HAPTIC FEEDBACK CONTROL FOR AN ACCELERATION CONTROL DEVICE
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- GM GLOBAL TECHNOLOGY OPERATIONS LLC
- Filing Date
- 2025-01-16
- Publication Date
- 2026-06-11
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
INTRODUCTION
[0001] The present disclosure relates to a system and a method for controlling haptic feedback by a vehicle acceleration control device.
[0002] A modern passenger, recreational, or work vehicle, such as a car, truck, tractor, etc., generally includes a powertrain with one or more drive units, such as an internal combustion engine and one or more electric or traction motors. An electric vehicle, also known as an EV, uses one or more traction motors for propulsion. A hybrid electric vehicle (HEV) typically combines an internal combustion engine with some form of electric drive.
[0003] In a vehicle powered by an internal combustion engine, the noise and subtle vibrations of the drivetrain typically enhance operator awareness and serve as indirect communication between the vehicle and its operator. In contrast to internal combustion engines, electric motors produce little or no noise or vibration. As a result, an EV operator may lack a reference point for the amount of power requested through the vehicle's acceleration control device (such as an accelerator pedal) and delivered by the vehicle's drivetrain. DESCRIPTION
[0004] A system for generating haptic feedback to a motor vehicle operator comprises a powertrain configured to generate torque to propel the vehicle. The system also includes an acceleration control device with a range of driving positions configured to regulate powertrain torque generation and vehicle acceleration. The system further includes a vibration transducer mechanically connected to the acceleration control device and configured to vibrate the device. The system also includes a vehicle sensor configured to detect a request from the operator to generate powertrain torque and vehicle acceleration, and an electronic control unit communicating with the vehicle sensor.The electronic control is configured to receive the detected operator request and selectively apply vibration to the acceleration control device via the vibration transducer in correlation with the received operator request. The electronic control is additionally configured to modulate properties of the vibration applied to the acceleration control device according to vibration command parameters and associated with a change in position and / or time derivatives of the change in position of the acceleration control device.
[0005] The acceleration control device can be a foot-operated accelerator pedal.
[0006] The vibration command parameters can include setting the vibration intensity to zero until a threshold position of the acceleration control device is exceeded.
[0007] The vibration command parameters can include the fact that the intensity of the vibration depends on a rate of change of the position of the acceleration control device.
[0008] The variation in vibration intensity can be set to zero until a threshold rate of change in the position of the acceleration control device is exceeded.
[0009] Transitions between changes in vibration intensity can be smoothed to reduce sudden changes in vibration intensity.
[0010] The vibration command parameters may include the fact that the intensity of the vibration is controlled according to at least one of the following expressions: I1 = I0 + f1(d) where the intensity of the vibration is a function of the driving position of the acceleration control device; I2 = I0 + f1(d) × f2(ḋ) where the intensity of the vibration is a product of a function of the driving position and a function of a first- or higher-order time derivative of the change in position of the acceleration control device; and I3 = I0 + f1(d) + f3(ḋ) where the intensity of the vibration is a sum of a function of the driving position and a function of a first- or higher-order time derivative of the change in position of the acceleration control device.
[0011] The modulated property(ies) of the vibration can include vibration intensity. The electronic control can be configured to regulate the vibration transducer via pulse width modulation (PWM) of an actuation signal, thereby varying the vibration intensity while keeping the vibration frequency constant.
[0012] The electronic control can be configured to receive additional input from the vehicle operator and to adjust the vibration command parameters in response to the received input.
[0013] The electronic control can be configured to receive a request to generate haptic feedback and to activate a temporary or permanent opt-out.
[0014] A method for generating haptic feedback to an operator of a motor vehicle with a powertrain configured to generate torque to propel the motor vehicle is also disclosed.
