Vehicle accelerator pedal control system and method, vehicle and storage medium

Abstract

The invention provides a vehicle accelerator pedal control system and method, a vehicle and a storage medium. The vehicle accelerator pedal control system comprises an accelerator pedal which comprises a pedal body capable of automatically returning when being released; the sensing device is used for sensing the real-time opening degree of the accelerator pedal; the limiting mechanism is used for providing resistance change aiming at the pedal body when the accelerator pedal reaches or approaches the preset pedal opening degree, so that a user can determine that the real-time opening degree of the accelerator pedal reaches or approaches the preset pedal opening degree through pedal resistance feedback of the foot, and the preset pedal opening degree is larger than 0% and smaller than 100%; and the control device is electrically connected with the sensing device and is used for receiving opening degree information representing the real-time opening degree of the accelerator pedal from the sensing device and controlling power output of a power source of the vehicle according to the opening degree information.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle accelerator pedal control system and method, a vehicle, and a storage medium. Background Art

[0002] Currently, commercially available vehicles usually come pre-configured with multiple driving modes, that is, multiple pedal maps are pre-configured. For example, current vehicles usually come pre-configured with driving modes such as standard mode, eco mode, and sport mode. However, these pre-configured driving modes may still not be rich enough, resulting in the driving needs of users in specific usage scenarios not being met by any of the existing driving modes, or the need for users to frequently switch driving modes to meet their needs. This reduces the driving experience of users. Summary of the Invention

[0003] The present application provides a vehicle accelerator pedal control system and method, a vehicle, and a storage medium. The following introduces each aspect related to the present application.

[0004] In a first aspect, a vehicle accelerator pedal control system is provided, including: an accelerator pedal, including a pedal body that can automatically return to its original position when released; a sensing device for sensing the real-time opening of the accelerator pedal; a limiting mechanism for providing a resistance change to the pedal body when the accelerator pedal reaches or approaches a preset pedal opening, so that the user can determine that the real-time opening of the accelerator pedal reaches or approaches the preset pedal opening through the pedal resistance feedback of the foot, where the preset pedal opening is greater than 0% and less than 100%; a control device electrically connected to the sensing device for receiving opening information representing the real-time opening of the accelerator pedal from the sensing device, and controlling the power output of the power source of the vehicle according to the opening information, so that when the real-time opening of the accelerator pedal is less than or equal to the preset pedal opening, the power source performs power output according to a first pedal map, and when the real-time opening of the accelerator pedal is greater than the preset pedal opening, the power source performs power output according to a second pedal map, where the second pedal map is different from the first pedal map.

[0005] In a possible implementation, the vehicle accelerator pedal control system further includes an input device for receiving user input, where the user input is used to adjust the preset pedal opening and the limiting mechanism associated therewith, so that the adjusted limiting mechanism can provide the resistance change at the adjusted preset pedal opening, where the control device updates the first pedal map and the second pedal map based on the user input.

[0006] In a possible implementation, the preset pedal opening includes a first preset pedal opening and a second preset pedal opening, and the first pedal mapping includes a first-one pedal mapping and a first-two pedal mapping respectively corresponding to the first preset pedal opening and the second preset pedal opening, and the second pedal mapping includes a second-one pedal mapping and a second-two pedal mapping respectively corresponding to the first preset pedal opening and the second preset pedal opening. Wherein, when the user input selects the first preset pedal opening, the control device updates the first pedal mapping and the second pedal mapping to the first-one pedal mapping and the second-one pedal mapping respectively; when the user input selects the second preset pedal opening, the control device updates the first pedal mapping and the second pedal mapping to the first-two pedal mapping and the second-two pedal mapping respectively.

[0007] In a possible implementation, in response to the user input adjusting the preset pedal opening, the control device automatically adjusts the limiting mechanism so that the adjusted limiting mechanism can provide the resistance change at the adjusted preset pedal opening.

[0008] In a possible implementation, the vehicle throttle pedal control system further includes: an identification device for identifying the user's identity; and a storage device for storing the user's historical usage data. Wherein, the control device is used to automatically determine the preset pedal opening, and the first pedal mapping and the second pedal mapping according to the user identity and the historical usage data.

[0009] In a possible implementation, in the first pedal mapping, the change rate of the power or torque output by the power source with respect to the opening of the throttle pedal is less than or equal to a preset change rate threshold; and in the second pedal mapping, the change rate of the power or torque output by the power source with respect to the opening of the throttle pedal is greater than the preset change rate threshold.

[0010] In a possible implementation, the vehicle is an electric vehicle and the power source is a drive motor.

[0011] In a possible implementation, the limiting mechanism is arranged below or on the side of the pedal body.

[0012] In a second aspect, a vehicle is provided, including the vehicle throttle pedal control system according to the first aspect or any one of its implementations above.

[0013] In a third aspect, a vehicle accelerator pedal control method is provided, which is applicable to the vehicle accelerator pedal control system according to the first aspect or any implementation thereof. The method includes: obtaining the real-time opening degree of the accelerator pedal of the vehicle; comparing the obtained real-time opening degree of the accelerator pedal with a preset pedal opening degree, and when the real-time opening degree of the accelerator pedal is less than or equal to the preset pedal opening degree, enabling the power source of the vehicle to output power according to a first pedal mapping, and when the real-time opening degree of the accelerator pedal is greater than the preset pedal opening degree, enabling the power source to output power according to a second pedal mapping, where the second pedal mapping is different from the first pedal mapping, and the preset pedal opening degree is greater than 0% and less than 100%; wherein, when the real-time opening degree of the accelerator pedal reaches or approaches the preset pedal opening degree, a resistance change is provided for the pedal body of the accelerator pedal, so that the user can determine that the real-time opening degree of the accelerator pedal reaches or approaches the preset pedal opening degree through the pedal resistance feedback of the foot.

