Analog pedal device, vehicle simulator, and pedal control method

Abstract

The application discloses a simulation pedal device, a vehicle simulator and a pedal control method, and relates to the technical field of vehicle simulators.The simulation pedal device comprises a pedal, a parameter acquisition assembly, a motor, a connecting rod mechanism and a control module, the motor drives the pedal to move through the connecting rod mechanism, the control module is connected with the motor and the parameter acquisition assembly; the parameter acquisition assembly acquires actual data required for control; the control module determines a target motor rotating speed based on the acquired actual data, determines a target motor current based on a speed setting method of online inertia identification in a speed loop, and determines a target motor voltage based on a current setting method of voltage feedforward decoupling in a current loop; and the motor is driven by the target motor voltage so as to drive the pedal to reach a target pedal position.The simulation pedal device can realize accurate simulation of pedal foot feeling, reduce the design difficulty of a control mechanism, and improve the robustness and anti-interference capability of the device.

Description

Technical Field

[0001] This application relates to the field of vehicle simulator technology, and in particular to a simulated pedal device, a vehicle simulator, and a pedal control method. Background Technology

[0002] Vehicle simulators can simulate the pedal feel of a vehicle under actual operating conditions by using a simulated pedal device, providing users with a more realistic driving experience.

[0003] In some pedal simulation devices, force feedback can be provided through motors and transmission mechanisms to simulate the pedal feel of a vehicle under actual operating conditions. However, if the control precision of the pedal simulation device is insufficient or its anti-disturbance capability is poor, the user will not be able to obtain a realistic pedal feel. Summary of the Invention

[0004] This application provides a simulated pedal device, a vehicle simulator, and a pedal control method to solve or at least partially solve the defects or deficiencies in the related art.

[0005] In a first aspect, this application provides a simulated pedal device, which includes a pedal, a parameter acquisition component, a motor, a linkage mechanism, and a control module. The motor is connected to the pedal through the linkage mechanism to drive the pedal to move. The control module is electrically or communicatively connected to the motor and the parameter acquisition component, respectively. The parameter acquisition component is used to acquire the current pedal pressure, as well as the current actual motor rotor position, current actual motor speed, and current actual motor current of the motor. The control module receives data collected by the parameter acquisition component, determines the original target motor rotor position corresponding to the current pedal pressure based on the mapping relationship between pedal pressure and motor rotor position, and uses a model-tracking-based servo position tuning method in the position loop to determine the target motor speed based on the original target motor rotor position and the current actual motor rotor position using a preset tracking model and position loop control law. In the speed loop, an online inertia-based speed tuning method is used to determine the target motor current based on the target motor speed and the current actual motor speed using the identified moment of inertia and speed loop control law. In the current loop, a voltage feedforward decoupling-based current tuning method is used to determine the target motor voltage based on the target motor current and the current actual motor current using a current loop control law containing a motor voltage coupling term and / or a motor back EMF term. The motor is driven by the target motor voltage to propel the pedal to the target pedal position corresponding to the current pedal pressure.

[0006] Secondly, this application provides a vehicle simulator, including the simulated pedal device described in the first aspect.

[0007] Thirdly, this application provides a pedal control method, which is applied to a control module in a simulated pedal device. The simulated pedal device includes a pedal, a parameter acquisition component, a motor, a linkage mechanism, and the control module. The motor is connected to the pedal via the linkage mechanism to drive the pedal to move. The control module is electrically or communicatively connected to the motor and the parameter acquisition component, respectively. The parameter acquisition component is used to acquire the current pedal pressure, the current actual motor rotor position, the current actual motor speed, and the current actual motor current. The pedal control method includes: Receive the data collected by the parameter acquisition component, and determine the original target motor rotor position corresponding to the current pedal pressure based on the mapping relationship between pedal pressure and motor rotor position; A model-based servo position tuning method is adopted in the position loop. Based on the original target motor rotor position and the current actual motor rotor position, the target motor speed is determined by a preset tracking model and a position loop control law. In the speed loop, a speed tuning method based on online inertia identification is adopted. The target motor current is determined by the identified moment of inertia and speed loop control law based on the target motor speed and the current actual motor speed. A current tuning method based on voltage feedforward decoupling is adopted in the current loop. The target motor voltage is determined by a current loop control law that includes a motor voltage coupling term and / or a motor back EMF term, based on the target motor current and the current actual motor current. The motor is driven by the target motor voltage to drive the pedal to the target pedal position corresponding to the current pedal pressure.

[0008] Based on the exemplary embodiments provided in this application, the following technical effects are disclosed: The simulated pedal device, vehicle simulator, and pedal control method provided in this application employ a three-level series control architecture consisting of a position loop, a speed loop, and a current loop. In the position loop, servo position tuning based on model tracking determines the required motor speed to reach the specific motor rotor position corresponding to the current pedal pressure. In the speed loop, a speed tuning method based on online inertia identification determines the required motor current to reach a specific motor speed. In the current loop, another speed tuning method based on online inertia identification determines the required motor voltage to reach a specific motor current. This decouples the high-order, complex, and time-varying nonlinear motor control problem for the simulated pedal device into a step-by-step control of motor speed, motor current, and motor voltage. Each control loop only needs to focus on local variable control, without needing to consider global control, achieving precise control of the three physical variables: motor speed, motor current, and motor voltage. This results in accurate simulation of the pedal feel. Furthermore, the decoupled step-by-step control mechanism reduces the design complexity of each control loop. In addition, when external or internal disturbances affect the motor speed, motor current, or motor voltage (such as sudden changes in pedal pressure affecting the motor speed), the motor speed can be recalculated through the feedback path of the corresponding control loop (i.e., the transmission path of the actual parameters collected), thereby achieving internal disturbance suppression and external disturbance cancellation, and improving the overall robustness and anti-interference capability of the simulated pedal device. Attached Figure Description

[0009] Figure 1 This is a schematic diagram of the structure of a simulated pedal device provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating a pedal control method provided in an embodiment of this application; Figure 3 This is another schematic flowchart of a pedal control method provided in an embodiment of this application. Detailed Implementation

[0010] This application provides a simulated pedal device that can be applied to a vehicle simulator, such as... Figure 1 As shown, the simulated pedal device includes a pedal 10, a parameter acquisition component 20, a motor 30, a linkage mechanism 40, and a control module 50. The motor 30 is connected to the pedal 10 through the linkage mechanism 40 so as to drive the pedal 10 to move through the linkage mechanism 40. The control module 50 is electrically or communicatively connected to the motor 30 and the parameter acquisition component 20 respectively.

