A vehicle control method, a pedal device, and a vehicle

Abstract

The application provides a vehicle control method, a pedal device and a vehicle. The method comprises the following steps: controlling the vehicle by using a control strategy preset for a power pedal, the control strategy comprising: detecting a stroke range in which the power pedal is located, the stroke range being divided into a first stroke and a second stroke according to a half clutch point corresponding stroke; an accelerator signal sensor is arranged on the 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, and the ECU executes vehicle power control in the stroke range in which the power pedal is located; when the power pedal is in the first stroke, the vehicle executes a slow speed control; and when the power pedal is in the second stroke, the vehicle executes a second stroke power control, the second stroke power control comprising a brake control. The application can solve the problem of artificially judging the half clutch state of the vehicle.

Description

Technical Field

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

[0002] At present, for internal combustion forklifts, whether using mechanical or hydraulic reduction gearboxes, most drivers cannot avoid the vehicle rolling backward when starting on an incline. Furthermore, starting on an incline can easily burn out the clutch friction plates, requiring a high level of driving experience from the driver.

[0003] Internal combustion forklifts require frequent starting, forward and reverse gear switching, and slow forklift picking during daily operation. The clutch is used frequently, and frequent clutch operation can easily lead to problems such as premature wear of the transmission system and increased fuel consumption due to insufficient driving experience. Under the current structure, the clutch (micro-motion) brake pedal is used to engage and disengage the clutch, and the braking action is performed simultaneously. When the clutch is released, the driver needs to judge whether the vehicle has entered a semi-clutch state based on experience before accelerating.

[0004] Disadvantages of existing technology:

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

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

[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 this invention is to overcome the shortcomings of the prior art and provide a vehicle control method, pedal device and vehicle to solve the problem of needing human judgment of the vehicle's clutch status.

[0009] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution:

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

[0011] S1: Detect the travel range of the power pedal, which is divided into a first travel and a second travel based on the travel corresponding to the half-clutch point;

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

[0013] In the aforementioned vehicle control method, in step S1, the travel corresponding to the half-clutch point is the power pedal travel corresponding to the half-clutch point measured when the vehicle is driving unloaded.

[0014] In the aforementioned vehicle control method, the vehicle braking process in step S2 includes pressing the power pedal, with the power pedal travel sequentially passing through a first stroke and a second stroke.

[0015] The vehicle brake release process includes releasing the power pedal, the power pedal travels through the second and first travels in sequence, and when switching from the second travel to the first travel, the starting speed is slowly controlled.

[0016] Step S2 also includes calculating and outputting the starting speed of the slow control, which enables the vehicle to start and move forward.

[0017] The aforementioned vehicle control method calculates and outputs the starting speed as follows:

[0018] S21: Obtain the road slope and transmission output speed of the vehicle;

[0019] S22: Based on the slope obtained in step S21, query the pre-built gearbox transmission ratio model to obtain the actual transmission ratio corresponding to the slope. The transmission ratio is the ratio of the gearbox output speed to the gearbox input speed.

[0020] S23: Calculate the actual gearbox input speed based on 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 output speed is the same as the actual gearbox input speed obtained in step S23, and the output speed through the transmission system is the starting speed of the slow control.

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

[0023] S2201: Establish the relationship between gradient and gearbox ratio, and the relationship between gearbox ratio and ideal vehicle speed;

[0024] The graph showing the relationship 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 transmission ratio and the ideal vehicle speed 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 gear ratio is the maximum gear ratio of the transmission that enables the vehicle to start and move forward on a slope when the vehicle is unloaded.

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

[0028] S2202: Input the relationship diagram from step S2201 into the vehicle's electronic control unit (ECU).

[0029] The aforementioned vehicle control method, step S22 includes the following steps:

[0030] S221: Based on the slope obtained in step S21, query the relationship diagram between the slope and the gearbox transmission ratio in step S2201 to obtain the ideal transmission ratio corresponding to the slope in step S21.

