Vehicle pads that emulate traditional vehicle pedals and include mechanical hysteresis

Abstract

A vehicle pedal assembly includes a footpad, a pedal base, a flexible hinge connecting the footpad to a first end of the pedal base, a sensor configured to sense a force applied to the footpad, and an electronic processor connected to the sensor. The electronic processor is configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining mechanical hysteresis effects. Another pedal assembly includes a prismatic joint connecting the footpad to the pedal base. The prismatic joint allows linear displacement of the footpad relative to the pedal base when a force is applied to the footpad.

Description

[Technical Field]

[0001] <Related Applications> This application claims priority to U.S. Provisional Application No. 63 / 379,242, filed October 12, 2022, the disclosure of which is incorporated herein by reference in its entirety.

[0002] <Field> FIELD OF THE DISCLOSURE The present disclosure relates to low displacement vehicle pads, and more particularly to structures, systems, and methods for emulating mechanical hysteresis in low displacement vehicle pedals. [Background technology]

[0003] <Background> A conventional vehicle pedal system for an automatic transmission vehicle includes an accelerator pedal and a brake pedal. Each pedal in the system is attached to a metal or composite plastic arm that is connected to a hinge so that when a user (driver) presses the pedal, the pedal typically moves several inches through its entire range, affecting the vehicle's response. In the case of an accelerator pedal, a driven vehicle moves forward and accelerates gradually or quickly in response to throttle demands, which are solely a function of the pedal's position relative to an origin (as a result of the driver's application of force). Conversely, when a driver wishes to slow a moving vehicle, the driver presses the brake pedal, slowing the car. The rate at which the car slows down is determined by the brake pedal's position relative to its origin. The amount of time (typically tens to hundreds of milliseconds) between the time the driver first applies force to the pedal and the time the brake / accelerator pedal module (APM) controller confidently identifies the user demand is defined as latency. This latency (measured in time) is a function of the sensor's underlying displacement resolution (its ability to reliably resolve a desired displacement from the absence of a desired displacement).

[0004] Additionally, some conventional vehicle pedal systems employ a purposeful hysteresis control scheme, which allows the driver to adjust their demand force within bounds to maintain the same throttle output, thereby reducing driver fatigue. Such vehicle pedal systems incorporate cooperating engageable friction members to create a desired mechanical hysteresis effect in response to vehicle pedal movement. Examples of such vehicle pedal systems are disclosed in U.S. Patent Nos. 7,926,384; 8,042,430; and 8,806,977, which are assigned to CTS Corporation. However, these mechanical hysteresis systems are not particularly suitable or applicable for use with low-displacement vehicle pedals that operate in response to little or no pedal movement. An example of such a low-displacement vehicle pedal is disclosed in U.S. Patent No. 10,175,712, also assigned to CTS Corporation. DISCLOSURE OF THE INVENTION [Problem to be solved by the invention]

[0005] <Summary> Aspects of the present disclosure are directed to systems and methods for emulating mechanical hysteresis effects in low displacement vehicle pedals that do not include a mechanical / frictional vehicle pedal hysteresis system. [Means for solving the problem]

[0006] One example provides a vehicle pedal assembly including a low-displacement pedal, a sensor configured to sense a force applied to the low-displacement pedal, and an electronic processor coupled to the sensor, wherein the electronic processor is configured to determine a first output value and receive a signal indicative of the force applied to the low-displacement pedal from the sensor, and the electronic processor is also configured to determine a second output value based on the force applied to the low-displacement pedal, the first output value, and a model defining mechanical hysteresis effects, and to generate an output signal for controlling the vehicle, the second output signal corresponding to the second output value.