[0011] The parameter acquisition component 20 includes acquisition devices for acquiring different parameters, such as a pressure sensor 21 for acquiring the current pedal pressure of the pedal 10, a photoelectric encoder, rotary transformer, or Hall sensor for acquiring the current actual rotor position of the motor 30, a magnetoelectric sensor, photoelectric encoder, or Hall sensor for acquiring the current actual motor speed of the motor 30, and a current sensor for acquiring the current actual motor current of the motor 30. The installation positions of each acquisition device in the parameter acquisition component 20 only need to ensure that the corresponding parameter can be acquired; this embodiment does not impose specific limitations on this.

[0012] The actual data collected by the parameter acquisition component 20 is used to construct the feedback path for motor control, enabling the control module 50 to precisely control the motor 30 based on the feedback data. The actual data collected by the parameter acquisition component 20 can be filtered and processed after acquisition before being input into the corresponding control loops (such as the position loop, speed loop, and current loop mentioned below) for calculation.

[0013] Furthermore, this application embodiment does not specifically limit the physical form of the control module 50. For example, the control module 50 can be a control module in the form of a circuit board, i.e., a control circuit board.

[0014] In this embodiment, the installation position of the control module 50 is not specifically limited. The control module 50 can be installed in a position that does not affect the movement and parameter acquisition of the simulated pedal device, such as being detachably installed in the frame 60 or in the rocker arm of the linkage mechanism 40.

[0015] In this simulated pedal device, the parameter acquisition component 20 is used to acquire the current pedal pressure of the pedal 10, as well as the current actual motor rotor position, current actual motor speed, and current actual motor current of the motor 30.

[0016] In this simulated pedal device, the control module 50 receives data collected by the parameter acquisition component 20. Based on the mapping relationship between pedal pressure and motor rotor position, it determines the original target motor rotor position corresponding to the current pedal pressure. In the position loop, a model-tracking-based servo position tuning method is used. Based on the original target motor rotor position and the current actual motor rotor position, the target motor speed is determined using a preset tracking model and position loop control law. In the speed loop, an online inertia identification-based speed tuning method is used. Based on the target motor speed and the current actual motor speed, the target motor current is determined using the identified moment of inertia and speed loop control law. In the current loop, a voltage feedforward decoupling-based current tuning method is used. Based on the target motor current and the current actual motor current, the target motor voltage is determined using a current loop control law containing a motor voltage coupling term and / or a motor back EMF term. The target motor voltage drives the motor 30 to drive the pedal 10 to the target pedal position corresponding to the current pedal pressure. The control module 50 is equipped with a pedal control method capable of executing the above steps, which will be described in detail in the method embodiment.

[0017] like Figure 1 As shown, the simulated pedal device also includes a frame 60, a linkage mechanism 40 including a rocker arm 41, one end of the rocker arm 41 being connected to the frame 60, and a motor 30 being connected to the frame 60.

[0018] In an alternative embodiment, one end of the rocker arm 41 may be hinged to the frame 60.

[0019] In an alternative embodiment, the motor 30 may be fixedly connected to the frame 60, for example, by bolting.

[0020] In one alternative embodiment, such as Figure 1 As shown, the linkage mechanism 40 in the simulated pedal device may include a rocker arm 41, a linear guide mechanism 42, and a rocker arm 43. The pedal 10 is located on the side of the rocker arm 41 facing away from the motor 30, and the linear guide mechanism 42 is located on the side of the rocker arm 41 facing the motor 30. The rocker arm 41 can swing about one end fixed to the frame 60 as a fulcrum under the pressure of being stepped on. One end of the rocker arm 43 is fixed to the force output end of the motor 30, and the other end of the rocker arm 43 is connected to the linear guide mechanism 42. The rocker arm 43 can swing as the force output end of the motor 30 rotates.

[0021] In one alternative embodiment, such as Figure 1As shown, the linear guide mechanism 42 may include a linear guide 421 and a slider 422 embedded in the linear guide 421. The slider 422 can move linearly along the linear guide 421. The linear guide 421 in the linear guide mechanism 42 is fixed to the side of the rocker arm 41 facing the motor 30, and the other end of the rocker arm 43 is connected to the slider 422 in the linear guide mechanism 42.

[0022] In an alternative embodiment, the rocker arm 43 may be hinged to the slider 422 for force transmission between the rocker arm 41 and the rocker arm 43.

[0023] In one alternative embodiment, such as Figure 1 As shown, a rocker arm limiting component 61 is provided on the frame. The rocker arm limiting component 61 is used to limit the swing of the rocker arm 41. The rocker arm limiting component 61 is located on the side of the fixed support point of the rocker arm 41 away from the motor 30, on the side of the fixed support point of the rocker arm 41 away from the bottom of the simulated pedal device, and on the side of the rocker arm 41 facing away from the motor 30. For example, the rocker arm limiting component 61 may include a bolt.

[0024] In one alternative embodiment, such as Figure 1 As shown, a rocker arm limiting structure 62 is provided on the frame 60. The rocker arm limiting structure 62 is used to limit the swing of the rocker arm 43. The rocker arm limiting structure 62 includes an arc-shaped groove with an opening. One end of the rocker arm 43 and the force output end of the motor 30 are located in the arc-shaped groove, and the other end of the rocker arm 43 extends out of the opening. One end of the rocker arm 43 can swing in the arc-shaped groove under the drive of the motor 30, and the swing of the rocker arm 43 is limited by the opening.

[0025] In one alternative embodiment, such as Figure 1 As shown, the pressure sensor 21 in the parameter acquisition component 20, which is used to acquire the current pedal pressure of the pedal 10, can be set between the pedal 10 and the rocker arm 41. When the user steps on the pedal 10, the pressure sensor 21 located behind the pedal 10 can acquire the current pedal pressure.

[0026] In an exemplary embodiment of this application: The rocker arm 41, linear guide mechanism 42, rocker arm 43 and frame 60 are connected to form a rocker arm 43 guide mechanism. The motor 30 is mounted on the frame 60. The force output end of the motor 30 is directly connected to the rocker arm 43. The pedal 10 is mounted on the rocker arm 41 through pressure sensor 21.

[0027] The linear guide mechanism 42 includes a linear guide 421 and a slider 422. The linear guide 421 is mounted on the rocker arm 41, and the slider 422 is hinged to the rocker arm 43 for force transmission between the rocker arm 41 and the rocker arm 43.