[0015] The foregoing features and advantages, as well as other features and advantages of the present disclosure, will be readily apparent from the following detailed description of the embodiment(s) and the best way(s) for carrying out the described disclosure in conjunction with the accompanying drawings and the accompanying claims. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 is a schematic representation of a representative motor vehicle positioned relative to a road surface according to the disclosure. Fig. 2 is a schematic close-up view of the passenger compartment of the in Fig. 1 motor vehicle shown, which represents a system for generating haptic feedback to the operator of the vehicle according to the disclosure. Fig. Figure 3 is a first representative diagram of various embodiments of a component of the vibration intensity, which is represented as a function of the actuation travel of the acceleration control device versus time, which is controlled according to the disclosure using a mathematical expression. Fig. 3A is a representative diagram of the vibration intensity time, which corresponds to an embodiment of the vibration intensity component from the in Fig. 3 corresponds to the diagram shown, which represents the vibration intensity that is controlled in individual areas of the operating range of the acceleration control device according to the disclosure. Fig. Figure 4 is a second representative diagram of different embodiments of a component of the vibration intensity, which is represented as a function of a derivative of the actuation travel of the acceleration control device against time, which is controlled according to the disclosure using a mathematical expression. Fig. Figure 5 is a third representative diagram of different embodiments of a component of the vibration intensity, which is represented as a function of a derivative of the actuation travel of the acceleration control device against time, which is controlled according to the disclosure using a mathematical expression. Fig. 5A is a representative diagram of the vibration intensity versus time for an embodiment of the vibration intensity component from the in Fig. 5 corresponds to the diagram shown, which represents the vibration intensity that is controlled in individual areas of the operating range of the acceleration control device according to the disclosure. Fig. 6 is a flowchart of a procedure for generating haptic feedback to an operator of the in Fig. 1- Fig. 5A Motor vehicle shown in the disclosure. DETAILED DESCRIPTION
[0016] The embodiments of the present disclosure, as described herein, are intended to serve as examples. Other embodiments may take different and alternative forms. Furthermore, the drawings are generally schematic and not necessarily to scale. Some features may be enlarged or reduced to show details of certain components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching a person skilled in the art to use the present disclosure in various ways.
[0017] Specific terminology may be used in the following description for reference purposes only and is therefore not intended to be restrictive. For example, terms such as "above" and "below" refer to directions in the referenced drawings. Terms such as "front," "back," "left," "right," "rear," "sideways," "up," "down," "above," and "below," etc., describe the orientation and / or location of sections of the components or elements within a consistent but arbitrary frame of reference, as clarified by reference to the text and the accompanying drawings describing the components or elements under discussion.
[0018] Furthermore, terms such as "first," "second," "third," and so on may be used to describe separate components. Such terminology may include the words expressly mentioned above, derivatives thereof, and words of similar meaning, and is used descriptively for the figures and does not constitute any limitation of the scope of disclosure as defined by the attached claims. Moreover, the teachings herein may be described in terms of functional and / or logical block components and / or various processing steps. It is understood that such block components may include a number of hardware, software, and / or firmware components configured to perform the specified functions.
[0019] Referring to the drawings, in which the same reference symbols refer to the same components in the different views, states Fig. Figure 1 schematically represents a vehicle 10. The vehicle 10 is generally characterized by a vehicle body 12, which is surrounded by an external environment 14 and positioned on a road surface 14A. The vehicle body 12 comprises a left section 12-1, a right section 12-2, a front section 12-3, and a rear section 12-4. The vehicle body 12 defines a vehicle interior or passenger compartment 16, which is configured to accommodate a vehicle operator and one or more passengers, for example, in seats 18.
[0020] The passenger compartment 16 can also accommodate various vehicle control systems and auxiliary systems, which are described in detail below.
