Vehicle mat simulating traditional vehicle pedal and including mechanical hysteresis

Abstract

A pedal assembly for a vehicle includes a foot pad, a pedal base, a flexible hinge coupling the foot pad to a first end of the pedal base, a sensor configured to sense a force exerted on the foot pad, and an electronic processor connected to the sensor. The electronic processor is configured to generate an output signal for controlling the vehicle based on the signal generated by the sensor and a model defining the mechanical hysteresis effect. Another pedal assembly includes a prismatic joint coupling a foot pad to a pedal base. When a force is applied to the foot pad, the prismatic joint enables the foot pad to linearly displace relative to the pedal base.

Description

[0001] Related Applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 379,242, filed on October 12, 2022, the disclosure of which is hereby incorporated by reference in its entirety. Technical Field

[0003] The present disclosure relates to a low displacement vehicle mat, and more particularly, to a structure, system, and method for simulating mechanical hysteresis in a low displacement vehicle pedal. Background Art

[0004] Conventional vehicle pedal systems for automatic transmission vehicles include an accelerator pedal and a brake pedal. Each pedal in the system is attached to a metal or composite plastic arm, which in turn is connected to a hinge so that when the user (driver) depresses the pedal, the pedal moves, typically several inches throughout its range, to affect the vehicle's response. In the case of the accelerator pedal, a moving vehicle moves forward and accelerates gradually or rapidly based on throttle demand, which is simply a function of the position of the pedal relative to the origin (due to the force applied by the driver). Conversely, when the driver wishes to slow a moving vehicle, the driver depresses the brake pedal to slow the car. The speed at which the car slows down is determined by the position of the brake pedal relative to the origin. The time interval between the driver's initial application of force to the pedal and the brake / accelerator pedal module (APM) controller accurately recognizing the user's demand is defined as latency (typically tens to hundreds of milliseconds). This latency (measured in time) is a function of the sensor's underlying displacement resolution (i.e., its ability to accurately distinguish between intentional displacement and unintentional displacement).

[0005] In addition, some conventional vehicle pedal systems employ purposeful hysteresis control schemes that allow the driver to adjust their required force within a certain range to maintain the same throttle output, thereby reducing driver fatigue. Such vehicle pedal systems combine cooperating and engageable friction members to generate the desired mechanical hysteresis effect in response to the movement of the vehicle pedal. Examples of such vehicle pedal systems are disclosed in U.S. Patents Nos. 7,926,384, 8,042,430, and 8,806,977, which have been assigned to CTS Corporation. However, these mechanical hysteresis systems are not particularly suitable or applicable to low-displacement vehicle pedals that operate in response to no or little pedal movement. Examples of such low-displacement vehicle pedals are disclosed in U.S. Patent No. 10,175,712, which has been assigned to CTS Corporation. Summary of the invention

[0006] Aspects of the present disclosure are directed to systems and methods for simulating mechanical hysteresis effects in a low-displacement vehicle pedal that does not include a mechanical / friction vehicle pedal hysteresis system.

[0007] One example provides a pedal assembly for a vehicle, the pedal assembly including a low-displacement pedal, a sensor configured to sense a force applied to the low-displacement pedal, and an electronic processor connected to the sensor. The electronic processor is configured to determine a first output value and receive a signal from the sensor indicating the force applied to the low-displacement pedal. The electronic processor is also configured to determine a second output value based on the force applied to the low-displacement pedal, the first output value, and a model defining a mechanical hysteresis effect and generate an output signal for controlling the vehicle, the second output signal corresponding to the second output value.

[0008] Another example provides a pedal assembly for a vehicle, the pedal assembly including a low-displacement pedal, a sensor configured to sense a force applied to the low-displacement pedal, and an electronic processor connected to the sensor. The electronic processor is configured to determine a first output value. The electronic processor is also configured to determine a first threshold value based on the first output value and a first parameter, receive a signal from the sensor indicating the force applied to the low-displacement pedal, determine whether the force applied to the low-displacement pedal exceeds the first threshold value, and determine a recommended output value when the force applied to the low-displacement pedal exceeds the first threshold value. The electronic processor is also configured to determine whether the recommended output value exceeds a maximum output value, generate a first output signal for controlling the vehicle when the recommended output value does not exceed the maximum output value, the first output signal corresponds to the recommended output value, and generate a second output signal for controlling the vehicle when the recommended output value exceeds the maximum output value, the second output signal corresponds to the maximum output value.

[0009] Another example provides a method for simulating a mechanical hysteresis effect in a vehicle pedal assembly. The pedal assembly includes a low-displacement pedal, a sensor configured to sense a force applied to the low-displacement vehicle, and an electronic processor connected to the sensor. The method includes determining a first output value via the electronic processor, determining a first threshold value via the electronic processor based on the first output value and a first parameter, receiving a signal from the sensor via the electronic processor indicating the force applied to the low-displacement pedal, determining via the electronic processor whether the force applied to the low-displacement pedal exceeds the first threshold value, and determining a recommended output value via the electronic processor when the force applied to the low-displacement pedal exceeds the first threshold value. The method also includes determining via the electronic processor whether the recommended output value exceeds a maximum output value; when the recommended output value does not exceed the maximum output value, generating via the electronic processor a first output signal for controlling the vehicle, the first output signal corresponding to the recommended output value; and when the recommended output value exceeds the maximum output value, generating via the electronic processor a second output signal for controlling the vehicle, the second output signal corresponding to the maximum output value.

[0010] Another example provides a pedal assembly for a vehicle, including a foot pad, a pedal base, and a flexible hinge coupling the foot pad to the pedal base, wherein the flexible hinge bends toward the pedal base when a force is applied to the foot pad. The pedal assembly also includes a sensor configured to sense the force applied to the foot pad and an electronic processor connected to the sensor, the electronic processor configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining a mechanical hysteresis effect.

[0011] Another example provides a pedal assembly for a vehicle, including a foot pad, a pedal base, and a prismatic joint connecting the foot pad to the pedal base, wherein the prismatic joint enables linear displacement of the foot pad relative to the pedal base when a force is applied to the foot pad. The pedal assembly also includes a sensor configured to sense the force applied to the foot pad, and an electronic processor connected to the sensor, the electronic processor configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining a mechanical hysteresis effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The same reference numerals in the accompanying drawings represent the same or functionally similar elements in the various views, and the accompanying drawings, together with the detailed description below, are incorporated into and form a part of the specification to further illustrate examples, instances and / or aspects of the concepts including the claimed subject matter, and to explain various principles and advantages of the examples, instances and / or aspects.

[0013] Figure 1 is a perspective view of a low-displacement vehicle pedal according to one example.

[0014] Figure 2 Based on an example Figure 1 Vertical cross-section of a low-displacement vehicle pedal in its neutral position.

[0015] Figure 3 Based on an example Figure 1 Vertical cross section of a low-displacement vehicle pedal in its engaged position.

[0016] Figure 4 is a block diagram of a control system for a low-displacement vehicle pedal assembly according to one example.

[0017] Figure 5 is a block diagram of a control system for a low-displacement vehicle pedal assembly according to another example.

[0018] Figure 6 It is shown according to an example Figure 1 Graph of the mechanical hysteresis effect simulated by a low-displacement vehicle pedal.

[0019] Figure 7is a block diagram of a method for simulating mechanical hysteresis in a low-displacement vehicle pedal according to one example.

[0020] Figure 8 and Fig. 9 is a perspective view of a low-displacement vehicle pedal according to one example.

[0021] Fig.10 Based on an example Figure 8 and Fig. 9 A top view of a low-displacement vehicle pedal.

[0022] Fig.11 Based on an example Figure 8-10 A vertical cross-section of a sensor assembly included in a low-displacement vehicle pedal in its neutral position.

[0023] Fig.12 Based on an example Figure 8-10 A vertical cross-section of a low-displacement vehicle pedal including a sensor assembly in its engaged position.

[0024] Fig.13 Based on an example Figure 8-10 Another vertical cross-section of a low-displacement vehicle pedal including the sensor assembly in its engaged position.

[0025] Fig.14 Based on an example Figure 8-10 Another vertical cross-section of a low-displacement vehicle pedal including a sensor assembly in its engaged position.

[0026] Fig.15 Based on an example Figure 8-10 A top view of a sensor assembly included in a low-displacement vehicle pedal.

