a first stroke, the vehicle executes deceleration control; when the power pedal is in a second stroke, the vehicle executes second stroke power control, which includes braking control.

[0063] The vehicle control method of this embodiment can control the vehicle through the control strategy preset by the power pedal, and does not require manual judgment of the power pedal stroke corresponding to the half-clutch point.

[0064] The half-clutch point corresponding stroke in the above control strategy step S1 is the power pedal stroke corresponding to the half-clutch point measured when the vehicle is running without load;

[0065] In step S1, dividing the stroke corresponding to the half-clutch point into the first stroke and the second stroke includes:

[0066] S11: determining a power pedal travel range corresponding to a semi-clutch state according to a travel corresponding to a semi-clutch point;

[0067] S12: Determine the dividing point between the first stroke and the second stroke in the stroke range determined in step S11.

[0068] In this embodiment, step S11 includes:

[0069] The power pedal stroke corresponding to the half-clutch point measured when the vehicle is running without load is set to 40% of the total power pedal stroke, and the 20%-60% stroke of the power pedal is set to correspond to the entire clutch stroke. The corresponding range of the half-clutch state in the entire clutch stroke of vehicles of different models is different. In this embodiment, 30%-60% of the entire clutch stroke of the vehicle is the half-clutch state, that is, (60%-20%)*30%+20%=32%, (60%-20%)*60%+20%=44%, and the power pedal stroke range corresponding to the half-clutch state is determined to be 32%-44%;

[0070] In this embodiment, step S12 includes:

[0071] The dividing point between the first stroke and the second stroke is determined in the 32%-44% determined in step S11, and 40% of the power pedal stroke is selected as the dividing point between the first stroke and the second stroke. Alternatively, 38% of the power pedal stroke, which is the middle point of 32%-44%, can be selected as the dividing point between the first stroke and the second stroke, and other points within the range of 32%-44% can be selected as dividing points.

[0072] In different vehicle states, the actual half-clutch point fluctuates. The power pedal stroke corresponding to the half-clutch point when unloaded is used to determine the power pedal stroke range corresponding to the half-clutch state. All points within this stroke range are in the half-clutch state. Therefore, all points within this range can be used as the dividing point between the first stroke and the second stroke.

[0073] When controlling the vehicle's braking, when the vehicle needs to brake, the driver steps on the power pedal, and the power pedal travels through the first travel of the front 40% and the second travel of the rear 60% of the power pedal in sequence;

[0074] In this embodiment, the second stroke of the power pedal after 60% is divided into a transition stroke and a braking stroke, the transition stroke transitions between the first stroke and the braking stroke, the second stroke power control also includes a transition control, the power pedal 40%-60% stroke is the transition stroke, and the power pedal 60%-100% stroke is the braking stroke;

[0075] Step S2 also includes:

[0076] When the power pedal is in the transition stroke, the vehicle performs transition control, which is used for the vehicle engine to run at idle speed; when the power pedal is in the braking stroke, the vehicle performs braking control, which is used for the vehicle to decelerate from idle speed to parking and release the brake. Idle speed refers to the lowest speed that maintains stable engine operation.

[0077] When the vehicle brake is released, the driver releases the power pedal, and the power pedal travels through the second travel of the last 60% and the first travel of the first 40% in sequence. When the second travel switches to the first travel, that is, when it passes the dividing point between the first travel and the second travel, the deceleration control outputs the starting speed;

[0078] Step S2 also includes calculating and outputting a starting speed for the deceleration control, wherein the starting speed enables the vehicle to start and move forward.

[0079] That is, no matter whether the vehicle is on flat ground or on a slope, this starting speed can enable the vehicle to start and move forward. In addition, the characteristics of the internal combustion engine and the torque converter determine that its acceleration is relatively gentle and cannot be launched. Therefore, it is only necessary to calculate the slope starting speed as the initial speed output when the vehicle brakes are released.

[0080] The process of calculating and outputting the starting speed of the retarding control is as follows:

[0081] S21: Obtaining the road slope of the vehicle and the output speed of the gearbox;

[0082] S22: querying a pre-built transmission ratio model of a transmission according to the slope obtained in step S21 to obtain an actual transmission ratio corresponding to the slope, wherein the transmission ratio is a ratio of a transmission output speed to a transmission input speed;

[0083] S23: Calculate the actual gearbox input speed according to the gearbox output speed obtained in step S21 and the actual transmission ratio obtained in step S22;

[0084] S24: Adjust the vehicle power control so that the engine outputs a speed that is the same as the actual transmission input speed obtained in step S23, and outputs a starting speed of slow speed control through the transmission system.