[0021] The vehicle 10 also includes a powertrain 20 configured to generate vehicle propulsion. The powertrain 20 may include an internal combustion engine (IC) 20-1, one or more electric or traction motors 20-2, and / or a fuel cell (not shown) configured to generate an output torque T, and a transmission assembly 20-3, such as a simple or multi-stage automatic transmission, to transmit the powertrain torque T to at least some of the road wheels 22. The vehicle 10 may therefore be configured as a plug-in electric vehicle (PEV), a hybrid electric vehicle (HEV), or be powered by another propulsion machine (such as an IC motor).The vehicle 10 also includes an energy storage device 21, such as an electrochemical battery or a multi-cell rechargeable energy storage system (RESS), configured to supply electrical power to various systems as well as the IC motor 20-1, the electric motor(s) 20-2, and / or the fuel cell. The vehicle 10 typically also includes friction brakes (not shown) located on the road wheels 22 and engaged by a vehicle brake actuator 24, such as a brake pedal located inside the vehicle cabin 16. Furthermore, the vehicle 10 typically includes a parking brake 26, which may be a lever, a pedal, or a switch (in ). Fig. 2 shown) can be configured to delay vehicle movement and secure the vehicle in a stationary state.
[0022] As in Fig. As shown in Figure 2, the vehicle 10 additionally includes a vehicle operating mode selector 28, such as a shift lever, configured to switch the powertrain 20 between vehicle driving modes, e.g., driving, individual forward gear ranges, or reverse, and vehicle park, configured to lock the vehicle driving mode and hold the vehicle in a stationary state. The vehicle operating mode selector 28 is located within the vehicle cabin 16 within easy reach of the vehicle operator, such as near a steering wheel 30 (in Figure 2). Fig. 2 shown) or on the console 32 between the front seats 18. The vehicle 10 also includes an acceleration control device 34, such as a foot-operated accelerator pedal (in Fig. 2 shown), which is located near the brake actuator 24, or a hand-operated lever (not shown) located near the steering wheel 30. The acceleration control device 34 has a range 34A of actuation driving positions configured to regulate the generation of the drivetrain torque T and thus the acceleration of the motor vehicle 10.
[0023] The vehicle 10 additionally includes a vehicle key 35, such as a physical key, a smart key (in Fig. 2 shown) or a radio transmitter. The vehicle key 35 is configured to allow the vehicle operator to activate the powertrain 20, as well as auxiliary vehicle systems, such as an infotainment system 36 and heating, ventilation and air conditioning (HVAC), which are provided with appropriate input interfaces. The vehicle 10 also includes an electronic control unit 38 (in Fig. 1 and Fig. (2 shown). The electronic control unit 38 can be a central processing unit (CPU) or a body control module (BCM) configured to receive data signals from various vehicle sensors and to manage the operation of vehicle systems. In particular, the electronic control unit 38 is in operational communication with the powertrain 20, the vehicle brake actuator 24, the parking brake 26, the vehicle mode selector 28, the acceleration control device 34, and the vehicle key 35. The electronic control unit 38 can be in operational communication with such vehicle systems and sensors via a data network, e.g., a controller area network (CAN bus), located in the vehicle 10.
[0024] A system 42 for generating haptic feedback to an operator of the motor vehicle 10, which is in Fig. The system 42, shown in Figure 2 and described in detail below, comprises at least the powertrain 20, the energy storage device 21, the acceleration control device 34, and the electronic control unit 38. The system 42 also includes a vibration transducer 44, which is mechanically connected to the acceleration control device 34. The vibration transducer 44 is configured to vibrate the acceleration control device 34 to enhance sensory communication between the vehicle and the vehicle operator. In particular, the system 42 generates haptic feedback from the acceleration control device 34 to the operator when the powertrain 20 generates vehicle propulsion as a function of the applied powertrain torque T and / or a time derivative of T.The haptic feedback thus creates a reference for the amount of power requested and applied by the vehicle's powertrain via the acceleration control device 34. By activating the powertrain 20, the vehicle key 35 can also activate the system 42 to improve sensory communication between the vehicle and its operator.
