Vehicle pedal opening degree correction method, system and storage medium

Abstract

This disclosure provides a method, system, and storage medium for correcting vehicle pedal opening, relating to the field of vehicle control technology. The method includes: acquiring the current pedal opening signal of a target vehicle; acquiring the relative displacement of the driver's seat and cab in the vertical direction within the target vehicle; predicting the pedal opening offset caused by vehicle vibrations based on the relative displacement; and generating a corrected pedal opening based on the pedal opening signal and the pedal opening offset. This method is applicable to correcting the pedal opening of commercial vehicles under bumpy conditions. It estimates the pedal opening offset caused by vehicle vibrations based on the relative displacement of the driver's seat and cab in the vertical direction, and then uses this estimate to correct the pedal opening signal. This ensures that the corrected pedal opening accurately responds to the driver's driving intentions, improving driving smoothness and comfort, and preventing jerking and shaking in the target vehicle.

Description

Technical Field

[0001] This disclosure belongs to the field of vehicle control technology, specifically relating to a method, system, and storage medium for correcting vehicle pedal opening. Background Technology

[0002] When vehicles travel on bumpy roads, such as those in mines or on mountain roads, they typically experience vertical vibrations due to the undulations. Most mainstream commercial vehicles are equipped with pneumatic driver seats to ensure driver stability and comfort. However, the relative displacement between the vehicle's vibrations and the driver's seat's damping causes the driver to lose control of the accelerator pedal, resulting in unstable engine torque output. This further exacerbates vehicle vibrations, ultimately leading to jerking and shaking, severely impacting driving smoothness and safety.

[0003] In related technologies, the first method for correcting vehicle pedal opening obtains the vehicle's vertical acceleration and determines the filtering time based on the vertical acceleration and the change in accelerator pedal opening, thereby filtering the pedal opening. This method is a passive filtering strategy, which cannot distinguish between changes caused by bumps and changes caused by the driver's active operation, and the filtering process is prone to introducing certain distortions or response delays.

[0004] In related technologies, the second method for correcting vehicle pedal opening involves judging the throttle opening range and setting long / short filtering times to filter the pedal opening. However, this method also fails to identify vehicle bumpy conditions, and the filtering time is overly dependent on calibration. If the filtering time is too large, it can cause a slow pedal opening response; if the filtering time is too small, it will not improve pedal vibration during bumpy conditions. Furthermore, when the rate of change in pedal opening is large, this method may assume an aggressive driving style and reduce the filtering time, which can exacerbate vehicle vibration during bumpy conditions.

[0005] In related technologies, the third method for correcting vehicle pedal opening verifies the pedal opening based on the engine's static and dynamic operating conditions, thereby improving pedal accuracy. This method does not address interference elimination under bumpy conditions.

[0006] In summary, all related technologies use filtering methods to handle pedal opening under bumpy conditions, but they cannot fundamentally solve the problem of interference caused by the relative displacement of the driver's seat and cab under bumpy conditions on pedal opening. Summary of the Invention

[0007] This disclosure provides a method, system, and storage medium for correcting vehicle pedal opening, aiming to at least partially solve the technical problem that related technologies cannot address the interference of pedal opening caused by the relative displacement between the driver's seat and the cab under bumpy conditions.

[0008] At least one embodiment of this disclosure provides a method for correcting the opening of a vehicle pedal, including: Obtain the current pedal opening signal of the target vehicle; Obtain the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle; Based on the relative displacement, predict the pedal opening offset caused by the bumps and vibrations of the target vehicle; and, Based on the pedal opening signal and the pedal opening offset, a corrected pedal opening is generated.

[0009] The above solution offers the following technical advantages: Addressing the technical problem that related technologies cannot resolve the interference of relative displacement between the driver's seat and cab caused by bumpy driving conditions on pedal opening, a method for correcting vehicle pedal opening in the ECU of commercial vehicles is proposed. This method requires no additional hardware and can utilize existing sensors in the target vehicle to acquire pedal opening signals and the relative vertical displacement of the driver's seat and cab in real time. Based on the relative vertical displacement of the driver's seat and cab caused by vehicle bumps and vibrations, the pedal opening offset caused by the bumps and vibrations is calculated. The final pedal opening is then corrected based on this offset, eliminating pedal opening interference caused by bumps and vibrations. This stabilizes the pedal opening under bumpy conditions, improves driving smoothness and comfort, accurately responds to the driver's intentions, and prevents the target vehicle from experiencing jerking or shaking.

[0010] In at least one embodiment of the method provided in this disclosure, obtaining the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle includes: Acquire the acceleration signal of the cab in the vertical direction; and, The relative displacement caused by the bumps and vibrations of the target vehicle is determined based on the acceleration signal.

[0011] The above solution has the following technical advantages: the target vehicle can directly acquire acceleration signals using its existing sensors, and then obtain the relative displacement of the driver's seat and the cab in the vertical direction without increasing hardware costs.

[0012] In at least one embodiment of the method provided in this disclosure, determining the relative displacement caused by the bumpy vibration of the target vehicle based on the acceleration signal includes: A vibration system model is obtained for predicting the relative displacement, wherein the vibration system model is configured to generate the relative displacement based on the overall mass of the driver's seat and the driver combined with the acceleration signal; Obtain the current driver's seat and overall driver mass of the target vehicle; and, The acceleration signal and the overall mass of the driver's seat and driver are input into the vibration system model to obtain the relative displacement.

[0013] The above solution has the following technical advantages: it uses a vibration system model to obtain relative displacement, which is accurate and effective.

[0014] In at least one embodiment of the method provided in this disclosure, the driver's seat is equipped with a shock absorption system, the vibration system model adopts a spring-damped system model, and the inputs to the vibration system model include: The acceleration signal, The driver's seat and the driver's overall weight, and, The damping coefficient and elastic coefficient of the shock absorption system.