[0085] In the above calculation method, the gearbox ratio model pre-constructed in step S22 includes:

[0086] S2201: Establishing a relationship diagram between the slope and the transmission ratio of the gearbox and a relationship diagram between the transmission ratio of the gearbox and the ideal vehicle speed;

[0087] The relationship diagram between the slope and the gearbox transmission ratio reflects the ideal transmission ratio corresponding to each slope when the vehicle is unloaded;

[0088] The relationship diagram between the gearbox transmission ratio and the ideal vehicle speed includes a relationship diagram between the ideal vehicle speed and the ideal transmission ratio when the vehicle is unloaded and a relationship diagram between the actual transmission ratio and the ideal vehicle speed under various load conditions;

[0089] The relationship diagrams between the actual transmission ratio and the ideal vehicle speed under the aforementioned various load conditions are divided according to the actual vehicle parameters. For example, the vehicle is a forklift with a maximum load capacity of 3 tons, and its load conditions are divided into: 500kg, 1000kg, 1500kg, 2000kg, 2500kg and 3000kg. The following are constructed: the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 500kg; the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 1000kg; the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 1500kg; the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 2000kg; the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 2500kg, and the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 3000kg.

[0090] The ideal transmission ratio is the maximum transmission ratio of the gearbox that enables the vehicle to start and move forward on a slope when the vehicle is unloaded.

[0091] The ideal vehicle speed is the maximum vehicle speed at which the vehicle can start and move forward on a slope when the vehicle is unloaded. The calculation formula of the ideal vehicle speed (km / h) of the present invention is:

[0092] ,

[0093] Where n is the transmission output speed in rpm, C is the wheel circumference in m, and b is the reduction ratio at the drive axle end, which is an artificial setting value that represents the proportional relationship between the transmission output speed and the wheel speed.

[0094] S2202: Input the relationship diagram of step S2201 into the electronic control unit ECU of the vehicle.

[0095] Combination Figure 2 The relationship between the slope and the gearbox ratio and the ideal vehicle speed corresponding to the ideal gear ratio when the vehicle is unloaded. In the figure, the relationship between the slope and the gearbox ratio is Figure 2 The dotted line diagram in the figure shows the relationship between the ideal transmission ratio and the ideal vehicle speed when the vehicle is unloaded. Figure 2 The solid line diagram in the figure further illustrates the process of obtaining the actual transmission ratio corresponding to the slope in step S22:

[0096] Assume that the slope obtained in step S21 is 0.4, and the vehicle is a forklift with a maximum load capacity of 3 tons.

[0097] S221: According to the slope 0.4 obtained in step S21, the relationship diagram between the slope and the gearbox ratio in step S2201 is searched, such as Figure 2 In the middle dashed line diagram, the ideal transmission ratio corresponding to the slope of 0.4 in step S21 is 0.24;

[0098] S222: According to the ideal transmission ratio 0.24 obtained in step S221, the relationship diagram of the ideal vehicle speed corresponding to the ideal transmission ratio when the vehicle is unloaded in step S2201 is searched, such as Figure 2 In the solid line diagram, the ideal vehicle speed corresponding to the ideal transmission ratio in step S221 is 4 km / h;

[0099] S223: Determine the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load condition according to the range to which the current vehicle load belongs. In this embodiment, the current vehicle load condition is no-load, and the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load condition is determined as follows: Figure 2 As shown in the solid line graph;

[0100] Methods for determining the range to which the vehicle's current load belongs include:

[0101] According to each load condition in the vehicle current load query step S2201, determine the minimum load condition among the load conditions that can include the vehicle current load, and the minimum load condition is the range to which the vehicle current load belongs;

[0102] In another embodiment, the current load condition of the vehicle is 600 kg, and the various load conditions (500 kg, 1000 kg, 1500 kg, 2000 kg, 2500 kg and 3000 kg) in step S2201 are queried to determine that the load conditions that can contain the current load condition of the vehicle are 1000 kg, 1500 kg, 2000 kg, 2500 kg and 3000 kg, of which the smallest load condition is 1000 kg, and the range to which the current load condition of the vehicle belongs is 1000 kg. In this embodiment, step S223 determines the relationship diagram between the actual transmission ratio and the ideal vehicle speed under the corresponding load condition according to the range to which the current load condition of the vehicle belongs: the relationship diagram between the actual transmission ratio and the ideal vehicle speed when the vehicle loads 1000 kg;

[0103] S224: According to the ideal vehicle speed 4km / h obtained in step S222 and the corresponding load determined in step S223, the relationship between the actual transmission ratio and the ideal vehicle speed is shown in the figure below: Figure 2 As shown in the solid line graph, the actual transmission ratio corresponding to the ideal vehicle speed in step S222 is 0.24.