[0025] The electronic control unit 38 includes a memory 38A, which is tangible and non-volatile. The memory 38A can be a writable medium involved in providing computer-readable data or process instructions. Such a medium can take many forms, including, but not limited to, non-volatile and volatile media. Non-volatile media used by the electronic control unit 38 can, for example, include optical or magnetic disks and other persistent storage media. Volatile media of any memory 38A of the control unit can, for example, include dynamic random-access memory (DRAM), which can represent main memory. Such instructions can be transmitted through one or more transmission media, including coaxial cable, copper wire, and fiber optic cable, including the wires comprising a system bus coupled to the vehicle systems.
[0026] The memory 38A of the electronic control 38 can also comprise a flexible disk, a hard disk, a magnetic tape, another magnetic medium, a CD-ROM, a DVD, another optical medium, etc. The electronic control 38 can be equipped with a high-speed primary clock, necessary analog-to-digital (A / D) and / or digital-to-analog (D / A) circuits, input / output (I / O) circuits and devices, and suitable signal conditioning and / or buffering circuits. Algorithms required by or accessible through the electronic control 38, generally specified by reference numeral 46, can be stored in the memory 38A and executed automatically to provide the necessary functionality for operating the vehicle 10 in conjunction with the system 42.The electronic control 38 is also configured to generate haptic feedback or an actuation signal 48 using a suitable algorithm or algorithms 46 and to supply it to the vibration transducer 44 for controlling the vibration of the acceleration control device 34, as described in detail below.
[0027] With further reference to Fig. 2. System 42 further comprises a vehicle sensor 50, which communicates with the electronic control unit 38. The vehicle sensor 50 is configured to detect a request 52 from the operator, such as the force F applied to the acceleration control device 34, and / or a displacement d of the acceleration control device 34, and / or time derivatives of F and / or d, to generate the powertrain torque T and the acceleration of the vehicle 10. The electronic control unit 38 is configured to receive the detected operator request 52. The electronic control unit 38 is also configured to selectively apply vibration to the acceleration control device 34 via the vibration transducer 44 in correlation with the received operator request 52.The electronic control 38 is further configured to modulate one or more properties of the vibration applied to the acceleration control device 34 according to vibration command parameters 54, and associated with a change in the position of the acceleration control device or a time derivative of that change in position. In particular, one of the modulated properties can be the intensity of the vibration of the acceleration control device 34, which is varied both according to vibration command parameters 54 and proportionally with the change in the position of the acceleration control device. In other words, the vibration control parameters 54 include a relationship between the actuation path of the acceleration control device (e.g.,The pedal position (or depressing) and the vibration intensity of the vibration transducer 44 are used by the electronic control 38 to generate haptic feedback to the vehicle operator. More generally, the intensity and / or other characteristics of the vibration signal, such as frequency and pattern, can be a function not only of the position of the acceleration control device 34, but also of a first and / or higher time derivative of the position of the acceleration control device and user preferences.
[0028] The electronic control unit 38 can also receive various vehicle operating parameters from other vehicle sensors, such as g-forces acting on the vehicle body 12, operation of the traction control, etc., in order to set or adjust the vibration command parameters. Mathematically expressed, the intensity of the vibration can be determined according to expression (58) I1 = I0 + f1(d) (in Fig. 3A) are controlled, with the intensity of the vibration being a function of the driving position of the acceleration control device. Four different representative forms of the expression f1(d) are shown in Fig. 3 graphically represented using different line types. In particular, in expression 58, expression I0 represents the output intensity of the vibration generated at the acceleration control device 34, while expression f1 (d) represents a selected function of the actuation travel of the device over its actuation range 34A. Fig. Figure 3A presents a first representative diagram of the vibration intensity as a function of time, defined by expression 58, where f1 has the form shown using a dash-dot (or chain) line type in Fig. 3 is shown.