[0007] Another example provides a vehicle pedal assembly including a low-displacement pedal, a sensor configured to sense a force applied to the low-displacement pedal, and an electronic processor connected to the sensor. The electronic processor is configured to determine a first output value. The electronic processor is also configured to determine a first threshold based on the first output value and a first parameter, receive a signal from the sensor indicative of the force applied to the low-displacement pedal, determine whether the force applied to the low-displacement pedal exceeds the first threshold, and determine a proposed output value when the force applied to the low-displacement pedal exceeds the first threshold. The electronic processor is also configured to determine whether the proposed output value exceeds a maximum output value, generate a first output signal for controlling the vehicle when the proposed output value does not exceed the maximum output value, the first output signal corresponding to the proposed output value, and generate a second output signal for controlling the vehicle when the proposed output value exceeds the maximum output value, the second output signal corresponding to the maximum output value.

[0008] Another example provides a method for emulating mechanical hysteresis effects in a vehicle pedal assembly. The pedal assembly includes a low-displacement pedal, a sensor configured to sense a force applied to the low-displacement vehicle, and an electronic processor connected to the sensor. The method includes determining, via the electronic processor, a first output value; determining, via the electronic processor, a first threshold value based on the first output value and a first parameter; receiving, via the electronic processor, a signal indicative of the force applied to the low-displacement pedal from the sensor; determining, via the electronic processor, whether the force applied to the low-displacement pedal exceeds the first threshold value; and determining, via the electronic processor, a suggested output value when the force applied to the low-displacement pedal exceeds the first threshold value. The method also includes determining, via the electronic processor, whether the suggested output value exceeds a maximum output value; generating, via the electronic processor, a first output signal for controlling the vehicle when the suggested output value does not exceed the maximum output value, the first output signal corresponding to the suggested output value; and generating, via the electronic processor, a second output signal for controlling the vehicle when the suggested output value exceeds the maximum output value, the second output signal corresponding to the maximum output value.

[0009] Another example provides a pedal assembly for a vehicle including a footpad, a pedal base, and a flexible hinge coupling the footpad to the pedal base, the flexible hinge flexing toward the pedal base when a force is applied to the footpad. The pedal assembly also includes a sensor configured to sense the force applied to the footpad and an electronic processor connected to the sensor, the electronic processor configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining a mechanical hysteresis effect.

[0010] Another example provides a pedal assembly for a vehicle that includes a footpad, a pedal base, and a prismatic joint coupling the footpad to the pedal base, the prismatic joint enabling linear displacement of the footpad relative to the pedal base when a force is applied to the footpad. The pedal assembly also includes a sensor configured to sense the force applied to the footpad and an electronic processor connected to the sensor, the electronic processor configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining mechanical hysteresis effects. [Brief explanation of the drawings]

[0011] The accompanying drawings, in which like reference characters indicate identical or functionally similar elements throughout the separate views, and together with the following detailed description, which are incorporated in and form a part of this specification, further illustrate examples, instances, and / or aspects of concepts that comprise the claimed subject matter and serve to explain various principles and advantages of the examples, instances, and / or aspects.

[0012] [Figure 1] FIG. 1 is a perspective view of a low displacement vehicle pedal according to one embodiment.

[0013] [Figure 2] FIG. 2 is a side cross-sectional view of the low displacement vehicle pedal of FIG. 1 in its idle position, according to one embodiment.

[0014] [Figure 3] 3 is a side cross-sectional view of the low displacement vehicle pedal of FIG. 1 in its engaged position, according to one embodiment.

[0015] [Figure 4] FIG. 4 is a block diagram of a control system for a low displacement vehicle pedal assembly, according to one embodiment.

[0016] [Figure 5] FIG. 5 is a block diagram of a control system for a low displacement vehicle pedal assembly, according to another embodiment.

[0017] [Figure 6] FIG. 6 is a graph illustrating the mechanical hysteresis effect to be emulated by the low displacement vehicle pedal of FIG. 1, according to one embodiment.

[0018] [Figure 7] FIG. 7 is a block diagram of a method for emulating mechanical hysteresis effects in a low displacement vehicle pedal, according to one embodiment.

[0019] [Figure 8-9] 8 and 9 are perspective views of a low displacement vehicle pedal according to one embodiment.