[0028] One end of the rocker arm 41 is connected to the frame 60 by a hinge. The linear guide rail 421 of the linear guide rail mechanism 42 is mounted on the rocker arm 41. The pedal 10 is fixed to the rocker arm 41 by a pressure sensor 21. When the user steps on the pedal 10, the direction of the stepping force is changed from a straight line to the swing direction of the rocker arm 41 and transmitted to the linear guide rail mechanism 42.

[0029] One end of the rocker arm 43 is connected to the slider 422 of the linear guide mechanism 42 via a hinge, and the other end is fixed to the force output end of the motor 30, which is used for the conversion of force and torque between the linear guide mechanism 42 and the motor 30.

[0030] The pedal 10 is mounted on the pressure sensor 21, bears the user's pedaling force, and transmits the force to the pressure sensor 21.

[0031] Pressure sensor 21 is mounted on rocker arm 41 to detect the pressure applied by the user when stepping on pedal 10.

[0032] The control module 50 may include at least one external interface and at least one expansion interface. The external interface can be connected to the control device of the simulated pedal device (e.g., a user host) for exchanging instructions and / or data with the control device (e.g., transmitting control instructions and / or driving data in a driving simulation game). The expansion interface can be used to connect similar devices to the control device to enable multi-device collaborative operation.

[0033] Motor 30 is the power source for force feedback of pedal 10. The output of different motor torques can simulate the pedaling force required by different types of pedals 10, and realize foot feel such as vibration and braking feedback.

[0034] The frame 60 is the basic body of the simulated pedal device, used to install the rocker arm 41, rocker stick 43, motor 30 and control module 50, etc.

[0035] Pressure sensor 21 and motor 30 are connected to control module 50. When the user steps on pedal 10, pressure sensor 21 can detect the pressure of the user stepping on pedal 10. Control module 50 reads data such as current pedal pressure, current actual motor rotor position, current actual motor speed and current collected by pressure sensor 21 and other data acquisition devices, and controls the movement of motor 30 to simulate a near-realistic driving feel.

[0036] In one alternative embodiment, the simulated pedal device may include one or more of the following: a simulated brake pedal device and a simulated accelerator pedal device.

[0037] The simulated pedal device provided in the exemplary embodiments of this application, at the mechanical motion level, connects the motor and the pedal through a linkage mechanism, enabling the motor to drive the pedal to move through the linkage mechanism. At the motion control level, based on the current pedal pressure, current actual motor rotor position, current actual motor speed, and current actual motor current collected by the parameter acquisition component, the motor rotor position, motor speed, and motor current are progressively tuned through a three-level series control architecture of position loop-speed loop-current loop. The pedal movement is realized through the mechanical structure and coordinated with the motion tuning control to achieve accurate simulation of the pedal feel.

[0038] At the motion control level, a three-level cascaded control architecture consisting of a position loop, a speed loop, and a current loop is used. In the position loop, servo position tuning based on model tracking determines the motor speed required to reach the specific motor rotor position corresponding to the current pedal pressure. In the speed loop, a speed tuning method based on online inertia identification determines the motor current required to reach a specific motor speed. In the current loop, a speed tuning method based on online inertia identification determines the motor voltage required to reach a specific motor current. This decouples the high-order, complex, and time-varying nonlinear motor control problem for the simulated pedal device into a step-by-step control of motor speed, motor current, and motor voltage. Each control loop only needs to focus on the control of local variables, without needing to consider global control, achieving precise control of the three physical variables of motor speed, motor current, and motor voltage, thus achieving accurate simulation of the pedal feel. In addition, the decoupled step-by-step control mechanism reduces the design difficulty of each control loop. In addition, when external or internal disturbances affect the motor speed, motor current, or motor voltage (such as sudden changes in pedal pressure affecting the motor speed), the motor speed can be recalculated through the feedback path of the corresponding control loop (i.e., the transmission path of the actual parameters collected), thereby achieving internal disturbance suppression and external disturbance cancellation, and improving the overall robustness and anti-interference capability of the simulated pedal device.

[0039] This application also provides a pedal control method, which is applied to the control module of the aforementioned simulated pedal device. The simulated pedal device includes a pedal, a parameter acquisition component, a motor, a linkage mechanism, and a control module. The motor is connected to the pedal via the linkage mechanism to drive the pedal to move. The control module is electrically or communicatively connected to the motor and the parameter acquisition component. The parameter acquisition component is used to acquire the current pedal pressure, the current actual motor rotor position, the current actual motor speed, and the current actual motor current. Figure 2 As shown, the pedal control method includes the following steps S1 to S5, wherein: Step S1: Receive data collected by the parameter acquisition component, and determine the original target motor rotor position corresponding to the current pedal pressure based on the mapping relationship between pedal pressure and motor rotor position.

[0040] The parameter acquisition component collects data including current pedal pressure, current actual motor rotor position, current actual motor speed, and current actual motor current. In this step, a mapping relationship between pedal pressure and motor rotor position, previously fitted based on real data, can be obtained. The current pedal pressure is then mapped onto this mapping relationship to obtain the corresponding motor rotor position, referred to as the original target motor rotor position corresponding to the current pedal pressure. This is a preliminary ideal motor rotor position.

[0041] Figure 3 Another schematic diagram of the pedal control method of this application is shown, such as Figure 3 As shown, the actual data collected by the parameter acquisition component is used to construct the feedback path for motor control, enabling the control module to precisely control the motor based on the feedback data. The actual data collected by the parameter acquisition component can be filtered after acquisition before being input into the corresponding control loops (such as the position loop, speed loop, and current loop mentioned below) for calculation.

[0042] Step S2: In the position loop, a servo position tuning method based on model tracking is adopted. Based on the original target motor rotor position and the current actual motor rotor position, the target motor speed is determined by a preset tracking model and position loop control law.

[0043] The principle of the servo position tuning method based on model tracking is as follows: First, a desired "reference model" (referring to a preset tracking model in this embodiment) is established for the servo system (referring to the simulated pedal device in this embodiment). This "reference model" defines the dynamic characteristics that the servo system should exhibit under ideal conditions (referring to the ideal dynamic characteristics of the motor rotor position in this embodiment). Then, the servo system is made to "imitate" the behavior of this "reference model" so that the actual motor rotor position of the servo system can quickly, accurately and without jitter track the motor rotor position command output by this "reference model", thereby achieving accurate tracking of the target motor rotor position.

[0044] In the position loop, the target motor speed (i.e. the ideal motor speed) is output to the next speed loop through a model-based servo position tuning method to perform motor speed tuning.

[0045] Step S3: In the speed loop, a speed tuning method based on online inertia identification is adopted. Based on the target motor speed and the current actual motor speed, the target motor current is determined by the identified rotational inertia and speed loop control law.

