Methods, control devices and computer programs for operating a pedal of an electric pedal assembly of a vehicle, as well as a pedal assembly, a vehicle and a computer readable medium

Abstract

The invention relates to a method, a control device and a computer program for operating a pedal of an electric pedal assembly of a vehicle, and to a pedal assembly, a vehicle and a computer readable medium. The method of the invention comprises receiving a driver request signal representing a requested pedal (110) swing range by a driver and representing a requested pedal feel by the driver, generating a target pedal setting signal based at least partly on the received driver request signal, and sending the target pedal setting signal to a pedal actuation unit (120), the target pedal setting signal causing the pedal actuation unit (120) to set the requested pedal (110) swing range based on the generated target pedal setting signal and to convey the requested pedal feel to the driver by controlling the movement of the pedal (110) based on the generated target pedal setting signal.

Description

[0001] manual The present invention relates to a method, a control device, and a computer program for operating a pedal of an electric pedal assembly of a vehicle, as well as a pedal assembly, a vehicle, and a computer-readable medium, particularly for so-called Brake-by-Wire pedals or Drive-by-Wire accelerator pedals.

[0002] Electric pedal assemblies, which lack mechanical connection to corresponding actuation elements (such as brake units or throttle valves), may become increasingly important in the future. For such electric pedal assemblies, such as electric brake pedals or accelerator pedals, it is essential to perform a functional check before use to ensure that the driver can safely and reliably perform all the desired functions of the electric pedal assembly.

[0003] Exemplary prior art is known in DE 10 2017 114 048 A1, CN 114 148 306 B, CN 114771 537 A, US 2024 / 0 034 148 A1 and WO 2003 / 039 899 A2.

[0004] The fundamental objective of this invention is to operate the pedal of the electric pedal assembly in such a way that the driver of the vehicle can operate the pedal efficiently, reliably and safely.

[0005] This task is accomplished by the method according to claim 1, the control device according to claim 11, the pedal assembly according to claim 13, the vehicle according to claim 14, the computer program according to claim 15, and the computer-readable medium according to claim 16. Advantageous embodiments are given in the dependent claims.

[0006] The fundamental concept upon which this invention is based is to provide a method for operating a pedal in an electric pedal assembly for a vehicle, wherein both the pedal feel to be perceived by the driver and the pedal operating range can be set as desired to provide optimal comfort for the driver. In particular, this invention utilizes the fact that in electric pedal assemblies with driving pedals, such as brake pedals, accelerator pedals, or electric pedals, because the pedals are mechanically decoupled from the corresponding vehicle components, the pedal feel and operating range can be set according to user needs without mechanical limitations. For example, for taller vehicle drivers, the pedal operating range can be positioned deeper in the footwell, while for shorter vehicle drivers, the pedal operating range can be positioned closer to the driver's seat.

[0007] Therefore, according to a first aspect of the invention, a method for operating a pedal of an electric pedal assembly for a vehicle is disclosed. The electric pedal assembly includes the pedal pivotally mounted on the vehicle and located between a predetermined first end position and a predetermined second end position, the pedal being configured to be operated by the foot of a vehicle driver, and including a pedal actuation unit operatively connected to the pedal, the pedal actuation unit being configured to set an operating range of the pedal between the predetermined first end position and the predetermined second end position, and to control movement of the pedal within the operating range to convey a predetermined pedal feel to the driver. The method of the invention includes: receiving a driver request signal, the driver request signal representing an operating range of the pedal requested by the driver and representing a pedal feel requested by the driver; generating a target pedal setting signal based at least in part on the received driver request signal; and sending the target pedal setting signal to the pedal actuation unit, which causes the pedal actuation unit to set the requested pedal operating range based on the generated target pedal setting signal, and to convey the requested pedal feel to the driver by controlling movement of the pedal based on the generated target pedal setting signal.

[0008] Therefore, based on a driver request signal that simultaneously indicates the requested operating range and the requested pedal feel, the pedal can be set according to the driver's wishes regarding both operating range and pedal feel, thereby achieving optimal driving comfort. Thus, according to the present invention, not only is the pedal feel set according to the driver's wishes, but also the pedal operating range is set according to the driver's wishes, which improves driving comfort.

[0009] When setting the pedal feel and / or the pedal operating range, it is also necessary to consider that in order to operate the pedal, the vehicle driver must apply a predetermined minimum force to the pedal and / or must cause a predetermined minimum change in the pedal position. This, for example, prevents the pedal from being operated due to merely slight, unintentional pedal contact (e.g., when placing the foot on the pedal). Furthermore, when setting the pedal feel and / or the pedal operating range, it is also necessary to consider the maximum pedal operation that the vehicle driver can achieve. For example, it must be ensured that, from the perspective of the driver's height and strength, the driver can reach the maximum depressing end position of the operating range.