[0104] Set step S21: obtain the road slope of the vehicle as 0.4 and the gearbox output speed as 24rpm; it is known that the actual transmission ratio obtained in step S22 is 0.24; then step S23 calculates the actual gearbox input speed as 1000rpm; step S24 adjusts the vehicle power control so that the engine outputs a speed of 1000rpm, and the output through the transmission system is a slow-controlled starting speed, which is a speed that allows the vehicle to start unloaded on a slope with a slope of 0.4 without slipping.

[0105] Example 2

[0106] Based on the same inventive concept as in Example 1, Figure 3 As shown, this embodiment introduces a pedal device, including a power pedal 11, a brake pedal 12, a first linkage mechanism and a second linkage mechanism, the first linkage mechanism is fixedly connected to the power pedal 11, the second linkage mechanism is fixedly connected to the brake pedal 12, the first linkage mechanism is unidirectionally linked to the second linkage mechanism, the power pedal 11 can control the stroke of the brake pedal 12 through the first linkage mechanism and the second linkage mechanism; the power pedal can execute the vehicle control method described in Example 1.

[0107] like Figure 3 As shown, the first linkage mechanism includes a first rotating shaft 17, a first ear plate 20 and a stopper 13, and the second linkage mechanism includes a second rotating shaft 18 and a second ear plate 19; the pedal device also includes a master brake cylinder 14, a first mounting plate 21, a second mounting plate 22, a first torsion spring 23 and a second torsion spring 24.

[0108] One end of the first ear plate 20 is fixedly connected to the block 13, and the other end is fixedly connected to the first rotating shaft 17; one end of the second ear plate 19 is fixedly connected to the second rotating shaft 18, and the other end is hinged to the brake master cylinder 14. The power pedal 11 and the first linkage mechanism are an integrated structure, and the brake pedal 12 and the second linkage mechanism are an integrated structure. When the power pedal 11 is stepped on, it can drive the block 13 to contact and squeeze the second ear plate 19 to drive the brake pedal 12 to be pressed down during the total stroke from the starting point to the end point of the stroke. When the brake pedal 12 is pressed down, it can drive the brake master cylinder 14 to be pressed down through the second ear plate 19 to achieve the transmission of the braking pressure, so that the vehicle is braked. When the brake pedal 12 is stepped on alone, the brake pedal 12 drives the second ear plate 12 to press the brake master cylinder 14 to achieve the transmission of the braking pressure, so that the vehicle is braked.

[0109] The brake pedal 12 is used for vehicle braking control, and the power pedal 11 can control the brake pedal 12 in linkage. The above is an implementation method in which the first linkage mechanism is unidirectionally linked to the second linkage mechanism, so that the power pedal 11 can control the travel of the brake pedal 12 through the first linkage mechanism and the second linkage mechanism.

[0110] It is worth noting that the total stroke of the brake pedal only has the braking control function, while the total stroke of the power pedal has more than just the braking control function.

[0111] A third ear plate 25 is provided on the surface of the first mounting plate 21, and the third ear plate 25 is fixedly connected to the fixed end of the first torsion spring 23, and the force-applying end of the first torsion spring 23 is connected to the power pedal arm 9, so that the speed of the stroke change when the power pedal is stepped on can be controlled by the driver, and when there is no force, the power pedal 11 is controlled by the elastic deformation principle of the torsion spring to automatically reset to the starting point of the stroke. Correspondingly, a fourth ear plate 25 is provided on the surface of the second mounting plate 22, and the fourth ear plate 26 is fixedly connected to the fixed end of the second torsion spring 24, and the force-applying end of the second torsion spring 24 is connected to the brake pedal arm 10, so that the speed of the stroke change when the brake pedal is stepped on can be controlled by the driver, and when there is no force, the brake pedal 12 is controlled by the elastic deformation principle of the torsion spring to automatically reset to the starting point of the stroke.