[0015] The above solution has the following technical advantages: accurate acquisition of relative displacement.

[0016] In at least one embodiment of the method provided in this disclosure, predicting the pedal opening offset caused by the bumps and vibrations of the target vehicle based on the relative displacement includes: Obtain the ratio of the relative position removal to the effective length of the pedal arm of the target vehicle; Obtain influencing parameters other than the relative displacement that affect the pedal opening offset, wherein the influencing parameters include the driver's leg length, and the driver's leg length is adaptively identified during vehicle operation; Generate gain coefficients based on the aforementioned influencing parameters; and, The pedal opening offset is generated based on the product of the ratio and the gain coefficient.

[0017] The above solution has the following technical effect: accurately obtaining the pedal opening offset.

[0018] In at least one embodiment of the method provided in this disclosure, generating a corrected pedal opening based on the pedal opening signal and the pedal opening offset includes: The corrected pedal opening is generated based on the difference between the pedal opening signal and the pedal opening offset.

[0019] The above solution has the following technical effects: accurately corrects pedal opening and improves driving smoothness.

[0020] The method provided in at least one embodiment of this disclosure further includes: Monitor the pedal opening signal; Based on the pedal opening signal, determine whether the target vehicle is currently in a bumpy operating condition; and When the target vehicle is in a bumpy condition, a control command is generated to obtain the current pedal opening signal of the target vehicle, so as to initiate vehicle pedal opening correction.

[0021] The above solution has the following technical effects: accurately identifying bumpy working conditions and automatically correcting the vehicle's pedal opening.

[0022] In at least one embodiment of the method provided in this disclosure, determining whether the target vehicle is currently in a bumpy condition based on the pedal opening signal includes: Determine whether the target vehicle is experiencing overall vehicle vibration; When the target vehicle is experiencing overall vehicle vibration, it is determined whether the pedal signal fluctuates; and, In response to fluctuations in the pedal opening signal and vibrations of the vehicle, it is determined that the target vehicle is in a bumpy condition. Furthermore, the method also includes: The multidimensional state parameters of the target vehicle are obtained, wherein the multidimensional state parameters include at least one of vehicle speed, engine speed, longitudinal acceleration and yaw rate; The corrected pedal opening is verified based on the aforementioned multidimensional state parameters to determine whether the current vehicle pedal correction is abnormal; and, When the vehicle pedal correction is abnormal, a new vibration system model for predicting the relative displacement is selected from multiple preset models, or the parameters of the vibration system model are adjusted. The reselected or adjusted vibration system model is then used to correct the vehicle pedal opening.

[0023] The above solution has the following technical effects: accurately identifying bumpy working conditions and verifying the effectiveness of pedal opening correction under bumpy working conditions.

[0024] At least one embodiment of this disclosure also provides a vehicle pedal opening correction system, including: The first acquisition unit is configured to acquire the current pedal opening signal of the target vehicle; The second acquisition unit is configured to acquire the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle; The processing unit is configured to predict the pedal opening offset caused by the bumps and vibrations of the target vehicle based on the relative displacement; and, The result generation unit is configured to generate a corrected pedal opening based on the pedal opening signal and the pedal opening offset.

[0025] At least one embodiment of this disclosure also provides a storage medium storing a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.

[0026] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 A flowchart of a vehicle pedal opening correction method provided for at least one embodiment of this disclosure; Figure 2 A flowchart illustrating a relative displacement acquisition scheme provided in at least one embodiment of this disclosure; Figure 3 A flowchart illustrating a relative displacement acquisition scheme based on acceleration signals provided for at least one embodiment of this disclosure; Figure 4 A flowchart of a pedal opening offset prediction scheme provided in at least one embodiment of this disclosure; Figure 5 A flowchart illustrating a pedal opening correction scheme provided in at least one embodiment of this disclosure; Figure 6 Flowchart of another vehicle pedal opening correction method provided for at least one embodiment of this disclosure; Figure 7 Flowchart of another vehicle pedal opening correction method provided for at least one embodiment of this disclosure; Figure 8 Example flowchart of a vehicle pedal opening correction method provided in at least one embodiment of this disclosure; Figure 9 This is a structural block diagram of a vehicle pedal opening correction system provided in at least one embodiment of the present disclosure; Figure 10 A structural block diagram of a program product provided for at least one embodiment of this disclosure.

[0029] Figure label: 100 - Vehicle pedal opening correction system; 101 - First acquisition unit; 102 - Second acquisition unit; 103 - Processing unit; 104 - Result generation unit; 201 - Processor; 202 - Memory; 203 - Input device; 204 - Output device. Detailed Implementation

[0030] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the disclosure. Similarly, the following embodiments are only some, not all, embodiments of the present disclosure, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this disclosure.

[0031] The terms "first," "second," and "third" used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," and "third" may explicitly or implicitly include at least one of that feature.

[0032] In the description of this disclosure, "multiple" means at least two, such as two or three, unless otherwise expressly and specifically limited.

[0033] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0034] The terms “comprising” and “having”, and any variations thereof, used in this disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.

[0035] The term "bumps and vibrations" in this disclosure refers to the periodic or non-periodic vibrations of the vehicle body or chassis caused by uneven road surfaces such as potholes, speed bumps, or gravel sections during vehicle operation. These vibrations are transmitted to the driver's cabin through the suspension system, causing the driver to unconsciously deviate from or accidentally trigger the accelerator or brake pedal, thereby affecting the accuracy of the vehicle's power output or braking response.

[0036] The term "accelerator pedal" in this disclosure is also referred to as the accelerator pedal.

[0037] In this disclosure, the term "accelerometer" refers to a basic sensor commonly found and widely used in modern heavy trucks, which can measure the rate of change of vehicle speed in a straight line (forward / backward, left / right, and up / down).