[0010] In a preferred embodiment of the method of the present invention, generating the target pedal setting signal includes determining a target pedal force-pedal position characteristic curve based on a received driver request signal. Here, the pedal actuation unit is configured to control the movement of the pedal according to the determined target pedal force-pedal position characteristic curve. This allows the requested pedal feel to be conveyed to the driver. In particular, by providing a target pedal force-pedal position characteristic curve, preferably a continuous and mathematically differentiable characteristic curve, the requested and predetermined pedal feel is conveyed to the vehicle driver.

[0011] Furthermore, preferably, the pedal includes a pedal force sensor configured to generate a pedal force signal representing an externally applied force on the pedal. Furthermore, preferably, the pedal assembly includes a pedal position sensor configured to generate a pedal position signal representing the actual position of the pedal between a predetermined first end position and a predetermined second end position. In such a preferred embodiment, the method of the invention further includes: receiving a pedal force signal from a pedal force sensor; receiving a pedal position signal from a pedal position sensor; determining an actual pedal force-pedal position characteristic curve based at least in part on the received pedal force signal and at least in part on the received pedal position signal; and sending an actual pedal setting signal to a pedal actuation unit that causes the pedal actuation unit to substantially correspond the actual pedal force-pedal position characteristic curve to a target pedal force-pedal position characteristic curve.

[0012] By matching the actual position and current actual pedal force with the generated target pedal force-pedal position characteristic curve, the pedal actuation unit can also actually convey the desired pedal feel.

[0013] In an advantageous embodiment, the method of the present invention further includes: determining a desired pedal motion damping based on the received pedal force signal and / or pedal position signal, and sending a damping signal to a pedal actuation unit, which causes the pedal actuation unit to dampen the pedal motion according to the determined damping.

[0014] For example, the received pedal force signal and / or the received pedal position signal can be evaluated to form the time variation of the pedal force and / or actual pedal position by generating mathematical derivatives and / or filtering and / or mathematical transformations, such as the so-called Fast Fourier Transform (FFT). Different hysteresis curves can then be determined for the pedal's operating motion and its return motion, which help generate or convey the desired pedal feel to the driver. In particular, the damping and hysteresis provided by the pedal feel help ensure that any jerking or trembling motion applied by the driver to the pedal is not identified as intentional or intended pedal operation.

[0015] According to an advantageous embodiment, the method of the invention further includes determining a driving mode of the vehicle based at least in part on a received driver request signal. Here, the requested driving feel depends on the determined driving mode.

[0016] Therefore, the driver request signal can indicate the selected vehicle driving mode, such as Sport, ECO, or Normal, and convey a predetermined pedal feel to the driver according to that driving mode. For example, preferably, a firmer braking feel is conveyed to the driver in Sport driving mode, while a lighter feel is conveyed in ECO driving mode. Furthermore, the size and relative position of the operating range to be set can be derived and set based on the determined driving mode. Additionally, the pedal movement damping to be set can be derived and set based on the determined driving mode.

[0017] Furthermore, in an advantageous embodiment of the method of the present invention, preferably, the target pedal setting signal represents the requested operating range of the pedal, which is approximately 20% to approximately 50% of the maximum swing range of the pedal. Here, the maximum swing range of the pedal is limited or defined by a predetermined first end position and a predetermined second end position.

[0018] Therefore, the electric pedal assembly of the present invention can provide the requested operating range of the pedal, which in this advantageous embodiment corresponds only to a percentage of the maximum possible range of motion.

[0019] Furthermore, it can be specified that when the pedal is reached beyond the end position of the depressed operating range, if the driver operates the pedal beyond that end position, the pedal can still be guided to a predetermined second end position. When guiding the pedal from the end position of the operating range to the predetermined second end position, the pedal operation present at the end position of the operating range remains at least unchanged. For example, when guiding the pedal from the end position of the operating range to the predetermined second end position, the braking force generated upon reaching the end position of the operating range is at least maintained. In another embodiment, preferably, when guiding the pedal from the end position of the operating range to the predetermined second end position, the force applied to the pedal by the pedal actuation unit is at least partially increased, for example, by 5% to 10% relative to the pedal actuator force at the end position of the operating range.

[0020] In another preferred embodiment of the method according to the invention, a predetermined first end position of the pedal faces the driver's seat of the vehicle, and a predetermined second end position of the pedal faces away from the driver's seat of the vehicle. In such an advantageous embodiment, the method of the invention further includes: determining a first height of the driver based at least in part on a received driver request signal. Here, a target pedal setting signal sent to the pedal actuation unit causes the pedal actuation unit to set a first operating range of the pedal when the driver's first height is determined. Alternatively or additionally, in such an advantageous embodiment, the method includes: determining a second height of the driver based at least in part on a received driver request signal, the second height being greater than the driver's first height. Here, a target pedal setting signal sent to the pedal actuation unit causes the pedal actuation unit to set a second operating range of the pedal when the second height is determined. Particularly advantageously, the first operating range is closer to the predetermined first end position than the second operating range.