[0046] The principle of the speed tuning method based on online inertia identification is as follows: the servo driver (referring to the motor in this embodiment) "senses" the magnitude of the rotational inertia of its load in real time during operation, and determines the speed loop control parameters (referring to the gain coefficient and feedforward term in the speed loop control law in this embodiment) based on the rotational inertia, and then tunes the motor speed based on the speed loop control parameters that adapt to the change in rotational inertia.

[0047] In the speed loop, the target motor current (i.e., the ideal motor current) is output to the next current loop for motor current tuning using a speed tuning method based on online inertia identification.

[0048] Step S4: In the current loop, a current tuning method based on voltage feedforward decoupling is adopted. Based on the target motor current and the current actual motor current, the target motor voltage is determined by a current loop control law that includes a motor voltage coupling term and / or a motor back EMF term.

[0049] The principle of the current tuning method based on voltage feedforward decoupling is as follows: the "coupling interference" and / or "back EMF interference" existing in the system (referring to the simulated pedal device in this application embodiment) are determined in advance, and a "reverse compensation signal" is actively applied to the control law (referring to the current loop control law in this application embodiment) to cancel them out, thereby achieving precise control of the current.

[0050] In the speed loop, the target motor voltage (i.e., the ideal motor voltage) is output to the motor to drive the motor through a current tuning method based on voltage feedforward decoupling.

[0051] Step S5: Drive the motor with the target motor voltage to drive the pedal to the target pedal position corresponding to the current pedal pressure.

[0052] In this step, the target motor voltage is obtained through three-stage series tuning of motor rotor position, motor speed, and motor current. The motor is driven by this target motor voltage, thereby driving the pedal to reach the target pedal position corresponding to the current pedal pressure, thus achieving precise tracking of the ideal pedal position.

[0053] Whenever at least one of the actual pedal pressure, actual motor rotor position, actual motor speed, and actual motor current changes, the target motor voltage used to drive the motor can be adjusted through the above steps S1 to S5. The motor output can continuously adapt to the latest situation so that the pedal reaches the current target pedal position.

[0054] In an optional embodiment, such as Figure 3As shown, after the speed loop outputs the target motor current, the target motor current can be limited to restrict the motor torque. Specifically, after step S4, the pedal control method further includes the following step S6: limiting the target motor current according to the preset maximum allowable motor current, moment of inertia, and preset reference operating condition moment of inertia to obtain the limited target motor current. Correspondingly, step S4 may include: using a current tuning method based on voltage feedforward decoupling in the current loop, and determining the target motor voltage according to the limited target motor current and the current actual motor current through a current loop control law that includes a motor voltage coupling term and / or a motor back EMF term.

[0055] In an optional embodiment, step S6 includes: limiting the target motor current according to the preset maximum allowable motor current, moment of inertia and preset reference operating condition moment of inertia (representing the moment of inertia of the vehicle simulator under "standard operating conditions"), using the following formula to obtain the limited target motor current. ; or ; in, The target motor current after limiting. For the target motor current, For the maximum allowable motor current, For rotational inertia, The moment of inertia is the reference operating condition.

[0056] Step S6 essentially implements the function of a torque limiter. Based on the relationship between motor torque and motor current (this relationship mainly depends on the motor type; in most common motors, motor torque and motor current have a linear relationship, such as being directly proportional, or the motor torque being directly proportional to the square of the motor current, etc.), the motor torque is limited by limiting the target motor current. The speed loop is responsible for determining how much motor current is needed to eliminate errors. When the error is small, the calculated target motor current is reasonable and can be passed on unchanged. However, when the speed loop requires excessive torque, it can limit the current to ensure that the simulator will not damage the hardware or harm the user, while still simulating a realistic physical experience. The role of dynamic limiting is to allow the motor's "safety boundary" to actively shift with the physical load, thereby achieving the optimal balance between "preventing burnout" and "maintaining performance" under all operating conditions.

[0057] In one alternative embodiment, the pedal control method can also customize a pedal pedal response mode to suit the user's own force, as illustrated by two exemplary implementations below.

[0058] Implementation method one includes: It offers multiple pressure modes for the pedal; different pressure modes correspond to different maximum motor torque limits. Determine the target pressure mode that suits the user based on the first preset test pedal strategy; The motor torque is limited based on the maximum upper limit of the motor's maximum torque corresponding to the target pressure mode.

[0059] In implementation method one: Step A1: Provide multiple pressure modes for users to choose from.

[0060] The control module stores at least two pressure modes, each corresponding to a preset maximum torque limit value.

[0061] For example, the pressure modes include low pressure mode, medium pressure mode and high pressure mode, and the upper limit of torque corresponding to each pressure mode corresponds to the maximum allowable motor current under that pressure mode.

[0062] The upper limit of torque corresponding to the low-pressure mode is T_small; The upper limit of torque corresponding to the medium pressure mode is T_medium; The upper limit of torque corresponding to the high-pressure mode is T_large.

[0063] Among them, T_small is less than T_medium, and T_medium is less than T_large.

[0064] Users can select one of the pressure modes for testing via the host computer software or physical buttons on the simulator. Proceed to step A2.

[0065] Step A2: The user tries out the mode and confirms its compatibility.

[0066] After the user selects a pressure mode, the system prompts the user to press the pedal all the way down.

[0067] After the user presses the pedal to a position where it can no longer move downwards, they can send a confirmation signal to the simulated pedal device by pressing a physical button or a confirmation button on the host computer software.

[0068] After receiving a confirmation signal that the pedal is fully depressed, the control module controls the joint motor to output the corresponding feedback torque according to the preset maximum torque limit for this pressure mode. At this time, the user experiences the feedback torque required to maintain the pedal fully depressed in this pressure mode.

[0069] Users determine whether the current pressure mode is suitable for their own power level based on their own perception. If the user deems it suitable, they send a satisfaction confirmation signal to the system via the "Satisfaction Confirmation" button, and the vehicle simulator locks that pressure mode as the current operating mode for the user. If the user deems it unsuitable, they return to step A1 and select another pressure mode via the "Dissatisfied" button or the "Switch Mode" button.

[0070] Step A3: Pressure mode lock and run.

[0071] After the simulated pedal device locks the user-selected pressure mode (e.g., mode 2), during the execution of steps S1→S2→S3→S4→S6→S5, the maximum allowable motor current in step S6 will be... According to the maximum allowable motor current corresponding to the upper limit of torque for this pressure mode (e.g., mode 2) (This can be restricted.)

