System and method for controlling a vehicle based on a force applied to an accelerator pedal

Abstract

Electronic pedal assembly (102) for controlling a throttle (108) of an engine (104) of a vehicle, the electronic pedal assembly (102) comprising: a pedal plate (110); at least one force sensor (112) configured to detect a force applied to the pedal plate (110), wherein the force sensor (112) is configured to measure a force distribution on the pedal plate (110); one or more control devices (114) communicatively coupled to the at least one force sensor (112) and configured to determine a throttle output for controlling the throttle (108) of the engine (104) at least partially based on the force applied to the pedal plate (110) and at least partially based on an operating state related to the operation of the vehicle, wherein the one or more control devices (114) are further configured to adapt a second operation of the vehicle based on the force distribution on the pedal plate (110), the second operation being different from controlling the throttle (108) of the engine (104).

Description

RELATED APPLICATIONS

[0001] This application claims priority to and the benefit of U.S. Provisional Patent Application No. 62 / 701,172, filed July 20, 2018. U.S. Provisional Patent Application No. 62 / 701,172 is hereby incorporated by reference in its entirety. AREA

[0002] Example aspects of the present disclosure generally relate to the field of throttle control for a vehicle, such as an electronic pedal assembly for controlling a throttle of an engine of a vehicle based on a force applied to a pedal. GENERAL STATE OF THE ART

[0003] Electronic throttle control generally refers to computer-implemented methods for controlling a vehicle's throttle by sensing the position of an accelerator pedal, which controls a throttle actuator based on the sensed position information. The throttle actuator controls the operation of the engine and the vehicle's forward acceleration.

[0004] However, position-based throttle control can lack responsiveness or become tiring for the driver. For example, when the driver desires acceleration, the driver may press the pedal, which may encounter some resistance. This resistance can cause a delay between the driver pressing the pedal and the vehicle accelerating. Furthermore, the force required to fully depress the pedal and thus deliver maximum throttle output is generally fixed. This lack of adjustability can adversely affect the ergonomics of the pedal system.

[0005] Accordingly, an improved process system and associated method for controlling a throttle of an engine of a vehicle that addresses one or more of the previously identified problems would be welcome in the technology.

[0006] DE102010063053A1 describes a pedal position sensor assembly for a motor vehicle, comprising an accelerator pedal, a mounting for the accelerator pedal, and a sensor for detecting a parameter of the accelerator pedal, so that the power of a drive motor of the motor vehicle can be controlled depending on the detected parameter. The sensor is at least one force sensor for detecting a force applied by a foot to the accelerator pedal.

[0007] DE112017004864T5 describes a pedal device having a pedal portion that the operator operates, and a pedal force detecting portion that is configured to detect the magnitude of the pedal force in the tactile direction when the operator operates the pedal portion, and that is configured to output a signal corresponding to the magnitude of the pedal force. SUMMARY OF THE INVENTION

[0008] Aspects and advantages of embodiments of the present disclosure will be set forth in part in the description below, or may be apparent from the description, or may be learned by practice of the embodiments. According to the invention, an electronic pedal assembly for controlling a throttle of an engine of a vehicle according to claim 1 and an electronic pedal assembly for a vehicle according to claim 13 are provided. Dependent claims relate to advantageous embodiments of the invention.

[0009] Example aspects of the present disclosure are directed to a system for controlling a throttle of an engine of a vehicle. An electronic pedal assembly may include a pedal plate and at least one force sensor configured to detect a force applied to the pedal plate. The pedal assembly may include one or more controllers communicatively coupled to the force sensor(s) and configured to determine a throttle output for controlling the throttle of the engine based at least in part on the force applied to the pedal plate and at least in part on an operating condition related to operation of the vehicle.

[0010] These and other features, aspects, and advantages of various embodiments will become more fully understood with reference to the following description and the appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the related principles. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The description deals in detail with embodiments aimed at a person of ordinary skill in the art, with reference being made to the attached figures in which: Fig. 1 is a graph showing exemplary relationships between a throttle output and force applied to a pedal plate of a vehicle; Fig. 2A shows a graph of an exemplary hysteresis function according to aspects of the present disclosure; Fig. 2B shows a graph of another exemplary hysteresis function according to aspects of the present disclosure; Fig. 3A shows a graph of an exemplary threshold function according to aspects of the present disclosure; Fig. 3B an illustration of the threshold function of Fig. 3A according to aspects of the present disclosure; Fig. 4 is a simplified schematic illustration of a system including an electronic pedal assembly for a vehicle according to aspects of the present disclosure; Fig. 5A is a side view of selected portions of an embodiment of the electronic pedal assembly of Fig. 4 is; Fig. 5B is a side view of selected portions of another embodiment of the electronic pedal assembly of Fig. 4 is; Fig. 6 a simplified schematic top-bottom view of the selected sections of the pedal assembly of Fig. 3 shows; Fig. 7A shows a pedal assembly including a force sensor in an unassembled state according to aspects of the present disclosure; Fig. 7B the pedal assembly of Fig. 7A in an assembled state according to aspects of the present disclosure; Fig. 8A shows a flowchart of one embodiment of a method for calculating throttle output in accordance with aspects of the present disclosure; Fig. 8B shows a flowchart of one embodiment of a method for adjusting operation of the vehicle based on force distribution on a pedal plate in accordance with aspects of the present disclosure.