[0021] In another embodiment, preferably, the settings for pedal feel and pedal operating range are coupled with the settings for the driver's seat. Therefore, the driver can automatically generate a driver request signal by adjusting the driver's seat. Furthermore, preferably, each driver of the vehicle can store a pedal profile in the vehicle control system, allowing the selection of the appropriate pedal profile upon driver recognition to set the driver-related, stored pedal feel and associated operating range.

[0022] In one advantageous embodiment of the method of the invention, the operating range of the pedals can be set according to the determined height of the vehicle driver. For example, it may be advantageous if, for a taller driver, the second operating range of the pedals is closer to the second end position than the first operating range, which is positioned closer to the first end position for a shorter driver—that is, deeper within the vehicle's footwell. Therefore, in addition to adjusting the driver's seat to set the driver's ergonomics, setting the operating range of the pedals can provide the vehicle driver with the possibility of further improving ergonomics, thereby enabling the pedals of the electric pedal assembly to be operated in an optimal, efficient, and safe manner.

[0023] In another preferred embodiment, the method of the present invention further includes determining a deactivated pedal state based at least in part on a received driver request signal. Here, a target pedal setting signal sent to the pedal actuation unit causes the pedal actuation unit to move the pedal to a predetermined second end position opposite to the driver's seat when the deactivated pedal state is determined.

[0024] The deactivated state of a pedal can indicate, for example, that the pedal is not currently needed when the vehicle is parked. Moving the pedal to a second-end position helps simplify the process of getting in or out of the vehicle, as the pedal is removed from the entry / exit area as a potential obstruction. Furthermore, when the pedal is in the predetermined second-end position, it is easier to clean or maintain the footwell, or to gain easier access to certain vehicle components, such as the OBD connector or other controllers located there. Similarly, in vehicles with autonomous driving capabilities, for comfort reasons, it is also possible to move the pedal to a second-end position—that is, to the fully depressed position—to provide the driver with a larger, unobstructed footwell.

[0025] Preferably, the deactivation state of the pedal can be determined when the driver is about to enter or exit the vehicle. This can be identified, for example, by a suitable sensor, such as the door key signal when unlocking the vehicle. Alternatively, the deactivation state of the pedal can also be determined based on the vehicle's ignition status or the status of the parking brake.

[0026] Similarly, preferably, the deactivation of the pedals is determined when the vehicle is at least partially in autonomous driving mode. In such a preferred embodiment, a driver request signal can be sent by the vehicle when it recognizes that an autonomous driving mode has been selected. As previously mentioned, in the autonomous driving mode, the pedals can then be moved as far as possible out of the footwell to provide the driver with the largest possible footwell during autonomous driving mode for improved comfort.

[0027] According to another aspect of the invention, a control device is disclosed, which is configured to perform the method of the invention for operating an electric pedal assembly for a vehicle.

[0028] In a preferred embodiment, the control device of the present invention includes: a first control device portion for performing a step of receiving a driver request signal, a second control device portion for performing a step of generating a target pedal setting signal, and a third control device portion for performing a step of sending the target pedal setting signal to the pedal actuation unit.

[0029] According to another aspect of the invention, a pedal assembly for a vehicle is disclosed, comprising: a pedal pivotally mounted on the vehicle and located between a predetermined first end position and a predetermined second end position, the pedal being configured to be operated by the foot of a vehicle driver; a pedal actuation unit operatively connected to the pedal, the pedal actuation unit being configured to control the position of the pedal between the predetermined first end position and the predetermined second end position; and a control device of the invention.

[0030] According to another aspect of the present invention, a vehicle having the pedal assembly of the present invention is disclosed.

[0031] According to another aspect, a computer program is disclosed that includes commands, when executed by a processing unit, to cause the processing unit to perform the method of the present invention for operating a pedal assembly for a vehicle.