[0072] Step A4: Pressure mode reset.

[0073] When a user changes or needs to change the pressure mode, the system provides a reset button or reset command. After the user triggers the reset, the vehicle simulator unlocks the pressure mode and returns to step A1 to select and test the pressure mode again.

[0074] Implementation method two includes: Step S01: When the user presses the pedal based on the second preset test-press strategy, the motor is controlled to output constant torque. If the pedal is pressed to the bottom, the first pressing pressure and the first motor rotor position when the user presses the pedal based on the second preset test-press strategy are determined. The mapping relationship between the pressing pressure and the motor rotor position is linearly scaled based on the first pressing pressure and the first motor rotor position to obtain a temporary mapping relationship adapted to the user. Step S02: If the pedal is not fully depressed, reduce the constant torque and return to step S01 until a temporary mapping relationship suitable for the user is obtained.

[0075] Accordingly, in step S1, the step of determining the original target motor rotor position corresponding to the current pedal pressure based on the mapping relationship between pedal pressure and motor rotor position can be implemented in the following way: determine the original target motor rotor position corresponding to the current pedal pressure based on the temporary mapping relationship adapted to the user.

[0076] In implementation method two: Step B1: The user tries to step to the bottom and confirms.

[0077] The vehicle simulator prompts the user to try pressing the pedal all the way down. During this test, the control module can control the motor to output a constant torque T_base. The initial value of T_base is equal to the reference feedback torque value when the pedal of a traditional gasoline car is pressed all the way down.

[0078] The user begins to step on the pedal.

[0079] The interactive interface can display "Yes" and "No" buttons to allow users to choose whether or not to step to the bottom.

[0080] If the user presses the pedal to the point where it cannot move further down, the user clicks the "Yes" button. The system records the current pedal pressure value detected by the pressure sensor as F_bottom and the current motor rotor position as x_bottom. The system determines that the user can press the pedal all the way down and proceeds to step B2 to enter the customized mapping operation.

[0081] If a user tries and concludes that they cannot reach the bottom, they click the "No" button. The system then determines that the user is unable to reach the bottom and proceeds to step B3.

[0082] Step B2: Iterative debugging mapping for users who can step to the bottom.

[0083] Step B2-1: Set the initial target endpoint position.

[0084] The system sets x_bottom, recorded in step B1, as the initial target motor rotor end position, i.e., x_current_end = x_bottom. The maximum user pedaling pressure value F_bottom obtained in the previous step is recorded as the initial upper limit of pedaling pressure value P_max, i.e., P_max = F_bottom.

[0085] Step B2-2: Generate a temporary mapping formula based on the current target motor rotor end position.

[0086] The vehicle simulator linearly scales the original mapping between pedal pressure and motor rotor position based on the current target motor rotor end position x_current_end and P_max, generating a temporary mapping. The scaled temporary mapping satisfies the following: when the user's pedal pressure is P_max, the corresponding motor rotor position is x_current_end; when the user's pedal pressure is 0, the corresponding motor rotor position is 0.

[0087] Step B2-3: The user tries to step to the bottom.

[0088] The vehicle simulator prompts the user to try pressing the pedal all the way down. During the test, the control module controls the motor output torque according to the temporary mapping relationship generated in step B2-2.

[0089] The user begins to step on the pedal.

[0090] The interactive interface displays "Yes" and "No" buttons, allowing users to choose whether or not to step to the bottom.

[0091] If the user steps onto the pedal to a position where it cannot move further down, the user clicks the "Yes" button. The system locks the current temporary mapping formula as the user's official mapping formula, and then proceeds to steps B2-5.

[0092] If the user cannot press the pedal to the position where it cannot move further down, the user clicks the "No" button. The system then proceeds to step B2-4.

[0093] Step B2-4: Reduce the target motor rotor end position and try again.

[0094] The system reduces the current target motor rotor end position and the current pedaling pressure value upper limit by a preset percentage γ.

[0095] Where γ is a positive number less than 1, for example, γ = 0.9.

[0096] The target motor rotor end position is updated as follows: x_current_end = x_current_end × γ.

[0097] The upper limit of the pedal pressure value is updated to: P_max = P_max × γ.

[0098] The system returns to step B2-2, regenerates the temporary mapping relationship based on the updated x_current_end and the updated P_max, and re-executes step B2-3 and subsequent steps until the user clicks the "Yes" button, or until x_current_end decreases to the system's preset minimum allowable motor rotor position x_min_limit, or until P_max decreases to the system's preset minimum allowable pedal pressure value P_min_limit.

[0099] Step B2-5: Use temporary mapping relationships for real-time control.

[0100] In subsequent step S1, a locked temporary mapping relationship is used for real-time control.

[0101] Step B2-6: Reset the function.

[0102] When a user changes or a user needs to customize the system, the vehicle simulator can provide a reset button or reset command. After the user triggers a reset, the vehicle simulator will restore x_current_end to its initial value x_bottom and return to step B1 to re-execute the test data acquisition.

[0103] Step B3: How to handle users who cannot tap the bottom.

[0104] The system reduces the constant torque T_base by a preset percentage δ, where δ is a positive number less than 1, for example, δ=0.9.

[0105] The updated formula is: T_base = T_base × δ.

[0106] The system returns to step B1, re-executes the test process of step B1 using the updated T_base, and allows the user to try stepping to the bottom again and confirm.

[0107] Through the two implementation methods described above, users with different force preferences can obtain a pedal response that is well-suited to their own force when using the same pedal hardware. Implementation method one uses a fixed gear with user confirmation; the user first presses the pedal all the way down and confirms, then the system outputs the maximum torque for the corresponding gear for the user to experience, making the operation simple and intuitive. Implementation method two collects user pedaling data based on the torque of a traditional gasoline-powered motorcycle at full throttle, generating a personalized mapping relationship by scaling the mapping relationship between pedaling pressure and motor rotor position, resulting in finer-grained adaptation. Either implementation method can be chosen based on product positioning and cost requirements, or both can be retained for users to switch between.

[0108] In one optional embodiment, the sampling period of the current pedal pressure can be set to an integer multiple of the current actual motor rotor position, the sampling period of the current pedal pressure can be set to an integer multiple of the current actual motor speed, and the sampling period of the current pedal pressure can be set to an integer multiple of the current actual motor current.

[0109] The pedal control method involves four feedback paths: actual pedal pressure feedback, actual motor rotor position feedback, actual motor speed feedback, and actual motor current feedback. The sampling period for the actual pedal pressure is T1, the sampling period for the actual motor rotor position is T2, the sampling period for the actual motor speed is T3, and the sampling period for the actual motor current is T4.