[0027] Fig.16 is a block diagram of a control system for a low-displacement vehicle pedal assembly according to one example.

[0028] Fig.17 is a block diagram of a control system for a low-displacement vehicle pedal assembly according to another example.

[0029] Fig.18 is a perspective view of a low-displacement vehicle pedal according to one example.

[0030] Fig.19A Based on an example Fig.18 Side view of a low-displacement vehicle pedal in its neutral position.

[0031] Fig.19B yes Fig.19A An enlarged side view of the circled portion of a low-displacement vehicle pedal.

[0032] Fig. 20A Based on an example Fig.18 Side view of a low-displacement vehicle pedal in its engaged position.

[0033] Fig. 20B yes Fig. 20A An enlarged side view of the circled portion of a low-displacement vehicle pedal.

[0034] Fig.21A Based on an example Fig.18 Another side view of a low-displacement vehicle pedal in its neutral position.

[0035] Fig. 21B yes Fig.21A An enlarged side view of the circled portion of a low-displacement vehicle pedal.

[0036] Fig. 22 According to an embodiment Fig.18 A perspective view of a prismatic joint included in a low-displacement vehicle pedal.

[0037] Skilled technicians will understand that the elements in the figures are shown for simplicity and clarity and are not necessarily drawn to scale. For example, the size of some elements in the figures may be exaggerated relative to other elements to help improve understanding of the examples.

[0038] In the drawings, components of the apparatus and methods are indicated by conventional symbols where appropriate, and only certain details relevant to understanding the illustrated examples, instances, and aspects are shown so as not to obscure the present disclosure with details that would be readily understood by one skilled in the art after reading the description herein. DETAILED DESCRIPTION

[0039] One or more aspects are described and illustrated in the following description and accompanying drawings. These aspects are not limited to the specific details provided herein and can be modified in various ways. In addition, there may be other aspects not described herein. For example, a device or structure that is "configured" in a certain way is configured at least in that way, but can also be configured in an unlisted manner. In addition, some aspects described herein may include one or more electronic processors configured to perform the functions by executing instructions stored in a non-transient computer-readable medium. Similarly, the aspects described herein can be implemented as a non-transient computer-readable medium, which stores instructions executed by one or more electronic processors to perform the functions. As used in this application, "non-transient computer-readable media" includes all computer-readable media, but does not include transient propagation signals. Therefore, non-transient computer-readable media may include, for example, hard disks, CD-ROMs, optical storage devices, magnetic storage devices, ROM (read-only memory), RAM (random access memory), register memory, processor cache, other memory and storage devices, or combinations thereof.

[0040] In addition, the words and terms used herein are for descriptive purposes only and should not be considered as limiting. For example, "includes," "includes," "comprising," "having," and variations thereof used herein are intended to cover the items listed thereafter and their equivalents as well as additional items. The terms "connect" and "couple" are used extensively to cover direct and indirect connections and couplings. In addition, "connect" and "couple" are not limited to physical or mechanical connections or couplings, and may include electrical connections or couplings, whether direct or indirect. In addition, electronic communications and notifications may be performed using wired connections, wireless connections, or a combination thereof, and may be transmitted directly or through one or more intermediate devices over various types of networks, communication channels, and connections. In addition, relational terms such as first and second, top and bottom, etc. may be used only to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual relationship or order between such entities or actions.

[0041] The systems and methods for simulating mechanical hysteresis in a vehicle pedal disclosed herein are applicable, among other things, to vehicle pedals that operate in response to little or no pivoting or movement of the vehicle pedal. Examples of such low-displacement vehicle pedals are disclosed in U.S. Patent No. 10,175,712, issued on January 8, 2019, entitled “COMPACT VEHICLEPEDAL,” the entire contents of which are incorporated herein by reference and reproduced in part. In some aspects, the systems and methods for simulating mechanical hysteresis in a vehicle pedal disclosed herein are applicable to other types of low-displacement vehicle pedals, such as electronic pads (ePads). Electronic pads eliminate the need for pedal arms, rubber or molded plastic pedal covers, and traditional hinges and / or pivots, thereby providing additional space for the driver's feet and legs. The displacement of an electronic pedal can be very small, such as in the range of 0.001-2 mm, but still generate the force required for sensors (such as strain gauges) to activate acceleration and / or braking. Of course, the displacement may be greater in order to provide the driver with a more conventional sense and feel of a traditional vehicle pedal system, and aspects described herein include electronic vehicle pads that may operate over a variety of displacement ranges.

[0042] In addition, the electronic mat can improve the latency of the brake / APM controller when compared to a conventional vehicle pedal system. For example, in the sensor / controller area, a transducer system with a smaller range of motion and a correspondingly smaller displacement resolution produces a shorter latency than a transducer system with a larger range of motion. Therefore, because the displacement of the electronic mat is significantly reduced compared to the displacement of the vehicle pedal in a conventional pedal system, the response time of the system including the electronic mat is faster than the response time of a conventional vehicle pedal system, which may be as long as hundreds of milliseconds.

[0043] Figure 1-3 An exemplary low-displacement vehicle pedal assembly or pedal 100 is shown, which is suitable for use with the systems and methods of the present disclosure to simulate mechanical hysteresis effects in low-displacement vehicle pedals. The pedal 100 is contained in a vehicle (not shown) and is operably connected to the vehicle. In the example shown, the pedal 100 includes a connector 105, which is configured to operably and electrically connect the pedal 100 to a bus system of the vehicle and / or a control unit contained in the vehicle. In some instances, the vehicle is a passenger vehicle, such as a car or a light truck. In some instances, the vehicle is a commercial vehicle, such as a van, a bus, a box truck, or a semi-trailer truck. In some instances, the vehicle is a small vehicle, such as a motorcycle, a scooter, or an all-terrain vehicle. In some instances, the vehicle is a low-speed vehicle, such as a golf cart or a utility vehicle. In some instances, the vehicle is driven by an internal combustion engine. In some instances, the vehicle is an electric vehicle. In some instances, the pedal 100 is contained in and connected to other types of vehicles.

[0044] Among other things, pedal 100 includes a pedal arm 110 pivotally secured to a pedal base 115 mounted to or otherwise coupled to a vehicle floor (not shown). Pedal arm 110 is generally planar and is arranged to engage a vehicle driver's foot. When the driver applies a compressive force to pedal arm 110, pedal arm 110 experiences very little displacement relative to pedal base 115. Figure 2 and 3 As shown, pedal 100 also includes sensor 120 configured to sense a force applied by the driver to pedal arm 110. As will be described in more detail below, a control unit of the vehicle is configured to control a power output of the vehicle based on the force sensed or measured by sensor 120.

[0045] exist Figure 2 and 3 In the example shown, the sensor 120 includes a strain gauge 125 and an actuator 130. The strain gauge 125 includes a resistive strip element or resistor (not shown) arranged, for example, in a bridge circuit configuration and mounted on the strain gauge. The actuator 130 is arranged against the surface of the strain gauge 125. In some examples, the sensor 120 is electrically connected to a printed circuit board (PCB) 135 included in the pedal 100.

[0046] Figure 2 The pedal arm 110 is shown in a neutral (eg, no braking / acceleration) position, while Figure 3 The pedal arm 110 is shown in an engaged (e.g., accelerating / braking) position. When the driver presses the pedal arm 110 from the neutral position in the direction of the pedal base 115 to the engaged position, the pedal arm 110 causes the actuator 130 to apply a force to the surface of the strain gauge 125. The force applied to the strain gauge 125 causes the strain gauge 125 to deflect or bend, which in turn causes a change in the characteristics of a resistive element (not shown) formed or mounted on the strain gauge 125. The change in resistance of the strain gauge 125 causes the sensor 120 to generate an electrical signal that indicates the amount of force applied by the driver to the pedal arm 110 and, more generally, the amount of force applied to the pedal 100. As will be described in more detail below, the controller is configured to generate an output signal for driving the vehicle based in part on the electrical signal generated by the sensor 120 in accordance with the mechanical hysteresis simulation system and method described herein.

