A down-braking type single-pedal and multi-gear speed control device and a control method thereof

Abstract

The application discloses a down-pedal braking type single-pedal and multi-gear speed control device and a control method thereof. The whole vehicle is not provided with an acceleration operating part, and a pedal is used as a main longitudinal artificial control input of the whole vehicle. Down-pedal corresponds to a speed reduction request, and a pedal position is kept to lock a target vehicle speed. Speed-up of a carrier relies on discrete gear jump to set an upper limit of a highest steady vehicle speed. A controller adopts open-loop latch logic, and does not make closed-loop feedback correction according to a vehicle speed deviation. A brake light is lighted according to a real longitudinal deceleration of the carrier. Double-stroke sensors are configured to perform redundant verification, and power is cut off safely on the bottom during downhill passive overspeed. The application has clear operation semantics, stable driving, and is suitable for various powers such as electric motors, internal combustion engines and hybrid power, and can be used in various self-propelled carriers such as ground vehicles, boats, children carriers and amphibious vehicles.

Description

Technical Field

[0001] This invention relates to a single-pedal and multi-speed control device with a downward braking mechanism and its control method. In particular, it relates to a single-pedal and multi-speed control device with a downward braking mechanism where the pedal is only used for deceleration, and the speed limit is set by discrete gear shifting for acceleration. It employs open-loop latching control and can be applied to ground vehicles, water vehicles, amphibious vehicles, children's toy vehicles, and self-propelled work platforms with similar control requirements. Background Technology

[0002] Current electric vehicles with single-pedal operation generally employ a control logic where pressing the pedal accelerates the vehicle and releasing the pedal relies on energy recovery for deceleration. This approach heavily depends on closed-loop torque compensation based on vehicle speed and motor rotation speed, with the controller automatically adjusting output torque during slopes or load changes. Existing brake lights are mostly triggered based on the degree of pedal release or the magnitude of the feedback torque, rather than the vehicle's actual longitudinal deceleration. Furthermore, they commonly feature independent accelerator pedals, throttle levers, or cruise control switches, resulting in complex mode-switching logic and the risk of misoperation. Therefore, a control architecture is lacking where the entire vehicle has no acceleration controls, where pedal input corresponds to deceleration requests, acceleration relies on discrete gear settings to define the maximum steady-state speed, the target speed is locked when the pedal position is fixed, there is no open-loop feedback correction, brake lights illuminate based on the vehicle's actual longitudinal deceleration, and multiple safety safeguards are provided. Summary of the Invention

[0003] The purpose of this invention is to provide a single-pedal, multi-gear speed control device and its control method with a downward-pressing braking mechanism. The vehicle does not have acceleration controls; the pedal serves as the primary longitudinal human-operated input component. Pressing the pedal corresponds to a deceleration request, and holding the pedal in place locks in the current target speed. Vehicle acceleration is achieved by switching discrete gears and setting a corresponding maximum steady-state speed limit. The controller uses open-loop latching logic and does not perform closed-loop feedback correction of the target speed command based on speed deviation. The brake lights illuminate based on the actual longitudinal deceleration of the vehicle. Safety features include dual-stroke sensor redundancy verification and passive overspeed cutoff for downhill driving. This invention is compatible with various power sources and applicable to various types of self-propelled vehicles.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A single-pedal, multi-speed control device with a down-brake mechanism includes a pedal assembly, a discrete speed selection switch, and a controller. The vehicle is not equipped with any acceleration control device; the acceleration control device refers to an independent control device with continuous speed adjustment or gear speed increase function, including accelerator pedal, accelerator handle, continuous speed adjustment dial, etc.; the thumb-touch instantaneous torque superposition button is not an acceleration control device. This button does not change the upper limit of gear speed, does not participate in the main control logic, does not generate continuous speed adjustment signal, and is only used for short-term torque assistance.