[0012] The repeated use of reference numerals in the present description and in the drawings is intended to represent identical or analogous features or elements of the invention. DETAILED DESCRIPTION

[0013] Reference will now be made in detail to embodiments, one or more examples of which are illustrated in the drawings. Each example is provided to illustrate the embodiments and is not intended to limit the present disclosure. Indeed, it will be apparent to one skilled in the art that various modifications and variations may be made to the embodiments without departing from the scope or spirit of the present disclosure. For example, features illustrated or described as part of one embodiment may be used with another embodiment to achieve yet another embodiment. Thus, aspects of the present disclosure are intended to cover such modifications and variations.

[0014] Example aspects of the present disclosure are directed to a system and method for controlling a throttle state of a vehicle. An electronic pedal assembly may include a pedal plate for controlling the throttle. The electronic pedal assembly may be configured to monitor a force or force distribution applied to the pedal plate by a foot of a driver of the vehicle. The electronic pedal assembly may control forward acceleration of the vehicle by controlling operation of a throttle of an engine of the vehicle and / or operation of an electric motor of the vehicle. More specifically, the electronic pedal assembly may determine a throttle output used to control forward acceleration of the vehicle. For example, an amount of fuel and / or air supplied to the motor (or the voltage or current supplied) may be used.applied to the electric motor) based on the throttle output.

[0015] The throttle output may be determined based at least in part on the force applied to the pedal plate and at least in part on an operating condition related to the operation of the vehicle. Example operating conditions may include a current acceleration, a current speed, and a current drive mode of the vehicle. As one example, at low speeds, a relatively small force may provide a relatively large forward acceleration (via a large throttle output) to deliver a "sportier" driving experience. At higher speeds, a relatively larger force may be necessary to provide the same throttle output, which may give the driver greater control over the vehicle.

[0016] In some embodiments, a hysteresis function may be applied that additionally varies the throttle output based on whether the applied force is currently increasing or decreasing. The hysteresis function may further vary the throttle output based on an operating state of the vehicle. The operating state of the hysteresis function may be the same as or different from the original throttle calculation described above. For example, a parameter of the hysteresis function may vary based on a current acceleration of the vehicle, while the original throttle determination may vary based on a current speed of the vehicle.

[0017] In some embodiments, the electronic pedal assembly may be configured to control operation of the vehicle based on aspects of a force distribution (e.g., a two-dimensional force distribution) applied to the pedal plate. For example, in response to a force distribution concentrated toward a front end of the pedal plate (e.g., under the driver's toes), the electronic pedal assembly may cause a transmission of the vehicle to shift (e.g., to a higher gear). As another example, in response to a force distribution concentrated toward one side of the pedal plate, the electronic pedal assembly may activate a turn signal. Various other operations of the vehicle may be controlled based on the force distribution.The electronic pedal assembly may also be configured to perform other features based on the applied force and / or one or more operating conditions of the vehicle, for example, as described herein.

[0018] Example aspects of the present disclosure are directed to an electronic pedal assembly for controlling a throttle state of a vehicle. The electronic pedal assembly may include a pedal plate and at least one force sensor configured to detect a force applied to the pedal plate. The electronic pedal assembly may also include one or more controllers communicatively coupled to the at least one force sensor and configured to determine a throttle output for controlling the throttle state of the vehicle based at least in part on the force applied to the pedal plate and at least in part on an operating condition related to the operating condition of the vehicle.

[0019] In some embodiments, the operating state may include at least a current speed of the vehicle, a current acceleration of the vehicle, a current road condition, and / or a driving mode of the vehicle.

[0020] In some embodiments, the controller(s) may be further configured to calculate at least one gain and / or offset relating the monitored force to the throttle output to determine the throttle output. The gain or offset may vary with the operating condition.

[0021] In some embodiments, the controller(s) may be further configured to determine the throttle output based at least in part on a monotonic function.

[0022] In some embodiments, the controller(s) may be further configured to apply a hysteresis function to determine the throttle output. In some embodiments, the controller(s) may be further configured to vary at least one parameter related to the hysteresis function based on at least one of the operating condition and an additional operating condition.

[0023] In some embodiments, the force sensor(s) may be configured to measure a force distribution on the pedal plate. The controller(s) may be further configured to adjust a second operation of the vehicle based on the force distribution on the pedal plate. The second operation may be different from controlling the throttle state of the vehicle. The second operation may include one or more of the following: providing input to an autonomous driving system; adjusting a drive mode of the vehicle; shifting a gear of a transmission of the vehicle; applying a brake of the vehicle; or activating a turn signal.

[0024] In some embodiments, the force sensor(s) may comprise at least one of the following: a pair of force sensors spaced apart in at least one longitudinal and / or lateral direction with respect to the pedal plate; or a torque sensor configured to sense torque about at least one longitudinal and / or lateral axis of the pedal plate.

[0025] In some embodiments, the controller(s) may be further configured to selectively apply a threshold function to the monitored force to determine the throttle output. The threshold function may include defining a constant throttle force range and causing the throttle output to remain substantially constant while the applied force is within the constant throttle force range.

[0026] In some embodiments, the controller(s) may be further configured to adjust a second operation of the vehicle based on variations in the monitored force that is within the constant throttle force range. The second operation may be different from controlling the throttle state of the vehicle. For example, a second operation may include one or more of the following: providing input to an autonomous driving system, adjusting a drive mode of the vehicle, shifting a gear of a transmission of the vehicle, applying a brake of the vehicle, or activating a turn signal. In some embodiments, the controller(s) may be further configured to select the nominal force value based on driver input.