[0014] In a fourth aspect, a computer-readable storage medium is provided, storing a program for executing the method according to the third aspect.

[0015] In a fifth aspect, a chip is provided, including a processor, which can be used to call and run a computer program from a memory, so that a device installed with the chip can execute the method according to the third aspect.

[0016] In a sixth aspect, a computer program product is provided, including a program for executing the method according to the third aspect.

[0017] In the implementation of the present application, by setting a dedicated limiting mechanism and driving control logic for the accelerator pedal, the control mode of the accelerator pedal (i.e., enriching the pedal mapping) can be enriched, so as to better meet the specific driving needs of users in some driving scenarios. Specifically, by setting the limiting mechanism, a limiting function can be added to the pedal body of the accelerator pedal at the preset accelerator pedal opening degree, so that during the physical operation process, the user's foot can be subjected to limiting and resistance feedback at or near the preset accelerator pedal opening degree, so that the user can judge whether the current opening degree of the accelerator pedal is less than or greater than the preset accelerator pedal opening degree accordingly. In addition, by setting a dedicated driving control logic, different pedal mappings can be set on both sides of the preset accelerator pedal opening degree, so that throughout the accelerator pedal stroke, the user can consciously apply different pedal mappings on both sides of the preset pedal opening degree through the foot resistance feedback to meet the driving needs in different driving scenarios. Thus, a richer driving mode can be provided for the user, better meeting their driving needs in specific driving scenarios and enhancing the driving experience and fun. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural block diagram of a vehicle accelerator pedal control system provided by an embodiment of the present application.

[0019] Figure 2 It is a schematic structural diagram of a vehicle accelerator pedal control system provided by an embodiment of the present application.

[0020] Figure 3 It is a schematic structural diagram of a vehicle accelerator pedal control system provided by an embodiment of the present application.

[0021] Figure 4 It is a change curve of the resistance on the accelerator pedal provided by an embodiment of the present application.

[0022] Figure 5 It is a schematic diagram of the pedal limit design and control logic strategy provided by an embodiment of the present application.

[0023] Figure 6 It is a schematic block diagram of a vehicle provided by an embodiment of the present application.

[0024] Figure 7 It is a flowchart of a vehicle accelerator pedal control method provided by an embodiment of the present application. Detailed implementation manners

[0025] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application shall fall within the protection scope of the present application.

[0026] Referring to "embodiment" herein means that the specific features, structures or characteristics described in connection with the embodiment may be included in at least one embodiment of the present application. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein may be combined with other embodiments.

[0027] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention; the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance; in addition, unless otherwise clearly specified and defined, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0028] Currently, in order to meet the personalized needs of users in different driving scenarios, commercially available vehicles usually pre-configure multiple driving modes. For example, current vehicles usually pre-configure driving modes such as an eco mode (also known as an economy mode), a standard mode (also known as a general mode), a sport mode, etc. As an example, in the eco mode, the vehicle is set to reduce power output, making the response of the throttle pedal (for simplicity, also referred to as the pedal below) become relatively sluggish to reduce fuel consumption. This means that when lightly stepping on the throttle pedal, the power output of the vehicle will be smaller than that in the standard mode and the sport mode, thus achieving an energy-saving effect. Regarding the standard mode and the sport mode, those of ordinary skill in the art are familiar with and understand them, and will not be elaborated here.

[0029] The different driving modes of a vehicle are closely related to the pedal map. The pedal map, also known as the throttle pedal map or the accelerator pedal map, is a mathematical model or graph that describes the response of the vehicle's powertrain to the position of the throttle pedal (i.e., the pedal opening). The pedal map defines the relationship between the pedal opening and the output torque of the engine or the drive motor. For example, in the sport mode, the pedal map can be set to output a larger torque at a smaller pedal opening to provide a quick acceleration response; in the eco mode, the pedal map can be set to gradually increase the torque output only at a larger pedal opening to reduce fuel or power consumption; while the standard mode can be between the sport mode and the economy mode to suit most driving needs. Note that the pedal opening refers to the degree to which the user (or driver) steps on the throttle pedal, 0% indicating that the throttle pedal is not stepped on at all, and 100% indicating that the throttle pedal is fully depressed.

[0030] However, the pre-configured driving modes of existing vehicles in the related art may still not be rich enough to well meet the driving needs of users in some driving scenarios. For example, any driving mode of an existing vehicle may not be able to meet the driving needs of users in certain specific scenarios. As an example, the throttle of an electric vehicle is often too sensitive, and the power output is not easy to control. Especially in traffic jam conditions, frequent acceleration and deceleration are likely to cause passengers to feel carsick, yet any existing driving mode of the vehicle may not be able to solve this problem well. Another example is that in some driving scenarios, users need to frequently switch driving modes to possibly obtain a satisfactory driving and riding experience. As an example, a user may usually like the sport mode, but in the case of encountering traffic jam conditions, they need to temporarily switch to the standard mode or the economy mode, and then switch the driving mode back to the sport mode again after leaving the traffic jam conditions. However, such switching may be relatively frequent in some driving scenarios, thus possibly reducing the driving experience of users.

[0031] To solve the above technical problems, embodiments of the present application can enrich the control modes of the throttle pedal by setting a dedicated limiting mechanism and driving control logic for the throttle pedal, so as to better meet the driving needs of users in some specific driving scenarios. Specifically, by setting the limiting mechanism, a limiting function can be added to the pedal body of the throttle pedal at a preset throttle pedal opening, so that during the physical operation process, the user's foot can be applied with limiting and resistance feedback at or near the preset throttle pedal opening, so that the user can thereby judge whether the current opening of the throttle pedal is less than or greater than the preset throttle pedal opening. In addition, by setting dedicated driving control logic, different pedal mappings can be set on both sides of the preset throttle pedal opening, so that throughout the throttle pedal stroke, the user can consciously apply different pedal mappings through the foot resistance feedback to meet the driving needs in different driving scenarios and avoid the inconvenience of switching driving modes. Thus, a richer driving mode can be provided for users, better meeting their driving needs in specific driving scenarios and enhancing their driving experience and pleasure.