[0005] The pedal assembly contains only one pedal component, and the pedal assembly is the only human longitudinal control input for the entire vehicle; the pedal assembly has a built-in travel detection device, which includes two sets of redundant travel sensing units. The discrete gear selector switch is a discrete locking type jump operation component, with each gear corresponding to a fixed maximum steady-state vehicle speed limit. Gear switching only updates the maximum steady-state vehicle speed limit, does not modify the currently latched target vehicle speed, and does not output braking commands. Vehicle acceleration is achieved solely through the discrete gear selector switch jumping from low to high gears. The gear operation mechanism can be any discrete locking jump form such as a knob, dial, handle, or lever. The specification uses a knob as a typical example, and the claims do not limit the specific form of the operating end.

[0006] The controller input terminal is connected to the pedal assembly signal, the discrete gear selection switch signal, and the longitudinal deceleration detection unit signal; the controller output is connected to the propulsion actuator, the brake light, and the warning unit.

[0007] The controller is configured to: When the pedal travel exceeds the preset in-position threshold but does not reach the preset actuation threshold, a power enable signal is output, and the target vehicle speed is equal to the maximum steady-state vehicle speed limit corresponding to the current gear. When the pedal travel exceeds the preset actuation threshold, the target vehicle speed decreases monotonically with the pedal travel depth; when the pedal position is fixed, the current target vehicle speed is latched and kept constant. When the pedal travel rebounds to below the in-position threshold, the power enable signal is released; The controller does not perform closed-loop feedback correction on the latched target vehicle speed command based on the actual vehicle speed signal and the propulsion end rotation speed signal.

[0008] Furthermore, the controller is connected to the brake lights; when the absolute value of the longitudinal deceleration of the vehicle reaches a preset threshold, the controller outputs a brake light illumination signal; when the pedal position is fixed and the vehicle is traveling at approximately a constant speed, the brake lights do not illuminate; after the deceleration falls below the threshold and remains for a preset time, the brake lights turn off; the controller does not distinguish the source of the longitudinal deceleration.

[0009] Furthermore, if the output deviation of the two sets of redundant travel sensing units exceeds the preset verification window and continues for a preset duration, the controller cuts off the power enable signal, hands over the braking to the vehicle's mechanical braking path, and no longer outputs the target vehicle speed command until the power-on self-test passes.

[0010] Furthermore, if the pedal does not reach the actuation threshold and the vehicle speed continues to rise during downhill operation, the controller will forcibly withdraw the power enable signal and hand over the braking to the vehicle's mechanical braking path, prompting the unit to output a fault alarm.

[0011] Furthermore, the controller is compatible with vehicle bus communication, but the longitudinal speed control command does not depend on the vehicle bus message issuance.

[0012] Furthermore, under non-downhill conditions, if the rated output power of the current gear is insufficient to maintain the target vehicle speed, the controller allows the power output to be increased at a slow rate until the actual vehicle speed approaches the maximum steady-state speed corresponding to the current gear or reaches the power output limit. This output increase process does not constitute a closed-loop feedback correction, does not trigger the brake lights, and does not change the target vehicle speed command variable. The rate of change, output limit, and intervention conditions of the power increase are calibrated by the manufacturer according to the vehicle model, power output, and usage scenario. This power output increase logic is not activated under long downhill conditions.

[0013] A control method for a single-pedal braking system with a multi-speed control device includes the following steps: S1. Power-on self-test: Verify the signals of the two sets of stroke sensor units. If the self-test is abnormal, power output is prohibited. S2. Check pedal travel: If the pedal travel is greater than the in-position threshold and less than the actuation threshold, power is output to enable the vehicle speed, and the target vehicle speed is the maximum steady-state vehicle speed limit of the current gear. If the pedal travel exceeds the actuation threshold, the target vehicle speed decreases monotonically with the pedal travel depth; if the pedal position remains unchanged, the target vehicle speed is locked. If the pedal travel falls back below the in-position threshold, the power enable signal is released; S3. The controller does not introduce vehicle speed or propulsion end speed feedback to perform closed-loop feedback correction on the latched target vehicle speed command. S4. Collect longitudinal deceleration. If the absolute value of the deceleration exceeds the set threshold, the brake light will illuminate. S5. Real-time verification of signals from the two sets of stroke sensor units. If the signal deviation exceeds the standard, cut off the power output and hand over the mechanical braking. S6. Identify passive overspeed conditions on downhill slopes. If the vehicle speed continues to increase without pedal activation, forcibly cut off power output and issue a warning.