[0032] According to another aspect of the present invention, a computer-readable medium is disclosed having a computer program of the present invention stored thereon. Attached Figure Description

[0033] Other advantages and features of the invention will become apparent to those skilled in the art by practicing the teachings described herein and in conjunction with the accompanying drawings, wherein: Figure 1 shows a schematic diagram of the electric pedal assembly of the present invention having a pedal for a vehicle. Figure 2 is a schematic diagram showing the swing range and operating range of the pedal assembly of the present invention shown in Figure 1. Figure 3 shows an exemplary graph of the pedal force-pedal position characteristic curve of the pedal assembly of the present invention shown in Figure 1, and Figure 4 shows an exemplary flowchart of the method of the present invention for operating the electric pedal assembly of the present invention shown in Figure 1. Detailed Implementation

[0034] Within the scope of this disclosure, an "electric pedal assembly" includes a pedal that is mechanically decoupled from the corresponding vehicle component. This pedal can be a brake pedal, an accelerator pedal, or an electric pedal. Specifically, in the electric pedal assembly according to this disclosure, mechanical coupling devices such as cables, hydraulic systems, pneumatic systems, or the like that establish mechanical coupling between the pedal and the corresponding vehicle component are omitted. The pedal is preferably a so-called Brake-by-Wire brake pedal, wherein pedal movement is converted into an electrical signal, which is provided to the actuator of the brake shoe, which in turn generates the desired braking force.

[0035] Within the scope of this disclosure, the term "pedal swing range" describes the maximum possible mechanical range of motion of a pivotable pedal. Here, the pedal swing motion can be limited in two directions by the mechanical structure of the pedal assembly, for example by mechanical limiting elements acting as stops. Thus, the pedal swing range is defined by the mechanical limiting elements, wherein the pedal is at a predetermined first end position predetermined by a first limiting element, and at a predetermined second end position opposite to this predetermined end position and predetermined by a second limiting element.

[0036] Within the scope of this disclosure, the term "pedal operating range" describes the area within the pedal's swing range that the pedal, controlled by the pedal actuation unit, can be operated by the vehicle driver. Specifically, for this purpose, the pedal actuation unit can set two operating range end positions for the pedal, which may differ from predetermined first and second end positions. Therefore, the two operating range end positions set by the pedal actuation unit define the end positions perceived by the driver and thus indicate two positions: the "initial position of the pedal," where the pedal is in an inactive state, and the "depressed position of the pedal," where the pedal is in its maximum operating state.

[0037] Figure 1 shows a schematic diagram of the electric pedal assembly 100 of the present invention having a pedal 110 for a vehicle. In addition to the pedal 110, the electric pedal assembly 100 also includes a pedal actuation unit 120 (see dashed line in Figure 1) operatively connected to the pedal 110, configured to position the pedal 110 between a predetermined first end position and a predetermined second end position. Specifically, the predetermined first and second end positions of the pedal 110 describe the mechanical end positions of the swingable pedal 110. Therefore, the maximum swing range of the pedal 110 is defined by the predetermined first end position and the predetermined second end position.

[0038] However, it is self-evident to those skilled in the art that the operating swing range of pedal 110 can also be smaller than the maximum swing range of pedal 110. By correspondingly controlling the pedal actuation unit 120, the operating range of pedal 110 can be set as needed, so that the terminal position of the operating swing range differs from a predetermined first terminal position and a predetermined second terminal position. Here, the pedal actuation unit 120 can apply such a large pedal actuator force to pedal 110 at the terminal position of the operating swing range that the driver experiences the sensation that a virtual terminal position has been reached at that pedal position.

[0039] The pedal 110 includes a pedal element 112, which is pivotally mounted on a pedal mounting portion 111. The pivoting motion of the pedal 110, particularly the pedal element 112, is indicated by arrow 113 in FIG. 1. The pedal 110 is also equipped with a pedal force sensor 114, which is configured to generate a pedal force signal representing an external force applied to the pedal 110. For example, the pedal force sensor 114 can detect the force applied to the pedal 110 by the driver's foot 10, particularly the force applied to the pedal element 112.

[0040] The pedal actuation unit 120, operatively connected to the pedal 110, comprises a pedal actuator 122 configured to apply a pedal actuator force associated with the pedal actuator operating parameters (e.g., voltage and / or current and / or rotor position and / or characteristic quantities of the pedal actuator 112 itself, such as resistance, inductance, or temperature) to the pedal 110 when operating with these parameters. For this purpose, the pedal actuation unit 120 also includes a transmission unit 124 comprising a spindle 123 configured to cause a translational motion of a spindle element 125 upon rotation (see arrow 127 in Figure 1). An actuation element 121 is fixed to the spindle element 125 and coupled to the pedal 110 on the opposite side. Therefore, the mechanical structure of the electric pedal assembly 100 is realized by the translational drive of the spindle element 125 by the pedal actuator 122, which is converted into the oscillating motion of the pedal 110 due to the hinge on the spindle element 125 and the pedal 110 (see arrow 113 in FIG1).

[0041] The pedal actuation unit 120 also includes a power electronics device 126 and a pedal actuation controller 128. In particular, the pedal actuation controller 128 is configured to control the operation of the pedal actuation unit 120, especially the pedal actuator 122.

