Control unit simulating gravitational acceleration in a vehicle and method thereof

Abstract

A control unit and method for simulating gravitational acceleration in a vehicle is disclosed. A control unit (1) configured to simulate gravitational acceleration in a vehicle, the control unit (1) being in communication with a braking system (2) of the vehicle. The control unit (1) is configured to obtain a downhill gradient from at least one sensor (3) in communication with the control unit. The control unit determines a simulated downhill gradient based on user preferences; determines a gravitational acceleration corresponding to the simulated downhill gradient; and provides a torque to simulate the gravitational acceleration based on a brake pedal position and the downhill gradient.

Description

Technical Field

[0001] This disclosure relates to a control unit configured to simulate gravitational acceleration in a vehicle. Background Technology

[0002] When driving an automatic car in urban traffic, drivers frequently switch between the accelerator and brake pedals. Prolonged and repeated pedal switching can lead to driver fatigue. Driver fatigue results in decreased driving performance, manifested as slower reaction time, reduced steering performance, decreased ability to maintain a safe distance from the vehicle in front, and an increased tendency to mentally withdraw from driving. This withdrawal of attention and cognitive processing from driving is not a conscious, planned decision, but rather a semi-autonomous psychological process that the driver may only be vaguely aware of. Fatigue is a major contributing factor to a significant portion of road traffic accidents. Summary of the Invention

[0003] Driver assistance systems can significantly improve vehicle safety by integrating key driver assistance functions into the vehicle. This disclosure proposes a driver assistance system that reduces the driver's reliance on the accelerator pedal under urban driving conditions.

[0004] Driving downhill is a much more enjoyable experience than navigating city traffic. This is primarily due to the reduced reliance on the accelerator pedal when driving downhill. Downhill driving allows the driver to easily control the vehicle's speed using only the brake pedal. This operational efficiency enhances driving comfort and makes downhill driving more enjoyable than city driving. This assumption supports the core concept presented in the present invention. The present invention aims to simulate the downhill driving experience during city driving conditions, enabling the driver to control the vehicle's speed using only the brake pedal, thereby providing an equivalent driving experience to downhill driving.

[0005] According to existing technology, one-pedal drive is a known feature that allows a driver to accelerate, decelerate, and keep their vehicle stationary using only the accelerator pedal. Utilizing this feature, the driver does not need to switch between pressing the accelerator and brake pedals to decelerate, stop, and keep the vehicle stationary.

[0006] Traditionally, the brake pedal is used only to decelerate a vehicle. To implement this disclosure, the brake pedal is divided into two distinct zones: an acceleration zone and a deceleration zone. The boundary between these zones is called the “virtual zero point.” Releasing the brake pedal less than the “virtual zero point” causes the vehicle to accelerate, while pressing the pedal more than the “virtual zero point” causes the vehicle to decelerate. To maintain a constant speed (neither accelerating nor decelerating), the driver must hold the pedal at the “virtual zero point.” Recognizing the challenge of precisely positioning the pedal at the virtual zero point, a “navigation zone” has been defined around it, within which the effects of deceleration and acceleration are negligible. Attached Figure Description

[0007] Embodiments of the present invention are described with reference to the following accompanying drawings: Figure 1 A control unit according to an embodiment of the present disclosure is depicted, which is configured to simulate gravitational acceleration in a vehicle.

[0008] Figure 2 A method for simulating gravitational acceleration in a vehicle according to an embodiment of the present disclosure is shown.

[0009] Figure 3 This is a graphical representation of the input lever travel of the brake pedal versus acceleration according to an embodiment of the present disclosure. Detailed Implementation

[0010] The invention will now be described by way of example with reference to the accompanying drawings. In all the drawings, the same or corresponding elements are generally indicated by the same reference numerals. These depicted embodiments should be understood as illustrative of the invention and not as limiting in any way. It should also be understood that the drawings are not necessarily drawn to scale, and embodiments are sometimes shown by graphic symbols, dashed lines, illustrations, and partial views. In certain cases, details that are unnecessary for understanding the invention, or that make other details difficult to perceive, may be omitted.

[0011] refer to Figure 1 , Figure 1 A control unit (1) is depicted, which is configured to simulate gravitational acceleration in a vehicle. The control unit (1) communicates with the vehicle's braking system (2). The control unit is further described.

[0012] According to the example, the control unit is an electronic control unit (ECU) known in the art. An ECU or vehicle control unit (VCU) known in the art coordinates the operation of the electric motor (5), battery, and braking system. It monitors input from the brake pedal (4) and determines how much regenerative braking or power delivery is needed. The control unit ensures a smooth transition between regenerative braking and mechanical braking when needed. According to this disclosure, the control unit includes a central processing unit for executing control algorithms and real-time tasks. The control unit (1) further includes memory (such as flash memory) for storing firmware and software, and RAM for temporarily storing processed data. The control unit further includes an analog-to-digital converter (ADC), a digital-to-analog converter (DAC), other input / output (I / O) interfaces (such as CAN, LIN, Ethernet), and a signal conditioning circuitry system.