[0031] S222: Based on 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: A graph showing the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load conditions, based on the current load range of the vehicle.

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

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

[0035] When the power pedal is in the transition travel, the vehicle performs transition control, which is used for the vehicle engine to idle.

[0036] When the power pedal is in the braking travel position, the vehicle performs braking control, which is used to decelerate the vehicle from idle speed to a stop and release the brake.

[0037] Secondly, 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 performing the vehicle control method described in the first aspect.

[0043] Thirdly, the present invention provides a vehicle including an accelerator pedal and an electronic control unit (ECU), and further including the pedal device described in the second aspect, wherein the electronic control unit (ECU) is capable of controlling the accelerator pedal to perform the vehicle control method described in the first aspect.

[0044] In the aforementioned vehicle, the accelerator pedal is equipped with a throttle signal sensor, which is connected to the vehicle's electronic control unit (ECU). When the ECU receives the throttle signal from the power pedal throttle signal sensor and the throttle signal from the accelerator pedal throttle signal sensor, the ECU uses the throttle signal from the power pedal throttle signal sensor.

[0045] Beneficial effects:

[0046] This invention uses a power pedal with a preset control strategy to control the vehicle. The preset control strategy can determine the vehicle's clutch status and output corresponding braking control according to the clutch status, thus solving the problem of having to manually judge the half-clutch state.

[0047] The power pedal control strategy of this invention includes not only braking control but also deceleration control and idle speed control. When starting on a slope, the control strategy of this invention can query a pre-built transmission ratio model based on the real-time acquired slope and current load of the vehicle to obtain the actual transmission ratio corresponding to the slope. Based on the acquired transmission output speed, the actual transmission input speed is calculated, and the vehicle power control is adjusted so that the engine output speed is the same as the actual transmission input speed. The output speed through the transmission system is the deceleration control starting speed. This starting speed enables the vehicle to start and move forward on the current slope, solving the problem of vehicle rollback when starting on a slope.

[0048] The power pedal control strategy of this invention can automatically determine and switch between slow control, idle control and braking control, without requiring manual judgment of the vehicle's clutch status, making it simple and easy to operate.

[0049] The power pedal of this invention is equipped with a throttle signal sensor. It is a simple modification to the existing pedal device, which is cost-effective and solves the problem that existing vehicles require manual judgment of the clutch status, which requires a high level of driver experience. The power pedal control strategy of this invention can determine and output corresponding power control based on the power pedal travel and the current state of the vehicle, which can prevent the vehicle from rolling back on a slope and extend the service life of the vehicle's clutch.

[0050] The vehicle of the present invention is based on the original vehicle modified pedal device, which is easy to modify and saves costs. Pressing and releasing the power pedal can realize multiple controls such as slow speed control, idle speed control and braking control. Attached Figure Description

[0051] Figure 1 This is a flowchart of the control strategy in Embodiment 1 of the present invention;

[0052] Figure 2 This is a graph showing the relationship between the slope and the gearbox transmission ratio in Embodiment 1 of the present invention, and a graph showing the relationship between the ideal transmission ratio and the ideal vehicle speed when the vehicle is unloaded.

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

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

[0055] Explanation of reference numerals in the attached figures:

[0056] 1-Pedal assembly; 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-Stop block; 14-Brake master cylinder; 15-First limit nut; 16-Vehicle partial control structure; 17-First pivot; 18-Second pivot; 19-Second lug; 20-First lug; 21-First mounting plate; 22-Second mounting plate; 23-First torsion spring; 24-Second torsion spring; 25-Third lug; 26-Fourth lug; 27-First mounting seat; 28-Third mounting seat; 29-Fourth mounting seat; 30-First screw. Detailed Implementation

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

[0058] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0059] Example 1

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

[0061] S1: Detect the travel range of the power pedal, which is divided into a first travel and a second travel based on the travel corresponding to the half-clutch point;

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

[0063] The vehicle control method of this embodiment can control the vehicle through a preset control strategy of the power pedal, without the need for manual judgment of the power pedal travel corresponding to the half-clutch point.