[0038] The term "vibration system model" in the embodiments of this disclosure includes, but is not limited to, a single-degree-of-freedom spring-damped system model, and may also include a multi-degree-of-freedom coupled vibration model or a vibration model that considers the nonlinear characteristics of materials.

[0039] The term "electronic control unit" in this disclosure is abbreviated as ECU.

[0040] The term "pedal opening offset" in this disclosure, also known as pedal opening change, refers to the change in pedal opening caused by vehicle bumps and vibrations.

[0041] In this disclosure, the term "vertical direction" refers to the vertical direction in the vehicle coordinate system, that is, the direction perpendicular to the horizontal plane where the vehicle is located when the vehicle is in a normal driving posture.

[0042] The technical approach involved in this disclosure will be briefly described below.

[0043] To address the technical problem that related technologies cannot solve the interference of pedal opening caused by the relative displacement between the driver's seat and the cab under bumpy conditions, this disclosure proposes a method for correcting vehicle pedal opening in the ECU of commercial vehicles. This method requires no additional hardware and can use existing sensors in the target vehicle to acquire pedal opening signals and the vertical relative displacement between the driver's seat and the cab in real time. Based on the vertical relative displacement of the driver's seat and the cab caused by vehicle bumps and vibrations, the pedal opening offset caused by the bumps and vibrations is calculated. The final pedal opening is then corrected based on this offset, eliminating pedal opening interference caused by bumps and vibrations, thereby stabilizing the pedal opening under bumpy conditions. This method can improve driving smoothness and comfort, accurately respond to the driver's driving intentions, and prevent jerking and shaking in the target vehicle.

[0044] Based on this, the method disclosed herein directly utilizes the vehicle acceleration sensor that is commonly equipped on commercial vehicles to calculate the relative displacement between the driver's seat (along with the driver) and the cab, and then calculates the pedal opening offset caused by bumps. Ultimately, it realizes the identification of bumpy conditions and the correction of pedal opening. No additional hardware sensors are required, and no additional hardware costs are required. It has extremely high economic efficiency and is easy to promote.

[0045] Based on this, unlike the filtering methods in related technologies that rely on empirical calibration, the method disclosed herein constructs a single-degree-of-freedom vibration system model of the seat-driver and combines it with the lever motion mechanism of the human leg to accurately calculate the relative displacement caused by bumps and its impact on pedal opening from a physical perspective. The correction results are more accurate and more consistent with the actual physical process.

[0046] Based on this, the method disclosed herein can accurately restore the driver's true driving intention by correcting the pedal opening interference caused by bumps in real time, making the engine output torque more stable, fundamentally and effectively preventing and suppressing the jerking and shaking phenomena that occur in vehicles under bumpy conditions, and significantly improving driving smoothness and ride comfort.

[0047] Based on this, all key parameters used in the method disclosed herein, such as the overall mass of the driver and seat or the driver's leg length, are designed to be adaptively identified during vehicle operation. By adapting parameters to enhance robustness, the method can adapt to different drivers and different loading conditions, ensuring that the method disclosed herein has good robustness and effectiveness in different application scenarios.

[0048] Figure 1 This is a flowchart illustrating a vehicle pedal opening correction method according to at least one embodiment of the present disclosure. This method includes, but is not limited to, applications in a vehicle's ECU. Figure 1 As shown, the method may include the following steps S10-S40.

[0049] Step S10: Obtain the current pedal opening signal of the target vehicle.

[0050] Step S20: Obtain the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle.

[0051] Step S30: Predict the pedal opening offset caused by the bumps and vibrations of the target vehicle based on the relative displacement.

[0052] Step S40: Generate the corrected pedal opening based on the pedal opening signal and the pedal opening offset.

[0053] It should be noted that the aforementioned pedals include at least one of the accelerator pedal, brake pedal, and clutch pedal in a manual transmission vehicle. This disclosure primarily addresses the processing of the accelerator pedal opening signal. The corrected pedal opening is used in the control process of the target vehicle.

[0054] In the above scheme, this disclosure does not limit the method for acquiring the pedal opening signal in step S10. In application scenarios, in addition to the schemes described in the following embodiments, the pedal opening signal can also be acquired in real time by a Hall sensor, potentiometer sensor, or magnetoresistive sensor installed at the pedal shaft. These sensors can convert the mechanical rotation angle of the pedal into an electrical signal output. When the system executes step S10, it can flexibly select a suitable pedal opening signal acquisition scheme according to the vehicle's hardware configuration, the accuracy requirements of the actual application scenario, and cost control objectives to ensure the accuracy and reliability of the pedal opening signal.

[0055] In the above scheme, this disclosure does not limit the method for obtaining the vertical relative displacement between the driver's seat and the cab in step S20. In application scenarios, in addition to the schemes described in the later embodiments, the acceleration signal can be input into a trained data model to obtain the vertical relative displacement between the driver's seat and the cab. This data model can adopt a time-series prediction model under a deep learning framework, such as a Long Short-Term Memory (LSTM) network or a hybrid model combining a convolutional neural network and LSTM. It is trained with a large amount of labeled data, which needs to cover acceleration signal samples under different road conditions such as urban roads, bumpy rural roads, and highways, as well as the vertical relative displacement between the seat and the cab measured by a laser displacement sensor or a high-precision linear displacement meter in the corresponding scenario as labels. During the training process, regularization techniques can be introduced to suppress overfitting and ensure the model's generalization ability in diverse scenarios. Furthermore, the relative displacement acquisition scheme can also be implemented based on a physical dynamics model: combining the spring-damping system parameters of the driver's seat and the vibration characteristics of the cab, a second-order linear vibration equation is constructed. After the acceleration signal is integrated twice to obtain the initial displacement value, it is substituted into the equation to solve for the relative displacement deviation between the seat and the cab. Then, the result is optimized using a Kalman filter algorithm to improve stability. The data model scheme is suitable for vehicles with high accuracy requirements and edge computing capabilities, while the physical model scheme is more suitable for scenarios with limited computing resources and low-latency output requirements. Both schemes can ensure the accuracy and reliability of the relative displacement determination. When the system executes step S20, it can flexibly select a suitable relative displacement acquisition scheme based on the vehicle's hardware configuration, the accuracy requirements of the actual application scenario for relative displacement calculation, and cost control objectives to ensure the accuracy and reliability of the acquired relative displacement.