[0027] An exemplary aspect of the present disclosure is directed to an electronic pedal assembly for a vehicle. The electronic pedal assembly may include a pedal plate having a longitudinal direction and a lateral direction. The electronic pedal assembly may also include at least one force sensor configured to measure a force distribution on the pedal plate with respect to at least one of the longitudinal direction and / or the lateral direction. The controller(s) may be communicatively coupled to the force sensor(s), which is / are configured to monitor the force distribution on the pedal plate with respect to at least one of the longitudinal direction and / or the lateral direction by receiving signals from the force sensor(s) and adjusting operation of the vehicle based on the force distribution on the pedal plate.

[0028] In some embodiments, operating the vehicle may include providing input to an autonomous driving system, adjusting a drive mode of the vehicle, shifting a gear of a transmission of the vehicle, applying a brake of the vehicle, and / or activating a turn signal based on aspects of the power distribution. In some embodiments, operating the vehicle may include determining a throttle output to control a throttle state of the vehicle.

[0029] In some embodiments, the controller(s) may be further configured to determine the throttle output based on a current operating state of the vehicle. The current operating state of the vehicle may include a current speed of the vehicle, a current acceleration of the vehicle, a current road condition, or a current drive mode of the vehicle.

[0030] In some embodiments, the force sensor(s) may comprise a pair of force sensors spaced apart in at least one of the longitudinal direction and / or the lateral direction of the pedal plate.

[0031] In some embodiments, the force sensor(s) may comprise a torque sensor configured to detect torque about at least one of a longitudinal axis extending in the longitudinal direction and a lateral axis extending in the lateral direction of the pedal plate.

[0032] Fig. 1 is a graph 10 showing example relationships between throttle output and applied force. Throttle output may generally increase with greater applied force, so the rider can increase throttle output by applying greater force to the pedal plate. An initial force threshold may be defined below which throttle output is equal to a nominal throttle output value, for example, a throttle output value suitable for coasting. Similarly, a maximum throttle output value may be defined as the largest throttle output value produced by the system. The maximum throttle output value may generally be produced in response to a force equal to or greater than the maximum applied force. In some embodiments, the maximum applied force may be adjustable, for example, according to user input.For example, the maximum applied force can be set by the user by entering a setting mode and applying the desired maximum applied force to the pedal.

[0033] The relationship or "mapping" between throttle output and applied force may vary with an operating condition of the vehicle. Various example operating conditions include a current speed of the vehicle, a current acceleration of the vehicle, a current road condition, or a drive mode of the vehicle. As used herein, "operating condition" may include any suitable parameter or characteristic of vehicle operation sensed or monitored by a control device associated with the vehicle.

[0034] In the exemplary relationship that Fig. 1, the curved lines may represent a relationship between throttle output and applied force for a constant operating condition value. As the operating condition value increases during vehicle operation, the relationship may change. For example, a first relationship curve 12 may be defined for a first operating condition value. A second relationship curve 14 may be defined for a second operating condition value that is greater than the first operating condition value, and so on, up to a final relationship curve 16 for a final operating condition value.

[0035] In some embodiments, the operating condition(s) may include the current acceleration of the vehicle. The relationship between throttle output and applied force may transition from the first relationship curve 12 to the last relationship curve 16 as the current acceleration of the vehicle increases. This may provide a more engaging or "sportier" feel when the current acceleration is relatively low, as a small increase in applied force can generate a relatively large increase in throttle output. However, at higher current acceleration values, the same increase in applied force may generate a smaller increase in throttle output. This may provide the driver with greater control over the additional throttle applied (and thus additional acceleration) when the vehicle is already accelerating significantly.

[0036] In some embodiments, the operating state(s) may include the current acceleration of the vehicle. This configuration may provide similar advantages to the previously described embodiment in which the operating state includes the current acceleration.

[0037] In some embodiments, the operating condition may include a driving mode of the vehicle. For example, the driver may select "Sport," "Comfort," or "Economy" modes as desired. In other embodiments, the operating condition may include a current road condition. For example, when poor road conditions are detected, the relationship between applied force and throttle output varies in a manner that provides better performance and / or control of the vehicle. Various other operating conditions may include seat position adjustment, ground or vehicle inclination, outside temperature, engine temperature, and the like.

[0038] In some embodiments, the relationship(s) between throttle output and applied force may be defined in a form similar to the standard equation for a row: y = mx + b. The slope m, the offset b, or both may be defined as functions of the operating condition. With reference to Fig. 1, a current tangent line 16 may be defined for a current applied force 18, a current throttle output 20, and a current operating state value (corresponding to the first relationship curve 12). The current tangent line 16 may have a current slope and a current offset 22. The current slope may be defined as the slope of the current tangent line 16, and the current offset 22 may be defined as the intersection of the current offset 22 with the throttle output axis.

[0039] In some embodiments, the relationship(s) between throttle output and applied force may be defined as follows: U(F, C)=m(C)⋅F+b(C) where F represents the applied force, C represents the operating state value, U(F, C) represents the throttle output, m(C) represents the current slope of the throttle output with respect to the applied force (e.g., the slope of tangent line 16), and b(C) represents the current offset of the throttle output with respect to the applied force (e.g., the offset 22 of tangent line 16). When the applied force and / or the operating state is / are changed, the current slope and / or the current offset can be adjusted accordingly. It should be understood that in some embodiments, one of the current slope or the current offset can be defined as a function of the operating state value, while the other can be a constant value. The function(s) defining the current slope and / or the current offset can becan be selected based on the desired system response.