[0042] The pedal actuation unit 120 may also include a return device (not shown) configured to reset the pedal 110 to a predetermined initial position in a non-operating state, such as when the vehicle is not in use. This return device may be provided, for example, in the form of a spring-damper system. The return device may also be configured to set the initial position of the pedal 110 as needed, thereby defining an end position of an operating swing range of the pedal 110. This end position of the operating swing range of the pedal 110, as the initial position, can be adjusted upon driver request.

[0043] The pedal assembly 100 of Figure 1 also includes a pedal position sensor 130 configured to generate a pedal position signal representing the actual position of the pedal 100 between a predetermined first end position and a predetermined second end position. The pedal position sensor 130 may be, for example, an angle sensor that detects the angle between the fixing element 111 and the pedal element 112, thereby determining the actual position of the pedal 110. Alternatively or additionally, a linear position sensor may be provided to detect the linear position of the spindle element 125, thereby deriving the position of the pedal 110. Alternatively or additionally, an angle sensor may be provided to detect the angle between the spindle 123 and the actuating element 121, or to detect the angle between the actuating element 121 and the pedal element 112, thereby again deriving the pedal position. Alternatively or additionally, parameters of the pedal actuator 122, such as the motor position of the pedal actuator 122, may also be considered to determine the pedal position.

[0044] The pedal assembly 100 also includes a first limiting element 140 configured to mechanically limit movement of the pedal 110 beyond a predetermined first end position. Specifically, when the pedal 110 moves toward the first limiting element 140, the latter can contact the pedal 110, thereby mechanically limiting further movement. Similarly, the pedal assembly 100 includes a second limiting element (not shown) configured to mechanically limit movement of the pedal 110 beyond a predetermined second end position. Specifically, when the pedal 110 moves toward the second limiting element 140, the latter can contact the pedal 110, thereby mechanically limiting further movement.

[0045] Alternatively, the limiting element 140 can be integrated into the pedal actuation unit 120 to mechanically limit the movement of the pedal. For example, the limiting element 140 can be arranged on the spindle 123, which then limits the translational movement of the spindle element 125, thereby limiting the oscillating movement of the pedal 110.

[0046] The pedal assembly 100 of Figure 1 also includes a control device 160 configured to control the pedal actuation unit 120. The control device 160 may be communicatively connected to a pedal actuation controller 128. Alternatively, the pedal actuation controller 128 may be integrated into the control device 160.

[0047] The control device 160 may include multiple control device parts, such as a first control device part 161 that can receive event signals; a second control device part 162 that can generate pedal setting signals; a third control device part 162 that can send the generated pedal setting signals to the pedal actuation unit 120; a fourth control device part 164 that can receive pedal position signals from the pedal position sensor 130; and a fifth control device part 168 that is used to receive pedal force signals from the pedal force sensor 114, which will be described in more detail below with reference to FIG2.

[0048] The control device 160 may include a processor or processing unit and memory. Alternatively, the control device 160 may be a processor or processing unit connected to memory. The processor may be a central processing unit (CPU). Furthermore, the processor may also be another general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or similar devices. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor or similar device.

[0049] The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or portable read-only memory (e.g., CD-ROM). The memory is configured to store corresponding program instructions and corresponding data.

[0050] Figure 2 shows a schematic diagram of the swing range 115 of the pedal 110 of the pedal assembly 100 of the present invention in Figure 1, and two exemplary operating ranges 116 and 117, namely the first operating range 116 and the second operating range 117. Figure 2 In the accompanying drawings, reference numerals 112a and 112b denote pedal element 112 in a predetermined first end position and a predetermined second end position, respectively. Pedal element 112 is in the predetermined first end position at position 112a, i.e., in contact with the limiting element 140, and in the predetermined second end position at position 112b. The maximum swing range 115 of pedal 110 is extended between positions 112a and 112b. From a mechanical point of view, the maximum swing range 115 describes the maximum mechanical possibility of pedal 110 being operated.

[0051] However, as described above, the pedal actuation unit 120 can control the pedal 110 so that it can only be operated between positions 112C and 112D of the pedal element 112. Therefore, positions 112C and 112D respectively describe the end positions of the operating range, where position 112C represents the initial position of the pedal 110, and position 112D represents the fully operated position of the pedal 110. For example, a reaction force can be applied to the driver at position 112D by the pedal actuator 122 such that the pedal 110, particularly the pedal element 112, cannot move further toward position 112B than position 112D. Therefore, the driver cannot move or operate the pedal 110 outside of pedal position 112D. The same applies to pedal position 112C, which can be referred to as the initial pedal position. The aforementioned return device, such as the pedal actuation unit 120, can be configured to move or control the pedal 110 to position 112C in the inactive state.