[0056] In the above scheme, this disclosure does not limit the pedal opening offset prediction scheme in step 30. In application scenarios, in addition to the schemes described in the later embodiments, a mapping relationship between pedal opening offset and relative displacement can be established by combining the relative displacement data of the seat and the cab. When the vehicle is bumpy, the position of the driver's feet changes with the displacement of the seat relative to the cab, thereby causing pedal opening offset. If a data model scheme is adopted, a regression model can be trained using a large number of relative displacement and opening offset samples under bumpy scenarios, and the offset prediction value can be output by inputting the relative displacement in real time; if a physical model scheme is adopted, the relative displacement is converted into a change in foot position based on the ergonomic model, and the opening offset is calculated by combining the mechanical characteristics of the pedal (such as the correspondence between travel and opening). These two pedal opening offset prediction methods can be adapted to different relative displacement acquisition schemes, ensuring accurate correction of pedal opening in various scenarios and improving the stability and safety of vehicle control. When the system executes step 30, it can select the corresponding prediction method according to the actual relative displacement acquisition method to ensure high accuracy of offset prediction under different working conditions.

[0057] In the above-described scheme, this disclosure does not limit the pedal opening correction scheme in step 40. In application scenarios, besides the schemes described in later embodiments, the original signal can also be adjusted by increasing or decreasing it according to the positive or negative attribute of the offset, to accurately counteract the interference of foot position changes caused by the relative displacement of the seat on pedal operation. Alternatively, by real-time monitoring of the difference between the actual output signal of the pedal and the theoretically expected signal, combined with the offset prediction value, closed-loop correction can be performed, continuously adjusting the correction coefficient to adapt to changes in seat displacement under different levels of bumps, ensuring the accuracy and consistency of pedal operation. Simultaneously, the system can perform a rationality check on the corrected opening value. If the corrected value exceeds the normal operating range of the pedal, an abnormal handling process is triggered, such as maintaining the valid correction value from the previous moment or issuing a warning signal, ensuring the reliability and safety of the correction process. This correction scheme can adapt to different offset prediction methods, further improving the control accuracy and driving stability of the vehicle under complex conditions such as bumps. When the system executes step 40, it can automatically match the corresponding correction algorithm according to the currently adopted pedal opening offset prediction scheme, and perform precise superposition or cancellation of the predicted offset with the original pedal signal, thereby continuously ensuring the stability and accuracy of driving control under complex conditions such as bumps or rapid acceleration.

[0058] Some embodiments of this disclosure also provide systems, storage media, and program products corresponding to the methods described above.

[0059] The method provided in at least one embodiment of this disclosure is applicable to any existing vehicle application scenario requiring pedal opening correction under bumpy conditions. For example, in a scenario where an SUV is driving on an unpaved road, the relative displacement of the seat caused by bumps leads to a shift in the driver's foot position, thus affecting the accuracy of the accelerator pedal operation. The method of this disclosure can adjust the original pedal signal based on the real-time predicted offset, accurately offsetting the interference. This method is also applicable to scenarios where heavy trucks are transporting goods on rugged mountain roads, where complex road conditions cause pedal input deviations. By verifying the rationality of the corrected opening value through system verification, abnormal power output caused by over- or under-correction is effectively avoided. This method is also applicable to the energy recovery pedal control scenario for new energy vehicles on bumpy roads. By using correction algorithms adapted to different offset prediction methods, it continuously ensures recovery efficiency and driving smoothness, improving the overall control performance of the vehicle under complex conditions.

[0060] In some embodiments, Figure 1 Based on the proposed scheme, to enhance the method's universality, the pedal opening signals acquired in step S10 include at least one of the accelerator pedal opening signal, brake pedal opening signal, and clutch pedal opening signal. The accelerator pedal opening signal can be acquired in real-time by an accelerator pedal sensor pre-installed at the accelerator pedal in the target vehicle. The brake pedal opening signal can be acquired in real-time by a brake pedal position sensor pre-installed at the brake pedal in the target vehicle. The clutch pedal opening signal can be acquired in real-time by a clutch pedal position sensor pre-installed at the clutch pedal in the target vehicle. The pedal opening signals acquired in step S10 include the initial input information of the driver pressing the designated pedal and interference components caused by vehicle vibrations. The interference components of different types of pedals exhibit differentiated characteristics: accelerator pedal interference often manifests as short-term high-frequency fluctuations, highly correlated with the vibration frequency of the vehicle's suspension system. Brake pedal interference may be accompanied by unconscious changes in the driver's pressing force, requiring the use of brake system pressure signals for auxiliary judgment. Clutch pedal interference is usually superimposed on changes in vehicle posture during gear shifting, requiring differentiation between normal gear shifting input and erroneous operations caused by vibrations. To ensure the accuracy of signal acquisition, each sensor must meet dustproof and waterproof standards, be able to work stably for a long time in complex environments such as unpaved roads and rainy days, and have a sampling frequency that meets the corresponding standards in order to capture millisecond-level details of bumps and interference.