[0029] The in Fig. The vibration command parameter 54 shown in Figure 5A can include the fact that the intensity of the vibration depends on the actuation rate of the acceleration control device 34 as well as the position of the acceleration control device in question. As shown in Fig. As shown in Figure 3A, the vibration command parameters 54 can include setting the vibration intensity to zero via the algorithm(s) 46 until a threshold position 56 of the acceleration control device 34 is exceeded. The threshold position 56 of the acceleration control device 34 can be set to a relatively short distance from the device's initial rest position along its actuation range 34A. Accordingly, setting the threshold position 56 can create an initial dead zone in the acceleration control device's range 34A, for example, to simulate a common user experience with vehicles using internal combustion engines.
[0030] Alternatively, the intensity of the vibration can be determined according to expression (60) I2 = I0 + f1 (d) × f2 (ḋ) (shown in Fig. 5A) are controlled, wherein the second component of the vibration intensity is a product of a function of the driving position and a function of a first- or higher-order time derivative of the change in the position of the acceleration control device. In particular, in expression 60, the expression f2(ḋ) represents a specific function of a rate of change (time derivative) of the position of the acceleration control device 34. Fig. Figure 4 shows four different representative forms of f2 using different line types. In another alternative, the intensity of the vibration can be expressed according to expression (62) I3 = I0 + f1 (d) + f3 (ḋ) (shown in Fig. 5A) are controlled, wherein the intensity of the vibration is a sum of an output value, a function of the driving position, and a function of a first- or higher-order time derivative of the change in the position of the acceleration control device. In particular, in expression 62, the expression f3(ḋ) represents an alternative function of the rate of change of the position of the acceleration control device 34. Fig. Figure 5 shows four different representative forms of f3 using different line types.
[0031] Fig. Figure 5A presents a second representative diagram of the vibration intensity as a function of the actuation of the acceleration control device 34 versus time, defined by expression 62. The second representative diagram of Fig. 5A corresponds to f1 assuming the form that is created using the semicolon (chain) line type in Fig. 3 is shown, and f3 assuming the form shown using the dash-dot line type in Fig. 5 is shown. Similar to in Fig. 3A can be found in the Fig. The vibration control parameters 54 shown in diagram 5A indicate that the vibration intensity depends on the actuation rate of the acceleration control device 34 and the position of the acceleration control device. In expression 62, the variation in vibration intensity can be set to zero until the rate of change of the position (d) of the acceleration control device 34 exceeds a threshold value or rate 63. In other words, the vibration control parameters 54 can additionally include a relationship between the actuation rate of the acceleration control device 34 (rate of change of position and higher-order time derivatives) and the vibration intensity of the vibration transducer 44 to generate haptic feedback. Each of the mathematical expressions 58, 60, and 62 can be programmed into the electronic control 38 to operate the system 42.
[0032] Referring to expressions 58, 60, 62, transitions 64 (in Fig. (5A shown) between changes in the intensity of the vibration applied to the acceleration control device 34 are smoothed by a specific programming of the algorithm(s) 46. Such smoothing of the transitions 64 can be used to attenuate sudden changes in the intensity of the vibration and a possible similar effect on the actuation of the acceleration control device 34 and the resulting drivetrain torque T. With reference to Fig. 3 and Fig. 4. The vibration command parameters can also include the separate control of vibration intensity in individual ranges of range 34A of the acceleration control device's actuation range. As an example of a stepwise continuous variation of vibration intensity according to expression 58, I1 in Fig. Figure 3 shows using a solid line type, with each step corresponding to a specific interval of the travel range of the acceleration control device 34. A small offset 68 (in Fig. 3 and Fig. 4 shown), while the vibration input from the vibration transducer 44 is a nominal value, can be added to the initial part of the actuation range 34A.