[0112] A first mounting seat 27 is provided on the side of the power pedal arm 9 close to the power pedal 11, and the third ear plate 25 extends from one end away from the first mounting plate 21 to form a third mounting seat 28. The third mounting seat 28 is located above the first mounting seat 27. When the power pedal 11 moves from the starting point to the end point of the stroke, the power pedal arm 9 drives the first mounting seat 27 away from the third mounting seat 28. Both the first mounting seat 27 and the third mounting seat 28 are provided with mounting holes. The threaded end of the first screw rod 30 is threadedly connected to the mounting hole of the first mounting seat 27 and the first limiting nut 15 in sequence from bottom to top and extends out of the first mounting seat 27. When the power pedal 11 moves from the starting point to the end point of the stroke, the power pedal arm 9 can drive the first screw rod 30 away from the third mounting seat 28. The first limiting nut 15 is used to cooperate with the first mounting seat 27 to limit the position change between the nut end of the first screw rod 30 and the first mounting seat 27, so as to avoid the length change of the threaded end of the first screw rod 30 extending out of the first mounting seat 27 when the stroke of the power pedal 11 changes, thereby providing a guarantee for the subsequent triggering of the action of the throttle signal sensor. Combined with Figure 4 As shown, the mounting hole of the third mounting seat 28 is used to mount the throttle signal sensor 4 of the power pedal 11 , and the throttle signal sensor 4 obtains the stroke information of the power pedal 11 by detecting the distance from the first screw rod 30 .

[0113] Correspondingly, a second mounting seat (not shown) is provided on the side of the brake pedal arm 10 close to the brake pedal 12, and an end of the fourth ear plate 26 away from the second mounting plate 22 extends to form a fourth mounting seat 29, and the fourth mounting seat 29 is located above the second mounting seat (not shown). In the process of the brake pedal 12 moving from the starting point of the stroke to the end point of the stroke, the brake pedal arm 10 drives the second mounting seat (not shown) away from the fourth mounting seat 29. The second mounting seat (not shown) and the fourth mounting seat 29 are both provided with mounting holes, and the threaded end of the second screw rod (not shown) is threadedly connected to the mounting hole of the second mounting seat (not shown) and the second limit nut (not shown) from bottom to top in sequence and extends out of the second mounting seat (not shown). In the process of the brake pedal 12 moving from the starting point of the stroke to the end point of the stroke, the brake pedal arm 10 can drive the second screw rod (not shown) away from the fourth mounting seat 29. The second limiting nut (not shown) is used to cooperate with the second mounting seat (not shown) to limit the position change between the nut end of the second screw (not shown) and the second mounting seat 27, so as to prevent the length of the threaded end of the second screw 30 extending out of the second mounting seat (not shown) from changing when the stroke of the brake pedal 12 changes, thereby providing a guarantee for the subsequent triggering of the brake signal sensor. The mounting hole of the fourth mounting seat 29 is used to install the brake signal sensor 3 of the brake pedal 12, and the brake signal sensor 3 obtains the stroke information of the brake pedal 12 by detecting the distance with the second screw (not shown).

[0114] The total stroke of the power pedal also includes the signal transmission of the throttle signal sensor. The signal transmission of the throttle sensor is used for the braking control and idle control described in Example 1. Therefore, in addition to braking control, the power pedal can also realize the deceleration control and idle control in Example 1.

[0115] Combination Figure 3 and Figure 4 As shown, when the power pedal 11 is in the range of 0% of the stroke starting point to 40% of the stroke, which belongs to the first stroke, the throttle signal sensor 4 of the power pedal 11 detects the distance information with the first screw rod 30 to obtain the stroke information of the power pedal 11, and transmits the obtained information signal to the electronic control unit ECU of the vehicle, and the electronic control unit ECU outputs the deceleration control;

[0116] When the power pedal 11 is at 40% of its travel, the throttle signal sensor 4 of the power pedal 11 transmits the acquired travel information to the electronic control unit ECU of the vehicle, and the electronic control unit ECU starts to output idle speed control;

[0117] The power pedal 11 is in the range of 40%-60% of the stroke, which belongs to the transition stroke in the second stroke;

[0118] When the power pedal 11 is at 60% of its travel, the brake signal sensor 3 of the brake pedal 12 triggers detection, transmits the acquired travel information to the electronic control unit ECU of the vehicle, and the electronic control unit ECU starts to output brake control;

[0119] When the power pedal 11 is in the range of 60% to 100% of the stroke end, which belongs to the braking stroke in the second stroke, the brake signal sensor 3 of the brake pedal 12 detects the distance from the second screw (not shown) to obtain the stroke information of the brake pedal 12, and transmits the obtained information signal to the electronic control unit ECU of the vehicle, and the electronic control unit ECU outputs the braking control. At this time, the power transmission has been completely cut off, the vehicle brakes, and as the power pedal moves to the end of the stroke, the vehicle is completely braked to a stop.