[0032] The following further introduces the present application in combination with embodiments of the present application.

[0033] Figure 1 It is a structural block diagram of a vehicle throttle pedal control system 100 provided by an embodiment of the present application. As Figure 1 shown, the vehicle throttle pedal control system 100 may include a throttle pedal 110, a limiting mechanism 120, a sensing device 130, and a control device 140. In this embodiment, the throttle pedal 110, the limiting mechanism 120, the sensing device 130, and the control device 140 are connected to each other as shown, where the dotted line indicates that the connection relationship is optional.

[0034] The accelerator pedal 110 may include any type of accelerator pedal (also referred to as an acceleration pedal) used in a vehicle. For example, the accelerator pedal 110 may include a floor-mounted accelerator pedal and a hanging accelerator pedal. Also, the accelerator pedal 110 may include a traditional mechanical accelerator pedal, an electronic accelerator pedal, and an accelerator pedal in a single-pedal driving mode. Additionally, the accelerator pedal 110 may be an accelerator pedal used in a traditional fuel vehicle or an accelerator pedal used in a recent electric vehicle or hybrid vehicle. However, regardless of the type of accelerator pedal 110, it generally may include a pedal body, and the pedal body can automatically return to its original position when released (i.e., the pedal opening is 0%).

[0035] As an example, the accelerator pedal 110 is a floor-mounted accelerator pedal. In this case, the accelerator pedal 110 generally may include a pedal body, a pedal shaft, a pedal base, and a return device. The pedal body is the part directly stepped on by the user's foot and can be connected to the pedal base through the pedal shaft, enabling the pedal body to pivot relative to the pedal base around the pedal shaft. The return device can be mechanically connected between the pedal body and the pedal base. On the one hand, it provides a return force for the pedal body to support the pedal body in the initial position (i.e., the pedal opening is 0%) when the user does not operate the pedal. On the other hand, when the pedal body is depressed, it provides a basic resistance to the pedal body and a stepping feel to the user, and when the pedal is no longer depressed, it returns the pedal to the initial position. The return device can be implemented in various ways, such as a return spring. It should be understood that those skilled in the art can easily think of other implementation methods, and the present application does not limit this. In addition, it should be understood that the listed composition structure of the accelerator pedal 110 is only an example. When the accelerator pedal 110 is a floor-mounted accelerator pedal, the accelerator pedal 110 may also include other components, such as a fixing member for fixing the pedal, etc.

[0036] In addition, it should be understood that in addition to the floor-mounted accelerator pedal, those skilled in the art can easily think of other implementation means for the accelerator pedal 110, and the present application does not limit this.

[0037] The limiting mechanism 120 can be used to provide a resistance change to the pedal body of the accelerator pedal 110 when the accelerator pedal 110 reaches or approaches a preset pedal opening, so that the user can determine whether the real-time opening of the accelerator pedal 110 has reached or approached the preset pedal opening through the pedal resistance feedback of the foot. Accordingly, the user can also judge whether the current pedal opening is less than or greater than the preset pedal opening.

[0038] For this purpose, various means in the related art can be used to implement the limiting mechanism 120. For example, a spring structure, a servo motor mechanism, a segmented hydraulic damper, a combination of a cam mechanism and a spring, a ratchet and pawl structure, etc. can be used to implement the limiting mechanism 120.

[0039] As an example, the limiting mechanism 120 may be implemented using a spring structure. Figure 2 FIG. 2 shows a schematic diagram of the structure of a vehicle accelerator pedal control system 200 provided in an embodiment of the present application. Figure 2 As shown, the vehicle accelerator pedal control system 200 may include an accelerator pedal 210 and a limit spring 220 .

[0040] The accelerator pedal 210 may include a pedal body 211, a pedal base 212, a pedal shaft 213, and a return spring 214. The pedal body 211 may be pivotally connected to the pedal base 212 via the pedal shaft 213, so that the pedal body 211 may rotate relative to the pedal base 212 around the pedal shaft 213. The return spring 214 is mechanically connected to the pedal body 211 at one end and to the pedal base 212 at the other end, and is used to provide a return force (i.e., a rebound force) to the pedal body 211 throughout the entire stroke of the pedal body 211 (i.e., from a pedal opening of 0% to a pedal opening of 100%), so that when the pedal body 211 is not stepped on, the pedal body 211 may be kept at an initial position, i.e., a pedal opening of 0%, and when the pedal body 211 is stepped on, a basic pedaling resistance and a corresponding pedaling foot feel are provided to the pedal body 211.

[0041] One end of the limit spring 220 is mechanically connected to the pedal base 212 and the other end is not fixed, and is used to provide additional rebound resistance to the pedal body 211 when the pedal body 211 pivots around the pedal shaft 213 to a preset pedal opening (for example, 20%, 40%, etc.), so that the user's foot can feel the change in pedal resistance, thereby determining that the pedal body 211 reaches or approaches the preset pedal opening. It should be understood that Figure 2 The longitudinal arrangement of the return spring 214 and the limit spring 220 is only an example, and those skilled in the art may select other arrangements as needed, and the present application does not limit this.

[0042] As another example, the limiting mechanism 120 can be implemented using a servo motor mechanism. Figure 3 , shows a schematic diagram of the structure of a vehicle accelerator pedal control system 300 provided in an embodiment of the present application. Figure 3 As shown, the vehicle accelerator pedal control system 300 may include an accelerator pedal 310 and a servo motor mechanism 320 .