[0047] It should be understood that the implementation of the sensor 120 is not limited to Figure 2 and Figure 3100. That is, although sensor 120 is shown and described as including strain gauge 125 and actuator 130, in some instances, sensor 120 is implemented as a different type of sensor. For example, in some instances, sensor 120 is implemented as a non-contact sensor, such as a Hall effect sensor. As another example, in some instances, sensor 120 is implemented as a contact resistance potential sensor. In some instances, sensor 120 is implemented as another type of sensor not explicitly described herein. However, no matter which type of sensor is used to implement sensor 120, sensor 120 is configured to generate an electrical signal indicating the magnitude of the force applied by the driver to pedal 100.

[0048] Figure 4 1 is a block diagram of an example control system 400 of a low displacement pedal assembly 100 according to some aspects of the present disclosure. The control system 400 includes a sensor 120, a controller 405 electrically connected to the sensor 120, and a vehicle control unit 410 (e.g., an engine control unit (ECU), a motor control unit (MCU), a brake control unit, etc.) electrically connected to the controller 405. Figure 4 As shown, the controller 405 is contained within the body or housing of the low displacement vehicle pedal assembly 100. For example, in some examples, the controller 405 is mounted to and / or electrically connected to the PCB 135 contained in the pedal 100. However, in other examples, the low displacement vehicle pedal assembly 100 does not include its own controller. In this case, the functions described herein with respect to the controller 405 are performed by the vehicle control unit 410. As will be described in more detail below, Figure 5 An example control system 500 is shown for a low-displacement vehicle pedal assembly 100 in which a vehicle control unit 410 is configured to perform the functions described herein that are performed by one or more components of a controller 405 included in the pedal 100 .

[0049] Figure 4 The illustrated controller 405 includes a number of electrical and electronic components that provide power, operational control, and protection for components and modules within the controller 405. For example, in some examples, the controller 405 includes a power circuit 415 that provides operating power to the components of the controller 405 and / or the sensor 120 from a power source (e.g., a battery). In some examples, the controller 405 includes a converter circuit, such as an analog-to-digital converter (not shown), for processing signals received from the sensor 120. In addition, the controller 405 includes an electronic processor 420 (e.g., an application specific integrated circuit (ASIC), a programmable microprocessor, a microcontroller, a programmable logic controller, or other suitable device) and a memory 425.

[0050] The memory 425 is a non-transitory computer-readable medium that includes, for example, a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as one or more registers, read-only memory ("ROM"), random access memory ("RAM") (e.g., dynamic RAM ["DRAM"], synchronous DRAM ["SDRAM"], etc.), electrically erasable programmable read-only memory ("EEPROM"), flash memory, hard disk, SD card, or other suitable magnetic, optical, physical or electronic storage devices. In one example, the electronic processor 420 is connected to the memory 425 and executes software instructions that can be stored in the RAM of the memory 425 (e.g., during execution), the ROM of the memory 425 (e.g., usually permanently), or another non-transitory computer-readable medium. In some instances, software for simulating the mechanical hysteresis effect of a vehicle pedal is stored in the memory 425. The software includes, for example, firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions. The electronic processor 420 is configured to retrieve and execute instructions related to the control process and method described herein from the memory 425, etc. In another example, the electronic processor 420 is an ASIC that is configured to perform logic functions based on data stored in one or more registers of the electronic processor 420. In some configurations, the controller 405 includes more, fewer, or different components.

[0051] As mentioned above, in some examples, the low-displacement vehicle pedal assembly 100 does not include its own controller. For example, Figure 5 A block diagram of a control system 500 is shown in which the low displacement vehicle pedal assembly 100 does not include its own controller. As shown, the sensor 120 included in the pedal 100 is directly electrically connected to a controller in the vehicle, such as a vehicle control unit 410 located outside the body or housing of the pedal 100. In this example, the vehicle control unit 410 includes an electronic processor 505 that is configured to execute software stored in the memory 510 and used to simulate the mechanical hysteresis effect of the vehicle pedal.

[0052] It should be understood that in some examples, the electronic processor 505 and the memory 510 are similar in implementation and / or operation to the electronic processor 420 and the memory 425 described above. In addition, it should be understood that in some examples, the vehicle control unit 410, the electronic processor 505, and / or the memory 510 are configured to perform the functions described herein as being performed by the controller 405, the electronic processor 420, and / or the memory 425. Therefore, the functions described herein as being performed by the controller 405, the electronic processor 420, and / or the memory 425 included in the vehicle pedal assembly 100 may also be performed by the vehicle control unit 410, the electronic processor 505, and / or the memory 510.

[0053] Figure 4 The controller 405 shown in is configured to receive an electrical signal indicating the magnitude of the force applied to the pedal 100 from the sensor 120. The controller 405 is also configured to determine the magnitude of the force applied to the pedal 100 based on the received signal, and generate an output signal for controlling the vehicle according to the simulated mechanical hysteresis effect. For example, the controller 405 is configured to generate and provide an output signal to the vehicle control unit 410 according to the simulated mechanical hysteresis effect, for controlling the driving power output and / or braking power output of the vehicle. In some instances, the vehicle control unit 410 is an ECU, which is configured to control the power output of the engine (not shown) based on the output signal received from the controller 405. In some instances, the vehicle control unit 410 is an MCU, which is configured to control the power output of the motor (not shown) based on the output signal received from the controller 405. In some instances, the vehicle control unit 410 is a brake controller, which is configured to control the operation of the brake (not shown) based on the output signal received from the controller 405.

[0054] Those skilled in the art will appreciate that, in some instances, generating an output signal for controlling a vehicle and providing the output signal to the vehicle control unit 410 includes generating and providing at least two copies of the output signal to the vehicle control unit 410. In such instances, two copies of the same output signal are generated by the controller 405 and provided to the vehicle control unit 410 to improve the reliability of the pedal 100. That is, the redundant output signal generated by the controller 405 and provided to the vehicle control unit 410 reduces the likelihood of errors that may cause inaccurate vehicle control. Therefore, although the output signal generated by the pedal 100 for controlling a vehicle is described herein as a single output signal, it will be appreciated that, in some instances, the description of generating and providing a single output signal to the vehicle control unit 410 also applies to the case where one or more redundant copies of the output signal are generated and provided to the vehicle control unit 410.

[0055] Figure 6 An exemplary mechanical hysteresis effect 600 is shown, which is modeled as a hysteresis loop or window. As described above, the controller 405 is configured to simulate the mechanical hysteresis effect 600 during vehicle operation. In the example shown, the mechanical hysteresis effect 600 is represented as a relationship between the force applied to the pedal 100 and the value of the output signal generated by the controller 405. More specifically, the mechanical hysteresis effect 600 is a function of the force applied to the pedal 100 by the vehicle operator. In operation, the controller 405 generates an output signal for controlling the output power (e.g., driving power or braking power) of the vehicle based on the simulated mechanical hysteresis effect 600. It should be understood that Figure 6The numerical values ​​shown in are provided by way of example only, and other embodiments may use values ​​different than those shown.

[0056] In the illustrated example, the value of the output signal generated by the controller 405 is a percentage of the operating voltage (e.g., 5V) of the controller 405. For example, the controller 405 is configured to generate an output signal having a voltage value of a first percentage (e.g., 30%) of the operating voltage of the controller 405 when a first force (e.g., 0N) is applied to the pedal 100. In such an example, the output signal is provided to the vehicle control unit 410, and the vehicle control unit 410 is configured to control the output power of the vehicle according to the voltage value of the output signal. As another example, the controller 405 is configured to generate an output signal having a voltage value of a different percentage (e.g., 70%) of the voltage of the controller 405 when the force applied to the pedal 100 changes (e.g., when the force increases to 35N). In such an example, the output signal is provided to the vehicle control unit 410, and the vehicle control unit 410 is configured to control the output power of the vehicle according to the voltage value of the output signal.

[0057] However, it should be understood that in some instances, the value of the output signal does not correspond to a percentage of the operating voltage of the controller 405. For example, in some instances, the output signal is a digital signal that includes data indicating a target output of the vehicle. In such an example, the output signal is provided to the vehicle control unit 410, which is configured to control the output power of the vehicle based on the data contained in the output signal. In some instances, the output signal is implemented in other ways.

[0058] refer to Figure 6 , arrows 605A-605E are shown to assist in explaining the mechanical hysteresis effect 600 simulated by the controller 405. As shown, when little or no force is applied to the pedal 100 (e.g., at vehicle startup or when the vehicle is idling), the controller 405 generates an output signal having a minimum output value 610. In the illustrated example, the minimum output value 610 is 30% of the controller 405 voltage. However, in some instances, the minimum output value 610 is a different value. In some instances, the minimum output value 610 is a predetermined value stored in the memory 425. In some instances, the minimum output value 610 is configurable.