[0052] Similarly, positions 112E and 112F describe a second operating range 117 of pedal 110, which is closer to a predetermined second end position 112B compared to the first operating range 116. The distance between positions 112C and 112D, or between positions 112E and 112F, i.e., its size, can be set individually by pedal actuation unit 120.

[0053] Therefore, the pedal actuation unit 120 can provide the driver with the desired or predetermined operating range 116, 117, thereby improving driving comfort. This can be particularly advantageous when the vehicle is operated by drivers of different heights. Based on the driver's body structure, the operating range 116, 117 of the pedal 110 can be set according to the driver's request to provide optimal ergonomics.

[0054] The pedal actuation unit 120 can also be configured to selectively guide the pedal 110 to a predetermined second end position 112B as it passes through the operating range end positions 112D and 112F. This provides an overload range for the pedal 110. When the vehicle driver moves the pedal 110 into the overload range, for example, the braking power generated by operating the pedal at operating positions 112D and 112F can be maintained, wherein an increased reaction force can be transmitted to the driver on the pedal via the pedal actuation unit 120. Therefore, when leaving the preset operating range, the last characteristic curve value can be maintained, or interpolation can continue until the maximum force of the pedal actuator 122 is reached. Providing an overload range enables miniaturization of the pedal actuator 122, i.e., providing a pedal actuator 122 with a lower maximum power.

[0055] Furthermore, according to the present invention, the predetermined operating ranges 116 and 117 of the pedal 110 are specified to exceed a predetermined minimum size and be lower than a predetermined maximum size. For example, the size of the operating ranges 116 and 117 can be expressed in angles.

[0056] Figure 3 shows an exemplary graph of different target pedal force-pedal position characteristic curves for the pedal assembly 100 of the present invention as shown in Figure 1. In the graph of Figure 3, the horizontal axis represents the position of the pedal 110, while the vertical axis represents the pedal actuator force applied to the pedal 110 by the pedal actuator 122. The pedal feel conveyed to the vehicle driver is defined and characterized by the generated and provided target pedal force-pedal position characteristic curves.

[0057] The solid line 310 in Figure 3 illustrates an exemplary progressive profile of the target pedal force-pedal position characteristic curve of the pedal 110 of the pedal assembly 100, and thus conveys a progressive pedal feel to the vehicle driver 110. As can be seen from the graph in Figure 3, the driver initially requires only a small force to move the pedal 110 from the initial position 0 (e.g., the initial position 112C or initial position 112E in Figure 2), wherein, starting from position 1 of the pedal 110, the force required to move the pedal 110 increases significantly until the end position 2 of the operating range is reached.

[0058] The long dashed line 320 represents the direct proportional profile of the target pedal force-pedal position characteristic curve of the pedal 110 of the pedal assembly 100. For such a target pedal force-pedal position characteristic curve 320, the pedal feel is uniform and directly proportional throughout the entire operating range 116, 117. This means that the driver must apply the same force to move the pedal 110 at every position.

[0059] The short dashed line 330 in Figure 3 is similar to line 310, meaning that in this case, a progressive pedal feel is conveyed, where the pedal feel according to characteristic curve 330 can be described as "softer" rather than like characteristic curve 310.

[0060] The short dashed line 340 in Figure 3 represents another possibility for conveying a predetermined pedal feel to the driver, in which initially only a small force is required to move pedal 100 from initial position 0 (e.g., initial position 112C or 112F in Figure 2) to position 3. In the region between positions 3 and 4, the driver can feel a significant increase in the force required to move pedal 100. Starting from position 4 of pedal 110, only a significantly smaller force is required again to move pedal 110 to the fully depressed position 2, such as pedal position 112D or 112F in Figure 2, which also represents the end of the operating range.

[0061] Therefore, as can be seen from Figure 3, in addition to setting the operating ranges 116 and 117, the pedal feel conveyed to the driver during operation of pedal 110 can also be set within these operating ranges 116 and 117 as needed. Since pedal 110 is mechanically decoupled from corresponding vehicle components, such as the brake pedal or throttle valve, the operating feel can be flexibly and set as needed.

[0062] Figure 4 shows an exemplary flowchart of the method of the present invention for operating the electric pedal assembly 100 of the present invention of Figure 1.

[0063] The method in Figure 4 begins at step 400 and then proceeds to step 410, in which the control device 160, particularly the first control device portion 161, receives a driver request signal representing the driver's requested operating range 116, 117 of the pedal 110 and the driver's requested pedal feel. For example, the driver can access a library of predetermined operating ranges 116, 117 and / or predetermined pedal feels. Selecting the predetermined operating range and predetermined pedal feel thus generates the driver request signal. For example, the vehicle driver can generate the driver request signal by setting their desired pedal feel and desired operating range of the pedal 110 according to their wishes through a suitable vehicle-driver interface, such as a display or switch on the vehicle control unit. Simultaneously, the selected pedal feel and selected operating range of the pedal 110 can be subsequently communicated to the driver via a suitable signal, such as a light signal or an audio signal. Furthermore, according to the invention, it can also be stipulated that the vehicle driver must confirm that the selected and provided pedal settings are acceptable and normal.