[0064] The half-clutch point corresponding to the travel in step S1 of the above control strategy is the power pedal travel corresponding to the half-clutch point measured when the vehicle is driving unloaded.

[0065] Step S1, which divides the travel into a first stroke and a second stroke based on the half-clutch point, includes:

[0066] S11: Determine the power pedal travel range corresponding to the half-clutch state based on the travel corresponding to the half-clutch point;

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

[0068] In this embodiment, step S11 includes:

[0069] The pedal travel corresponding to the half-clutch point measured when the vehicle is unloaded is set as 40% of the total pedal travel. The range of 20%-60% of the pedal travel is defined as the entire clutch travel. The range of the half-clutch state varies for different vehicle models. In this embodiment, the half-clutch state is defined as 30%-60% of the total clutch travel, i.e., (60%-20%)*30%+20%=32%, (60%-20%)*60%+20%=44%. Therefore, the pedal travel range corresponding to the half-clutch state is determined to be 32%-44%.

[0070] In this embodiment, step S12 includes:

[0071] In step S11, the dividing point between the first and second strokes is determined within the range of 32%-44%. 40% of the power pedal stroke is selected as the dividing point between the first and second strokes. Alternatively, 38% of the power pedal stroke (the midpoint of the 32%-44% range) can be selected as the dividing point between the first and second strokes, along with other points within the 32%-44% range.

[0072] The actual clutch engagement point fluctuates under different vehicle conditions. Based on the pedal travel corresponding to the clutch engagement point when unloaded, the pedal travel range corresponding to the clutch engagement state is determined. Points within this travel range are in the clutch engagement state, so points within this range can be used as the dividing points between the first and second travel.

[0073] When controlling the vehicle's braking, when the vehicle needs to brake, the driver presses the power pedal, and the power pedal travels sequentially through the first 40% of the power pedal's travel and the second 60% of the power pedal's travel.

[0074] In this embodiment, the second travel of the power pedal, which is 60% of its travel, is divided into a transition travel and a braking travel. The transition travel connects the first travel and the braking travel. The second travel power control also includes transition control. The power pedal travel is 40%-60% of its travel, which is the transition travel, and the power pedal travel is 60%-100% of its travel, which is the braking travel.

[0075] Step S2 also includes:

[0076] When the power pedal is in its transition travel, the vehicle performs transition control, which is used for engine idling. When the power pedal is in its braking travel, the vehicle performs braking control, which is used for decelerating the vehicle from idle to a stop and releasing the brakes. Idle speed refers to the minimum engine speed required to maintain stable engine operation.

[0077] When the vehicle brake is released, the driver releases the power pedal. The power pedal travels through the second 60% of the second travel and the first 40% of the first travel in sequence. When the second travel switches to the first travel, that is, when passing the dividing point between the first and second travel, the starting speed is slowly controlled.

[0078] Step S2 also includes calculating and outputting the starting speed of the slow control, which enables the vehicle to start and move forward.

[0079] In other words, regardless of whether the vehicle is on flat ground or a slope, this starting speed is sufficient for 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 it cannot achieve a launch start. Therefore, it is only necessary to calculate the slope starting speed as the initial output speed when the vehicle brakes are released.

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

[0081] S21: Obtain the road slope and transmission output speed of the vehicle;

[0082] S22: Based on the slope obtained in step S21, query the pre-built gearbox transmission ratio model to obtain the actual transmission ratio corresponding to the slope, wherein the transmission ratio is the ratio of the gearbox output speed to the gearbox input speed.

[0083] S23: Calculate the actual gearbox input speed based on 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 output speed is the same as the actual gearbox input speed obtained in step S23, and the output speed through the transmission system is the starting speed of the slow control.