[0033] The electronic control unit 38 can be configured to control the vibration transducer 44 via pulse-width modulation (PWM) of the haptic feedback signal 48, thereby varying the vibration intensity while maintaining the pulse frequency and vibration constant. The algorithm(s) 46 can be pre-programmed with the expressions 58, 60 and the numerical values for the vibration command parameters. Optionally, the electronic control unit 34 can be configured to receive additional input from the vehicle operator, for example, via the infotainment system 36, and to use the received input to select the vibration command parameters 54. For example, the electronic control unit 34 can adjust the vibration command parameters 54 (i.e., control the vibration intensity, etc.) in response to the vehicle operator selecting the vehicle's sport-versus-comfort driving mode.The electronic control 38 can be configured to receive a request from the vehicle operator to generate haptic feedback and to activate a temporary opt-out 70, e.g. for a key cycle or until the request is reversed.
[0034] Fig. 6 describes a method 100 for generating haptic feedback to an operator of a motor vehicle, such as vehicle 10, via the system 42, as described above with reference to Fig. 1- Fig. 5A is described. Procedure 100 is configured to enable the generation of a tactile reference for the amount of power requested and applied by the vehicle powertrain 20 via the acceleration control device 34. Procedure 100 begins in frame 102, and the procedure involves identifying a selection that, via the electronic control 34, activates the generation of haptic feedback as described above, or receiving an opt-out 70 from the generation of haptic feedback and activating the requested opt-out. After frame 102, the procedure can proceed to frame 104 if the haptic feedback has been activated, or proceed directly to frame 110 if the operator has selected the opt-out 70.
[0035] In frame 104, the method includes receiving, via the electronic control unit 38, a signal indicating that the powertrain 20 is activated, such as by the vehicle key 35 and / or the vehicle operating mode selector 28. Following frame 104, the method transitions to frame 106. In frame 106, the method includes acquiring, via the electronic control unit 38, the vehicle operator request 52, such as the force F applied to the acceleration control device 34 and / or its displacement d, to generate the powertrain torque T and the acceleration of the vehicle 10. Following frame 106, the method transitions to frame 108. In frame 108, the method includes selectively applying, via the electronic control unit 34 using the vibration transducer 44, vibration to the acceleration control device 34 in correlation with the received operator request 52.
[0036] In framework 108, the method further includes modulating, via the electronic control 38, one or more properties (such as intensity, frequency, and / or pattern) of the vibration applied to the acceleration control device 34. The modulation of the property(ies) of the applied vibration is achieved according to vibration command parameters 54 (pre-programmed into the control 38 and / or entered by the vehicle operator) and associated with changes in the position as well as first- and higher-order time derivatives of the position of the acceleration control device 34. As described with reference to Fig. 1- Fig. As described in Figure 5A, varying the intensity of the vibration at the acceleration control device 34 can be achieved via PWM of the haptic feedback signal 48 to the vibration transducer 44, while keeping the vibration frequency constant. The frames 106 and 108 can form a haptic feedback modulation loop while power is requested and applied by the vehicle powertrain 20 via the acceleration control device 34.
[0037] As also mentioned above with reference to Fig. 1- Fig. As described in Section 5A, the vibration command parameters 54 can include setting the vibration intensity to zero until a threshold position of the acceleration control device 34 is exceeded. The vibration command parameters 54 can also include making the vibration intensity dependent on the rate of change of the position of the acceleration control device 34. The variation in vibration intensity can be set to zero until the threshold rate 63 of the change in the position of the acceleration control device 34 is exceeded. The transitions 64 between changes in vibration intensity applied to the acceleration control device 34 can be smoothed to attenuate sudden changes in vibration intensity.The vibration command parameters 54 may include that the intensity of the vibration is controlled according to at least one of the expressions (58) I1 = I0 + f1(d), (60) I2 = I0 + f1(d) × f2 (ḋ) and (62) I3 = I0 + f1(d) + f3(ḋ), as referred to . Fig. 3- Fig. 5A described.