[0110] The sampling period for the above four actual values ​​can be set as follows: T1 is an integer multiple of T2, T3, and T4, where T2, T3, and T4 can be equal or unequal. In an optional example, T2 can be an integer multiple of T3, and T3 can be an integer multiple of T4, i.e., T1 = N·T2 = M·T3 = K·T4, where N, M, and K are all positive integers and satisfy N < M < K.

[0111] This embodiment enables the following: given a single actual pedaling pressure, the feedback paths of the position loop, speed loop, and current loop can be triggered to make multiple adjustments through multiple feedbacks, thereby allowing the actual motor current to smoothly transition to the target motor current.

[0112] In an optional embodiment, the pedal control method may determine the mapping relationship between pedal pressure and motor rotor position through the following steps: Obtain a dataset including historical trampling pressure and the corresponding historical motor rotor position; Based on the dataset, the mapping relationship between the pedaling pressure and the motor rotor position was obtained by fitting the cubic spline interpolation method.

[0113] In this embodiment, historical discrete calibration data points between the actual pedal pressure and the actual motor rotor position can first be collected for traditional fuel vehicle pedals to form a dataset (x i ,y i ), where x i Indicates the position of the motor rotor, y i This represents the corresponding trampling pressure; a spline function is constructed based on the dataset in segments, that is, in each adjacent interval [x]... i ,x i+1 Establish a cubic polynomial function on S (i.e., establish a piecewise spline function): i (x)=a i +b i (xx i )+c i (xx i ) 2 +d i (xx i ) 3 , x∈[x i ,x i+1 ], S i (x) represents the motor rotor position corresponding to the pedal pressure x. The constraint spline function satisfies the continuity of function values, first derivative, and second derivative at each node. Then, it is substituted into the dataset (x). i ,y i Solving for the coefficients of the spline function, i.e., solving for the coefficients 'a' of the cubic polynomial function for each segment. i b i c i and d i This allows us to fit the mapping relationship between the pedal pressure and the motor rotor position.

[0114] In an optional embodiment, step S2 specifically includes: in the position loop, determining the target motor rotor position based on the original target motor rotor position using a preset tracking model; and determining the target motor speed using a position loop control law based on the error between the target motor rotor position and the current actual motor rotor position.

[0115] The position error is the difference between the target motor rotor position and the current actual motor rotor position. The position loop control law includes: a first proportional feedback term based on the position error, a first differential feedback term based on the first derivative of the position error, and a first feedforward term based on the second derivative of the target motor rotor position.

[0116] In one alternative implementation, the preset tracking model can be expressed as the following formula: ; in, For the target motor rotor position, for The first derivative, To simulate the damping ratio of the pedal mechanism, To simulate the natural frequency of the pedal mechanism, This represents the original target motor rotor position.

[0117] In one alternative implementation, the position loop control law is expressed as the following formula: ; in, The target motor speed, As the first proportional feedback item, For the first differential feedback term, As the first feedforward term, For the target motor rotor position Compared with the current actual motor rotor position Positional error between for The first derivative, for The second derivative, This is the position loop proportional gain coefficient. The position ring differential gain coefficient, This represents the position loop feedforward gain coefficient.

[0118] In an optional embodiment, step S3 specifically includes: in the speed loop, identifying the moment of inertia in the preset motor dynamics equation based on the current actual angular velocity of the motor rotor; constructing the gain coefficient and feedforward term in the speed loop control law based on the moment of inertia; and determining the target motor current through the speed loop control law based on the error between the target motor speed and the current actual motor speed.

[0119] Optionally, the steps of constructing the gain coefficient and feedforward term in the speed loop control law based on the moment of inertia may specifically include: constructing a second proportional feedback term and a first integral feedback term that are proportional to the moment of inertia in the speed loop control law, and constructing a second feedforward term that includes the product of the moment of inertia and the first derivative of the target motor speed.

[0120] The difference between the target motor speed and the current actual motor speed is the speed error. The speed loop control law includes: a second proportional feedback term based on the speed error and proportional to the moment of inertia, a first integral feedback term based on the speed error and proportional to the moment of inertia, and a second feedforward term based on the product of the moment of inertia and the first derivative of the target motor speed.

[0121] Optionally, the step of identifying the moment of inertia in the preset motor dynamics equation based on the current actual angular velocity of the motor rotor may specifically include: identifying the moment of inertia in the preset motor dynamics equation based on the current actual angular velocity of the motor rotor using the recursive least squares (RLS) method.

[0122] Recursive least squares is a fast algorithm for online parameter updating that can be used to estimate the parameters of linear systems in real time. Its basic principle is to adjust the parameter estimates based on new data points in each iteration to minimize the sum of squared prediction errors of all past data points.

[0123] In one optional implementation, the preset motor dynamics equation is expressed as the following formula: ; in, This is the motor torque. Let be the moment of inertia of the simulated pedal mechanism, and be the damping coefficient of the simulated pedal mechanism. This represents the current actual angular velocity of the motor rotor. for The first derivative, This is to simulate the load torque of the pedal device.

[0124] In one alternative implementation, the speed loop control law is expressed as the following formula: ; ; ; in, For the target motor current, This is the second proportional feedback item. This is the first point feedback item. For the second feedforward term, Target motor speed Compared with the current actual motor speed Speed ​​error between for The first derivative, This is the proportional gain coefficient of the velocity loop. The velocity loop integral gain coefficient, and the moment of inertia. This represents the feedforward gain coefficient of the velocity loop. To simulate the damping ratio of the pedal mechanism, To simulate the natural frequency of the pedal mechanism.

[0125] by Taking this preset motor dynamics equation as an example, the specific implementation method of identifying the moment of inertia in the preset motor dynamics equation by recursive least squares method based on the current actual angular velocity of the motor rotor is as follows: To identify the parameters in the motor dynamics equations using recursive least squares (RLS), the motor dynamics equations are first converted into a linear regression form (T= ; Among them, the regression vector =[ , [,1], parameter vector θ=[J,B,T] load ] T The parameter vector θ includes the parameters J, B, and T that need to be identified. load .

[0126] Online estimation of the parameter vector θ is performed using RLS, including: Calculate the prediction error at the current time k. ,in, The data for the motor torque T at time k. For regression vectors The data at time k, The data for the parameter vector θ at time k-1; Calculate the gain at time k. ,in, The data for covariance at time k, , Forgetting factor (0 < ≤1, used to improve the system's ability to track changes in moment of inertia); Calculate the parameter vector at the current time k Thus, the parameter vector θ=[J,B,T] at the current time k has been identified. load ] TThe moment of inertia J is then determined. Update the covariance at time k. In preparation for identification at the next moment.