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

[0086] S2201: Establish the relationship between gradient and gearbox ratio, and the relationship between gearbox ratio and ideal vehicle speed;

[0087] The graph showing the relationship 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 transmission ratio and the ideal vehicle speed 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 aforementioned graphs showing the relationship between the actual transmission ratio and the ideal speed under various load conditions are constructed based on actual vehicle parameters. For example, for a forklift with a maximum load capacity of 3 tons, the load conditions are divided into: 500kg, 1000kg, 1500kg, 2000kg, 2500kg, and 3000kg. The graphs are: 500kg load, 1000kg load, 1500kg load, 2000kg load, 2500kg load, and 3000kg load.

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

[0091] The ideal vehicle speed is the maximum speed at which the vehicle can start and move forward on a slope when unloaded. The formula for calculating the ideal vehicle speed (km / h) in this invention is as follows:

[0092] ,

[0093] In the formula, n is the gearbox output speed in rpm, C is the wheel circumference in m, b is the drive axle reduction ratio, which is a manually set value that represents the proportional relationship between the gearbox output speed and the wheel speed.

[0094] S2202: Input the relationship diagram from step S2201 into the vehicle's electronic control unit (ECU).

[0095] Combination Figure 2 The graphs show the relationship between gradient and gearbox gear ratio, as well as the relationship between the ideal gear ratio and the ideal vehicle speed when the vehicle is unloaded. The graphs showing the relationship between gradient and gearbox gear ratio are as follows: Figure 2 The dashed 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 graph in the figure further illustrates the process of obtaining the actual transmission ratio corresponding to the slope in step S22:

[0096] Assume 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: Based on the slope of 0.4 obtained in step S21, query the relationship diagram between the slope and the gearbox transmission ratio in step S2201, such as... Figure 2 The dashed line diagram shows that the ideal transmission ratio corresponding to a slope of 0.4 in step S21 is 0.24.

[0098] S222: Based on the ideal transmission ratio of 0.24 obtained in step S221, query the relationship graph of the ideal transmission ratio and the ideal vehicle speed when the vehicle is unloaded in step S2201, as follows. Figure 2 From the solid line diagram, we obtain the ideal vehicle speed corresponding to the ideal transmission ratio in step S221 as 4 km / h;

[0099] S223: Determine the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load conditions based on the current load range of the vehicle. In this embodiment, the current load condition of the vehicle is unloaded, so the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load conditions is as follows: Figure 2 As shown in the solid line graph;

[0100] Methods for determining the current load range of a vehicle include:

[0101] Based on the various load conditions in the vehicle current load query step S2201, determine the smallest load condition among the load conditions that can include the vehicle's current load, and this smallest load condition is the range to which the vehicle's current load belongs.

[0102] In another embodiment, the current load of the vehicle is 600kg. The various load conditions (500kg, 1000kg, 1500kg, 2000kg, 2500kg, and 3000kg) in step S2201 are queried. The load conditions that can include the current load are determined to be 1000kg, 1500kg, 2000kg, 2500kg, and 3000kg. The smallest load condition is 1000kg. Therefore, the current load condition of the vehicle belongs to the range of 1000kg. In this embodiment, step S223 determines the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load condition based on the current load range: Relationship between actual transmission ratio and ideal vehicle speed when the vehicle load is 1000kg.

[0103] S224: The relationship between the ideal vehicle speed of 4 km / h obtained in step S222 and the actual transmission ratio and ideal vehicle speed under the corresponding load condition determined in step S223 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] Setting step S21: Obtain the road slope of the vehicle being located as 0.4 and the transmission output speed as 24 rpm; Given that the actual transmission ratio obtained in step S22 is 0.24; then step S23 calculates the actual transmission input speed as 1000 rpm; step S24 adjusts the vehicle power control so that the engine outputs a speed of 1000 rpm, which is output through the transmission system as a slow-speed controlled starting speed. This starting speed is the speed at which the vehicle can start on a slope of 0.4 without slipping when unloaded.

[0105] Example 2

[0106] Based on the same inventive concept as Embodiment 1, such as 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, and 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 travel 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 Embodiment 1.