[0013] The control unit further communicates with: the electric motor that facilitates propulsion in the vehicle (5); various onboard sensors and feedback systems, which (in a non-exhaustive manner) include pedal position sensors, inertial sensors, wheel speed sensors, ABS (anti-lock braking system), traction control system, etc. According to the example, the braking system or brake control unit is integrated with the control unit to manage braking functions.

[0014] The control unit is configured to obtain the downhill slope from at least one sensor (3) in communication with the control unit. According to an example, the sensor includes at least one of an inertial sensor, a gyroscope, an accelerometer, a wheel speed sensor, a camera, etc. The road slope is known based on input from at least one sensor listed above.

[0015] According to this disclosure, the control unit (1) is configured to determine the simulated downhill slope based on user preferences; determine the gravitational acceleration corresponding to the simulated downhill slope; and provide torque based on the brake pedal position and the downhill slope to simulate the gravitational acceleration. According to this disclosure, the brake pedal position is selected from a plurality of brake pedal positions, wherein each of the plurality of brake pedal positions corresponds to a unique simulated downhill slope. It should be understood that the control unit (1) controls components such as an inverter to regulate the electrical flow to the motor (5) in order to simulate gravitational acceleration.

[0016] The simulated downhill gradient is the road gradient that the driver feels comfortable driving at. The same options are selected based on user preference. According to the example, the user can select a preferred acceleration distribution, such as calm, sport, etc., where different acceleration distributions represent driving downhill at different road gradients. According to the example, the disclosed simulated torque function can be manually activated by the user through the interface. When activated, setting the simulated downhill gradient (e.g., approximately 10% slope) as a reference for a more aggressive acceleration distribution allows the selection of a higher gradient (approximately 20% slope) as the reference road gradient. Conversely, for a calm acceleration distribution, a lower gradient (approximately 7% slope) can be used as the reference gradient. It should be understood that the control unit adjusts the simulated downhill gradient based on the downhill gradient (actual road gradient) obtained from at least one sensor. In other words, if the downhill gradient (the actual gradient of the road the vehicle is traveling on) is greater than or equal to the user's preferred gradient, this simulated torque function can either be disabled or the simulated downhill gradient can be adjusted accordingly.

[0017] According to this disclosure, the simulation of the gravity acceleration function is disabled when the obtained downhill gradient is greater than a threshold downhill gradient. According to another exemplary embodiment, assuming that the required torque is 500 Nm for the currently preferred simulated downhill gradient, if the driver depresses the brake pedal at a position equivalent to 100 Nm, the total simulation is adjusted from 500 Nm to 400 Nm, which in turn causes the vehicle to decelerate as desired by the driver.

[0018] In all cases, the vehicle acceleration simulated by the control unit corresponds to the actual "gravity-induced acceleration" experienced by the vehicle on the corresponding reference slope. Users can select their desired acceleration distribution using any user interface provided by the vehicle manufacturer. According to this disclosure, the control unit is configured to provide braking function when the brake pedal position exceeds a threshold brake pedal position.

[0019] Example based on Figure 3 The features to be protected are further elaborated. According to... Figure 3 The X-axis represents the input lever travel value of the brake pedal, and the Y-axis represents the vehicle acceleration value. For the purposes of this disclosure, the brake pedal is divided into two distinct regions: a primary acceleration region and a deceleration region. The boundary between these regions is called the "virtual zero point." Releasing the brake pedal less than the "virtual zero point" causes the vehicle to accelerate, while depressing the pedal more than the "virtual zero point" causes the vehicle to decelerate. To maintain a constant speed (neither accelerating nor decelerating), the driver must hold the pedal at the "virtual zero point." Recognizing the challenge of precisely positioning the pedal at the virtual zero point, a "navigation zone" has been defined around it, within which the effects of deceleration and acceleration are negligible.

[0020] Based on the working example, assuming the brake pedal input lever travel length is 20 mm, the "virtual 0 point" is defined at "8 mm". The "navigation area" is defined as "from 7 mm to 9 mm". According to this disclosure, reference... Figure 3 For example, if the driver releases the brake pedal to less than 7 mm, the vehicle accelerates. The degree of acceleration is directly proportional to the degree the brake pedal is released. For instance, when the brake pedal is released to 3 mm, the vehicle's acceleration will be greater than when it is released to 5 mm. When the driver depresses the brake pedal to more than 9 mm, the vehicle decelerates. The degree of deceleration is directly proportional to the amount of brake pedal pressure applied. For instance, when the brake pedal is depressed to 15 mm, the vehicle's deceleration will be greater than when it is depressed to 10 mm. The vehicle exhibits negligible acceleration / deceleration in the range of 7 mm to 9 mm.

[0021] Maximum vehicle acceleration is achieved when the driver fully releases the brake pedal. A road gradient designed to provide a comfortable driving experience for most drivers is termed the "simulated downhill gradient," and the corresponding "gravity-induced acceleration" at this gradient is defined as the default maximum vehicle acceleration. The acceleration variation from the maximum acceleration (at 0 mm brake pedal position) to the "virtual 0 point" (brake pedal position at 8 mm) is calibrated to simulate the downhill driving experience.