[0059] As the force applied to the pedal 100 increases from zero (e.g., the driver increases the pressure applied to the pedal arm 110), as indicated by arrow 605A, the value of the output signal generated by the controller 405 remains at the minimum output value 610 until the force applied to the pedal 100 increases to a first value, such as a pressure threshold 615 (e.g., 21N). The pressure threshold 615 is a force value that intersects a pressure boundary 620 included in the model of the mechanical hysteresis effect 600. In some examples, the pressure threshold 615 is a function of the value of the most recent output signal generated by the controller 405. For example, when the pressure boundary 620 or the first boundary is modeled as a linear function, such as Figure 6 The expression for determining the pressing force threshold 615 is represented by Formula 1:

[0060] [Formula 1]

[0061] The controller 405 is configured to determine the value of the pressure threshold 615 using Formula 1. For Formula 1, current_output, i.e., the current output value, is the value of the latest output signal generated by the controller 405. In some instances, the value of the latest output signal generated by the controller 405 is stored in one or more registers of the electronic processor 420. In other instances, the value of the latest output signal generated by the controller 405 is stored in the memory 425, such as in a RAM contained in the memory 425. Press_B is a value representing the offset of the press boundary 620. In some instances, the value of press_B is a predetermined value stored in the memory 425. In some instances, the value of press_B is configurable. Press_M is the rate of change of the first function or slope of the press boundary 620 or the first boundary. In some instances, the value of press_M is a predetermined value stored in the memory 425. In some instances, the value of press_M is configurable.

[0062] As described above, in the case where the press boundary 620 is modeled as a linear function, Formula 1 is used to determine the value of the press force threshold 615. However, it should be understood that in the case where the press boundary 620 is not modeled as a linear function, different formulas and / or methods are used to determine the press force threshold 615. For example, when the press boundary 620 is modeled as a different type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.), the controller 405 uses different formulas to determine the press force threshold 615.

[0063] When the value of the force applied to the pedal 100 increases beyond the depression force threshold 615, as indicated by arrow 605B, the value of the output signal generated by the controller 405 is determined according to the depression boundary 620. As shown, the depression boundary 620 defines a portion of a window or loop of the mechanical hysteresis effect 600 simulated by the controller 405. In addition, the depression boundary 620 is a function of the force applied to the pedal 100. The function defining the depression boundary 620 can be used by the controller 405 to determine the value of the output signal provided to the vehicle control unit 410. In the example shown, the depression boundary 620 is a linear function, which is represented by Formula 2:

[0064] [Equation 2]

[0065] although Figure 6 , and is represented as a linear function in Equation 2, but it should be understood that in some examples, the press boundary 620 is modeled as a different type of formula that defines the mechanical hysteresis effect 600 simulated by the controller 405. For example, in some examples, the press boundary 620 is modeled as one or more of a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, and / or other suitable mathematical functions.

[0066] As described above, the controller 405 is configured to use Formula 2 to determine the value of the output signal when the force applied to the pedal 100 increases beyond the compression force threshold 615. However, in some instances, the value of the output signal generated by the controller 405 is prevented from exceeding the maximum output value 625. That is, even if the force applied to the pedal 100, and accordingly, the output value determined by the controller 405, continues to increase, the value of the output signal generated by the controller 405 will not exceed the maximum output value 625. In some instances, the maximum output value 625 is a predetermined value stored in the memory 425. In some instances, the maximum output value 625 is configurable.

[0067] At once Figure 6 For the example shown, if the force applied to the pedal 100 is equal to 40N, the controller 405 is configured to determine an output value using Formula 2 that is approximately equal to 85% of the operating voltage of the controller 405. However, as shown, the maximum output value 625 is approximately 71.5% of the operating voltage of the controller 405. Therefore, the controller 405 is also configured to determine that the output value determined using Formula 2 (e.g., 85%) exceeds the maximum output value 625. The value of the output signal generated by the controller 405 is equal to the maximum output value 625 (e.g., 71.5%), rather than the determined output value that exceeds the maximum output value 625 (e.g., 85%).

[0068] like Figure 6As further shown in the example of , in some instances, the maximum output value 625 corresponds to a maximum pressing force threshold 630. In the example shown, the maximum pressing force threshold 630 is 35N. When the force applied to the pedal 100 increases beyond the maximum pressing force threshold 630 (e.g., 35N), the value of the output signal generated by the controller 405 is set to the maximum output value 625 (e.g., 71.5%). In some instances, the controller 405 is configured to determine the value of the maximum pressing force threshold 630 using a function of the value of the most recent output signal generated by the controller 405. In some instances, the maximum pressing force threshold 630 is a predetermined value stored in the memory 425. In some instances, the value of the maximum pressing force threshold 630 is configurable.

[0069] Reference again Figure 6 In the example shown, arrow 605C indicates a situation where the force applied to the pedal 100 decreases from the maximum pressing force threshold 630 (e.g., the vehicle driver decreases the force applied to the pedal 100 and / or releases the pedal 100). When the force applied to the pedal 100 decreases from the maximum pressing force threshold 630, the value of the output signal generated by the controller 405 is maintained at the maximum output value 625 until the force applied to the pedal 100 decreases to a second value, such as a release force threshold 635 (e.g., approximately 17N). By maintaining the value of the output signal generated by the controller 405 at the maximum output value 625, even if the force applied to the pedal 100 decreases slightly, the vehicle driver does not need to maintain a precise force applied to the pedal 100 to operate the vehicle at a constant speed or brake pressure. In contrast, when the force applied to the pedal 100 by the vehicle driver is within the range between the maximum pressing force threshold 630 and the release force threshold 635, the controller 405 maintains the value of the generated output signal at the maximum output value 625.

[0070] Similar to the pressing force threshold 615, the release force threshold 635 is a force value that intersects the release boundary 640 included in the model of the mechanical hysteresis effect 600. In some examples, the release force threshold 635 is a function of the most recent value of the output signal generated by the controller 405. For example, when the release boundary 640 is modeled as a linear function, such as Figure 6 The release boundary 640 is shown, and the expression for determining the release force threshold 635 is represented by Formula 3:

[0071] [Equation 3]

[0072] In operation, the controller 405 is configured to determine the value of the release force threshold 635 using Formula 3. With respect to Formula 3, current_output, i.e., the current output value, is the value of the most recent output signal generated by the controller 405. In some instances, the value of the most recent output signal generated by the controller 405 is stored in one or more registers of the electronic processor 420. In other instances, the value of the most recent output signal generated by the controller 405 is stored in the memory 425, such as in a RAM contained in the memory 425. Release_B is a value representing an offset of the release boundary 640. In some instances, the value of Release_B is a predetermined value stored in the memory 425. In some instances, the value of Release_B is configurable. Release_M is a rate of change of a second function or slope of the release boundary 640 defining the second boundary. In some instances, the value of Release_M is a predetermined value stored in the memory 425. In some instances, the value of Release_M is configurable.

[0073] As described above, in the case where the release boundary 640 is modeled as a linear function, Formula 3 is used to determine the value of the release force threshold 635. However, it should be understood that in the case where the release boundary 640 is not modeled as a linear function, a different formula and / or method is used to determine the release force threshold 635. For example, when the release boundary 640 is modeled as a different type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.), the controller 405 is configured to use a different formula to determine the release force threshold 635.

[0074] When the value of the force applied to the pedal 100 decreases beyond the release force threshold 635, as indicated by arrow 605D, the value of the output signal generated by the controller 405 is determined according to the release boundary 640. As shown, the release boundary 640 defines a portion of the window or loop of the mechanical hysteresis effect 600 simulated by the controller 405. In addition, the release boundary 640 is a function of the force applied to the pedal 100. The controller 405 can use the function defining the release boundary 640 to determine the value of the output signal provided to the vehicle control unit 410. In the example shown, the release boundary 640 is a linear function, which is represented by Formula 4:

[0075] [Equation 4]

[0076] Although the release boundary 640 Figure 6 640 is shown and represented as a linear function, it should be understood that in some examples, the release boundary 640 is modeled to define different types of formulas that simulate the mechanical hysteresis effect 600. For example, in some examples, the release boundary 640 is modeled as one or more of a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, and / or other suitable mathematical functions.