[0043] The accelerator pedal 310 may include a pedal body 311, a pedal base 312, a pedal shaft 313, and a return spring 314. As shown in the figure, the pedal body 311 may be pivotally connected to the pedal base 312 via the pedal shaft 313, so that it can rotate relative to the pedal base 312 around the pedal shaft 313. The return spring 314 may be mechanically connected between the pedal body 311 and the pedal base 312, so as to provide a supporting force for the pedal body 311 on the one hand, so that the pedal body 311 is supported in the initial position when the user does not operate the pedal, and on the other hand, when the pedal body 311 is stepped on, the pedal body 311 is provided with a basic pedaling resistance and a corresponding pedaling foot feeling.

[0044] The servo motor mechanism 320 may include a servo motor body 321, a rack 322, and a motor bracket 323. The servo motor body 321 may include a servo motor and a gear, wherein a transmission connection is provided between the servo motor and the gear, so that power can be transmitted between the two. Further, the gear is meshed with the rack 322, so that when one of the rack 322 or the gear moves, the other can be driven to move. One end of the rack 322 may be mechanically connected to the pedal body 311, so that when the pedal body 311 moves, the rack 322 can be driven to move. On the other hand, when the servo motor outputs power so that the gear drives the rack 322 to move, the rack 322 may also apply a force, such as a reaction resistance (or reaction damping force), to the pedal body 311, so as to provide a change in the pedal resistance when the pedal body 311 reaches or approaches a preset pedal opening. The motor bracket 323 may be fixed to the pedal base 312, and is used to fix and support the motor body 321. It is particularly noted that in the related art, when the pedal body 311 reaches 100% opening, there is often redundant space below it. Therefore, the servo motor mechanism 320 can be arranged in the redundant space so as not to affect the user's stepping on the accelerator pedal 310. Alternatively, the servo motor mechanism 320 can also be arranged on the side of the accelerator pedal 310.

[0045] Further, the servo motor mechanism 320 can be controlled by the control device 140 (or a preset software system in the control device 140) to provide a resistance change when the accelerator pedal 310 reaches or approaches a preset pedal opening. In one embodiment, first, the sensing device 130 can sense the real-time opening of the accelerator pedal 310 and provide opening information representing the real-time opening to the control device 140. Then, the control device 140 can determine whether the real-time opening of the accelerator pedal 310 reaches or approaches the preset pedal opening according to the received opening information, and when the real-time opening reaches or approaches the preset pedal opening, control the servo motor mechanism 320 to provide a reverse power output. Then, the reverse power output can be transmitted to the pedal body 311 through the gear and rack 322, so as to provide additional resistance feedback to the user stepping on the accelerator pedal 310 (i.e., resistance feedback in addition to the basic resistance feedback provided by the return spring 314), so that the user can determine that the accelerator pedal reaches or approaches the preset pedal opening. In particular, in some embodiments, the sensing device 130 can be integrated with the servo motor mechanism 320, so that the pedal structure can be more compact.

[0046] The spring structure and the servo motor mechanism are combined with the floor-type accelerator pedal above to introduce how to implement the limiting mechanism through these two. However, it should be understood that the spring structure and the servo motor mechanism can also be combined with other types of accelerator pedals to implement the limiting function.

[0047] In addition, the spring structure and the servo motor mechanism are taken as examples above to introduce how to implement the limiting mechanism. However, it is easy for those of ordinary skill in the art to understand that other related technologies can be adopted to implement the limiting mechanism according to actual needs, which will not be elaborated here.

[0048] The limiting mechanism 120 can provide various forms of resistance changes at the preset pedal opening, as long as the user can perceive that the accelerator pedal reaches or approaches the preset pedal opening through the foot resistance feedback. As an example, Figure 4 (a) in shows the change curve of the pedal resistance during the process of gradually increasing the pedal opening provided by an embodiment of the present application. In Figure 4 (a), the abscissa represents the pedal opening, ranging from 0% to 100%, where 30% is the preset pedal opening; the ordinate represents the resistance F applied to the pedal when stepping on the pedal, and the unit is Newton (N). As shown in Figure 4 (a), the resistance change curve is divided into two segments on both sides of the preset pedal opening, and the slopes of these two segments are significantly different. Therefore, when the pedal opening reaches near the preset pedal opening, the user can clearly perceive that the pedal resistance feedback of the foot changes, so that the user can determine that the pedal opening reaches the preset pedal opening. As another example, Figure 4The curve of the change in pedal resistance during the gradual increase of the pedal opening provided by another embodiment of the present application is shown in (b). In Figure 4 (b), the abscissa represents the pedal opening, ranging from 0% to 100%, where 30% is the preset pedal opening; the ordinate represents the resistance applied to the pedal when stepping on the pedal, and the unit is Newton (N). As Figure 4 (b) shows, the resistance change curve changes suddenly at or near the preset pedal. Therefore, when the pedal opening reaches or approaches the preset pedal opening, the user can clearly perceive the change in the pedal resistance feedback of the foot, so that the user can determine that the pedal opening reaches or approaches the preset pedal opening.

[0049] It should be understood that the above-described two forms of resistance changes are only examples. Those of ordinary skill in the art can easily think of other forms of resistance changes according to actual needs, as long as the user can clearly perceive that the accelerator pedal reaches or approaches the preset pedal opening through the pedal resistance feedback of the foot.

[0050] It should be understood that the above describes the curve of the change in pedal resistance during the gradual increase of the pedal opening from 0%. When the pedal gradually decreases from a value greater than the preset pedal opening to 0%, the pedal resistance may not change according to the same change curve. For example, in some embodiments, in the case of implementing the limiting mechanism through the servo motor mechanism, during the gradual decrease of the pedal opening, the return force can be provided only by the return device of the accelerator pedal 110, and the limiting mechanism 120 may not function.