[0061] In some embodiments, Figure 1Based on the existing scheme, to accurately obtain the vertical relative displacement between the driver's seat and the cab, step S20 utilizes a position sensor installed at the driver's seat. This position sensor can be a high-precision linear displacement sensor, installed on the vertical support assembly between the bottom of the driver's seat and the cab floor. Its detection direction is consistent with the direction of vertical vehicle vibration, enabling it to output the real-time vertical displacement value of the seat relative to the cab. This displacement value is transmitted to the vehicle's ECU to estimate the pedal opening offset (interference signal) caused by vehicle vibration. To ensure data reliability, the position sensor must be vibration-resistant and shock-resistant, and its detection accuracy must be periodically verified through a calibration procedure to avoid sensor errors affecting the correction effect.

[0062] Figure 2 A flowchart illustrating a relative displacement acquisition scheme provided for at least one embodiment of this disclosure. Figure 1 Based on the proposed solution, in order to accurately obtain the relative displacement of the driver's seat and the cab in the vertical direction, such as... Figure 2 As shown, step S20 may further include the following sub-steps S201-S202.

[0063] Sub-step S201: Obtain the acceleration signal of the cab in the vertical direction.

[0064] Sub-step S202: Determine the relative displacement of the driver's seat and the cab in the vertical direction caused by the bumps and vibrations of the target vehicle based on the acceleration signal.

[0065] The acceleration signal can be obtained through an acceleration sensor pre-installed in the target vehicle. Through sub-steps S201-S202, there is no need to install an additional displacement sensor at the driver's seat; the relative displacement can be indirectly measured using the vehicle's existing acceleration sensor, reducing installation complexity and hardware costs.

[0066] In the above scheme, the installation position of the vehicle acceleration sensor in sub-step S101 varies depending on its function. It can be installed at the front of the vehicle's center of gravity, such as near the center console, under the floor / seat, or in the saddle area.

[0067] In the above scheme, sub-step S202 does not limit the relative displacement acquisition scheme based on acceleration signals. In addition to the scheme provided in the later embodiments, the acceleration signal can also be integrated twice to obtain the displacement change, and then the final vertical relative displacement can be determined by combining the initial relative position information between the driver's seat and the cab. A suitable relative displacement acquisition scheme based on acceleration signals can be flexibly selected according to the actual situation such as the hardware configuration of the target vehicle and the characteristics of the driving scenario.

[0068] Figure 3 A flowchart illustrating a relative displacement acquisition scheme based on acceleration signals, provided for at least one embodiment of this disclosure. Figure 2 Based on the existing plan, in order to further accurately obtain the relative displacement of the driver's seat and the cab in the vertical direction, such as... Figure 3 As shown, sub-step S202 may further include the following sub-steps S202a-S202c.

[0069] Sub-step S202a: Obtain a vibration system model for predicting the relative displacement between the driver's seat and the cab in the vertical direction, wherein the vibration system model is configured to generate the relative displacement based on the acceleration signal of the driver's seat and the driver's overall mass.

[0070] Sub-step S202b: Obtain the current driver's seat and overall driver mass of the target vehicle.

[0071] Sub-step S202c: Input the acceleration signal and the overall mass of the driver's seat and driver into the vibration system model to obtain the relative displacement of the driver's seat and the cab in the vertical direction.

[0072] The relative displacement obtained through sub-steps S202a-S202c can accurately reflect the dynamic offset between the driver's seat and the cab in the vertical direction. This offset is one of the core factors that causes interference components to be introduced into the accelerator pedal opening signal.

[0073] In the above scheme, this disclosure does not limit the vibration system model for sub-step S202a. In application scenarios, in addition to the schemes described in the following embodiments, a vibration system model based on multibody dynamics theory can also be used. This model quantitatively describes the vibration transmission relationship in the vertical direction by establishing the elastic connection and damping characteristic equations between the driver's seat, driver, and cab; or a data-driven machine learning model can be used, which is trained by collecting a large amount of sample data of driver's seat displacement, acceleration, and overall mass under different working conditions, and uses neural networks or regression algorithms to fit the mapping relationship between input and output, thereby achieving accurate prediction of relative displacement. These alternative models must all meet the robustness requirements under different vehicle types, load states, and road conditions to ensure the accuracy and stability of the relative displacement calculation results, thereby providing a reliable basis for subsequent interference correction of the accelerator pedal opening signal.

[0074] In the above solution, under bumpy conditions, due to the shock absorption effect of the air-suspension seat, the vibration between the driver and the seat is much smaller than that of the vehicle body, and the driver can remain firmly in contact with the seat. Therefore, the driver's seat and the driver can be considered as a single unit of mass. mThis refers to a single-degree-of-freedom model. For the vibration system model corresponding to an airbag-damped seat, it can be simplified to a spring + damper model, including but not limited to a single-degree-of-freedom spring-damped system model.

[0075] In some embodiments, Figure 3 Based on the proposed solution, the driver's seat is equipped with a shock absorption system. The vibration system model adopts a spring-damped system model, and the inputs to the vibration system model include acceleration signals, the overall mass of the driver's seat and driver, and the damping and elastic coefficients of the shock absorption system. The damping and elastic coefficients depend on the seat model and require calibration for different vehicle types. The overall mass of the driver's seat and driver is jointly determined by the driver and the seat and needs to be adaptively identified during actual vehicle operation. Adaptive identification of the overall mass of the driver's seat and driver can be achieved by real-time acquisition of seat vibration response data and acceleration signals, combined with recursive least squares or Kalman filtering algorithms to dynamically update the estimated values, thus addressing parameter fluctuations under scenarios such as driver changes and seat load variations. The vibration system model calculates the relative displacement of the driver's seat and the cab in the vertical direction based on the input parameters.