[0014] Instruction manual explanation The claim in this invention states that "when the pedal travel rebounds below the in-position threshold, the power enable signal is released." Its protection scope includes the following operating mode: after the pedal travel falls below the in-position threshold, the power source is not immediately cut off; as the pedal continues to rebound towards the 0% position, the power output value is gradually released; until the pedal reaches the 0% position, after a preset delay, the power enable is finally cut off. That is, the on / off state of the power source is not directly determined by the pedal travel, but mainly by the gear switch and the safety power-off logic; the pedal travel only changes the magnitude of the power source output value, compressing the target vehicle speed command value when pressed down and releasing the target vehicle speed command value when rebounding; the driving energy continues to exist during the rebound process, and its value changes with the pedal rebound travel, not being zero, until the pedal returns to the 0% position and the delayed power-off condition is met before the power source is cut off.

[0015] The calibration benchmark for this device is normal road conditions, which refers to flat roads, common slight slopes, ordinary downhill slopes, and other daily driving conditions. No special calibration interpretation is provided for unconventional conditions such as extreme slopes or extreme loads. This device is applicable not only to electric power but also to self-propelled vehicles with various drive types, including electric motors, internal combustion engines, hybrid power systems, pneumatic motors, and hydraulic motors.

[0016] This invention applies to, but is not limited to, the following self-propelled vehicles: various ground vehicles (passenger cars, site vehicles, special engineering vehicles, elderly mobility scooters, children's toy cars, etc.), water vehicles (boats, amphibious aircraft in water taxiing mode, etc.), amphibious vehicles, and similar self-propelled operating platforms requiring similar operation; the above are merely examples and do not limit the scope of protection. The scope of protection is defined by the claims and is not limited by the vehicle's purpose, passenger age, driving speed, driving medium, or operating conditions; the speed covers all scenarios, with ordinary road vehicles as the main application direction and children's vehicles as a strategic extension direction, and the overall scope of protection is not narrowed due to the low-speed characteristics of children's vehicles.

[0017] After the pedal is pressed down to reduce speed, rebounds to increase vehicle speed, and the gear is switched to the new speed limit, the speed establishment and recovery process adopts a gradual transition strategy to avoid the impact caused by instantaneous torque changes; this gradual timing sequence is a timing feature at the implementation level, written into the embodiment, but not included in the claims protection. Attached Figure Description

[0019] Figure 1 The system connection diagram of the present invention is as follows: the pedal assembly (1) is connected to the controller (5) via a hard wire through the internal travel detection component; the output end of the controller (5) is connected to the brake light (6), the prompt unit (8), and the propulsion power actuator (via relay K1); the discrete gear selection switch (4) and the longitudinal deceleration detection unit (7) are connected to the controller (5).

[0020] Figure 2This is a graph showing the pedal travel-target vehicle speed mapping of the present invention; the horizontal axis represents pedal travel, and the vertical axis represents target vehicle speed; the left side represents the standby area, the middle represents the actuation deceleration area, and the depth position corresponds to the braking position; the overall curve for high gears is shifted upwards; the controller will not modify this mapping curve based on vehicle speed feedback.

[0021] Figure 3 This is a schematic diagram of the pedal assembly and gear shift mechanism of the present invention; the pedal component has two sets of redundant travel sensing units built in; the gear shift mechanism is a discrete locking switch; the figure only shows the mechanical assembly relationship and does not show auxiliary parts such as return springs and brackets.

[0022] Marker explanation: 1- Pedal assembly, 2- First stroke sensing unit, 3- Second stroke sensing unit, 4- Discrete gear selection switch, 5- Controller, 6- Brake light, 7- Longitudinal deceleration detection unit, 8- Indicator unit; K1- Power relay. Detailed Implementation

[0023] Example 1: Ordinary Ground Wheeled Vehicle

[0024] The pedal assembly (1) has only one pedal component and two sets of non-contact redundant travel sensing units (2, 3) are built-in and connected to the controller (5) in parallel via hard wiring. The discrete gear selection switch (4) is a rotary multi-position switch. The longitudinal deceleration detection unit (7) outputs the longitudinal deceleration signal of the vehicle body to the controller. One output of the controller is connected to the propulsion actuator through relay K1, and also drives the brake light (6) and the warning unit (8). The vehicle has no accelerator pedal, throttle handle, cruise control switch or other acceleration operation components.