[0064] Alternatively, the driver request signal can be generated when the vehicle driver controls different driving modes. For example, in Sport driving mode, a firmer pedal feel can be conveyed to the driver than in ECO driving mode. Therefore, the driver request signal can be indirectly generated by the driver by selecting a driving mode and then received by the control device 160, particularly the first control device portion 161.

[0065] In the next step 420, the control device 160, particularly the second control device portion 162, generates a target pedal setting signal based at least in part on the received driver request signal. To this end, the control device 160, particularly the second control device portion 162, evaluates the received driver request signal and converts it into the target pedal setting signal generated in step 420.

[0066] In the next step 430, the control device 160, particularly the third control device part 164, sends the target pedal setting signal generated in step 420 to the pedal actuation unit 120. The target pedal setting signal causes the pedal actuation unit 120 to set the operating range 116, 117 of the requested pedal 110 based on the generated and received target pedal setting signal, and based on the generated target pedal setting signal, to convey the requested pedal feel to the driver by controlling the movement of the pedal 110 during driver operation. Then the method ends in step 440.

[0067] According to the present invention, the electric pedal assembly 100 allows for individual adjustment and setting of the operating ranges 116 and 117 of the pedal 110, as well as the pedal feel when operating the pedal 110, for each driver. In particular, this can significantly improve driver comfort and ergonomics.

[0068] Furthermore, in step 430, a pedal force signal from the pedal force sensor 114 and a pedal position signal from the pedal position sensor 130 can be received to monitor that the actual pedal force-pedal position characteristic curve determined thereby substantially corresponds to the determined target pedal force-pedal position characteristic curve. Preferably, the damping of the pedal movement can be determined based on the received pedal force signal and / or pedal position signal, and a damping signal can be sent to the pedal actuation unit 120, which causes the pedal actuation unit 120 to dampen the pedal movement according to the determined damping.

[0069] According to the present invention, driving comfort is further improved by moving the pedal 110 to a second end position, i.e., to a larger depressing position, when it is detected that the driver is about to get in or out of the vehicle, thereby maximizing the driver's footwell and facilitating the process of getting in or out of the vehicle. Simultaneously, when selecting the vehicle's autonomous driving mode, it may also be advantageous to move the pedal 110 as far out of the vehicle's footwell as possible, for example, to a predetermined second end position, thereby similarly providing the driver with maximum comfort by maximizing the footwell. Furthermore, according to the present invention, when it is detected that a collision with another vehicle is imminent, the pedal 100 is moved to a predetermined second end position to reduce the risk of injury to the driver from the pedal 100.

[0070] Furthermore, according to the present invention, when an impending collision with another vehicle is detected, the operating range can be reduced and / or moved toward a predetermined first end position, i.e., closer to the vehicle driver, thereby achieving virtual preloading of the pedal 110, which may result in enhanced braking force even with slight operation of the pedal 110. Similarly, for electric vehicles, the pedal feel and operating range can be set according to the energy recovery potential or state of charge of the vehicle battery.

[0071] Furthermore, pedal feel and operating range can be set remotely, for example, via a connection to the cloud or through so-called Over-the-Air communication. For instance, a driver can set pedal 110 via an app on their smartphone. Additionally, automakers can, for example, selectively adjust the pedal feel and operating range of their fleet's pedals to create distinctive characteristics. Moreover, this also allows for adjustments to pedal feel and operating range based on the vehicle's current geographical location.

Claims

1. A method for operating a pedal (110) of an electric pedal assembly (100) of a vehicle, wherein, The electric pedal assembly (100) includes a pedal (110) pivotally mounted on a vehicle and located between a predetermined first end position and a predetermined second end position, the pedal being configured to be operated by the foot (10) of a vehicle driver, and including a pedal actuation unit (120) operatively connected to the pedal (110), the pedal actuation unit being configured to set a range of motion of the pedal (110) between the predetermined first end position and the predetermined second end position, and to control the movement of the pedal (110) within the range of motion to convey a predetermined pedal feel to the driver, the method comprising: - Receive a driver request signal, the driver request signal representing the range of motion of the pedal (110) requested by the driver, and representing the pedal feel requested by the driver, wherein the range of motion of the pedal (110) defines the operating range of the pedal (110) between the predetermined first end position and the predetermined second end position. - Generate a target pedal setting signal based at least in part on the received driver request signal, and - The target pedal setting signal is sent to the pedal actuation unit (120), which causes the pedal actuation unit (120) to set the requested swing range of the pedal (110) based on the generated target pedal setting signal, and to convey the requested pedal feel to the driver by controlling the movement of the pedal (110) based on the generated target pedal setting signal.