[0076] In some embodiments, Figure 3 Based on the proposed scheme, the vibration system model is configured as follows:

[0077] In the formula, This indicates the overall weight of the driver's seat and the driver. Represents the elastic coefficient. Indicates the damping coefficient. Indicates time, This indicates the acceleration signal of the cab in the vertical direction.

[0078] The derivation process is as follows: Based on the acceleration sensor, the acceleration of the vehicle cab in the vertical direction can be obtained. And calculate the vertical displacement of the cab floor. :

[0079] During the bumpy ride, the differential equation of motion for the vibration system is as follows:

[0080] In the formula, This indicates the displacement of the driver and the driver's seat.

[0081] The relative displacement between the driver's seat and the cab. 1. We can obtain:

[0082] Solving the above differential equation will yield the relative displacement between the driver's seat (along with the driver) and the cab (along with the accelerator pedal) during the bumpy ride. .

[0083] Figure 4 A flowchart illustrating a pedal opening offset prediction scheme provided for at least one embodiment of this disclosure. Figures 1-3 Based on any one of the solutions, in order to accurately assess the pedal opening offset caused by vehicle bumps and vibrations, such as Figure 4 As shown, step S30 may further include the following sub-steps S301-S304.

[0084] Sub-step S301: Obtain the ratio of the vertical relative position of the driver's seat and the cab to the effective length of the pedal arm.

[0085] Sub-step S302: Obtain the influencing parameters other than the relative displacement that affect the pedal opening offset, wherein the influencing parameters include the driver's leg length, and the driver's leg length is adaptively identified during vehicle operation.

[0086] Sub-step S303: Generate gain coefficients based on influence parameters.

[0087] Sub-step S304: Based on the product of the ratio and the gain coefficient, generate the pedal opening offset.

[0088] Specifically, sub-steps S301-S304 comprehensively consider the impact of relative displacement caused by vehicle vibration and individual differences such as driver leg length on pedal operation, accurately generating an offset value that reflects the actual pedal opening deviation. This offset can be directly used as the core input for subsequent pedal opening correction, ensuring that the corrected pedal opening better matches the driver's actual operating intention, effectively improving the smoothness of vehicle handling and driving safety during driving.

[0089] In some embodiments, Figure 4 Based on the proposed solution, to further accurately assess the pedal opening offset caused by vehicle bumps and vibrations, since the driver is not a stationary rigid body, but rather their feet, ankles, and legs form a biological linkage, the model is simplified into a lever motion with the ankle joint as the fulcrum during the calculation process. It is also assumed that the driver's legs, hips, and seat move synchronously. In this case, the pedal opening offset... It can be obtained using the following formula:

[0090] In the formula, Indicates the gain coefficient. This indicates the effective length of the pedal arm.

[0091] In the above scheme, the gain coefficient The influencing parameters include driver leg length, vehicle model, and seat model. The driver's posture is constrained while driving, and their lower body is essentially fixed, so their influence is not considered. Vehicle model and seat model can be fixed. Different drivers have different leg lengths, which need to be adaptively identified during actual vehicle operation.

[0092] Figure 5 A flowchart illustrating a pedal opening correction scheme provided for at least one embodiment of this disclosure. Figures 1-4 Based on any given solution, in order to quickly correct the pedal opening, such as Figure 5 As shown, step S40 may further include the following sub-step S401.

[0093] Sub-step S401: Generate the corrected pedal opening based on the difference between the pedal opening signal and the pedal opening offset.

[0094] The corrected pedal opening signal generated by sub-step S401 can effectively offset the pedal opening measurement deviation caused by the movement of the driver's body linkage, ensuring that the signal received by the vehicle power system is highly consistent with the driver's actual operating intention.

[0095] In some embodiments, Figure 5 Based on the existing solution, to further and more quickly correct pedal opening, the ECU, when processing the actual accelerator pedal signal, can subtract the pedal opening change caused by bumps from the current pedal sensor signal to obtain a pedal signal that matches the driver's driving intention. The corrected pedal opening... It can be calculated using the following formula:

[0096] In the formula, This indicates the pedal opening signal.

[0097] The driver's leg length can also be adaptively identified during actual vehicle operation through the vehicle's biometric recognition module or a correlation model between pedal travel and leg length. The base gain value is then dynamically adjusted based on the recognition results to ensure the corrected pedal opening. Adaptability to different driving scenarios and different drivers. The correction method of the above formula can quickly respond to pedal signal deviations under bumpy conditions, further improving the matching degree between vehicle power output and driver intention, and ensuring driving safety and smooth handling.

[0098] Figure 6 A flowchart illustrating another vehicle pedal opening correction method provided for at least one embodiment of this disclosure. Figures 1-5 Based on any of the proposed solutions, in order to adjust the pedal opening of the self-starting vehicle under bumpy conditions, such as... Figure 6 As shown, the method further includes the following steps S11-S13.

[0099] Step S11: Monitor the pedal opening signal.

[0100] Step S12: Determine whether the target vehicle is currently in a bumpy condition based on the pedal opening signal.

[0101] Step S13: When the target vehicle is in a bumpy condition, generate a control command to obtain the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle, so as to initiate the vehicle pedal opening correction.

[0102] Steps S11-S13 can be placed between steps S10-S20. Steps S11-S13 enable automatic triggering of vehicle pedal opening correction under bumpy conditions, eliminating the need for manual driver intervention. The judgment process in step S12 combines the instantaneous rate of change, fluctuation amplitude, and vehicle speed parameters for comprehensive analysis: when the pedal opening signal exhibits high-frequency, large-amplitude, irregular fluctuations within a short period, and the vehicle is not in a state of rapid acceleration or deceleration, it can be determined as a bumpy condition. The control command generated in step S13 activates the cab vertical acceleration sensor and the driver's seat-cab relative displacement sensor, collecting relevant data in real time to calculate the pedal opening offset based on this data. This provides a foundation to ensure that the corrected pedal opening signal accurately reflects the driver's true operating intention, thereby improving the smoothness of the vehicle's power response and driving safety when driving on bumpy roads.