[0025] Pedal travel calibration reference (only for implementation calibration example, not included in the claims): 0% pedal position is the fully returned off-potential; 1%-3% is the micro-sensor in-position zone, power supply is allowed for driving only when the pedal is in this range and the foot is in position; when the travel reaches more than 5%, the braking zone is entered; continuing to press down, the deceleration request signal and mechanical friction braking are executed synchronously; mechanical friction braking is the main actuator undertaking the main deceleration task, and the deceleration command is an auxiliary accompanying signal; the power source is not cut off during the pedal pressing process, only the target vehicle speed command value is compressed, the driving force continues to exist, and the deceleration and physical braking are output synchronously from the same source; pressing to the preset calibration depth achieves complete stopping.

[0026] When the driver lightly places their foot on the pedal, with the pedal travel between the in-position threshold and the actuation threshold, the controller outputs power to enable the vehicle, which then travels at a constant speed according to the maximum steady-state speed limit of the current gear. To decelerate, the driver presses down on the pedal, exceeding the actuation threshold, and the target speed decreases accordingly. Keeping the foot stationary locks in the current target speed. On slopes or under normal load changes, the controller does not perform closed-loop torque compensation. To increase speed, the driver toggles the discrete gear selector switch to a higher gear, updating the maximum steady-state speed limit to achieve acceleration.

[0027] Pedal rebound process: The pedal rebounds upward from its deep position, gradually releasing the target vehicle speed command, and the power output gradually increases with the travel; after the pedal returns to the in-position threshold, the power is not immediately cut off; it continues to rebound until the 0% position, and only after a preset delay is the power cut off executed. The rebound and recovery process adopts a gradual transition, and it is not required that the speed jump to the upper limit of the gear instantly.

[0028] The brake lights are controlled by the vehicle's actual longitudinal deceleration; when the vehicle decelerates by stepping on the pedal or by gravity downhill, the brake lights will illuminate as long as the absolute value of the deceleration reaches the threshold; the brake lights will turn off during constant speed cruising.

[0029] The two travel sensor units verify each other. If the difference between the two values ​​continues to exceed the allowable window, the controller immediately cuts off the power output and all braking is handed over to the vehicle's own mechanical friction brake. The unit fault alarm is displayed, and the system can only resume operation after a power-on self-test is completed.

[0030] The vehicle speed is allowed to fluctuate in long downhill conditions, which are mainly regulated by mechanical friction braking intervention. The uphill limited power compensation logic is not activated in downhill conditions. When the pedal is not pressed and the vehicle speed passively and abnormally increases, the controller cuts off the power enable and the prompt unit alarms.

[0031] When going uphill or under heavy load but not downhill, if the rated power of the gear is insufficient to maintain the maximum speed of the gear, the controller allows the power output to be gradually increased to approach the maximum steady-state speed of the gear, and the output does not exceed the hardware limit. This process does not modify the target speed command variable, does not belong to closed-loop feedback correction, and does not illuminate the brake lights.

[0032] Optional configuration: Thumb-press instantaneous torque superposition button: The operating position is set as a normally open micro-switch button, which is an optional auxiliary component. It only briefly superimposes a portion of the output torque for overtaking and getting out of trouble when pressed; the torque returns to normal immediately when the button is released. It does not change the gear speed limit, does not participate in the power enable logic, and does not trigger the brake indicator light. This button is not an acceleration operation component and is not included in the claims.

[0033] Optional safety power-off logic (example only): Configurable seat-off detection and seat belt detection. When the corresponding trigger condition is detected, power is cut off after a delay, and a voice prompt is given to return to zero and operate the handbrake. This safety logic is optional and is not included in the claims.