[0038] Following frame 108, the procedure can proceed to frame 110 to shut down the powertrain 20 or deactivate the general vehicle system. Once the vehicle operator has selected vehicle park mode via the vehicle operating mode selector 28, the parking brake 26 has been engaged, the torque generation of the powertrain 20 has been shut down, and / or the vehicle 10 has been exited by the operator using the vehicle key 35, the procedure 100 can return to frame 102 or terminate in frame 112. Overall, the procedure 100 improves sensory communication between the vehicle and its operator. In particular, the procedure enables the generation of haptic feedback to a motor vehicle operator, providing a reference for the amount of power requested by the operator and applied by the vehicle powertrain.
[0039] The detailed description and the drawings or figures support and describe the disclosure, but the scope of the disclosure is defined exclusively by the claims. While some of the best ways and other embodiments for carrying out the claimed disclosure have been described in detail, there are various alternative designs and embodiments for implementing the disclosure, which are defined in the accompanying claims. Furthermore, the embodiments shown in the drawings or the features of various embodiments mentioned in this description are not necessarily to be understood as independent embodiments.Rather, it is possible that each of the features described in one of the examples of an embodiment can be combined with one or more other desired features from other embodiments, leading to other embodiments that are not described in words or by reference to the drawings. Accordingly, such other embodiments fall within the scope of the appended claims.
Claims
[1] System for generating haptic feedback to an operator of a motor vehicle, the system comprising: a powertrain configured to generate torque to propel the motor vehicle; an acceleration control device which has a range of driving positions configured to regulate the generation of drivetrain torque and thereby produce acceleration of the motor vehicle; a vibration transducer that is mechanically connected to the acceleration control device and configured to vibrate the acceleration control device; a vehicle sensor configured to detect a request from the operator to generate powertrain torque and vehicle acceleration; and an electronic control unit that communicates with the vehicle sensor and is configured to: to receive the captured operator request; and selectively apply vibration via the vibration transducer to the acceleration control device in correlation with the received operator request; wherein the selective application of vibration involves modulating one or more properties of the vibration applied to the acceleration control device according to vibration command parameters and is associated with a change in the position and / or time derivatives of the change in the position of the acceleration control device. [2] System for generating haptic feedback according to claim 1, wherein the acceleration control device is a foot-operated accelerator pedal. [3] System for generating haptic feedback according to claim 1, wherein the vibration command parameters include setting the intensity of the vibration to zero until a threshold position of the acceleration control device is exceeded. [4] System for generating haptic feedback according to claim 1, wherein the vibration command parameters include that the intensity of the vibration depends on a first and / or higher time derivative of the position of the acceleration control device. [5] System for generating haptic feedback according to claim 4, wherein the variation of the intensity of the vibration is set to zero until a threshold rate of change of the position of the acceleration control device is exceeded. [6] System for generating haptic feedback according to claim 4, wherein transitions between changes in the intensity of the vibration are smoothed to reduce sudden changes in the intensity of the vibration. [7] System for generating haptic feedback according to claim 4, wherein the vibration command parameters include controlling the intensity of the vibration according to at least one of the following expressions: I1 = I0 + f1 (d) where the intensity of the vibration is a function of the driving position of the acceleration control device; I2 = I0 + f1(d) × f2 (ḋ) where the intensity of the vibration is a product of a function of the driving position and a function of a first- or higher-order time derivative of the change in the position of the acceleration control device; and I3 = I0 + f1 (d) + f3(ḋ) where the intensity of the vibration is a sum of a function of the driving position and a function of a first or higher order time derivative of the change in position of the acceleration control device. [8] System for generating haptic feedback according to claim 1, wherein one or more properties of the vibration include the vibration intensity and wherein the electronic control is configured to control the vibration transducer via pulse width modulation (PWM) of an actuation signal and thereby vary the vibration intensity while keeping the frequency of the vibration constant. [9] System for generating haptic feedback according to claim 1, wherein the electronic control is configured to receive additional input from the vehicle operator and to adjust the vibration command parameters in response to the received input. [10] System for generating haptic feedback according to claim 1, wherein the electronic control is configured to receive a request for generating haptic feedback and to activate an opt-out.