[0040] In some embodiments, the relationship between the applied force and the throttle output can be described by a monotonic function. A monotonic function is a function that does not increase or decrease as a whole. The relationship between the applied force and the throttle output can generally be described as a non-decreasing monotonic function. A non-decreasing monotonic function is described as a function that has an output that increases or remains constant in response to an increase in input, for example, as in Fig. 1 shown.

[0041] Fig. 2A illustrates a graph 24 of an exemplary hysteresis function according to aspects of the present disclosure. The vertical axis represents the throttle output, and the horizontal axis represents the applied force. In some embodiments, a hysteresis function may be applied to the throttle output based on the monitored force applied to the pedal plate. Various parameters of the hysteresis function may vary based on the currently applied force, a measure of change in the currently applied force, and / or one or more operating parameters of the vehicle. For example, a nominal relationship curve 26 may relate the applied force to the throttle output. Applying the hysteresis function to the nominal relationship curve 26 may cause the throttle output to follow a first path 28 as the applied force increases and a second path 30 as the applied force decreases.The first path 28 and / or the second path 30 may be defined to have respective offsets with respect to the nominal relationship 26 measured at the throttle output and / or the axis of applied force. For example, in a simplified case, the first path 28 may be defined as the throttle output value generated by the nominal relationship 26 plus an offset. Similarly, the second path 30 may be defined as the nominal relationship 26 generated by the nominal relationship 26 minus an offset. Each of the first path 28 and the second path 30 may also have respective slopes that may be the same as or different from a slope of the nominal relationship 26. The slope and / or offset values ​​may vary based on the currently applied force, a measure of change in the currently applied force, and / or one or more operating parameters.

[0042] At the maximum throttle output, a first constant throttle force range 32 may be defined. The hysteresis function may cause applied force values ​​within the constant throttle force range 32 to result in a throttle output equal to (or approximately equal to) the maximum throttle output value. Similarly, a second constant throttle force range 34 may be defined, within which the hysteresis function causes the throttle output to be equal to (or approximately equal to) the nominal throttle output value.

[0043] Fig. Figure 2A illustrates the nominal relationship 26 as a linear relationship between the applied force and the throttle output. However, it should be understood that in some embodiments, the hysteresis function may be applied to the calculations previously described with reference to Fig. 1, such as the output U(F, C) of Equation 1. In other words, in some embodiments, such an output may be an intermediate output that is then input to the hysteresis function to obtain the throttle output.

[0044] Fig. 2B depicts a graph 36 illustrating another embodiment of the hysteresis function according to aspects of the present disclosure. At least one parameter associated with the hysteresis function may vary based on an operating condition of the vehicle. Example parameters of the hysteresis function may include an offset, a slope, a constant throttle force range (e.g., as previously described), and any other suitable parameters associated with hysteresis functions. In other words, the hysteresis function may cause the throttle output to diverge or converge with respect to the nominal relationship 26 with the applied force based on the operating condition.

[0045] For example, in some embodiments, a slope associated with the hysteresis function may vary with an operating condition of the vehicle. The slope of the first path 28 and / or the second path 30 of the hysteresis function may vary with the operating condition value. For example, the first path 28 may be adjusted based on the operating condition. A series of subpaths 36, 38, 40 may represent lines of constant operating condition value. Thus, the first path 28 may be adjusted based on increasing or decreasing operating condition values ​​(illustrated by arrow 42). Similarly, a series of subpaths 44, 46, 48 may represent lines of constant operating condition value, and the second path 30 may be adjusted based on increasing or decreasing operating condition values ​​(illustrated by arrow 50).

[0046] In some embodiments, one or more constant throttle force ranges associated with the hysteresis function may vary with varying operating condition values. For example, the size of the constant throttle force range may vary with the operating condition. Fig. Figure 2B illustrates this using a series of constant throttle force ranges 52, 54, 46. A first constant throttle force range 52 may be associated with the first subpath 36 of the first path 28 and the first subpath 44 of the second path 30. Similarly, a second constant throttle force range 54 may be associated with the second subpath 38 of the first path 28 and the second subpath 46 of the second path 30, and so on.

[0047] It is understood that the different “paths” of Fig. 2B illustrate merely simplified examples of varying a parameter of a hysteresis function according to aspects of the present disclosure. Various combinations or variations are possible within the scope of this disclosure based on the above description and examples. For example, the "paths" of Fig. 2B is illustrated as straight line segments for clarity. In some embodiments, the hysteresis function may define "paths" including curved sections. In some embodiments, a first parameter of the hysteresis function may vary based on a first operating characteristic, and a second parameter may vary based on a second operating characteristic. For example, a slope of the hysteresis function may vary based on a current acceleration of the vehicle, while a size of a constant throttle force range may vary based on a current speed of the vehicle.

[0048] Fig. 3A illustrates a graph 54 of an exemplary threshold function according to aspects of the present disclosure. When applied, the threshold function may cause the throttle output to remain substantially constant for certain monitored force values. For example, the threshold function may define a constant throttle force range 56 and cause the throttle output to remain substantially constant at a substantially constant throttle output value 58 while the applied force is within the constant throttle force range 56. A nominal relationship 60 (shown by a solid line) may relate to the applied force and the throttle output without the threshold function. The resulting throttle output within the constant throttle force range 56 is shown by the dotted line 62.The other dotted lines 64, 66 illustrate how the throttle output can be gradually reversed (e.g., increased) to the throttle output produced by the nominal relationship 60 when the threshold function is no longer applied.