[0034] Optional Forward Obstacle Warning (Example Only): It can be equipped with radar or camera to monitor obstacles in a preset distance and preset height range ahead; if abnormal obstacle echoes or image texture grayscale differences exceed the limit are detected, an audible and visual alarm is triggered; the warning system operates independently, does not intervene in pedal-vehicle speed mapping, does not change the target vehicle speed, and does not trigger brake lights; it is an optional auxiliary configuration and is not included in the claims.

[0035] Optional dual-pedal vehicle bypass compatibility mode (example only): This device is originally a factory single-pedal configuration; for existing dual-pedal vehicles, this speed control device can be used as a bypass backup channel; when switching to this single-pedal working mode, the original dual-pedal function is disabled; when switching back, all functions of the original dual-pedal are restored; this compatibility modification scheme is not included in the claims.

[0036] This device can be directly connected to the controller via hardwire or connected to the vehicle bus network. The longitudinal speed control command does not depend on the bus message. The power source can be a motor, internal combustion engine, hybrid, hydraulic drive, or other forms.

[0037] Example 2: Application of electric children's transport vehicles

[0038] The original accelerator pedal in the child-friendly vehicle has been replaced with this pedal assembly. Parents can pre-set the maximum speed gear using a discrete gear switch. When a child lightly places their foot on the pedal, the vehicle travels at the maximum speed of that gear; pressing down on the pedal slows the vehicle down, and keeping the foot still maintains the current speed; releasing the pedal results in a delay after it rebounds to the 0% position before power is cut off. When the pedal enters the braking zone, mechanical friction braking takes priority in deceleration. The brake lights respond to the actual deceleration status of the vehicle. Two sets of sensors have fault protection; if they fail, power output is cut off, and braking relies on mechanical brakes. Optional features include a thumb-activated torque button and an obstacle warning module.

[0039] Example 3: Application of Waterborne Transport Vehicles

[0040] The electric boat uses this speed control architecture. Discrete gear switches correspond to different upper speed limits on the water; lightly pressing the pedal with your foot propels the boat at the upper speed limit; pressing down on the pedal reduces speed and stabilizes it; shifting to a higher gear increases speed; and power cut-off protection is activated when passive overspeed is caused by surge impact. The pedal rebound, delayed power cut-off, dual sensor verification, and deceleration control brake light logic are consistent with those in Embodiment 1.

[0041] Example 4: Application of amphibious aircraft on water surface taxiing

[0042] This speed control device is adapted for use in amphibious aircraft during water taxiing and navigation. The gear switch sets multiple upper limits for water taxiing speeds. During the water takeoff and taxiing phase, the pilot lightly touches the pedals, with the travel between the in-position threshold and the actuation threshold, enabling power output. The aircraft taxis on the water according to the set upper limit. To reduce taxiing speed, the pedals are pressed down; after exceeding the actuation threshold, the taxiing speed decreases with the pedal travel. Maintaining the foot position locks in the taxiing speed. Increasing taxiing speed is achieved by switching to a higher gear. Once the aircraft leaves the water and takes off, this speed control device disengages, and the aircraft's native flight control system takes over power and attitude.

[0043] When the water surface encounters surging disturbances, and the gliding speed increases abnormally without the pedals being activated, the controller forcibly cuts off the power enable, alerts the warning unit, and the gliding speed is reduced by relying on the water rudder and body drag. Power cut-off safety protection is activated when sensor signals are abnormal.

[0044] The above embodiments are only used to explain the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention.