2. The method according to claim 1, wherein, Generating the pedal setting signal includes: - A target pedal force-pedal position characteristic curve is determined based on the received driver request signal, wherein the pedal actuation unit (120) is configured to control the movement of the pedal (110) according to the determined target pedal force-pedal position characteristic curve.

3. The method according to claim 2, wherein, The pedal (110) includes a pedal force sensor (114) configured to generate a pedal force signal representing an external force applied to the pedal (110), and wherein the pedal assembly (100) includes a pedal position sensor (130) configured to generate a pedal position signal representing the actual position of the pedal (110) between a predetermined first end position and a predetermined second end position, the method further comprising: - Receive pedal force signal from the pedal force sensor (114), - Receive pedal position signal from the pedal position sensor (130), - The actual pedal force-pedal position characteristic curve is determined based at least in part on the received pedal force signal and at least in part on the received pedal position signal. - The actual pedal setting signal is sent to the pedal actuation unit, which causes the pedal actuation unit (120) to make the actual pedal force-pedal position characteristic curve substantially correspond to the target pedal force-pedal position characteristic curve.

4. The method according to claim 3, further comprising: - Determine the desired damping of the pedal motion based on the received pedal force signal and / or pedal position signal. - and sends a damping signal to the pedal actuation unit (120), which causes the pedal actuation unit (120) to dampen the pedal movement according to the determined damping.

5. The method according to any one of the preceding claims, further comprising: - The vehicle's driving mode is determined at least in part based on a received driver request signal, wherein the requested pedal feel depends on the determined driving mode.

6. The method according to any one of the preceding claims, wherein, The target pedal setting signal represents the requested swing range of the pedal (110), which is approximately 20% to approximately 50% of the maximum swing range of the pedal (110), the maximum swing range of the pedal (110) being defined by the predetermined first end position and the predetermined second end position.

7. The method according to any one of the preceding claims, wherein, The method further includes: a predetermined first end position of the pedal (110) facing the driver's seat of the vehicle, and a predetermined second end position of the pedal (110) facing away from the driver's seat of the vehicle; the method also includes: - The driver's first height is determined at least in part based on a received driver request signal, wherein the target pedal setting signal sent to the pedal actuation unit (120) causes the pedal actuation unit (120) to set a first swing range of the pedal (110) when the driver's first height is determined, or the driver's second height is determined at least in part based on a received driver request signal. - The second height is greater than the driver's first height, wherein the target pedal setting signal sent to the pedal actuation unit (120) causes the pedal actuation unit (120) to set the second swing range of the pedal (110) when the second height is determined. Wherein, the first swing range is closer to the predetermined first end position than the second swing range.

8. The method according to any one of the preceding claims, further comprising: - The deactivated state of the pedal (110) is determined at least in part based on the received driver request signal, wherein the target pedal setting signal sent to the pedal actuation unit (120) causes the pedal actuation unit (120) to move the pedal (110) to the predetermined second end position when the deactivated state of the pedal (110) is determined, the predetermined second end position facing away from the driver's seat of the vehicle.

9. The method according to claim 8, wherein, The deactivated state of the pedal (110) is determined when the driver is about to enter or leave the vehicle.

10. The method according to claim 8, wherein, When the vehicle is at least partially in autonomous operation mode, the deactivated state of the pedal (110) is determined.

11. A control device (160) configured to perform the steps of the method of any of the preceding claims.

12. The control device (160) according to claim 11, comprising: - First control unit section (162) for performing the step of receiving the driver's request signal, - A second control unit (164) for performing the step of generating the target pedal setting signal. - and a third control unit (166) for performing the step of sending the target pedal setting signal to the pedal actuation unit (120).

13. A pedal assembly (100) for a vehicle, comprising: - A pedal (110), which is pivotally mounted on the vehicle and located between a predetermined first end position and a predetermined second end position, and is configured to be operated by the driver's foot. -- A pedal actuation unit (120) operatively connected to the pedal (110) is configured to set the position of the pedal (110) between the predetermined first end position and the predetermined second end position, and -- The control device (160) according to any one of claims 11 and 12.

14. A vehicle comprising the pedal assembly according to claim 13.

15. A computer program comprising a command, which, when executed by a processing unit, causes the processing unit to perform a method for operating a pedal (110) of a pedal assembly (100) of a vehicle according to any one of claims 1 to 10.

16. A computer-readable medium having a computer program as claimed in claim 15 stored thereon.

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