[0049] Fig. For clarity, Figure 3A illustrates the nominal relationship 60 as a simplified linear relationship. However, in some embodiments, the threshold function may be applied to the result of the calculations previously described with reference to Fig. 1 (e.g. the output U(F, C) of equation 1) and / or the output of the hysteresis function described previously with reference to Fig. 2A and Fig. 2B. In other words, in some embodiments, the output of such calculations may be an intermediate output that is then input to the hysteresis function to obtain the throttle output.

[0050] Fig. Figure 3B shows a graph of a time-varying example of an application of the threshold function of Fig. 3A according to aspects of the present disclosure. The applied force is represented on a vertical axis, and time is represented on the horizontal axis. In this example, the applied force remains within the constant throttle force range 56 from an initial time (represented by T i in Fig. 3B) until an end time (represented by T f in Fig. 3B). During this period, the throttle output may remain constant or substantially constant despite variations in the applied force within the constant throttle force range 56.

[0051] The driver can selectively cause the threshold function to be applied in a variety of ways. For example, the driver can indicate that the threshold function is applied by speaking a command, manipulating a physical button or switch, or interacting with a touchscreen device in the vehicle. Additionally, in some embodiments, the threshold function can be configured to be applied automatically when the applied force remains within a predetermined force threshold for a predetermined time interval.

[0052] The driver can also selectively cause the application of the threshold function to stop in a variety of ways. For example, the driver can apply a force that is outside the constant throttle force range 56. With reference to Fig. 3B, if the applied force exceeds an upper limit 61 of the constant throttle force range 56 at the end time (represented by T f in Fig. 3B), the threshold function may no longer be applied, so that the throttle output may again be controlled based on the applied force. The driver may be able to stop applying the threshold function using any other suitable method, for example, including applying the brake, speaking a command, manipulating a physical button or switch, or interacting with a touchscreen device in the vehicle. When the application of the threshold function is stopped, the throttle output may gradually be reversed to a throttle output based on the applied force (for example, as previously described with reference to dashed lines 64, 66 of Fig. 3A).

[0053] In some embodiments, at least one operation of the vehicle (e.g., other than controlling the engine's throttle) may be controlled based on variations in the monitored force that are within the constant throttle force range 56 while the threshold function is applied. Example operations of the vehicle include providing an input to an autonomous driving system, adjusting a drive mode of the vehicle, shifting a gear of a vehicle's transmission, applying a brake of the vehicle, and / or activating a turn signal based on aspects of the force distribution. For example, while the threshold function is applied, the driver may be able to apply a short force pulse (represented by the dotted box 62) to shift to a lower or higher gear (e.g., without affecting the throttle output).As another example, the driver may apply two pulses to activate a turn signal. Other variations and / or combinations are possible within the scope of the disclosure.

[0054] Fig. 4 is a simplified schematic illustration of a system 100 including an electronic pedal assembly 102 for a vehicle according to aspects of the present disclosure. The system 100 may also include a motor 104 including an actuator 106 configured to control the operation of a throttle 108 that can adjust a level of air and / or fuel to the engine. However, it should be understood that the presently disclosed system and associated methods may also be used in electric and / or hybrid vehicles. In these cases, the system may include an electric motor (e.g., instead of or in addition to the motor(s) 104). A voltage applied to the electric motor and / or a current applied to the electric motor may be controlled based on the throttle output. For example, the system may control the torque output of the motor and / or engine based on the throttle output.

[0055] In some embodiments, system 100 may also include a transmission 109 configured to transmit power from the vehicle's engine 104 to wheels of the vehicle. In some embodiments, transmission 109 may be configured as an automatic transmission, and controller(s) 114 may be configured to control transmission 109, including shifting between gears of the transmission.

[0056] It is understood that a separate control device may be configured to control the operation of the motor 104 and / or the transmission 109, and that the control device 114 of the electronic pedal assembly 102 may be communicatively coupled to the separate control device instead of (or in addition to) being directly communicatively coupled to one or more of the force sensor(s) 112, the actuator 106 of the motor 104, and / or the transmission 109. In other embodiments, the control device(s) 114 shown in Fig. 4 represent a central or main control device of the vehicle, and the vehicle may not include a separate control device for the electronic pedal assembly 102. It should be understood that other variations or combinations are possible within the scope of this disclosure.

[0057] The electronic pedal assembly 102 may include a pedal plate 110 and at least one force sensor 112 configured to measure force applied to the pedal plate 110 and / or force distribution across the pedal plate 110. The pedal assembly 102 may also include one or more controllers 114 communicatively coupled to the force sensor(s) 112.