[0051] In addition, it should be understood that Figure 4 the form of the resistance change curve shown in (a) can be implemented using, for example, the spring structure shown in Figure 2 , while the form of the resistance change curve shown in (b) can be implemented using, for example, the servo motor mechanism shown in Figure 4 . Of course, those of ordinary skill in the art can also easily think of other means to implement the resistance change curves in the forms shown in (a) and (b) of Figure 3 respectively. Further, for other forms of resistance change curves, those skilled in the art can also easily think of their corresponding technical means to implement them, which will not be elaborated here. Figure 4 respectively. Further, for other forms of resistance change curves, those skilled in the art can also easily think of their corresponding technical means to implement them, which will not be elaborated here.

[0052] The sensing device 130 can be used to sense the opening degree of the accelerator pedal 110, and convert the sensed opening degree information into an electrical signal to be sent to other devices (such as the control device 140) for their use. For this purpose, various means in the related art can be used to implement the sensing device 130. For example, a variable resistor type sensor can be used to implement the sensing device 130. Another example is that a Hall effect sensor can be used to implement the sensing device 130. Still another example is that a photoelectric sensor can be used to implement the sensing device 130.

[0053] As an example, the sensing device 130 is a variable resistor type sensor. At this time, the opening degree of the accelerator pedal can be reflected in real time by changing the resistance of the sensing device 130. For example, when the driver presses or releases the accelerator pedal, the variable resistor type sensor connected to the pedal can generate a corresponding resistance change, and this change can be converted into an electrical signal and sent to the control device of the vehicle, such as a vehicle control unit (VCU), to be used to reflect the opening degree of the accelerator pedal in real time.

[0054] It should be understood that in addition to the variable resistor type sensor, those skilled in the art can easily think of other means to implement the sensing device according to actual needs, and the present application does not limit this.

[0055] The control device 140 can be electrically connected to the sensing device 130 and receive the opening degree information representing the real-time opening degree of the accelerator pedal 110 from the sensing device 130. Then, the control device 140 can control the power output of the power source of the vehicle according to this opening degree information, so that when the real-time opening degree of the accelerator pedal 110 is less than or equal to the preset pedal opening degree, the power source can perform power output according to the first pedal mapping, and when the real-time opening degree of the accelerator pedal 110 is greater than the preset pedal opening degree, the power source can perform power output according to the second pedal mapping, where the second pedal mapping can be different from the first pedal mapping.

[0056] The control device 140 can be implemented using various related technologies. For example, in the field of traditional fuel vehicles, the control device 140 can include an electronic control unit (ECU). The ECU is a computer module specifically designed for automobiles and is used to monitor and control the operation of the engine and other systems. Another example is that in electric vehicles, hybrid vehicles, and / or fuel cell vehicles, the control device 140 can include a vehicle control unit (VCU) and a motor control unit (MCU). The VCU is used to control and manage the operation of multiple subsystems of the vehicle, including but not limited to the drive motor, battery management system, charging system, etc. The MCU is specifically used to control the operation of the drive motor and can receive control commands from the VCU to implement specific control operations for the drive motor. It should be understood that those of ordinary skill in the art can implement the control device 140 by other means as needed, and the present application does not make specific limitations thereto.

[0057] As described above, differences in pedal mapping can directly determine differences in driving modes (or rather, driving strategies). By combining the first pedal mapping and the second pedal mapping throughout the entire travel of the accelerator pedal 110, the user can accurately determine whether the opening of the accelerator pedal 110 is greater than or less than a preset pedal opening based on the resistance feedback given by the limiting mechanism, and then consciously keep the accelerator pedal 110 at the required position (for example, keep it less than or greater than the preset opening), thereby applying the corresponding pedal mapping to meet the driving needs in different driving scenarios, obtain richer driving modes, and enhance driving pleasure.

[0058] As an example, a user may generally like the sport mode, but it is inevitable to encounter traffic jams or slow following situations. At this time, since the accelerator pedal is too sensitive in the sport mode, when following a vehicle for a long time in the sport mode, the user is prone to foot fatigue and motion sickness, or may need to frequently switch the driving mode. Through the embodiments of the present application, the first pedal mapping can be pre-calibrated according to the eco mode or an approximation of the eco mode, and at the same time, the second pedal mapping can be pre-calibrated according to the sport mode or an approximation of the sport mode. Thus, in a traffic jam situation, the user can consciously keep the opening of the accelerator pedal less than the preset pedal opening and use the first pedal mapping to follow the vehicle. At this time, since the accelerator pedal is not too sensitive, the driving fatigue and the discomfort of passengers can be greatly reduced. On the other hand, when getting out of the traffic jam situation and entering the highway driving section, the user can keep the opening of the accelerator pedal greater than the preset pedal opening, so as to use the second pedal mapping to meet the driving preference of the sport mode that the user likes. It can be seen that during the entire driving process, the user can obtain a driving strategy that ordinary vehicles do not have, eliminating the trouble of frequently switching the driving mode and enhancing the driving pleasure.