[0127] In an optional embodiment, step S4 specifically includes: in the current loop, determining a first feedback term portion representing the original target motor voltage in the current loop control law based on the error between the target motor current and the current actual motor current; determining a second feedback term portion representing the motor voltage coupling term and / or the motor back EMF term in the current loop control law; and superimposing the second feedback term portion on the first feedback term portion to obtain the target motor voltage.

[0128] Among them, the motor voltage coupling term includes the d-axis voltage coupling term and the q-axis voltage coupling term, the current loop control law includes the q-axis control law and the d-axis control law, and the difference between the target motor current and the current actual motor current is the current error.

[0129] The first feedback term in the q-axis control law includes a third proportional feedback term based on the current error and a second integral feedback term based on the current error. The second feedback term in the q-axis control law includes a q-axis voltage coupling term and a motor back electromotive force term.

[0130] The first feedback term in the d-axis control law includes a fourth proportional feedback term based on current error and a third integral feedback term based on current error. The second feedback term in the d-axis control law includes a d-axis voltage coupling term.

[0131] According to the d-axis voltage equation and the q-axis voltage equation, the d-axis voltage coupling term is: The q-axis voltage coupling term is ,in, The electric angular velocity of the motor. For the actual q-axis inductance, This is the actual q-axis current. For the actual d-axis inductance, This represents the actual d-axis current. According to the q-axis voltage equation, the motor back electromotive force term is... ,in, The electric angular velocity of the motor. For actual permanent magnet flux linkage.

[0132] In one alternative implementation, the q-axis control law is expressed as the following formula: ; in, The target q-axis voltage in the target motor voltage. This is the first feedback term in the q-axis control law. This is the second feedback term in the q-axis control law. This is the third proportional feedback item. For the second integral feedback item This is a q-axis voltage coupling term. This is the back electromotive force term of the motor. This is the proportional gain coefficient of the first current loop. This represents the integral gain coefficient of the first current loop. Target motor current Compared with the current actual motor current Current error between The electric angular velocity of the motor. For the actual d-axis inductance, This is the actual d-axis current. For actual permanent magnet flux linkage.

[0133] In one alternative implementation, the d-axis control law is expressed as the following formula: ; in, The target d-axis voltage in the target motor voltage. This is the first feedback term in the d-axis control law. This refers to the second feedback term in the d-axis control law. For d-axis voltage coupling, This is the fourth proportional feedback item. This is the third integral feedback item. This is the proportional gain coefficient of the second current loop. This is the integral gain coefficient of the second current loop. Target motor current Compared with the current actual motor current The current error between them.

[0134] The pedal control method provided in this application uses a three-level series control architecture of position loop, speed loop, and current loop. In the position loop, servo position tuning based on model tracking determines how fast the motor needs to rotate to reach the specific motor rotor position corresponding to the current pedal pressure. In the speed loop, speed tuning based on online inertia identification determines how much motor current is needed to reach a specific motor speed. In the current loop, speed tuning based on online inertia identification determines how much motor voltage needs to be applied to reach a specific motor current. This decouples the high-order, complex, time-varying nonlinear motor control problem for the simulated pedal device into a step-by-step control of motor speed, motor current, and motor voltage. This allows each control loop to focus only on local variable control, without needing to consider global control, achieving precise control of the three physical variables: motor speed, motor current, and motor voltage, thus achieving accurate simulation of the pedal feel. In addition, the decoupled step-by-step control mechanism reduces the design difficulty of each control loop. In addition, when external or internal disturbances affect the motor speed, motor current, or motor voltage (such as sudden changes in pedal pressure affecting the motor speed), the motor speed can be recalculated through the feedback path of the corresponding control loop (i.e., the transmission path of the actual parameters collected), thereby achieving internal disturbance suppression and external disturbance cancellation, and improving the overall robustness and anti-interference capability of the simulated pedal device.

[0135] This application also provides a vehicle simulator, which includes the aforementioned simulated pedal device.

[0136] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0137] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A simulated pedal device, characterized in that, The simulated pedal device includes a pedal, a parameter acquisition component, a motor, a linkage mechanism, and a control module. The motor is connected to the pedal through the linkage mechanism to drive the pedal to move. The control module is electrically or communicatively connected to the motor and the parameter acquisition component, respectively. The parameter acquisition component is used to acquire the current pedal pressure, as well as the current actual motor rotor position, current actual motor speed, and current actual motor current of the motor. The control module is used to receive data collected by the parameter acquisition component and determine the original target motor rotor position corresponding to the current pedal pressure based on the mapping relationship between pedal pressure and motor rotor position. A model-based servo position tuning method is adopted in the position loop. Based on the original target motor rotor position and the current actual motor rotor position, the target motor speed is determined by a preset tracking model and a position loop control law. In the speed loop, a speed tuning method based on online inertia identification is adopted. The target motor current is determined by the identified moment of inertia and speed loop control law based on the target motor speed and the current actual motor speed. A current tuning method based on voltage feedforward decoupling is adopted in the current loop. The target motor voltage is determined by a current loop control law that includes a motor voltage coupling term and / or a motor back EMF term, based on the target motor current and the current actual motor current. The motor is driven by the target motor voltage to drive the pedal to the target pedal position corresponding to the current pedal pressure.

2. The simulated pedal device according to claim 1, characterized in that, The simulated pedal device also includes a frame, the linkage mechanism includes a rocker arm, one end of the rocker arm is connected to the frame, and the motor is connected to the frame.

3. The simulated pedal device according to claim 2, characterized in that, The linkage mechanism includes a rocker arm, a linear guide mechanism, and a rocker stick; The pedal is located on the side of the other end of the rocker arm facing away from the motor, and the linear guide mechanism is located on the side of the other end of the rocker arm facing the motor. The rocker arm can swing with one end fixed to the frame as a fixed fulcrum under the pressure of the pedal. One end of the rocker arm is fixed to the force output end of the motor, and the other end of the rocker arm is connected to the linear guide mechanism. The rocker arm can swing as the force output end of the motor rotates.

4. The simulated pedal device according to claim 3, characterized in that, The linear guide mechanism includes a linear guide and a slider embedded in the linear guide. The slider can move linearly along the linear guide. The linear guide in the linear guide mechanism is fixed to the side of the rocker arm facing the motor at the other end. The other end of the rocker arm is connected to the slider in the linear guide mechanism.