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

[0108] The first ear plate 20 is fixedly connected to the stop block 13 at one end and to the first rotating shaft 17 at the other end; the second ear plate 19 is fixedly connected to the second rotating shaft 18 at one end and to the brake master cylinder 14 at the other end. 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. During the total stroke of the power pedal 11 from the start to the end of its stroke, it can drive the stop block 13 to contact and squeeze the second ear plate 19, thereby pressing down the brake pedal 12. During the total stroke of the brake pedal 12 from the start to the end of its stroke, it can drive the brake master cylinder 14 to be pressed down through the second ear plate 19, thereby transmitting braking pressure and causing the vehicle to brake. When the brake pedal 12 is pressed down alone, the brake pedal 12 drives the second ear plate 12 to press down the brake master cylinder 14, thereby transmitting braking pressure and causing the vehicle to brake.

[0109] The brake pedal 12 is used for vehicle braking control, and the power pedal 11 can control the brake pedal 12 in a coordinated manner. The above is an embodiment 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 travel of the brake pedal only has the function of braking control, while the total travel of the power pedal has more than just the function of braking control.

[0111] The first mounting plate 21 has a third ear plate 25 on its surface. The third ear plate 25 is fixed to the fixed end of the first torsion spring 23. The force-applying end of the first torsion spring 23 is connected to the power pedal arm 9, so that the speed of the power pedal stroke when it is pressed can be controlled by the driver. When there is no force, the power pedal 11 will automatically return to the starting point of the stroke under the control of the elastic deformation principle of the torsion spring. Correspondingly, the second mounting plate 22 has a fourth ear plate 25 on its surface. The fourth ear plate 26 is fixed to the fixed end of the second torsion spring 24. The force-applying end of the second torsion spring 24 is connected to the brake pedal arm 10, so that the speed of the brake pedal stroke when it is pressed can be controlled by the driver. When there is no force, the brake pedal 12 will automatically return to the starting point of the stroke under the control of the elastic deformation principle of the torsion spring.

[0112] A first mounting seat 27 is provided on the side of the power pedal arm 9 near the power pedal 11. A third mounting seat 28 is formed by extending the end of the third ear plate 25 away from the first mounting plate 21. The third mounting seat 28 is located above the first mounting seat 27. During the movement of the power pedal 11 from the start to the end of its stroke, the power pedal arm 9 moves the first mounting seat 27 away from the third mounting seat 28. Both the first mounting seat 27 and the third mounting seat 28 have mounting holes. The threaded end of the first screw 30 is threaded from bottom to top to the mounting hole of the first mounting seat 27 and the first limiting nut 15, extending out of the first mounting seat 27. During the movement of the power pedal 11 from the start to the end of its stroke, the power pedal arm 9 can move the first screw 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 positional change between the nut end of the first screw 30 and the first mounting seat 27, preventing the length of the threaded end of the first screw 30 extending out of the first mounting seat 27 from changing when the power pedal 11's stroke changes, thus ensuring the triggering of the subsequent throttle signal sensor. Figure 4 As shown, the mounting hole of the third mounting base 28 is used to install the throttle signal sensor 4 of the power pedal 11. The throttle signal sensor 4 obtains the travel information of the power pedal 11 by detecting the distance from the first screw 30.

[0113] Correspondingly, a second mounting seat (not shown) is provided on the side of the brake pedal arm 10 near the brake pedal 12. The end of the fourth ear plate 26 away from the second mounting plate 22 extends to form a fourth mounting seat 29. The fourth mounting seat 29 is located above the second mounting seat (not shown). During the process of the brake pedal 12 moving from the start of its stroke to the end of its stroke, the brake pedal arm 10 drives the second mounting seat (not shown) away from the fourth mounting seat 29. Both the second mounting seat (not shown) and the fourth mounting seat 29 have mounting holes. The threaded end of the second screw (not shown) is threaded from bottom to top to the mounting hole of the second mounting seat (not shown) and the second limiting nut (not shown) and extends out of the second mounting seat (not shown). During the process of the brake pedal 12 moving from the start of its stroke to the end of its stroke, the brake pedal arm 10 can drive the second screw (not shown) away from the fourth mounting seat 29. The second limiting nut (not shown) is used to cooperate with the second mounting base (not shown) to limit the positional change between the nut end of the second screw (not shown) and the second mounting base 27, preventing the length of the threaded end of the second screw 30 extending from the second mounting base (not shown) from changing when the travel of the brake pedal 12 changes, thus ensuring the triggering of the subsequent brake signal sensor. The mounting hole of the fourth mounting base 29 is used to install the brake signal sensor 3 of the brake pedal 12. The brake signal sensor 3 obtains the travel information of the brake pedal 12 by detecting the distance from the second screw (not shown).