[0077] As described above, the controller 405 is configured to use Formula 4 to determine the value of the output signal when the force applied to the pedal 100 decreases beyond the release force threshold 635. However, in some instances, the value of the output signal generated by the controller 405 is prevented from decreasing below the minimum output value 610. That is, even if the force applied to the pedal 100, and accordingly the recommended value determined by the controller 405, continues to decrease, the value of the output signal generated by the controller 405 will not be less than the minimum output value 610.

[0078] At once Figure 6 For the example shown, if the force applied to the pedal 100 decreases to 5N, the controller 405 determines an output value using Formula 4 that is approximately equal to 0% of the operating voltage of the controller 405. However, as shown, the minimum output value 610 is approximately 30% of the voltage of the controller 405. Therefore, the controller 405 also determines that the output value determined using Formula 4 (e.g., 0%) is less than the minimum output value 610. Therefore, the value of the output signal generated by the controller 405 is equal to the minimum output value 610 (e.g., 30%), rather than a determined output value that is less than the minimum output value 610 (e.g., 0%).

[0079] like Figure 6 As further shown in the illustrated example of , in some instances, the minimum output value 610 corresponds to a minimum release force threshold 645. In the illustrated example, the minimum release force threshold 645 is approximately 10N. When the force applied to the pedal 100 decreases by more than the minimum release force threshold 645 (e.g., 10N) (as indicated by arrow 605E), the value of the output signal generated by the controller 405 is set to the minimum output value 610 (e.g., 30%). In some instances, the controller 405 is configured to determine the value of the minimum release force threshold 645 as a function of the value of the most recent output signal generated by the controller 405. In some instances, the minimum release force threshold 645 is a predetermined value stored in the memory 425. In some instances, the value of the minimum release force threshold 645 is configurable.

[0080] Although the above-described functions associated with simulating mechanical hysteresis effects 600 are generally described as being performed by the controller 405 included in the low-displacement vehicle pedal assembly 100, it should be understood that in some examples, one or more of the above-described functions are performed by the electronic processor 420 and / or the memory 425. Further, it should be understood that in some examples, one or more of the above-described functions associated with simulating mechanical hysteresis effects 600 are performed by the vehicle control unit 410, the electronic processor 505 included in the vehicle control unit 410, and / or the memory 510 included in the vehicle control unit 410.

[0081] Figure 7An example method 700 for simulating mechanical hysteresis effects in a low-displacement vehicle pedal assembly, such as pedal 100, is shown. Method 700 is described as being performed in part by controller 405. However, in some examples, some aspects of method 700 are performed by sensor 120, electronic processor 420 included in controller 405, and / or memory 425 included in controller 405. Likewise, in other examples, some aspects of method 700 are performed by sensor 120, vehicle control unit 410, electronic processor 505 included in vehicle control unit 410, and / or memory 510 included in vehicle control unit 410.

[0082] At block 705, the controller 405 determines a current output value, which is the value of the most recent output signal generated and provided to the vehicle control unit 410. As described above, the current output value indicates the current power output of the vehicle. In some examples, the controller 405 is configured to retrieve the current output value from a register contained in the electronic processor 420 or from the memory 425. In some examples, such as when the vehicle is initially started and / or idling, the current output value is equal to the minimum output value 610. In some examples, the current output value is a different value.

[0083] At block 710, the controller 405 determines the value of the press force threshold 615. In one example where the press boundary 620 is modeled as a linear function, the controller 405 is configured to determine the press force threshold 615 using Formula 1 described above. In an example where the press boundary 620 is modeled as another type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.), the controller 405 is configured to determine the press force threshold 615 using a different method.

[0084] At block 715, the controller 405 receives a signal from the sensor 120 indicating the amount of force currently applied to the pedal 100. At block 715, the controller 405 determines the value of the force applied to the pedal 100 based on the signal received from the sensor 120.

[0085] At block 720, the controller 405 determines whether the value of the force currently applied to the pedal 100 exceeds the pressing force threshold 615. When the controller 405 determines that the force applied to the pedal 100 exceeds the pressing force threshold 615, the controller 405 determines a suggested output value for controlling the vehicle, such as a first suggested output value (block 725). In an example where the pressing boundary 620 is modeled as a linear function, the controller 405 uses the above-mentioned formula 2 to determine the suggested output value. In an example where the pressing boundary 620 is modeled as another type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.), the controller 405 uses a different method to determine the suggested output value.

[0086] At block 730, controller 405 determines whether the suggested output value determined at block 725 exceeds maximum output value 625. When controller 405 determines that the suggested output value exceeds maximum output value 625, controller 405 sets the suggested output value as a second suggested output value equal to maximum output value 625 (block 735).

[0087] At block 740, the controller 405 generates an output signal for controlling the output power of the vehicle. In one example, the controller 405 generates an output signal having a value equal to the current recommended output value. For example, if the controller 405 determines at block 730 that the recommended output value exceeds the maximum output value 625, the controller 405 generates an output signal having a value equal to the maximum output value 625 at block 740. Alternatively, if the controller 405 determines at block 730 that the recommended output value does not exceed the maximum output value 625, the controller 405 generates an output signal having a value equal to the recommended output value determined at block 725. The controller 405 is also configured to provide the generated output signal to the vehicle control unit 410 and return to block 710 of the method 700. In some instances, the controller 405 stores the value of the output signal generated at block 720 as the current output value in a register included in the electronic processor 420 and / or in the memory 425.

[0088] Referring to block 720, when the controller 405 determines that the force applied to the pedal 100 does not exceed the pressing force threshold 615, the controller 405 determines the value of the release force threshold 635 (block 745). In one example where the release boundary 640 is modeled as a linear function, the controller 405 uses the above-described formula 3 to determine the release force threshold 635. In an example where the release boundary 640 is modeled as another type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.), the controller 405 is configured to determine the release force threshold 635 using a different method.

[0089] At block 750, the controller 405 determines whether the value of the force currently applied to the pedal 100 is less than the release force threshold 635. When the controller 405 determines that the force currently applied to the pedal 100 is not less than the release force threshold 635, the controller 405 generates an output signal having a value equal to the current output value (block 740). In the example shown, the controller 405 provides the generated output signal to the vehicle control unit 410 and returns to block 710 of the method 700. In some examples, the controller 405 stores the value of the output signal generated at block 720 as the current output value in a register included in the electronic processor 420 and / or in the memory 425.

[0090] When the controller 405 determines that the force applied to the pedal 100 is less than the release force threshold 635, the controller 405 determines a suggested output value for controlling the vehicle (block 755). In one example where the release boundary 640 is modeled as a linear function, the controller 405 determines the suggested output value using the above-described formula 4. In an example where the release boundary 640 is modeled as another type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.), the controller 405 determines the suggested output value using a different method.

[0091] At block 760, the controller 405 is configured to determine whether the suggested output value determined at block 755 is less than the minimum output value 610. When the controller 405 determines that the suggested output value determined at block 755 is not less than the minimum output value 610, the controller 405 is configured to proceed to block 740 and generate an output signal having a value equal to the suggested output value determined at block 755. In addition, the controller 405 is configured to provide the generated output signal to the vehicle control unit 410 and return to block 710 of the method 700. In some examples, the controller 405 stores the value of the output signal generated at block 740 as the current output value in a register included in the electronic processor 420 and / or in the memory 425.

[0092] When the controller 405 determines that the suggested output value determined at block 755 is less than the minimum output value 610, the controller 405 sets the suggested output value equal to the minimum output value 610 (block 765). In the illustrated example, the controller 405 proceeds to block 740 and generates an output signal having a value equal to the minimum output value 610. The controller 405 also provides the generated output signal to the vehicle control unit 410 and returns to block 710 of the method 700. In some examples, the controller 405 stores the value of the output signal generated at block 740 as the current output value in a register included in the electronic processor 420 and / or in the memory 425.

[0093] As described above, in one example, the controller 405 returns to block 710 of method 700 after generating and providing an output signal to the vehicle control unit at block 740 of method 700. Therefore, the controller 405 begins repeating method 700 at block 710. In some instances, the controller 405 is configured to repeat method 700 at a rate of 100 Hertz (Hz). In some instances, the controller 405 is configured to repeat method 700 at a rate of 1 kHz. In some instances, the controller 405 is configured to repeat method 700 at a rate of 10 kHz. In some instances, the controller 405 is configured to repeat method 700 at a rate of 1 MHz. In some instances, the controller 405 is configured to repeat method 700 at a different rate.