Claims

1. A single-pedal, multi-gear speed control device and its control method for a braking system, comprising a pedal assembly, a discrete gear selection switch, and a controller, characterized in that: The vehicle is not equipped with any acceleration control devices; The pedal assembly contains only one pedal component, and the pedal assembly is the only human longitudinal control input for the entire vehicle; the pedal assembly has a built-in travel detection device, which includes two sets of redundant travel sensing units. The discrete gear selection switch is a discrete latching type jump operation component, and each gear corresponds to a fixed maximum steady-state vehicle speed limit; gear switching only updates the maximum steady-state vehicle speed limit, does not modify the currently latched target vehicle speed, and does not output braking commands; vehicle acceleration is achieved only by jumping from low gear to high gear through the discrete gear selection switch; The controller input terminal receives signals from the pedal assembly, discrete gear selection switch, and longitudinal deceleration detection unit; the controller output is connected to the propulsion actuator, brake light, and warning unit. The controller is configured to: When the pedal travel exceeds the preset in-position threshold but does not reach the preset actuation threshold, a power enable signal is output, and the target vehicle speed is equal to the maximum steady-state vehicle speed limit corresponding to the current gear. When the pedal travel exceeds the preset actuation threshold, the target vehicle speed decreases monotonically with the pedal travel depth. If the pedal position is fixed, the current target vehicle speed will be locked and kept constant. When the pedal travel rebounds to below the in-position threshold, the power enable signal is released; The controller does not perform closed-loop feedback correction on the latched target vehicle speed command based on the actual vehicle speed signal and the propulsion end rotation speed signal.

2. The single-pedal braking device and multi-gear speed control device and its control method according to claim 1, characterized in that: The controller is connected to the brake lights; when the absolute value of the longitudinal deceleration of the vehicle reaches a preset threshold, the controller outputs a brake light illumination signal; when the pedal position is fixed and the vehicle is traveling at approximately a constant speed, the brake lights do not illuminate; after the deceleration falls below the threshold and remains for a preset time, the brake lights turn off; the controller does not distinguish the source of the longitudinal deceleration.

3. The single-pedal braking device and multi-gear speed control device and its control method according to claim 1, characterized in that: If the output deviation of the two sets of redundant travel sensor units exceeds the preset verification window and continues for a preset duration, the controller cuts off the power enable signal, hands over the braking to the vehicle's mechanical braking path, and no longer outputs the target vehicle speed command until it passes the self-test after power-on.

4. The single-pedal braking device and multi-gear speed control device and its control method according to claim 2, characterized in that: If the pedal does not reach the actuation threshold and the vehicle speed continues to rise during downhill driving, the controller will forcibly withdraw the power enable signal and hand over the braking to the vehicle's mechanical braking path, prompting the unit to output a fault alarm.

5. The single-pedal braking device and multi-gear speed control device and its control method according to claim 1, characterized in that: The controller is compatible with vehicle bus communication, but the longitudinal speed control command does not depend on the vehicle bus message issuance.

6. The single-pedal braking device and multi-gear speed control device and its control method according to claim 1, characterized in that: In non-downhill conditions, if the rated output power of the current gear is insufficient to maintain the target vehicle speed, the controller allows the power output to be increased at a slow rate until the actual vehicle speed approaches the maximum steady-state speed of the current gear or reaches the upper limit of power output. This output increase process does not constitute closed-loop feedback correction, does not trigger the brake lights, and does not change the target vehicle speed command variable. This power output increase logic is not activated in long downhill conditions.

7. A single-pedal, multi-gear speed control device with a downward braking mechanism and its control method, characterized in that, Includes the following steps: S1. Power-on self-test: Verify the signals of the two sets of stroke sensor units. If the self-test is abnormal, power output is prohibited. S2. Check pedal travel: If the pedal travel is greater than the in-position threshold and less than the actuation threshold, power is output to enable the vehicle speed, and the target vehicle speed is the maximum steady-state vehicle speed limit of the current gear. If the pedal travel exceeds the actuation threshold, the target vehicle speed decreases monotonically with the pedal travel depth; if the pedal position remains unchanged, the target vehicle speed is locked. If the pedal travel falls back below the in-position threshold, the power enable signal is released; S3. The controller does not introduce vehicle speed or propulsion end speed feedback to perform closed-loop feedback correction on the latched target vehicle speed command. S4. Collect longitudinal deceleration. If the absolute value of the deceleration exceeds the set threshold, the brake light will illuminate. S5. Real-time verification of signals from the two sets of stroke sensor units. If the signal deviation exceeds the standard, cut off the power output and hand over the mechanical braking. S6. Identify passive overspeed conditions on downhill slopes. If the vehicle speed continues to increase without pedal activation, forcibly cut off power output and issue a warning.

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