[0058] In general, the control device(s) 114 may correspond to any suitable processor-based device(s), such as a computing device or any combination of computing devices. The control device(s) 114 may include one or more processor(s) 116 and associated memory device(s) 118 configured to perform a variety of computer-implemented functions, such as generating a throttle output to control the throttle of the engine 104 or adjusting operation of the vehicle based on a force distribution on the pedal plate 102.As used herein, the term "processor" refers not only to integrated circuits referred to in the prior art as included in a computer, but also refers to a controller, a microcontroller, a microcomputer, a programmable logic controller (PLC), an application-specific integrated circuit (ASIC), and other programmable circuits. Additionally, the storage device(s) 118 of the controller(s) 114 may generally include storage element(s), including, but not limited to, computer-readable media (e.g., random access memory (RAM)), computer-readable non-volatile media (e.g., flash memory), compact disk read-only memory (CD-ROM), a magneto-optical disc (MOD), digital versatile disk (DVD), and / or other suitable storage elements. Such storage device(s) 110 maymay generally be configured to store suitable computer-readable instructions that, when implemented by the processor(s) 108, configure the controller(s) 114 to perform various computer-implemented functions, such as one or more aspects of a method 200 for controlling a throttle of an engine of a vehicle, as described below with reference to FIG. Fig. 8A, or a method 300 for adjusting operation of the vehicle based on force distribution on a pedal plate, as described below with reference to Fig. 8B.

[0059] Fig. 5A is a side view of selected portions of an embodiment of the electronic pedal assembly 102 of Fig. 4. The pedal assembly 102 may include a pedal substrate 120 and an attachment point 122 that couples the pedal substrate 120 to a base structure 124. For example, the base structure 124 may include a portion of a floorboard of the vehicle, a portion of an underbody structure of the vehicle, a portion of a frame member of the vehicle, or the like. The pedal plate 110 may be coupled to the pedal substrate 120, and the force sensor(s) 112 may be configured to measure a total force and / or a force distribution (represented by arrows 126) applied to the pedal plate 110. For example, the force sensor(s) may be disposed between the pedal plate 110 and the pedal substrate 120.

[0060] In some embodiments, the attachment point 122 may be configured as a pivoting attachment such as a hinge. The pedal plate 110 and the pedal substrate 120 may rotate about the attachment point 122 (represented by arrows 128) in response to the applied force (represented by arrows 126) to the pedal plate 110. A return spring 130 may be configured to apply a force to the pedal substrate 120 to return the pedal substrate 120 and the pedal plate 110 to a starting position. In alternative embodiments, the pedal plate 110 may be rigidly fixed to the base structure 124. In such embodiments, the pedal plate 110 may remain stationary when the rider applies a force to the pedal plate 110.

[0061] Fig. 5B is a side view of selected portions of another embodiment of the electronic pedal assembly 102 of Fig. 4. In some embodiments, the force sensor 112 may be configured to measure a torque (illustrated by arrows 132) and / or a point load 134 applied to the pedal plate 110.

[0062] Fig. Figure 6 illustrates a simplified schematic top-bottom view of selected portions of the pedal assembly 102 of Fig. 3. In some embodiments, the pedal assembly 102 may include a pair of three or more force sensors so that a force distribution applied to the pedal plate 110 can be monitored in two dimensions. For example, the pedal plate 110 may have a longitudinal direction 136 and a lateral direction 138 perpendicular to the longitudinal direction 136. A longitudinal axis 140 may extend in the longitudinal direction 136, and a lateral axis 142 may extend in the lateral direction 138. A first force sensor 144 may be spaced from a second force sensor 146 in the lateral direction 138 such that the first and second force sensors 144, 146 may be configured to measure a force distribution on the pedal plate with respect to the lateral direction 138.A third force sensor 148 may be spaced apart from the first and / or second force sensors 144, 146 in the longitudinal direction 136, such that the third force sensor 148 in combination with at least one of the first force sensor 144 and / or the second force sensor 146 may be configured to measure a force distribution on the pedal plate with respect to the longitudinal direction 136.

[0063] The control device(s) 114 may be configured to measure or calculate a torque (illustrated by arrow 150) about the longitudinal axis 140 and / or a torque (illustrated by arrow 152) about the lateral axis 142. For example, in some embodiments, the control device(s) 114 may be configured to calculate the torque(s) 150, 152 based on signals received from the force sensors 144, 146, 148 in combination with information about the physical locations of the force sensors 114, 146, 148 relative to a center of the pedal plate 110. In other embodiments, at least one of the force sensors 144, 146, 148 may be configured to detect and generate signals indicative of the torque 150, 152.It will be appreciated that in some embodiments, a single force and / or torque sensor 112 may be used, for example, as previously described and illustrated in FIG. Fig. 5B illustrates.

[0064] In some embodiments, the controller(s) 114 may be configured to determine the throttle output based on aspects (e.g., a longitudinal or lateral concentration) of the force distribution applied to the pedal plate 110. For example, a force distribution that is more concentrated toward a front end 154 with respect to the longitudinal direction 136 (e.g., under the toes of the rider's foot) of the pedal plate 110 may result in a larger throttle output than a force distribution of the same or equal magnitude that is more concentrated toward a rear end 156 with respect to the longitudinal direction 136 (e.g., under a heel of the rider's foot) of the pedal plate 110. In other words, the rider may be able to control the throttle output by varying how they distribute the force to the pedal plate 110.

[0065] In some embodiments, the controller(s) 114 may be configured to adjust operation of the vehicle (e.g., other than controlling the throttle of the engine 104) based on aspects (e.g., longitudinal and / or lateral concentration and / or torque) related to the force distribution applied to the pedal plate 110. As examples, the controller(s) 114 may be configured to provide input to an autonomous driving system, adjust a drive mode of the vehicle, shift a gear of a transmission of the vehicle, apply a brake of the vehicle, and / or activate a turn signal based on aspects of the force distribution.