[0022] For example, assuming the simulated downhill slope is 2 m / s 2 This corresponds to "acceleration due to gravity". When the brake pedal is fully released, the vehicle will exhibit 2 m / s². 2 The acceleration. If the brake pedal is positioned between 0 mm and 8 mm (virtual 0 point), the vehicle's acceleration will decrease accordingly, thus simulating the actual deceleration experienced on a simulated downhill slope.

[0023] refer to Figure 2 , Figure 2 A flowchart of a method for simulating gravitational acceleration in a vehicle according to an embodiment of the present disclosure is shown. It should be understood that the methods described herein are derived from the above... Figure 1 The control unit is implemented as described. The method (100) includes several steps. The first step (101) is to obtain the downhill slope, followed by a step (102) to determine the simulated downhill slope based on user preferences. The second step (103) is to determine the gravitational acceleration corresponding to the simulated downhill slope, and the third step (104) is to provide torque based on the brake pedal position and the downhill slope to simulate the gravitational acceleration.

[0024] According to this disclosure, the brake pedal position is selected from a plurality of brake pedal positions, wherein each of the plurality of brake pedal positions corresponds to a unique simulated downhill gradient. When the brake pedal is released, the maximum gravitational acceleration corresponding to the determined simulated downhill gradient is simulated. When the obtained downhill gradient is greater than a threshold downhill gradient, the simulation of the gravitational acceleration function is disabled.

[0025] The foregoing includes examples of the invention's subject matter. It is certainly impossible to describe every conceivable combination of components or methods in order to describe the claimed subject matter, but those skilled in the art will recognize that many further combinations and permutations of the invention's subject matter are possible. Accordingly, the claimed subject matter is intended to include all such alterations, modifications, and variations falling within the spirit and scope of the appended claims.

[0026] In particular, and for the various functions performed by the aforementioned components, devices, circuits, systems, etc., unless otherwise indicated, the terminology used to describe such components (including references to "means") is intended to correspond to any component (e.g., a functional equivalent) that performs the specified function of the described component, even if it is not structurally equivalent to the disclosed structure, which performs the function in the exemplary aspects of the claimed subject matter shown herein. In this regard, it will also be appreciated that the present invention includes systems and computer-readable media having computer-executable instructions for actions and / or events of various methods for performing the claimed subject matter.

[0027] Furthermore, while a particular feature of this subject matter innovation may have been disclosed with respect to only one of several embodiments, such a feature may also be combined with one or more other features of other embodiments, as may be desirable and advantageous for any given or particular application. Moreover, in terms of the extent to which the terms “includes” and “including” and their variations are used in the detailed description or claims, these terms are intended to be inclusive in a manner similar to the term “comprising.”

Claims

1. A control unit (1) configured to simulate gravitational acceleration in a vehicle, the control unit (1) communicating with the braking system (2) of the vehicle, the control unit (1) being configured to: - The downhill slope is obtained from at least one sensor (3) that communicates with the control unit. Its features are, The control unit is configured to: - Determine the simulated downhill slope based on user preferences - Determine the gravitational acceleration corresponding to the simulated downhill slope. - Torque is provided based on the brake pedal position and the downhill slope to simulate the gravitational acceleration.

2. The control unit (2) according to claim 1, wherein the brake pedal position is selected from a plurality of brake pedal positions, wherein, Each of the multiple brake pedal positions corresponds to a unique simulated downhill slope.

3. The control unit (1) according to claim 1, wherein, When the brake pedal is released, the maximum gravitational acceleration corresponding to the simulated downhill slope is simulated and determined.

4. The control unit (1) according to claim 1, wherein, The control unit is configured to provide braking function when the brake pedal position exceeds a threshold brake pedal position.

5. The control unit according to claim 1, wherein, When the obtained downhill slope is greater than the threshold downhill slope, the simulation of gravity acceleration function is disabled.

6. A method (100) for simulating gravitational acceleration in a vehicle, said method being implemented by a control unit in communication with the braking system of said vehicle, characterized in that: - Obtain the downhill slope (101). - The simulated downhill slope gradient (102) is determined based on user preferences. - Determine the gravitational acceleration (103) corresponding to the simulated downhill slope. - Torque is provided based on the brake pedal position and the downhill slope to simulate the gravitational acceleration (104).

7. The method (100) according to claim 6, wherein the brake pedal position is selected from a plurality of brake pedal positions, wherein, Each of the multiple brake pedal positions corresponds to a unique simulated downhill slope.

8. The method (100) according to claim 6, wherein, When the brake pedal is released, the simulated and determined maximum gravitational acceleration corresponding to the simulated downhill slope is obtained.

9. The method (100) according to claim 6, wherein, When the obtained downhill slope is greater than the threshold downhill slope, the simulation of gravity acceleration function is disabled.

Images