[0020] [Figure 10] FIG. 10 is a top view of the low displacement vehicle pedal of FIGS. 8 and 9, according to an example.

[0021] [Figure 11] FIG. 11 is a side cross-sectional view of a sensor assembly included in the low displacement vehicle pedal of FIGS. 8-10 in its idle position, according to one example.

[0022] [Figure 12] FIG. 12 is a side cross-sectional view of a sensor assembly included in the low displacement vehicle pedal of FIGS. 8-10 in its engaged position, according to one example.

[0023] [Figure 13] FIG. 13 is another side cross-sectional view of a sensor assembly included in the low displacement vehicle pedal of FIGS. 8-10 in its engaged position, according to an example.

[0024] [Figure 14]FIG. 14 is another side cross-sectional view of a sensor assembly included in the low displacement vehicle pedal of FIGS. 8-10 in its engaged position, according to an example.

[0025] [Figure 15] FIG. 15 is a top view of a sensor assembly included in the low displacement vehicle pedal of FIGS. 8-10, according to one example.

[0026] [Figure 16] FIG. 16 is a block diagram of a control system for a low displacement vehicle pedal assembly, according to an example.

[0027] [Figure 17] FIG. 17 is a block diagram of a control system for a low-displacement vehicle pedal assembly, according to another example.

[0028] [Figure 18] FIG. 18 is a perspective view of a low displacement vehicle pedal, according to an example.

[0029] [Figure 19A] FIG. 19A is a side view of the low displacement vehicle pedal of FIG. 18 in its idle position, according to an example.

[0030] [Figure 19B] FIG. 19B is an enlarged side view of the circled portion of the low displacement vehicle pedal of FIG. 19A.

[0031] [Figure 20A] FIG. 20A is a side view of the low displacement vehicle pedal of FIG. 18 in its engaged position, according to an example.

[0032] [Figure 20B] FIG. 20B is an enlarged side view of the circled portion of the low displacement vehicle pedal of FIG. 20A.

[0033] [Figure 21A]FIG. 21A is another side view of the low displacement vehicle pedal of FIG. 18 in its idle position, according to an example.

[0034] [Figure 21B] FIG. 21B is an enlarged side view of the circled portion of the low displacement vehicle pedal of FIG. 21A.

[0035] [Figure 22] 22 is a perspective view of a prismatic joint included in the low displacement vehicle pedal of FIG. 18, according to an example.

[0036] Those skilled in the art will appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions of some elements in the figures may be exaggerated relative to other elements to help to improve understanding of the examples.

[0037] Where appropriate, components of the apparatus and methods are represented by conventional symbols in the drawings, and only specific details relevant to understanding the illustrated examples, cases, and aspects are shown, so as not to obscure the present disclosure with details that will be readily apparent to those skilled in the art having the benefit of the description herein. DETAILED DESCRIPTION OF THE INVENTION

[0038] <Detailed explanation> One or more aspects are described and illustrated in the following description and accompanying drawings. These aspects are not limited to the specific details provided herein and may be modified in various ways. Additionally, other aspects not described herein may exist. For example, a device or structure "configured to" be "configured to" a certain way is configured to at least that way, but may also be configured in unlisted ways. Furthermore, some aspects described herein may include one or more electronic processors configured to perform the described functions by executing instructions stored on a non-transitory computer-readable medium. Similarly, aspects described herein may be implemented as a non-transitory computer-readable medium that stores instructions executable by one or more electronic processors to perform the described functions. As used in this application, "non-transitory computer-readable medium" includes all computer-readable media, but does not include transitory, propagating signals. Thus, a non-transitory computer-readable medium may include, for example, a hard disk, a CD-ROM, an optical storage device, a magnetic storage device, a read-only memory (ROM), a random access memory (RAM), a register memory, a processor cache, other memory and storage devices, or a combination thereof.