[0066] As one example, the controller(s) 114 may be configured to shift the vehicle's transmission 109 in response to aspects of the power distribution. The controller(s) 114 may be configured to shift the transmission 109 to a higher gear (or instruct a separate controller to shift the transmission 109) when a power distribution is applied to the pedal plate 110 that is laterally concentrated toward a right side 158 of the pedal plate 110. Similarly, the control device(s) 114 may be configured to shift the transmission 109 into a lower gear (or instruct a separate control device to shift the transmission 109) when a force distribution is applied to the pedal plate 110 that is laterally concentrated toward a left side 160 of the pedal plate 110.

[0067] Additional examples include activating a left turn signal in response to a force distribution having a lateral concentration toward the left side 160 of the pedal plate 110, applying a brake of the vehicle in response to a force distribution having a longitudinal concentration toward the rear end 156 of the pedal plate 110, entering a "sport" mode in response to a force distribution having a longitudinal concentration toward the front end 154 of the pedal plate 110, entering a "comfort" mode in response to a force distribution having a longitudinal concentration toward the rear end 156 of the pedal plate 110, etc. It is understood that any suitable variation or combination is within the scope of this disclosure.

[0068] In some embodiments, the controller(s) 114 may be configured to communicate an instruction to an autonomous driving system of the vehicle based on aspects of the power distribution. As used herein, "autonomous driving system" refers to any system configured to control driving operations of the vehicle in an autonomous or semi-autonomous manner. Such operations may include: maintaining the vehicle within a travel lane while traveling on a highway, stopping, turning, navigating the vehicle from an origin to a destination with no or minimal driver input. For example, the controller(s) 114 may be configured to communicate an instruction to the autonomous driving system.to adjust (e.g., increase or decrease) a traveling speed of the vehicle in response to a force distribution having a longitudinal concentration toward the front end 154 or rear end 156 of the pedal plate 110. As another example, the controller(s) 114 may be configured to transmit an instruction to the autonomous driving system to change lanes in response to a force distribution having a lateral concentration toward the right side 158 or left side 160 of the pedal plate 110. It is understood that still other combinations and / or variations are possible within the scope of this disclosure based on the description and examples provided herein.

[0069] Fig. 7A illustrates a pedal assembly 164 in an unassembled state. The pedal assembly 164 may include a body 166 having an arm 167 and a base 169. The pedal assembly 164 may also include a force sensor 168. The pedal 166 may define a notch 174 in which the force sensor 168 may be received (as illustrated by arrow 172). The pedal 166 may also include a slot 174.

[0070] Fig. 7B illustrates the pedal assembly 164 in an assembled state. When a force (illustrated by arrow 178) is applied to the arm 167 of the body 166 of the pedal assembly 164, the base 169 of the body 166 may deform such that the force sensor 168 is compressed. The force sensor 168 may be connected to the force sensor(s) 112 of Fig. 3 correspond.

[0071] Fig. 8A and Fig. 8B illustrate flowcharts of embodiments of methods 200, 300 for adjusting operation of the vehicle based on force distribution on a pedal plate according to aspects of the present disclosure. Although Fig. 8A and Fig. 8B depict steps performed in a particular order for purposes of illustration and discussion, the methods discussed herein are not limited to any particular order or arrangement. One of ordinary skill in the art, using the disclosures provided herein, will appreciate that various steps of the methods disclosed herein may be omitted, rearranged, combined, and / or adapted in various ways without departing from the scope of the present disclosure. Moreover, the methods 200, 300 may be described herein with reference to the pedal assembly 102 described above. However, it should be appreciated that the disclosed method 200 may be used to control a throttle state of a vehicle having any suitable configuration.

[0072] With reference to Fig. 8A, the method 200 may include, at (202), monitoring a force distribution on a pedal plate 110. For example, the controller(s) 114 may be configured to calculate one or more of the following: a total force applied to the pedal plate 110, a location of a single point load that would be equivalent to the force distribution, a torque about one or more of the lateral or longitudinal axes, etc.

[0073] The method 200 may include, at (204), calculating a throttle output based on the force applied to the pedal plate 110 and an operating parameter related to operating the vehicle, for example, as previously described with reference to Fig. 2A is shown.

[0074] With reference to Fig. 8B, the method 300 may include, at (302), monitoring a force distribution on the pedal plate 110. The method 300 may include, at (304), adjusting operation of the vehicle based on the force distribution applied to the pedal plate 110. For example, the operation of the vehicle may be adjusted based on a longitudinal or lateral concentration of the force distribution. In some embodiments, adjusting operation of the vehicle may include determining a throttle output for controlling the throttle 108 of the engine 104 of the vehicle, for example, as previously described with reference to Fig. 6. In some embodiments, adjusting the operation of the vehicle may include adjusting an operation other than controlling the throttle state of the vehicle, for example, as previously described with reference to Fig.6. Examples of such operations include providing input to an autonomous driving system, adjusting a drive mode of the vehicle, shifting a gear of a transmission of the vehicle, applying a brake of the vehicle, and / or activating a turn signal based on aspects (e.g., a longitudinal or lateral concentration) of the power distribution.

[0075] While the present subject matter has been described in detail with reference to specific exemplary embodiments thereof, it will be appreciated that those skilled in the art, upon gaining an understanding of the foregoing, can readily make alterations, variations, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is to be considered exemplary rather than limiting, and the disclosure of the subject matter does not preclude such modifications, variations, and / or additions to the present subject matter as would be readily apparent to one skilled in the art.