[0114] The total travel of the aforementioned 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 speed control described in Embodiment 1. Therefore, in addition to braking control, the power pedal can also realize the slow speed control and idle speed control in Embodiment 1.

[0115] Combination Figure 3 and Figure 4 As shown, when the power pedal 11 is in the range of 0% to 40% of its travel, this range belongs to the first travel. The throttle signal sensor 4 of the power pedal 11 detects the distance information between itself and the first screw 30 to obtain the travel information of the power pedal 11. The obtained information signal is transmitted to the vehicle's electronic control unit (ECU), and the electronic control unit (ECU) outputs slow 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 travel information to the vehicle's electronic control unit (ECU), and the ECU begins to output idle speed control.

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

[0118] When the power pedal 11 is at 60% of its travel, the brake signal sensor 3 of the brake pedal 12 is triggered to detect and transmit the acquired travel information to the vehicle's electronic control unit (ECU). The ECU then begins to output braking control.

[0119] When the power pedal 11 is between 60% and 100% of its travel, which falls within the braking stroke of the second stroke, the brake signal sensor 3 of the brake pedal 12 detects the distance to the second screw (not shown) to obtain the travel information of the brake pedal 12. This information is then transmitted to the vehicle's electronic control unit (ECU), which outputs braking control. At this point, power transmission is completely cut off, and the vehicle brakes. As the power pedal moves to the end of its travel, the vehicle comes to a complete stop.

[0120] Example 3

[0121] Based on the same inventive concept as Embodiment 1, this embodiment describes a vehicle, such as... Figure 4 The schematic diagram of the vehicle partial control structure 16 shows that it includes an accelerator pedal 2 and an electronic control unit 8, as well as the pedal device in Embodiment 2. The electronic control unit 8 is capable of controlling the vehicle control method in Embodiment 1 for the power pedal 11.

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

[0123] After the vehicle is started, pressing the power pedal 11 will cause the vehicle to enter slow control. Releasing the power pedal and pressing the accelerator pedal 2 will cause the vehicle to enter the original acceleration control according to the throttle sensor of the accelerator pedal 2, and the vehicle will accelerate to high speed.

[0124] The throttle signal output and execution of the throttle signal sensor 4 on the power pedal 11 takes priority over the throttle signal from the throttle signal sensor on the accelerator pedal 2. This setting allows the vehicle under accelerator pedal 2 control to directly enter slow control by pressing the power pedal 11, facilitating a quick and stable switch to slow control during daily use. Figure 4 As shown, the micro-motion cable 5 is used to control the gearbox micro-motion valve to perform clutch operation. The gearbox 6 is connected to the engine 7 and is used to transmit engine power to the drive axle (not shown, which represents the final drive of the vehicle) 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 released, the clutch enters the engagement stroke, and when the clutch enters the half-clutch point, the throttle signal sensor 4 of the power pedal 11 is triggered, and the engine accelerates from idle speed control to the starting speed of slow speed control, so that the vehicle can start directly on the slope without rolling back, and at the same time avoids the engine from stalling due to too 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 gearbox output speed signal in real time for the calculation and output of the starting speed in Example 1. This allows the electronic control unit 8 to adaptively adjust the engine speed, enabling the vehicle to autonomously adapt to different slopes and different loads during the climbing process.