[0059] As another example, in the case where an electric vehicle uses a drive motor as a power source, the accelerator pedal 110 is often too sensitive, resulting in difficult control of power output, even in the eco mode. Especially in a traffic jam situation, the frequent starting and stopping of the vehicle are likely to cause discomfort to passengers and even motion sickness problems. Through the embodiments of the present application, the first pedal mapping and the second pedal mapping can be pre-specially calibrated so that under the first pedal mapping, the accelerator pedal 110 is not too sensitive, thereby solving the problem that passengers are prone to discomfort in a traffic jam situation for electric vehicles. For example, in some embodiments, under the first pedal mapping, the change rate of the power or torque output by the drive motor with respect to the opening of the accelerator pedal 110 is less than or equal to a preset change rate threshold; and under the second pedal mapping, the change rate of the power or torque output by the drive motor with respect to the opening of the accelerator pedal 110 is greater than the preset change rate threshold. The preset change rate threshold can be set by those of ordinary skill in the art according to specific requirements. For example, the preset change rate threshold can be set lower than the change rate in the usual eco mode, so as to alleviate the problem that the frequent starting and stopping of the electric vehicle in a traffic jam situation are likely to cause discomfort to passengers. It should be noted that the change rate can be understood as the change amount of the output power or torque of the drive device (for example, an engine or a drive motor) caused by a unit opening change of the accelerator pedal.

[0060] The above two driving scenarios are taken as examples to illustrate two special calibration strategies for the first pedal mapping and the second pedal mapping. However, it should be understood by those skilled in the art that the first pedal mapping and the second pedal mapping can be calibrated according to various strategies for other driving scenarios and special needs of users, and this application does not limit this. For example, the first pedal mapping and the second pedal mapping can also be calibrated according to the sports mode and the eco-friendly mode, respectively, to meet the user's driving needs for strong power control.

[0061] Different users may have different preferences for the accelerator pedal, and the fixed preset pedal opening may not meet the different preferences of different users. For example, some users prefer a small throttle when driving, and in most cases the accelerator pedal opening is less than 30%. However, some users prefer a large throttle when driving, and they often open the accelerator pedal to 70% or even more.

[0062] In order to solve the above problem, the user can provide user input through the input device of the vehicle throttle pedal control system 100 according to his or her preferences, so as to be used for the associated adjustment of the preset pedal opening and the limit mechanism 120, so that the adjusted limit mechanism 120 can provide a resistance change at or near the adjusted preset pedal opening, wherein the control device 140 can update the first pedal mapping and the second pedal mapping based on the user input.

[0063] For example, in some embodiments, several pedal opening gears may be preset in the vehicle, for example, 20% pedal opening, 40% pedal opening, 60% pedal opening, etc., and the first pedal mapping and the second pedal mapping corresponding to these pedal opening gears may be preset in the vehicle. For example, the first pedal mapping and the second pedal mapping corresponding to 20% pedal opening are preset, the first pedal mapping and the second pedal mapping corresponding to 40% pedal opening are preset, and the first pedal mapping and the second pedal mapping corresponding to 60% pedal opening are preset. Thus, the user input may be selected from these preset pedal opening gears, and then the control device 140 adjusts the first pedal mapping and the second pedal mapping to the first pedal mapping and the second pedal mapping corresponding to the 40% pedal opening according to the pedal opening gear selected by the user input (for example, 40% pedal opening). However, it should be understood that those of ordinary skill in the art may also set the preset pedal opening to be linearly adjustable as needed, and the control device 140 may continuously generate the corresponding first pedal mapping and the second pedal mapping according to the adjusted preset pedal opening through a certain mathematical algorithm (for example, an interpolation algorithm). For example, in the above embodiment of the servo motor mechanism 320, the user can continuously adjust the size of the preset pedal opening through the software system.

[0064] When the user adjusts the preset pedal opening, it is necessary to adjust the limiting mechanism 120 and the preset pedal opening in an associated manner, that is, to adjust the pedal position where the limiting mechanism 120 provides resistance change, and to adjust the preset pedal opening used when the control device 140 performs control operations, so that the adjusted limiting mechanism 120 can provide resistance change at the adjusted preset pedal opening.

[0065] Taking the servo motor mechanism 320 described above as an example, the control device 140 can also be electrically connected to the servo motor mechanism 320 (that is, the limiting mechanism 120) to control it. For example, the user can set or adjust the preset pedal opening through in-vehicle user interaction means, such as the in-vehicle central control screen, control panel buttons (or knobs), intelligent voice interaction, intelligent terminal Bluetooth control, etc. Then, in response to the set or adjusted preset pedal opening, when the real-time opening of the accelerator pedal reaches or approaches the adjusted preset pedal opening, the control device 140 can automatically control the servo motor mechanism 320 to make it provide resistance change at the adjusted preset pedal opening, so as to realize the associated (or synchronous) adjustment of the limiting mechanism 120 and the preset pedal opening.

[0066] It should be understood that those of ordinary skill in the art can easily think of other means to adjust the limiting mechanism 120 and the preset pedal opening in an associated manner according to actual needs. For example, in some embodiments, the user can manually adjust the limiting mechanism 120 and the preset pedal opening in sequence, so as to manually adjust the limiting mechanism 120 and the preset pedal opening in an associated manner. Again, in some embodiments, the user can only adjust the limiting mechanism 120, and then the control device 140 can receive the accelerator pedal opening corresponding to the resistance change provided by the adjusted limiting mechanism 120 from the limiting mechanism 120, and set the accelerator pedal opening as the new preset pedal opening.

[0067] Different users may have different requirements for the preset pedal opening, which may cause different users to repeatedly adjust the preset pedal opening when driving the same vehicle, thus causing inconvenience to the users and reducing the driving experience.

[0068] To solve the above problems, in some embodiments, the vehicle accelerator pedal control system 100 may further include an identification device and a storage device. The identification device can be used to identify the user's identity. The storage device can be used to store the user's historical usage data. Thus, the control device 140 can automatically determine the preset pedal opening corresponding to the current user and correspondingly determine the first pedal mapping and the second pedal mapping according to the user's identity and historical usage data.