[0094] Figure 8-15 Another example low displacement vehicle pedal assembly or pedal 800 is shown, which is suitable for use with the systems (e.g., controller 405, vehicle control unit 410, etc.) and methods (e.g., method 700) described herein to simulate the mechanical hysteresis effect in the low displacement vehicle pedal described herein. It should be understood that the above description of the interaction between the pedal 100 and the controller 405 / vehicle control unit 410 can also be applied to the pedal 800. In addition, it should be understood that one or more components of the pedal 800 can be used to perform the above method 700 of simulating the mechanical hysteresis effect in the low displacement vehicle pedal assembly.

[0095] Similar to pedal 100, pedal 800 includes one or more connectors (not shown) that electrically connect pedal 800 to a bus system of the vehicle and / or a control unit of the vehicle that implements the systems and methods described herein for simulating mechanical hysteresis effects in a low-displacement vehicle pedal. In some instances, the vehicle is a passenger vehicle, such as a car or a light truck. In some instances, the vehicle is a commercial vehicle, such as a truck, bus, box truck, or semi-trailer truck. In some instances, the vehicle is a small vehicle, such as a motorcycle, a scooter, or an all-terrain vehicle. In some instances, the vehicle is a low-speed vehicle, such as a golf cart or a utility vehicle. In some instances, the vehicle is driven by an internal combustion engine. In some instances, the vehicle is an electric vehicle. In some instances, pedal 800 is included in and connected to other types of vehicles.

[0096] like Figure 8-10 As shown, the pedal 800 includes a foot pad 805 coupled to a pedal base 810 for mounting the pedal 800 to a vehicle floor (not shown). Specifically, the foot pad 805 is coupled to a first end or toe 815 of the pedal base 810 via a flexible hinge 820. Figure 8-9 A second end or heel 825 of the pedal base 810 is shown, which is located at an end opposite to the toe 815. Compared to a conventional pivot or hinge, when the driver applies a pedal force Fp to the foot pad 805, the flexible hinge 820 does not rotate about a fixed structure (such as a pin). Instead, the flexible hinge 820 is designed to undergo elastic deformation when the pedal force Fp is applied and released to the foot pad 805. That is, when the pedal force Fp is applied to the foot pad 805, the flexible hinge 820 bends, thereby moving the foot pad 805 toward the pedal base 810. When the force applied to the foot pad 805 is released, the flexible hinge 820 straightens and returns the foot pad 805 to a neutral position (e.g., no braking / acceleration).

[0097] In some examples, the flexible hinge 820 is made of a strong elastic material such as nitrile, which is a synthetic rubber copolymer formed by acrylonitrile and butadiene. In some examples, the flexible hinge 820 is made of one or more other elastic polymers and / or rubber materials. In some examples, the selection of the material used to construct the flexible hinge 820 is based on the displacement distance of the foot pad 805 relative to the pedal base 810 when a force is applied to the foot pad 805. For example, in some examples, the foot pad 805 is designed to move relative to the pedal base 810 when the driver applies a force on the foot pad 805. Therefore, in such examples, a material that can be elastically deformed and / or bent to support movement is selected to construct the flexible hinge 820. As another example, in some examples, the foot pad 805 is designed to move 0.001-2 mm relative to the pedal base 810 when the driver applies a force on the foot pad 805. Therefore, in such examples, a material that can be elastically deformed and / or bent to support 0.001-2 mm movement is selected to construct the flexible hinge 820. In some examples, the flexible hinge 820 is designed so that when the driver applies force to the foot pad 805, the foot pad 805 moves different distances relative to the pedal base 810. For example, in other examples, the flexible hinge 820 is designed so that when the driver applies force to the foot pad 805, the foot pad 805 moves less than 0.001-2 mm relative to the pedal base 810, moves between 0.001-5 mm relative to the pedal base 810, in another example, moves more than 5 mm relative to the pedal base 810, or moves some other distance range relative to the pedal base 810, such as 0.001 mm to 10 mm.

[0098] like Figure 11-15 As shown, the pedal 800 also includes a sensor assembly 1100, which is at least partially contained within the second end or heel 825 of the pedal base 810. The sensor assembly 1100 includes multiple components for measuring the amount of force applied by the driver's foot to the foot pad 805. In the illustrated example, the sensor assembly 1100 includes, among other things, a yoke 1105, a spring 1110, first and second sensors 1115A, 1115B, a washer 1120, and first and second actuators 1125A, 1125B.

[0099] The spring 1110 is located between the yoke 1105 and the first actuator 1125A and is compressed. The yoke 1105 includes or is otherwise connected to an end cap 1130, which is positioned to support and engage the bottom surface of the foot pad 805. The yoke 1105 also includes a central positioning element (such as a rod) 1135, which is positioned to prevent the spring 1110 from moving in the x-direction and the y-direction. In the example shown, the first end of the spring 1110 coaxially surrounds the rod 1135, so that when the first end of the spring 1110 is compressed against the yoke 1105, the first end of the spring 1110 is restricted from moving in the x-direction and the y-direction. The second end of the spring 1110 coaxially surrounds the first actuator 1125A, so that when the second end of the spring 1110 is pressed against the first actuator 1125A, the second end of the spring 1110 is restricted from moving in the x-direction and the y-direction.

[0100] Fig.11 The sensor assembly 1100 is shown when the pedal 800 is in a neutral position (e.g., the driver has not requested braking / acceleration). When the pedal 800 is in the neutral position, the spring 1110 applies an upward force to the yoke 1105 by pushing the end cap 1130 toward the bottom surface of the foot pad 805. In addition, when the pedal 800 is in the neutral position, the foot pad 805 is at least partially supported in the neutral position by the end cap 1130. The interior of the heel 825 includes a first protruding member 1140A and a second protruding member 1140B, which limit the upward movement of the yoke 1105 along the z-axis when the pedal 800 is in the neutral position. As shown, when the pedal 800 is in the neutral position, the spring 1110 pushes the yoke 1105 toward the first protruding member 1140A and the second protruding member 1140B. When the pedal 800 is in the neutral position, the bottom of the yoke 1105 is a distance D from the bottom surface 1145 of the heel 825.

[0101] Fig.12 and 13 The sensor assembly 1100 is shown when the pedal 800 is in a fully compressed or engaged position (e.g., the driver requests braking / acceleration). When the pedal 800 is in the engaged position, the foot pad 805 applies a pedal force Fp to the end cap 1130, causing the yoke 1105 to move downward along the z-axis. That is, when the driver presses the foot pad 805 from the neutral position in the direction of the pedal base 810 to the engaged position, the yoke 1105 travels a distance D along the z-axis until the yoke 1105 presses on the bottom surface 1145 of the heel 825. The spring 1110 is compressed in the z-direction. The bottom surface 1145 prevents the yoke 1105 from moving further along the z-axis. Therefore, if the driver maintains or increases the force applied to the foot pad 805 while the yoke 1105 presses on the bottom surface 1145, damage to the sensors 1115A, 1115B (such as warping) can be reduced or prevented.

[0102] In operation, sensors 1115A, 1115B sense the magnitude of the pedal force Fp applied by the driver to the foot pad 805. Sensors 1115A, 1115B are connected in series along the load path from the foot pad 805 to the sensor assembly 1100 so that each sensor 1115A, 1115B produces the same force measurement value. That is, assuming that sensors 1115A and 1115B are properly calibrated and / or undamaged, the electrical signals generated by the first sensor 1115A and the second sensor 1115B indicate approximately the same force value. Compared to the above-mentioned pedal 100, redundant sensors 1115A, 1115B provide improved error-proofing and fail-safe capabilities for the pedal 800, which are associated with sensing the magnitude of the force applied by the driver to the foot pad 805. In some instances, the sensor assembly 1100 includes more than two sensors. In other instances, the sensor assembly 1100 includes only a single sensor.