[0039] Additionally, the phraseology and terminology used herein are for purposes of description and should not be considered limiting. For example, the use of "including," "containing," "comprising," "having," and variations thereof herein is meant to encompass the items listed thereafter, and equivalents thereof, as well as additional items. The terms "connected" and "coupled" are used broadly and encompass both direct and indirect connections and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but may include electrical connections or couplings, whether direct or indirect. Furthermore, electronic communications and notifications may be performed using wired connections, wireless connections, or a combination thereof, and may be transmitted directly or through one or more intermediary devices over various types of networks, communication channels, and connections. Furthermore, relationship terms, such as first and second, above and below, etc., may be used herein only to distinguish one entity or action from another and do not necessarily require or imply any actual relationship or order between such entities or actions.

[0040] The disclosed systems and methods for emulating mechanical hysteresis effects in vehicle pedals are particularly adapted for use with vehicle pedals that operate in response to little or no pivoting or movement of the vehicle pedal. An example of such a low-displacement vehicle pedal is disclosed in U.S. Patent No. 10,175,712, entitled "Compact Vehicle Pedal," issued January 8, 2019, the entire contents of which are incorporated herein by reference and reproduced in part below. In some embodiments, the disclosed systems and methods for emulating mechanical hysteresis effects in vehicle pedals are adapted for use with other types of low-displacement vehicle pedals, such as electronic pads (ePads). Electronic pads eliminate the need for pedal arms, rubber or molded plastic pedal covers, and traditional hinges and / or pivots, thereby providing additional space for the driver's feet and legs. The displacement of the electronic pad can be extremely small, such as in the range of 0.001 to 2 millimeters, yet still generate the necessary force on sensors, such as strain gauges, to activate acceleration and / or braking. Of course, the displacement can be larger to provide the driver with a more traditional feel and sensation of a conventional vehicle pedal system, and the embodiments described herein include electronic vehicle pads that can operate over a range of displacements.

[0041] Additionally, the electronic pad improves the latency of the brake / APM controller compared to conventional vehicle pedal systems. For example, in the sensor / control field, a transducing system with a smaller range of motion and correspondingly smaller displacement resolution provides lower latency than a transducer system with a larger range of motion. Therefore, because the displacement of the electronic pad is significantly reduced compared to the displacement of the vehicle pedal included in a conventional pedal system, the response time of a system including the electronic pad is faster than the response time of a conventional vehicle pedal system, which can be as much as hundreds of milliseconds.

[0042] 1-3 illustrate an exemplary low-displacement vehicle pedal assembly or pedal 100 adapted for use with the disclosed systems and methods for emulating mechanical hysteresis effects in low-displacement vehicle pedals. Pedal 100 is included in and operably connected to a vehicle (not shown). In the illustrated example, pedal 100 includes a connector 105 configured to electrically and operably connect pedal 100 to the vehicle's bus system and / or a control unit included in the vehicle. In some examples, the vehicle is a passenger vehicle, such as a car or light truck. In some examples, the vehicle is a commercial vehicle, such as a van, bus, box truck, or semi-truck. In some examples, the vehicle is a small vehicle, such as a motorcycle, scooter, or all-terrain vehicle. In some examples, the vehicle is a low-speed vehicle, such as a golf cart or utility cart. In some examples, the vehicle is powered by an internal combustion engine. In some examples, the vehicle is an electric vehicle. In some examples, pedal 100 is included in and connected to other types of vehicles.

[0043] Pedal 100 also includes, among other things, a pedal arm 110 pivotally secured to a pedal base 115 that is attached to or otherwise coupled to a vehicle floor (not shown). Pedal arm 110 is generally flat and positioned to engage the foot of a vehicle driver. When the driver applies a pressure to pedal arm 110, pedal arm 110 undergoes a negligible displacement relative to pedal base 115. As shown in FIGS. 2 and 3 , pedal 100 also includes a sensor 120 configured to sense a force applied to pedal arm 110 by the driver. As described in more detail below, a vehicle control unit is configured to control the vehicle's power output based on the force sensed or measured by sensor 120.