[0120] Example 3

[0121] Based on the same inventive concept as that of embodiment 1, this embodiment introduces a vehicle, such as Figure 4 As shown in the schematic diagram of the vehicle local control structure 16, it includes an accelerator pedal 2 and an electronic control unit 8, and also includes the pedal device in Example 2. The electronic control unit 8 can control the vehicle control method in Example 1 of the power pedal 11.

[0122] The accelerator pedal 2 is provided with a throttle signal sensor (not shown), and the throttle signal sensor signal is connected to the vehicle's electronic control unit 8. When the electronic control unit 8 receives the throttle signal of the throttle signal sensor 4 of the power pedal 11 and the throttle signal of the throttle signal sensor of the accelerator pedal 2, the electronic control unit 8 adopts the throttle signal of the throttle signal sensor 4 of the power pedal 11.

[0123] After the vehicle is started, stepping on the power pedal 11 can make the vehicle enter the deceleration control, and releasing the power pedal and stepping on the accelerator pedal 2 can make the vehicle enter the original acceleration control according to the throttle sensor of the accelerator pedal 2, and the vehicle accelerates to high speed;

[0124] The throttle signal output and execution of the throttle signal sensor 4 of the power pedal 11 take precedence over the throttle signal of the throttle signal sensor of the accelerator pedal 2. This setting enables the vehicle under the control of the accelerator pedal 2 to directly enter the deceleration control by stepping on the power pedal 11, which is convenient for the vehicle to quickly and stably switch to the deceleration control in daily use. Figure 4 As shown, the micro-motion cable 5 is used to control the micro-motion valve of the gearbox to perform clutch action. The gearbox 6 is connected to the engine 7 to transmit the engine power to the drive axle (not shown, it represents the terminal transmission of the vehicle's final movement) to drive the vehicle.

[0125] When the vehicle stops on a slope and starts again, as the power pedal 11 is released, the vehicle brakes are gradually cancelled and the clutch enters the engagement stroke. When the clutch enters the half-clutch point, the throttle signal of the throttle signal sensor 4 of the power pedal 11 is triggered, and the engine speeds up from idle control to the starting speed of slow speed control, so that the vehicle can start directly on the slope without sliding down the slope, and also prevents the engine from stalling due to low speed.

[0126] When the vehicle is on different slopes, the electronic control unit 8 can collect the vehicle slope signal (not shown) and the transmission output speed signal in real time for calculation and output of the starting speed in Example 1, so that the electronic control unit 8 can adaptively adjust the engine speed, so that the vehicle can autonomously adapt to different slopes and different loads in climbing conditions.

[0127] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0128] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0129] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0130] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0131] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: include: S1: Detecting a stroke range of the power pedal, wherein the stroke range is divided into a first stroke and a second stroke according to a stroke corresponding to a half-clutch point; S2: A throttle signal sensor is provided on the power pedal, which detects the stroke information of the power pedal and transmits the stroke information to the vehicle's electronic control unit ECU. The electronic control unit ECU executes vehicle power control within the stroke range of the power pedal. When the power pedal is in a first stroke, the vehicle executes deceleration control; when the power pedal is in a second stroke, the vehicle executes second stroke power control, which includes braking control.

2. The vehicle control method according to claim 1, characterized in that: In step S1, the half-clutch point corresponding stroke is the power pedal stroke corresponding to the half-clutch point measured when the vehicle is running without load.

3. The vehicle control method according to claim 1, characterized in that: In step S2, The vehicle braking process includes: stepping on the power pedal, and the power pedal stroke passes through a first stroke and a second stroke in sequence; The vehicle brake release process includes: releasing the power pedal, the power pedal stroke passes through the second stroke and the first stroke in sequence, and when the second stroke switches to the first stroke, the deceleration control outputs the starting speed; Step S2 also includes calculating and outputting a starting speed for the deceleration control, wherein the starting speed enables the vehicle to start and move forward.