[0103] In some embodiments, Figure 6 Based on the scheme, in order to accurately identify bumpy working conditions, step S12 may further include the following sub-steps S121-S123.

[0104] Sub-step S121: Determine whether the target vehicle is experiencing whole-vehicle vibration.

[0105] Sub-step S122: When the target vehicle is under whole-vehicle vibration, determine whether the pedal signal fluctuates.

[0106] Sub-step S123: In response to the fluctuation of the pedal opening signal and the target vehicle being in a state of whole-vehicle vibration, it is determined that the target vehicle is in a bumpy condition.

[0107] In particular, the coordinated determination of sub-steps S121-S123 can more accurately identify bumpy working conditions and avoid mis-triggered corrections due to misjudgment of a single parameter.

[0108] In the above scheme, the determination of vehicle vibration in sub-step S121 can be based on the real-time acceleration signal collected by the acceleration sensor in the vertical direction of the cab, and the root mean square value of the acceleration signal within a preset time window can be calculated. If the root mean square value is greater than the preset vibration threshold, the target vehicle is determined to be in a vehicle vibration state.

[0109] In the above scheme, the judgment of pedal signal fluctuation in sub-step S122 needs to combine the instantaneous rate of change and fluctuation amplitude of the pedal opening signal. When the absolute value of the instantaneous rate of change is continuous N Second-rate( N When the fluctuation rate exceeds the preset integer (e.g., 3 times) and the fluctuation amplitude is greater than the preset amplitude threshold, it is considered that the pedal signal has fluctuation.

[0110] In the above scheme, the final determination of sub-step S123 can be assisted by the vehicle speed parameter. If the current vehicle speed is within the preset bump-sensitive speed range, the bump condition is further confirmed, thereby ensuring that the pedal opening correction process is triggered only in real bumpy road scenarios, effectively improving the accuracy of the determination and the rationality of the system response.

[0111] Figure 7 This is a flowchart illustrating yet another vehicle pedal opening correction method provided for at least one embodiment of the present disclosure. Figures 1-6 Based on any given scheme, in order to achieve closed-loop verification and dynamic optimization of the pedal opening correction results, such as Figure 7 As shown, the method further includes the following steps S50-S70.

[0112] Step S50: Obtain the multi-dimensional state parameters of the target vehicle, wherein the multi-dimensional state parameters include at least one of vehicle speed, engine speed, longitudinal acceleration and yaw rate.

[0113] Step S60: Verify the corrected pedal opening based on multi-dimensional state parameters to determine whether the current vehicle pedal correction is abnormal.

[0114] Step S70: When the vehicle pedal correction is abnormal, reselect the vibration system model for predicting relative displacement from multiple preset models or adjust the parameters of the vibration system model, and use the reselected or adjusted vibration system model for recorrecting the vehicle pedal opening.

[0115] Steps S50-S70 can be placed after step S40. Steps S50-S70 enable closed-loop verification and dynamic optimization of the pedal opening correction results, effectively avoiding correction deviations caused by insufficient adaptability of a single model or parameter drift, ensuring the stability of the pedal signal and the accuracy of driving intention transmission under complex and bumpy road conditions. Simultaneously, by dynamically adjusting the vibration system model or its parameters, the correction strategy can be made more closely aligned with the vehicle's real-time operating state, further improving the smoothness and safety of vehicle driving and providing the driver with a more reliable driving experience.

[0116] Figure 8 This is an example flowchart of a vehicle pedal opening correction method provided in at least one embodiment of the present disclosure. Figure 8 As shown, examples of this method include: 1) Identify road bumps, vehicle vibrations, and fluctuations in accelerator pedal opening signals; 2) Obtain the vertical acceleration signal of the cab through the vehicle acceleration sensor; 3) Calculate the relative displacement of the seat (along with the driver) and the cab in the vertical direction; 4) Calculate the accelerator pedal opening offset caused by the bumpy vibration based on this relative displacement; 5) Correct the throttle opening signal based on the offset of the throttle pedal opening to obtain the corrected pedal opening.

[0117] One example of this method is that it can calculate and eliminate accelerator pedal opening interference caused by bumps without adding additional sensors.

[0118] Figure 9 This is a structural block diagram of a vehicle pedal opening correction system provided for at least one embodiment of this disclosure. The system can be executed by a battery management system. Figure 9 As shown, the vehicle pedal opening correction system 100 integrates a first acquisition unit 101, a second acquisition unit 102, a processing unit 103, and a result generation unit 104.

[0119] The first acquisition unit 101 is configured to acquire the current pedal opening signal of the target vehicle.

[0120] The second acquisition unit 102 is configured to acquire the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle.

[0121] The processing unit 103 is configured to predict the pedal opening offset caused by the bumps and vibrations of the target vehicle based on the relative displacement.

[0122] The result generation unit 104 is configured to generate a corrected pedal opening based on the pedal opening signal and the pedal opening offset.

[0123] The specific execution methods of each unit in the above system embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0124] In some embodiments, Figure 9 Based on the scheme, the first acquisition unit and the second acquisition unit 102 can be implemented by corresponding sensors, and the processing unit 103 and the result generation unit 104 can be implemented by a controller with corresponding programs.

[0125] In some embodiments, Figure 9 Based on the solution, the vehicle pedal opening correction system 100 also integrates a monitoring unit. The monitoring unit is configured to monitor the pedal opening signal, determine whether the target vehicle is currently in a bumpy condition based on the pedal opening signal, and, when the target vehicle is in a bumpy condition, generate a control command to obtain the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle to initiate vehicle pedal opening correction.