[0103] As shown, the first sensor 1115A is coupled to the top surface of the gasket 1120 such that the first sensor 1115A is located between the top surface of the gasket 1120 and the first actuator 1125A. Similarly, the second sensor 1115B is coupled to the bottom surface of the gasket 1120 such that the second sensor 1115B is located between the bottom surface of the gasket 1120 and the second actuator 1125B. Fig.15 As best shown in the top view of , the spacer 1120 includes a first notch 1150A and a second notch 1150B, which respectively engage with a first guide rib 1155A and a second guide rib 1155B protruding from the inner surface of the yoke 1105. When the notches 1150A, 1150B of the spacer 1120 engage with the guide ribs 1155A, 1155B protruding from the yoke 1105, respectively, the movement of the spacer 1120 in the x and y directions is restricted. However, when the notches 1150A, 1150B engage with the guide ribs 1155A, 1155B, respectively, the yoke 1105 can freely slide up and down along the z-axis relative to the spacer 1120 because the guide ribs 1155A, 1155B do not restrict the movement of the yoke 1105 and / or the spacer 1120 along the z-axis.

[0104] In the illustrated example, the sensors 1115A, 1115B are implemented as strain gauge sensors that operate in a manner similar to the strain gauge 125 included in the pedal 100. For example, the strain gauge sensor 1115A includes a resistive strip element or resistor arranged in a bridge circuit. In one arrangement, the bridge circuit is a Wheatstone bridge circuit. The first actuator 1125A is arranged to abut against the surface of the first strain gauge sensor 1115A so that when the driver presses the foot pad 805 from the neutral position in the direction of the pedal base 810 to the engaged position, the yoke 1105 compresses the spring 1110, thereby causing the first actuator 1125A to apply a force to the first strain gauge sensor 1115A. The force applied to the first strain gauge sensor 1115A causes the first strain gauge sensor 1115A to deflect or bend, which in turn causes the characteristics of the resistive element (not shown) formed or mounted on the first strain gauge sensor 1115A to change. This change in resistance causes the first strain gauge sensor 1115A to generate an electrical signal that indicates the magnitude of the force (eg, pedal force Fp) applied by the driver to the foot pad 805 and, more generally, the magnitude of the force applied to the pedal 800 .

[0105] Similar to the first strain gauge sensor 1115A and the first actuator 1125A, the second actuator 1125B is arranged to abut against the surface of the second strain gauge sensor 1115B, so that when the driver presses the foot pad 805 from the neutral position in the direction of the pedal base 810 to the engaged position, the yoke 1105 compresses the spring 1110, and the force is transmitted to the first upper actuator 1125A, and then to the upper first strain gauge sensor 1115A. The force is then transmitted from the lower surface of the first strain gauge sensor 1115A to the gasket 1120, and then to the upper surface of the second strain gauge sensor 1115B through the gasket 1120. The force is then transmitted to the second lower actuator 1125B and finally to the structure 1160. The force applied to the second strain gauge sensor 1115B causes the second strain gauge sensor 1115B to deflect or bend, which in turn causes a change in the characteristics of a resistor element (not shown) formed or mounted on the second strain gauge sensor 1115B. The change in resistance causes the second strain gauge sensor 1115B to generate an electrical signal that indicates the magnitude of the force (e.g., pedal force Fp) applied by the driver on the foot pad 805, and more generally, indicates the magnitude of the force applied on the pedal 800.

[0106] In the illustrated example, the second actuator 1125B is supported by an upright structure 1160 extending upward from the bottom surface 1145 of the heel portion 825. Therefore, when the pedal 800 is in the engaged position, the load applied by the foot pad 805 on the yoke 1105 is transmitted to the second actuator 1125B through the bottom surface 1145 and the upright structure 1160. Figure 13-15As shown, the first and second strain gauge sensors 1115A, 1115B include corresponding central through holes formed therein. The central through hole formed in the first strain gauge sensor 1115A receives a downwardly extending portion of the first actuator 1125A. Similarly, the through hole formed in the second strain gauge sensor 1115B receives an upwardly extending portion of the second actuator 1125B.

[0107] It should be understood that the implementation of the first and second sensors 1115A, 1115B is not limited to Figure 11-15 The strain gauge sensors shown and described above in . In some instances, sensors 1115A, 1115B are implemented using different types of sensors. For example, in some instances, sensors 1115A, 1115B are implemented as non-contact sensors, such as Hall effect sensors. As another example, in some instances, sensors 1115A, 1115B are implemented as contact resistance potential sensors. In some instances, sensors 1115A, 1115B are implemented as other sensor types not explicitly described herein. However, no matter which type of sensor is used to implement the first and second sensors 1115A, 1115B, sensors 1115A, 1115B are configured to generate corresponding electrical signals indicating the magnitude of the force applied by the driver to the foot pad 805.

[0108] Similar to the electrical signals generated by the sensor 120 included in the pedal 100, the controller 405 and / or the vehicle control unit 410 is configured to generate an output signal for driving the vehicle according to the mechanical hysteresis simulation system and method described herein based in part on the electrical signals generated by the first and second sensors 1115A, 1115B. For example, the controller 405 and / or the vehicle control unit 410 performs the above-described method 700 by using the electrical signals generated by the first and / or second sensors 1115A, 1115B. In some examples, the pedal 800 includes its own controller, such as the controller 405, which is electrically connected to the first and second sensors 1115A, 1115B. In such an example, the controller 405 may directly receive the electrical signals generated by the first and second sensors 1115A, 1115B from the first and second sensors 1115A, 1115B. In other examples, the first and second sensors 1115A, 1115B are connected to the controller 405 via a PCB (not shown) included in the pedal 800. Fig.16 A block diagram of an example control system 1600 for a pedal 800 is shown, where the pedal 800 includes its own controller.

[0109] In other examples, pedal 800 may not include its own controller. In such an example, the functions described above with respect to controller 405 are performed by vehicle control unit 410. Fig.17An example control system 1700 of the pedal 800 is shown in which the vehicle control unit 410 is configured to perform the functions described herein as being performed by one or more components of the controller 405. In such an example, the vehicle control unit may receive the electrical signals generated by the first and second sensors 1115A, 1115B directly from the sensors 1115A, 1115B via a cable connected between the sensors 1115A, 1115B and the vehicle control unit 410. In other examples, the first and second sensors 1115A, 1115B are connected to the vehicle control unit 410 via a PCB (not shown) included in the pedal 800.

[0110] In some examples, the controller 405 and / or the vehicle control unit 410 determines the magnitude of the force applied to the foot pad 805 based on the electrical signal generated by the first sensor 1115A and the electrical signal generated by the second sensor 1115B. For example, in some examples, the controller 405 and / or the vehicle control unit 410 determines that the magnitude of the force applied to the foot pad 805 is equal to the average of the force values ​​indicated by the electrical signals generated by the first and second sensors 1115A, 1115B. In other examples, the controller 405 and / or the vehicle control unit 410 determines the magnitude of the force applied to the foot pad 805 based on the electrical signal generated by only one of the sensors 1115A, 1115B. In such an example, the controller 405 and / or the vehicle control unit 410 uses the electrical signal generated by the other of the sensors 1115A, 1115B to verify whether the sensor used to determine the magnitude of the force applied to the foot pad 805 provides an accurate measurement value. For example, it will be envisioned that in some instances, the controller 405 and / or the vehicle control unit 410 determines the magnitude of the force applied to the foot pad 805 based on the electrical signal received from the first sensor 1115A. In such an instance, the controller 405 and / or the vehicle control unit 410 verifies the accuracy of the force value sensed by the first sensor 1115A based on the electrical signal generated by the second sensor 1115B. For example, the controller 405 and / or the vehicle control unit 410 determines whether the difference between the force value indicated by the electrical signal received from the first sensor 1115A and the force value indicated by the electrical signal received from the second sensor 1115B exceeds a threshold value (e.g., 5%). If the controller 405 and / or the vehicle control unit 410 determines that the difference exceeds the threshold value, the controller 405 and / or the vehicle control unit 410 determines that the force measurement value provided by at least one of the sensors 1115A, 1115B is inaccurate. If the controller 405 and / or the vehicle control unit 410 determines that the difference is less than the threshold, the controller 405 and / or the vehicle control unit 410 generates an output signal for controlling the vehicle based in part on the electrical signal received from the first sensor 1115A.