[0127] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0128] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0129] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0130] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0131] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, include: S1: Detect the travel range of the power pedal, which is divided into a first travel and a second travel based on the travel corresponding to the half-clutch point; S2: A throttle signal sensor is provided on the power pedal. The throttle signal sensor detects the travel information of the power pedal and transmits the travel information to the vehicle's electronic control unit (ECU). The ECU performs vehicle power control within the travel range of the power pedal. When the power pedal is in the first travel range, the vehicle performs deceleration control. When the power pedal is in the second travel range, the vehicle performs second travel power control, which includes braking control. In step S1, the travel corresponding to the half-clutch point is the power pedal travel corresponding to the half-clutch point measured when the vehicle is driving unloaded. In step S2, The vehicle braking process includes pressing the power pedal, and the power pedal travels through the first and second strokes in sequence; The vehicle brake release process includes releasing the power pedal, the power pedal travels through the second and first travels in sequence, and when switching from the second travel to the first travel, the starting speed is slowly controlled. Step S2 also includes calculating and outputting the starting speed of the slow control, which enables the vehicle to start and move forward; The process of calculating and outputting the starting speed is as follows: S21: Obtain the road slope and transmission output speed of the vehicle; S22: Based on the slope obtained in step S21, query the pre-built gearbox transmission ratio model to obtain the actual transmission ratio corresponding to the slope. The transmission ratio is the ratio of the gearbox output speed to the gearbox input speed. S23: Calculate the actual gearbox input speed based on 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 output speed is the same as the actual gearbox input speed obtained in step S23, and the output speed after passing through the transmission system is the starting speed of the slow control. In step S2, the second stroke includes a transition stroke and a braking stroke, the transition stroke transitioning between the first stroke and the braking stroke, and the second stroke power control also includes transition control; When the power pedal is in the transition travel, the vehicle performs transition control, which is used for the vehicle engine to idle. When the power pedal is in the braking travel position, the vehicle performs braking control, which is used to decelerate the vehicle from idle speed to a stop and release the brake.

2. The vehicle control method according to claim 1, characterized in that, The pre-built gearbox ratio model in step S22 includes: S2201: Establish the relationship between gradient and gearbox ratio, and the relationship between gearbox ratio and ideal vehicle speed; The graph showing the relationship 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 transmission ratio and the ideal vehicle speed 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 gear ratio is the maximum gear ratio of the transmission that enables the vehicle to start and move forward on a slope when the vehicle is unloaded. The ideal speed is the maximum speed at which the vehicle can start and move forward on a slope when it is unloaded. S2202: Input the relationship diagram from step S2201 into the vehicle's electronic control unit (ECU).

3. The vehicle control method according to claim 2, characterized in that, Step S22 includes the following steps: S221: Based on the slope obtained in step S21, query the relationship diagram between the slope and the gearbox transmission ratio in step S2201 to obtain the ideal transmission ratio corresponding to the slope in step S21. S222: Based on 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. S223: A graph showing the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load conditions, based on the current load range of the vehicle. S224: Based on the ideal vehicle speed obtained in step S222 and the relationship between the actual transmission ratio and the ideal vehicle speed under the corresponding load condition determined in step S223, the actual transmission ratio corresponding to the ideal vehicle speed in step S222 is obtained.

4. A pedal device, characterized in that, Includes the power pedal, brake pedal, first linkage mechanism, and 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 performing the vehicle control method according to any one of claims 1-3.

5. A vehicle comprising an accelerator pedal and an electronic control unit (ECU), characterized in that, The electronic control unit (ECU) is capable of controlling the power pedal to perform the vehicle control method according to any one of claims 1-3.

6. The vehicle according to claim 5, wherein the accelerator pedal is provided with a throttle signal sensor, and the throttle signal sensor is signal-connected to the vehicle's electronic control unit (ECU), characterized in that, When the electronic control unit (ECU) receives the throttle signal from the power pedal throttle signal sensor and the throttle signal from the accelerator pedal throttle signal sensor, the ECU uses the throttle signal from the power pedal throttle signal sensor.

Images