[0069] The recognition device can be implemented by various means in related technologies. For example, in some embodiments, the user can independently select their own identity on the in-vehicle central control screen, such as male owner, female owner, Zhang XX, and so on. Also, for example, in some embodiments, the recognition device can be implemented by a camera device. Specifically, when the user sits in the driver's seat, the camera can automatically recognize the user's identity and send the recognized user identity to the control device 140, and the control device 140 automatically determines the associated preset pedal opening based on the user identity.

[0070] The storage device can store the historical usage data of different users. For example, the historical usage data can include the preset pedal opening set by the user last time. Thus, for example, the control device 140 can obtain the historical usage data corresponding to the user from the storage device based on the user identity and determine the user's preset pedal opening based on this data.

[0071] In the embodiment of the vehicle throttle pedal control system 100 of the present application, by applying the vehicle throttle pedal limit design and the specially designed driving control logic, the balance between the vehicle (especially an electric vehicle) power output and drivability can be effectively controlled, and problems such as overly sensitive throttle pedal, difficult-to-control power output, the need for separate calibration of the driving mode, and motion sickness easily occurring under traffic jam conditions can be solved.

[0072] To facilitate the understanding of the present application, the embodiments of the present application will be described in more detail below with specific examples. It should be noted that this example is only to help those skilled in the art understand the embodiments of the present application, rather than limiting the embodiments of the present application to the specific values or specific scenarios illustrated. Those skilled in the art can clearly make various equivalent modifications or changes according to the examples given below, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0073] The vehicle in this embodiment of the present application is an electric vehicle, which can include the limit design of the throttle pedal and the corresponding control logic strategy. Figure 5 (a) in shows the diagram of the pedal limit design 510 provided by this embodiment of the present application, and Figure 5 (b) in shows the schematic diagram of the control logic strategy 520 provided by this embodiment of the present application.

[0074] In the pedal limit design 510, it includes a relatively arranged pedal body 511 and a pedal internal mechanism 512. In particular, in the pedal internal mechanism 512, an independent limit mechanism (such as the servo motor mechanism 320) is arranged, and its specific implementation structure can adopt any of the implementation methods introduced above, which will not be elaborated here.

[0075] In the control logic strategy 520, there are included an accelerator pedal 521, a pedal position sensor 522 (also referred to as a pedal opening sensor), an electric vehicle integrated control unit 523, and a drive motor execution controller 524 (also referred to as a motor control unit). Among them, the accelerator pedal 521 includes a limit design with an opening of 50% and a damping matching design. The pedal position sensor 522 can sense the pedal opening of the accelerator pedal 521 and send the sensed pedal opening information to the electric vehicle integrated control unit 523. Then, when the pedal opening is less than 50%, the electric vehicle integrated control unit 523 can execute the first pedal mapping (Map 1) to reduce the sensitivity of the pedal and control the acceleration of the vehicle; while when the pedal opening is greater than 50%, it executes the second pedal mapping (Map 2) to quickly release the vehicle power, where Map 1 and Map 2 are respectively comfort-oriented and sporty settings.

[0076] That is to say, this embodiment of the present application consists of two parts: pedal hardware and control logic. The pedal hardware adds a limit function at a certain angle (set to a small angle or a large angle according to user preferences), and during the physical operation, it gives the driver's foot a limit and damping feedback, which can prevent the driver's foot movement from being too large and limit part of the stroke. The control logic can perform a large rate calibration (also referred to as a large gradient calibration) on both sides of the limit position, that is, on one side of the limit position, the change rate of the motor output power with respect to the accelerator pedal opening is small, while on the other side of the limit position, the change rate of the output power with respect to the accelerator pedal opening is large, thus forming a large rate calibration on both sides of the limit position, realizing two different pedal mappings (i.e., pedalmap), and further realizing different power outputs.

[0077] Through this embodiment of the present application, the pedal hardware needs to be specially designed according to requirements, and the driving control logic needs to be deeply calibrated. In terms of both the pedal feel and the control logic, a driving strategy different from other vehicle models is made, which can not only improve the driving comfort and the in-vehicle riding comfort, meet the riding experience of a family, but also enrich and enhance the driving pleasure.

[0078] Figure 6 It is a schematic block diagram of a vehicle 600 provided by an embodiment of the present application. As Figure 6 shown, the vehicle 600 may include a vehicle accelerator pedal control system 610 according to any one of the above embodiments.

[0079] As described above in conjunction with Figures 1 to 6 , the device embodiments of the present application have been described in detail. Next, the method embodiments of the present application will be described in detail in conjunction with Figure 7 It should be understood that the descriptions of the device embodiments and the method embodiments correspond to each other. Therefore, the parts not described in detail can be referred to the previous system embodiments.

[0080] Figure 7 is a flowchart of a vehicle accelerator pedal control method 700 provided by an embodiment of the present application. Among them, the method 700 is applicable to any embodiment of the vehicle accelerator pedal control system described above. As Figure 7 shown, the method 700 may include step S710 and step S720.

[0081] In step S710, obtain the real-time opening of the vehicle's accelerator pedal.

[0082] In step S720, compare the obtained real-time opening of the accelerator pedal with a preset pedal opening. When the real-time opening of the accelerator pedal is less than or equal to the preset pedal opening, enable the power source of the vehicle to perform power output according to the first pedal mapping, and when the real-time opening of the accelerator pedal is greater than the preset pedal opening, enable the power source to perform power output according to the second pedal mapping, where the second pedal mapping is different from the first pedal mapping, and the preset pedal opening is greater than 0% and less than 100%.

[0083] Among them, in the method 700, when the real-time opening of the accelerator pedal reaches or approaches the preset pedal opening, provide a resistance change to the pedal body of the accelerator pedal, so that the user can determine that the real-time opening of the accelerator pedal reaches or approaches the preset pedal opening through the pedal resistance feedback of the foot.