4. The vehicle control method according to claim 3, characterized in that: The process of calculating and outputting the starting speed is as follows: S21: Obtaining the road slope of the vehicle and the output speed of the gearbox; S22: querying a pre-built transmission ratio model of a transmission according to the slope obtained in step S21 to obtain an actual transmission ratio corresponding to the slope, where the transmission ratio is a ratio of a transmission output speed to a transmission input speed; S23: Calculate the actual gearbox input speed according to the gearbox output speed obtained in step S21 and the actual transmission ratio obtained in step S22; S24: Adjust the vehicle power control so that the engine outputs a speed that is the same as the actual transmission input speed obtained in step S23, and outputs a starting speed of slow speed control through the transmission system.

5. The vehicle control method according to claim 4, characterized in that: The gearbox ratio model pre-built in step S22 includes: S2201: Establishing a relationship diagram between the slope and the transmission ratio of the gearbox and a relationship diagram between the transmission ratio of the gearbox and the ideal vehicle speed; The relationship diagram between the slope and the gearbox transmission ratio reflects the ideal transmission ratio corresponding to each slope when the vehicle is unloaded; The relationship diagram between the gearbox transmission ratio and the ideal vehicle speed includes a relationship diagram between the ideal vehicle speed and the ideal transmission ratio when the vehicle is unloaded and a relationship diagram between the actual transmission ratio and the ideal vehicle speed under various load conditions; The ideal transmission ratio is the maximum transmission ratio of the gearbox that enables the vehicle to start and move forward on a slope when the vehicle is unloaded; The ideal vehicle speed is the maximum speed at which the vehicle can start and move forward on a slope when the vehicle is unloaded; S2202: Input the relationship diagram of step S2201 into the electronic control unit ECU of the vehicle.

6. The vehicle control method according to claim 5, characterized in that: Step S22 includes the following steps: S221: querying the relationship diagram between the slope and the gearbox transmission ratio in step S2201 according to the slope obtained in step S21, and obtaining the ideal transmission ratio corresponding to the slope in step S21; S222: querying the relationship diagram of the ideal vehicle speed corresponding to the ideal transmission ratio when the vehicle is unloaded in step S2201 according to the ideal transmission ratio obtained in step S221, and obtaining the ideal vehicle speed corresponding to the ideal transmission ratio in step S221; S223: determining a relationship diagram between an actual transmission ratio and an ideal vehicle speed under corresponding load conditions according to the current load range of the vehicle; S224: According to the ideal vehicle speed obtained in step S222 and the relationship diagram between the actual transmission ratio and the ideal vehicle speed under the corresponding load conditions determined in step S223, the actual transmission ratio corresponding to the ideal vehicle speed in step S222 is obtained.

7. The vehicle control method according to claim 1, characterized in that: In step S2, the second stroke includes a transition stroke and a braking stroke, the transition stroke transitions between the first stroke and the braking stroke, and the second stroke power control also includes a transition control; When the power pedal is in a transition stroke, the vehicle performs a transition control, wherein the transition control is used for idling the vehicle engine; When the power pedal is in the braking stroke, the vehicle performs a braking control for decelerating the vehicle from idling to parking and releasing the brakes.

8. A pedal device, characterized in that: It includes a power pedal, a brake pedal, a first linkage mechanism and a second linkage mechanism, The first linkage mechanism is fixedly connected to the power pedal; The second linkage mechanism is fixedly connected to the brake pedal; The first linkage mechanism is unidirectionally linked to the second linkage mechanism; The power pedal controls the travel of the brake pedal through a first linkage mechanism and a second linkage mechanism; The power pedal is capable of executing the vehicle control method described in claims 1-7.

9. A vehicle comprising an accelerator pedal and an electronic control unit ECU, characterized in that: The electronic control unit ECU can control the power pedal to execute the vehicle control method described in claims 1-7.

10. The vehicle according to claim 9, wherein the accelerator pedal is provided with a throttle signal sensor, and the throttle signal sensor signal is connected to the electronic control unit ECU of the vehicle, wherein: When the electronic control unit ECU receives the throttle signal of the power pedal throttle signal sensor and the throttle signal of the accelerator pedal throttle signal sensor, the electronic control unit ECU adopts the throttle signal of the throttle signal sensor of the power pedal.

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