[0111] Figure 18-22Another example low displacement vehicle pedal assembly or pedal 1800 is shown, which is suitable for use with the systems (e.g., controller 405, vehicle control unit 410, etc.) and methods (e.g., method 700) described herein to simulate mechanical hysteresis effects in low displacement vehicle pedals. The structure of pedal 1800 is similar to pedal 800 described herein. For example, pedal 1800 includes a foot pad 1805 constructed similarly to foot pad 805, a pedal base 1810 constructed similarly to pedal base 810 (including a toe portion 1815 and a heel portion 1825), and the same sensor assembly 1100 as included in pedal 800. Therefore, it should be understood that the above description of the interaction between pedals 100, 800 and controller 405 / vehicle control unit 410 also applies to pedal 1800. It should be understood that one or more components of pedal 1800 can be used to perform the above-mentioned method 700 of simulating mechanical hysteresis effects in low displacement vehicle pedal assemblies.

[0112] However, unlike pedals 100 and 800, when a pedal force Fp is applied to foot pad 805, foot pad 1805 does not bend or rotate toward pedal base 1810. That is, foot pad 1805 is not connected to pedal base 1810 via a flexible hinge or a conventional pivot or hinge that facilitates rotation. Instead, foot pad 1805 is coupled to pedal base 1810 via prismatic joint 1820. Prismatic joint 1820 supports linear displacement of foot pad 1805 relative to pedal base 1810. Therefore, when the driver applies pedal force Fp to foot pad 1805, foot pad 1805 linearly displaces toward pedal base 1810, rather than bending and / or rotating toward pedal base 1810.

[0113] Fig.19A 1 shows a side view of the prismatic joint 1820 when the pedal 1800 is in the neutral position. Fig.19B As shown in the enlarged side view of FIG. 1 , the prismatic joint 1820 includes a linear bearing 1900 that engages with a protruding member 1905 extending from the foot pad 1805. When the driver presses the foot pad 1805 from the neutral position in the direction of the pedal base 810 to the engaged position ( Fig. 20A ), the protruding member 1905 and thus the foot pad 1805 are linearly displaced a distance D along the linear bearing 1900. For example, the protruding member 1905 slides downward along the linear bearing 1900 from the neutral position to the engaged position ( Fig. 20B ).although Figures 19A-21B Only a single linear bearing 1900 is shown in FIG. 1 , but it should be understood that in some examples, the prismatic joint 1820 includes more than one linear bearing. Similarly, although Figures 19A-21B Only a single protruding member 1905 is shown in FIG. 1 , it should be understood that in some examples, foot pad 1805 includes more than one protruding member engaged with prismatic joint 1820 .

[0114] In some examples, prismatic joint 1820 also includes a spring that helps return foot pad 1805 from the engaged position to the neutral position when the driver's foot is released from foot pad 1805, such as Fig.21A shown. Fig. 21B An example is shown where the prismatic joint 1820 includes a bearing spring 2100 that coaxially surrounds the linear bearing 1900 and helps push the foot pad 1805 from the engaged position to the neutral position when the driver's foot is released from the foot pad 1805. Although only a single bearing spring 2100 is shown in FIG. 21, it should be understood that in some examples, the prismatic joint 1820 includes more than one bearing spring. Fig. 22 A perspective view of prismatic joint 1820 is shown when prismatic joint 1820 is not coupled or otherwise engaged with foot pad 1805. Fig. 22 In the example shown, the prismatic joint 1820 includes three bearing springs 2100 .

[0115] In some examples, prismatic joint 1820 is designed so that when the driver applies a force to foot pad 1805, foot pad 1805 moves linearly by 0.001-2 millimeters (mm) relative to pedal base 1810. In some examples, prismatic joint 1820 is designed so that when the driver applies a force to foot pad 1805, foot pad 1805 moves linearly by less than 0.001-2 mm relative to pedal base 1810, moves linearly by 0.001-5 mm relative to pedal base 1810, or moves another distance range relative to pedal base 1810.

[0116] In the above detailed description, specific examples have been described. However, it will be appreciated by those skilled in the art that various modifications and changes may be made without departing from the scope of the present invention as described in the following claims. Therefore, the description and drawings should be regarded as illustrative rather than restrictive, and all such modifications are intended to be included within the scope of the present teachings.

[0117] Benefits, advantages, solutions to problems, and any element that may render any benefit, advantage, or solution apparent should not be construed as a critical, required, or essential feature or element of any or all the claims. The invention is defined solely by the appended claims including any amendments made during the pendency of this application and all equivalents of those claims as issued.

[0118] In addition, the articles “a” and “an” should not be construed as “one” or “only one” but rather as “at least one” or “one or more” unless the context clearly indicates otherwise.

[0119] The Abstract of this disclosure is provided to enable the reader to quickly ascertain the nature of the technical disclosure. When submitting the Abstract, it should be understood that the Abstract will not be used to interpret or limit the scope or meaning of the claims. In addition, in the foregoing Detailed Description, it can be seen that various features are combined in various examples in order to simplify the disclosure. This method of disclosure should not be interpreted as reflecting an intention that the claimed examples require more features than those expressly recited in each claim. On the contrary, as reflected in the following claims, the subject matter of the invention is present in all the features of a single disclosed example. Therefore, the following claims are hereby incorporated into the Detailed Description, and each claim stands on its own as a separately claimed subject matter.

Claims

1. A pedal assembly for a vehicle, comprising: Foot pads; pedal base; a flexible hinge coupling the foot pad to the pedal base, wherein the flexible hinge flexes toward the pedal base when a force is applied to the foot pad; a sensor configured to sense the force exerted on the foot pad; as well as An electronic processor is coupled to the sensor, the electronic processor being configured to generate an output signal for controlling the vehicle based on the signal generated by the sensor and a model defining mechanical hysteresis effects. 2 . The pedal assembly of claim 1 , wherein the sensor is a first strain gauge sensor and the pedal assembly includes a second strain gauge sensor.

3. The pedal assembly of claim 1 wherein the flexible hinge is a copolymer.

4. The pedal assembly of claim 1, wherein the flexible hinge is designed such that when a driver applies force to the foot pad, the foot pad moves 0.001 mm to 2 mm relative to the pedal base.

5. The pedal assembly of claim 1, wherein the flexible hinge is designed such that when a driver applies force to the foot pad, the foot pad moves 0.001 mm to 5 mm relative to the pedal base.

6. The pedal assembly of claim 1, comprising a sensor assembly at least partially contained within the pedal base, the sensor assembly comprising a yoke and a spring, wherein the sensor is a first strain gauge sensor, and the sensor assembly comprises a second strain gauge sensor and a spacer.

7. The pedal assembly of claim 6, wherein the sensor assembly includes a first actuator and a second actuator.

8. The pedal assembly of claim 7, wherein the spring is positioned and compressed along the z-axis between the yoke and the first actuator.

9. The pedal assembly of claim 8, the yoke including a centering element positioned to prevent movement of the spring in the x-direction and the y-direction.

10. The pedal assembly of claim 6, wherein the spacer is disposed between the first strain gauge sensor and the second strain gauge sensor.

11. A vehicle pedal assembly, comprising: Foot pads; pedal base; a prismatic joint coupling the foot pad to the pedal base, wherein the prismatic joint enables linear displacement of the foot pad relative to the pedal base when a force is applied to the foot pad; a sensor configured to sense the force exerted on the foot pad; as well as An electronic processor is coupled to the sensor, the electronic processor being configured to generate an output signal for controlling the vehicle based on the signal generated by the sensor and a model defining mechanical hysteresis effects.

12. The pedal assembly of claim 11, wherein the sensor comprises a first strain gauge and a second strain gauge.

13. The pedal assembly of claim 11, wherein the prismatic joint includes a linear bearing that engages a protruding member extending from the foot pad.

14. The pedal assembly of claim 13, wherein the protruding member slides downwardly along the linear bearing from a neutral position to an engaged position.

15. The pedal assembly of claim 14, wherein the prismatic joint includes more than one bearing spring.

16. The pedal assembly of claim 14, wherein the prismatic joint includes a bearing spring.

17. The pedal assembly of claim 16, wherein the bearing spring coaxially surrounds the linear bearing and assists in moving the foot pad from the engaged position to the neutral position when the foot pad is released by a driver's force.

18. The pedal assembly of claim 11, wherein the prismatic joint is designed such that when a driver applies force to the foot pad, the foot pad moves 0.001 mm to 2 mm relative to the pedal base.

19. The pedal assembly of claim 11, wherein the prismatic joint is designed such that when a driver applies force to the foot pad, the foot pad moves 0.001 mm to 5 mm relative to the pedal base.

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