5. The simulated pedal device according to claim 2, characterized in that, The frame is provided with a rocker arm limiting component, which is used to limit the swing of the rocker arm. The rocker arm limiting component is located on the side of the rocker arm's fixed fulcrum away from the motor, and on the side of the rocker arm's fixed fulcrum away from the bottom of the simulated pedal device, and on the side of the rocker arm facing away from the motor.

6. The simulated pedal device according to claim 2, characterized in that, The frame is provided with a rocker arm limiting structure, which is used to limit the swing of the rocker arm. The rocker arm limiting structure includes an arc-shaped groove with an opening. One end of the rocker arm and the force output end of the motor are located in the arc-shaped groove, and the other end of the rocker arm extends out of the opening. One end of the rocker arm can swing in the arc-shaped groove under the drive of the motor, and the swing of the rocker arm is limited by the opening.

7. A vehicle simulator, characterized in that, The vehicle simulator includes the simulated pedal device according to any one of claims 1-6.

8. A pedal control method, characterized in that, The pedal control method is applied to the control module of a simulated pedal device. The simulated pedal device includes a pedal, a parameter acquisition component, a motor, a linkage mechanism, and the control module. The motor is connected to the pedal through the linkage mechanism to drive the pedal to move. The control module is electrically or communicatively connected to the motor and the parameter acquisition component. The parameter acquisition component is used to acquire the current pedal pressure, the current actual motor rotor position, the current actual motor speed, and the current actual motor current. The pedal control method includes: Receive the data collected by the parameter acquisition component, and determine the original target motor rotor position corresponding to the current pedal pressure based on the mapping relationship between pedal pressure and motor rotor position; A model-based servo position tuning method is adopted in the position loop. Based on the original target motor rotor position and the current actual motor rotor position, the target motor speed is determined by a preset tracking model and a position loop control law. In the speed loop, a speed tuning method based on online inertia identification is adopted. The target motor current is determined by the identified moment of inertia and speed loop control law based on the target motor speed and the current actual motor speed. A current tuning method based on voltage feedforward decoupling is adopted in the current loop. The target motor voltage is determined by a current loop control law that includes a motor voltage coupling term and / or a motor back EMF term, based on the target motor current and the current actual motor current. The motor is driven by the target motor voltage to drive the pedal to the target pedal position corresponding to the current pedal pressure.

9. The pedal control method according to claim 8, characterized in that, The pedal control method further includes: The target motor current is limited based on the preset maximum allowable motor current, the moment of inertia, and the preset reference operating condition moment of inertia to obtain the limited target motor current. The current tuning method based on voltage feedforward decoupling in the current loop, which determines the target motor voltage based on the target motor current and the current actual motor current, through a current loop control law including a motor voltage coupling term and / or a motor back EMF term, includes: A current tuning method based on voltage feedforward decoupling is adopted in the current loop. The target motor voltage is determined by a current loop control law that includes a motor voltage coupling term and / or a motor back EMF term, based on the target motor current after the limit and the current actual motor current.

10. The pedal control method according to claim 9, characterized in that, The step of limiting the target motor current based on the preset maximum allowable motor current, the moment of inertia, and the preset reference operating condition moment of inertia to obtain the limited target motor current includes: Based on the preset maximum allowable motor current, the moment of inertia, and the preset reference operating condition moment of inertia, the target motor current is limited using the following formula to obtain the limited target motor current. ； or ; in, The target motor current after the amplitude is limited. The target motor current, The maximum allowable motor current, Let the moment of inertia be... The moment of inertia under the reference operating condition is given.

11. The pedal control method according to claim 8, characterized in that, The pedal control method further includes: Multiple pressure modes are provided for the pedal; different pressure modes correspond to different maximum torque limits for the motor. Determine the target pressure mode that suits the user when the user steps on the pedal based on a first preset trial-stepping strategy; The motor torque is limited based on the maximum upper limit of the motor torque corresponding to the target pressure mode.

12. The pedal control method according to claim 8, characterized in that, The pedal control method further includes: Step S01: When the user steps on the pedal based on the second preset trial step strategy, the motor is controlled to output a constant torque. If the pedal is pressed to the bottom, the first step pressure and the first motor rotor position when the user steps on the pedal based on the second preset trial step strategy are determined. The mapping relationship between the step pressure and the motor rotor position is linearly scaled based on the first step pressure and the first motor rotor position to obtain a temporary mapping relationship adapted to the user. Step S02: If the pedal is not fully depressed, reduce the constant torque and return to step S01 until a temporary mapping relationship adapted to the user is obtained; The determination of the original target motor rotor position corresponding to the current pedaling pressure based on the mapping relationship between pedaling pressure and motor rotor position includes: Based on the temporary mapping relationship adapted to the user, the original target motor rotor position corresponding to the current pedaling pressure is determined.

13. The pedal control method according to claim 8, characterized in that, The sampling period for the current pedal pressure is an integer multiple of the current actual motor rotor position, the sampling period for the current pedal pressure is an integer multiple of the current actual motor speed, and the sampling period for the current pedal pressure is an integer multiple of the current actual motor current.

14. The pedal control method according to claim 8, characterized in that, The servo position tuning method based on model tracking in the position loop determines the target motor speed according to the original target motor rotor position and the current actual motor rotor position, through a preset tracking model and position loop control law, including: In the position loop, the target motor rotor position is determined by the preset tracking model based on the original target motor rotor position; the target motor speed is determined by the position loop control law based on the error between the target motor rotor position and the current actual motor rotor position.

15. The pedal control method according to claim 8, characterized in that, The speed tuning method based on online inertia identification in the speed loop determines the target motor current based on the target motor speed and the current actual motor speed, using the identified moment of inertia and speed loop control law, including: In the speed loop, the moment of inertia in the preset motor dynamics equation is identified based on the current actual angular velocity of the motor rotor; the gain coefficient and feedforward term in the speed loop control law are constructed based on the moment of inertia; and the target motor current is determined by the speed loop control law based on the error between the target motor speed and the current actual motor speed.

16. The pedal control method according to claim 8, characterized in that, The current tuning method based on voltage feedforward decoupling in the current loop, which determines the target motor voltage based on the target motor current and the current actual motor current, through a current loop control law including a motor voltage coupling term and / or a motor back EMF term, includes: In the current loop, based on the error between the target motor current and the current actual motor current, a first feedback term representing the original target motor voltage in the current loop control law is determined; a second feedback term representing the motor voltage coupling term and / or the motor back electromotive force term in the current loop control law is determined; the second feedback term is superimposed on the first feedback term to obtain the target motor voltage.

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