Claims

[1] An electronic pedal assembly (102) for controlling a throttle (108) of an engine (104) of a vehicle, the electronic pedal assembly (102) comprising: a pedal plate (110); at least one force sensor (112) configured to detect a force applied to the pedal plate (110), the force sensor (112) configured to measure a force distribution on the pedal plate (110); one or more control devices (114) communicatively coupled to the at least one force sensor (112) and configured to determine a throttle output for controlling the throttle (108) of the engine (104) based at least in part on the force applied to the pedal plate (110) and at least in part on an operating condition associated with operation of the vehicle, wherein the one or more control devices (114) are further configured to adjust a second operation of the vehicle based on the force distribution to the pedal plate (110), the second operation being different from controlling the throttle (108) of the engine (104). [2] The electronic pedal assembly (102) of claim 1, wherein the operating state includes at least one of a current speed of the vehicle, a current acceleration of the vehicle, a current road condition, and / or a driving mode of the vehicle. [3] The electronic pedal assembly (102) of any preceding claim, wherein the one or more controllers (114) are further configured to calculate at least one of a gain and an offset relating the monitored force to the throttle output to determine the throttle output, and wherein at least one of the gain and the offset varies with the operating condition. [4] The electronic pedal assembly (102) of any preceding claim, wherein the one or more controllers (114) are further configured to determine the throttle output based at least in part on a monotonic function. [5] The electronic pedal assembly (102) of any preceding claim, wherein the one or more control devices (114) are further configured to apply a hysteresis function to determine the throttle output. [6] The electronic pedal assembly (102) of claim 5, wherein the one or more control devices (114) are further configured to vary at least one parameter related to the hysteresis function based on the operating condition. [7] The electronic pedal assembly (102) of any preceding claim, wherein the second operation comprises one or more of the following: Providing an input to an autonomous driving system; Adjusting a vehicle's driving mode; Shifting a gear of a vehicle’s transmission; Applying a vehicle brake; or Activating a turn signal. [8] Electronic pedal assembly (102) according to one of the preceding claims, wherein the at least one force sensor (112) comprises at least one of the following: a pair of force sensors spaced apart in at least one longitudinal direction and / or one lateral direction with respect to the pedal plate (110); and / or a torque sensor configured to detect a torque about at least one longitudinal axis and / or one lateral axis of the pedal plate (110). [9] The electronic pedal assembly (102) of any preceding claim, wherein the one or more control devices (114) are configured to selectively apply a threshold function to the monitored force to determine the throttle output, the threshold function comprising: Defining a constant throttle force range; and Cause the throttle output to remain substantially constant while the applied force is within the constant throttle force range. [10] The electronic pedal assembly (102) of claim 9, wherein the one or more controllers (114) are further configured to adjust a second operation of the vehicle based on variations in the monitored force that are within the constant throttle force range, the second operation being different from controlling the throttle (108) of the engine (104). [11] The electronic pedal assembly (102) of claim 10, wherein the second operation comprises one or more of the following: Providing an input to an autonomous driving system; Adjusting a vehicle's driving mode; Shifting a gear of a vehicle’s transmission; Applying a vehicle brake; or Activating a turn signal. [12] The electronic pedal assembly (102) of claim 10, wherein the one or more controllers (114) are configured to select the nominal force value based on a driver input. [13] An electronic pedal assembly (102) for a vehicle, comprising: a pedal plate (110) having a longitudinal direction and a lateral direction; at least one force sensor (112) configured to measure a force distribution with respect to at least one of the longitudinal direction and / or the lateral direction on the pedal plate (110), wherein the at least one force sensor is configured to measure a force distribution on the pedal plate (110); one or more control devices (114) communicatively coupled to the at least one force sensor (112), wherein the one or more control devices (114) are configured to monitor the force distribution on the pedal plate (110) with respect to at least one of the longitudinal direction and the lateral direction by receiving signals from the at least one force sensor(s) (112) and to adjust an operation of the vehicle based on the force distribution on the pedal plate (110), wherein the one or more control devices (114) are further configured to adjust a second operation of the vehicle based on the force distribution on the pedal plate (110), wherein the second operation is different from controlling a throttle (108) of an engine (104). [14] The electronic pedal assembly (102) of claim 13, wherein operation of the vehicle comprises one or more of the following: Providing an input to an autonomous driving system; Adjusting a vehicle's driving mode; Shifting a gear of a vehicle’s transmission; Applying a vehicle brake; or Activating a turn signal. [15] The electronic pedal assembly (102) of any one of claims 13 to 14, wherein operating the vehicle comprises determining a throttle output for controlling a throttle (108) of an engine (104) of the vehicle. [16] The electronic pedal assembly (102) of claim 15, wherein the one or more control devices (114) are configured to determine the throttle output additionally based on a current operating condition of the vehicle. [17] The electronic pedal assembly (102) of claim 16, wherein the current operating state of the vehicle includes at least one of a current speed of the vehicle, a current acceleration of the vehicle, a current road condition, and / or a current driving mode of the vehicle. [18] Electronic pedal assembly (102) according to one of claims 13 to 17, wherein the at least one force sensor (112) comprises a pair of force sensors spaced apart in at least one of the longitudinal direction and / or the lateral direction of the pedal plate (110). [19] Electronic pedal assembly (102) according to one of claims 13 to 18, wherein the at least one force sensor (112) comprises a torque sensor configured to detect a torque about at least one of a longitudinal axis extending in the longitudinal direction and / or a lateral axis extending in the lateral direction of the pedal plate (110).

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