[0084] An embodiment of the present application also provides a chip, including a processor, which can be used to call and run a computer program from a memory, so that a device installed with the chip can execute the method described in the above method embodiment. It can be understood that the processor can be any type of processor. It can be understood that the memory can be independent of the chip or integrated in the chip.

[0085] An embodiment of the present application also provides a computer-readable storage medium for storing a program, and the program is used to execute the methods in various embodiments of the present application.

[0086] An embodiment of the present application also provides a computer program product. The computer program product includes a program, and the program enables a computer to execute the methods in various embodiments of the present application.

[0087] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present disclosure are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a machine-readable storage medium or transmitted from one machine-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center in a wired manner (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wirelessly (such as infrared, wireless, microwave, etc.). The machine-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or a data center that includes one or more integrated available media. The available medium can be a magnetic medium (such as a floppy disk, a hard disk, or a magnetic tape), an optical medium (such as a digital video disc (DVD)), or a semiconductor medium (such as a solid state disk (SSD)), etc.

[0088] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments of the present disclosure can be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present disclosure.

[0089] In several embodiments provided by the present disclosure, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division, and there can be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of devices or units can be in an electrical, mechanical, or other form.

[0090] The unit described as a separation component may or may not be physically separated. The component shown as a unit may or may not be a physical unit, that is, it may be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0091] In addition, each functional unit in various embodiments of the present disclosure may be integrated in a processing unit, may exist separately as individual physical units, or two or more units may be integrated in one unit.

[0092] As described above, it is only the specific implementation manner of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present disclosure can easily think of changes or substitutions, which should be covered by the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the appended claims.

Claims

1. A vehicle accelerator pedal control system, characterized in that: include: An accelerator pedal, comprising a pedal body, wherein the pedal body can automatically return to its original position when released; A sensing device, used to sense the real-time opening of the accelerator pedal; a limit mechanism, used for providing resistance change to the pedal body when the accelerator pedal reaches or approaches a preset pedal opening, so that the user can determine that the real-time opening of the accelerator pedal reaches or approaches the preset pedal opening through pedal resistance feedback of the foot, wherein the preset pedal opening is greater than 0% and less than 100%; A control device is electrically connected to the sensing device, and is used to receive opening information representing the real-time opening of the accelerator pedal from the sensing device, and control the power output of the power source of the vehicle according to the opening information, so that when the real-time opening of the accelerator pedal is less than or equal to the preset pedal opening, the power source outputs power according to a first pedal mapping, and when the real-time opening of the accelerator pedal is greater than the preset pedal opening, the power source outputs power according to a second pedal mapping, wherein the second pedal mapping is different from the first pedal mapping.

2. The control system according to claim 1, characterized in that: It also includes an input device for receiving user input, wherein the user input is used to associatively adjust the preset pedal opening and the limit mechanism so that the adjusted limit mechanism can provide the resistance change at the adjusted preset pedal opening, wherein the control device updates the first pedal mapping and the second pedal mapping based on the user input.

3. The control system according to claim 2, characterized in that: The preset pedal opening includes a first preset pedal opening and a second preset pedal opening, and the first pedal map includes a first pedal map and a first pedal map corresponding to the first preset pedal opening and the second preset pedal opening, respectively, and the second pedal map includes a second pedal map and a second pedal map corresponding to the first preset pedal opening and the second preset pedal opening, respectively. Among them, when the user input selects the first preset pedal opening, the control device updates the first pedal mapping and the second pedal mapping to the first-first pedal mapping and the second-first pedal mapping respectively; when the user input selects the second preset pedal opening, the control device updates the first pedal mapping and the second pedal mapping to the first-second pedal mapping and the second-second pedal mapping respectively.

4. The control system according to claim 2 or 3, characterized in that: In response to the user input adjusting the preset pedal opening, the control device automatically adjusts the limit mechanism so that the adjusted limit mechanism can provide the resistance change at the adjusted preset pedal opening.

5. The control system according to claim 1 or 2, characterized in that: Also includes: Identification means, used to identify the user identity of the user; as well as A storage device, used to store the historical usage data of the user; Wherein, the control device is used to automatically determine the preset pedal opening, the first pedal mapping and the second pedal mapping according to the user identity and the historical usage data.

6. The control system according to claim 1 or 2, characterized in that: In the first pedal mapping, the rate of change of the power or torque output by the power source relative to the opening of the accelerator pedal is less than or equal to a preset rate of change threshold; and in the second pedal mapping, the rate of change of the power or torque output by the power source relative to the opening of the accelerator pedal is greater than the preset rate of change threshold.

7. The control system according to claim 1 or 2, characterized in that: The limiting mechanism is arranged below or on the side of the pedal body.

8. A vehicle, characterized in that: The invention comprises a vehicle accelerator pedal control system according to any one of claims 1 to 7.

9. A vehicle accelerator pedal control method, applicable to a vehicle accelerator pedal control system according to any one of claims 1 to 7, characterized in that: include: Obtaining the real-time opening of the accelerator pedal of the vehicle; Comparing the acquired real-time opening of the accelerator pedal with a preset pedal opening, and when the real-time opening of the accelerator pedal is less than or equal to the preset pedal opening, causing the power source of the vehicle to output power according to a first pedal map, and when the real-time opening of the accelerator pedal is greater than the preset pedal opening, causing the power source to output power according to a second pedal map, wherein the second pedal map is different from the first pedal map, and the preset pedal opening is greater than 0% and less than 100%; When the real-time opening of the accelerator pedal reaches or approaches the preset pedal opening, a resistance change is provided for the pedal body of the accelerator pedal, so that the user can determine whether the real-time opening of the accelerator pedal reaches or approaches the preset pedal opening through the pedal resistance feedback of the foot.

10. A computer-readable storage medium, characterized in that: A program is stored, wherein the program is used to execute the method according to claim 9.

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