[0126] In some embodiments, Figure 9 Based on the proposed solution, the vehicle pedal opening correction system 100 also integrates a verification unit. The verification unit is configured to acquire multi-dimensional state parameters of the target vehicle, including at least one of vehicle speed, engine speed, longitudinal acceleration, and yaw rate; verify the corrected pedal opening based on the multi-dimensional state parameters to determine if the current vehicle pedal correction is abnormal; and, if the current vehicle pedal correction is abnormal, reselect a vibration system model from multiple preset models or adjust the parameters of the vibration system model, and use the reselected or adjusted vibration system model for re-correcting the vehicle pedal opening.

[0127] This disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method embodiments described above.

[0128] This disclosure also provides a program product, such as... Figure 10 As shown, the program product includes one or more processors 201 and memory 202. Figure 10 Take a processor 201 as an example.

[0129] The controller may also include an input device 203 and an output device 204.

[0130] The processor 201, memory 202, input device 203, and output device 204 can be connected via a bus or other means. Figure 10 Taking the example of a connection between China and Israel via a bus.

[0131] Processor 201 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0132] The memory 202, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 201 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 202, thereby implementing the steps of the above-described method embodiments.

[0133] The memory 202 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 202 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 202 may optionally include memory remotely located relative to the processor 201, and these remote memories can be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0134] Input device 203 can receive input numeric or character information, and generate key inputs related to driver settings and function control of the server's processing unit. Output device 204 may include display devices such as a display screen.

[0135] One or more modules are stored in memory 202, and when executed by one or more processors 201, they perform actions such as... Figure 5 The method shown.

[0136] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0137] Although embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and all such modifications and variations fall within the scope defined by the appended claims.

[0138] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for correcting the opening degree of a vehicle pedal, characterized in that, include: Obtain the current pedal opening signal of the target vehicle; Obtain the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle; The relative displacement is used to predict the pedal opening offset caused by the bumps and vibrations of the target vehicle; as well as, Based on the pedal opening signal and the pedal opening offset, a corrected pedal opening is generated.

2. The method according to claim 1, characterized in that, The step of obtaining the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle includes: Acquire the acceleration signal of the cab in the vertical direction; and, The relative displacement caused by the bumps and vibrations of the target vehicle is determined based on the acceleration signal.

3. The method according to claim 2, characterized in that, Determining the relative displacement caused by the bumps and vibrations of the target vehicle based on the acceleration signal includes: A vibration system model is obtained for predicting the relative displacement, wherein the vibration system model is configured to generate the relative displacement based on the overall mass of the driver's seat and the driver combined with the acceleration signal; Obtain the current driver's seat and overall driver mass of the target vehicle; and, The acceleration signal and the overall mass of the driver's seat and driver are input into the vibration system model to obtain the relative displacement.

4. The method according to claim 3, characterized in that, The driver's seat is equipped with a shock absorption system. The vibration system model adopts a spring-damped system model, and the inputs to the vibration system model include: The acceleration signal, The driver's seat and the driver's overall weight, and, The damping coefficient and elastic coefficient of the shock absorption system.

5. The method according to any one of claims 1-4, characterized in that, The prediction of the pedal opening offset caused by the bumps and vibrations of the target vehicle based on the relative displacement includes: Obtain the ratio of the relative position removal to the effective length of the pedal arm of the target vehicle; Obtain influencing parameters other than the relative displacement that affect the pedal opening offset, wherein the influencing parameters include the driver's leg length, and the driver's leg length is adaptively identified during vehicle operation; Generate gain coefficients based on the aforementioned influencing parameters; and, The pedal opening offset is generated based on the product of the ratio and the gain coefficient.

6. The method according to any one of claims 1-4, characterized in that, The step of generating a corrected pedal opening based on the pedal opening signal and the pedal opening offset includes: The corrected pedal opening is generated based on the difference between the pedal opening signal and the pedal opening offset.

7. The method according to any one of claims 1-4, characterized in that, Also includes: Monitor the pedal opening signal; Based on the pedal opening signal, it is determined whether the target vehicle is currently in a bumpy condition; as well as, When the target vehicle is in a bumpy condition, a control command is generated to obtain the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle, so as to initiate the vehicle pedal opening correction.

8. The method according to claim 7, characterized in that, The step of determining whether the target vehicle is currently in a bumpy condition based on the pedal opening signal includes: Determine whether the target vehicle is experiencing overall vehicle vibration; When the target vehicle is experiencing overall vehicle vibration, it is determined whether the pedal signal fluctuates; and, In response to fluctuations in the pedal opening signal and the target vehicle being in a state of overall vehicle vibration, it is determined that the target vehicle is in a bumpy condition. Furthermore, the method also includes: The multidimensional state parameters of the target vehicle are obtained, wherein the multidimensional state parameters include at least one of vehicle speed, engine speed, longitudinal acceleration and yaw rate; The corrected pedal opening is verified based on the aforementioned multidimensional state parameters to determine whether the current vehicle pedal correction is abnormal; and, When the vehicle pedal correction is abnormal, a new vibration system model for predicting the relative displacement is selected from multiple preset models, or the parameters of the vibration system model are adjusted. The reselected or adjusted vibration system model is then used to correct the vehicle pedal opening.

9. A vehicle pedal opening correction system, characterized in that, include: The first acquisition unit is configured to acquire the current pedal opening signal of the target vehicle; The second acquisition unit is configured to acquire the relative displacement of the driver's seat and the cab in the vertical direction in the target vehicle; The processing unit is configured to predict the pedal opening offset caused by the bumps and vibrations of the target vehicle based on the relative displacement; and, The result generation unit is configured to generate a corrected pedal opening based on the pedal opening signal and the pedal opening offset.

10. A storage medium, characterized in that, The storage medium stores a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 8.

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