[0044] 2 and 3, the sensor 120 includes a strain gauge 125 and an actuator 130. The strain gauge 125 is arranged, for example, in a bridge circuit configuration and includes an electrical resistance strip element or resistor (not shown) mounted on the strain gauge. The actuator 130 is positioned to abut a surface of the strain gauge 125. In some cases, the sensor 120 is electrically connected to a printed circuit board (PCB) 135 included in the pedal 100.

[0045] FIG. 2 illustrates the pedal arm 110 in an idle (e.g., no braking / acceleration) position, and FIG. 3 illustrates the pedal arm 110 in an engaged (e.g., acceleration / braking) position. When the driver pushes the pedal arm 110 from the idle position toward the pedal base 115 to the engaged position, the pedal arm 110 causes the actuator 130 to apply a force against the surface of the strain gauge 125. The force applied to the strain gauge 125 causes a deflection or bending of the strain gauge 125, resulting in a change in the properties of an electrical resistance element (not shown) formed on or attached to the strain gauge 125. This change in resistance of the strain gauge 125 causes the sensor 120 to generate an electrical signal indicative of the amount of force applied by the driver to the pedal arm 110, or more generally, to the pedal 100. As described in more detail below, the controller is configured to generate an output signal for driving the vehicle in accordance with the mechanical hysteresis emulation systems and methods described herein, based in part on the electrical signal generated by the sensor 120.

[0046] It should be understood that sensor 120 is not limited in implementation to the sensor shown in FIGS. 2 and 3 and described above. That is, while sensor 120 is shown and described above as including strain gauge 125 and actuator 130, in some examples sensor 120 is implemented as a different type of sensor. For example, in some examples sensor 120 is implemented as a non-contact sensor such as a Hall effect sensor. As another example, in some examples sensor 120 is implemented as a contacting resistive potentiometric sensor. In some cases sensor 120 is implemented as another type of sensor not explicitly described herein. However, regardless of what type of sensor is used to implement sensor 120, sensor 120 is configured to generate an electrical signal indicative of the amount of force exerted by the driver on pedal 100.

[0047] FIG. 4 shows a block diagram of an example control system 400 of a low-displacement pedal assembly 100 according to some embodiments of the present disclosure. The control system 400 includes a sensor 120, a controller 405 electrically connected to the sensor 120, and a vehicle control unit (e.g., an engine control unit (ECU), a motor control unit (MCU), a brake control unit, etc.) 410 electrically connected to the controller 405. As shown in FIG. 4 , the controller 405 is contained within the body or housing of the low-displacement vehicle pedal assembly 100. For example, in some examples, the controller 405 is attached to and / or electrically connected to a PCB 135 included in the pedal 100. However, in other examples, the low-displacement vehicle pedal assembly 100 does not include its own controller. In such cases, the functions described herein with respect to the controller 405 are performed by the vehicle control unit 410. As described in more detail below, FIG. 5 shows an exemplary control system 500 for a low-displacement vehicle pedal assembly 100 in which a vehicle control unit 410 is configured to perform the functions described herein as being performed by one or more components of a controller 405 included in the pedal 100.

[0048] 4 includes multiple electrical and electronic components that provide power, operational control, and protection to components and modules within the controller 405. For example, in some examples, the controller 405 includes power supply circuitry 415 that provides operating power from a power source (e.g., a battery) to the controller 405 and / or components of the sensor 120. In some examples, the controller 405 includes converter circuitry, such as an analog-to-digital converter (not shown), for processing signals received from the sensor 120. Additionally, the controller 405 includes an electronic processor 420 (e.g., an application specific integrated circuit (ASIC), a programmable microprocessor, a microcontroller, a programmable logic controller, or other suitable device) and memory 425.

[0049] Memory 425 is a non-transitory computer-readable medium that includes program storage areas, data storage areas, and the like. The program and data storage areas may include a combination of different types of memory, such as one or more registers, read-only memory (“ROM”), random-access memory (“RAM”) (e.g., dynamic RAM [“DRAM”], synchronous DRAM [“SDRAM”], etc.), electrically erasable programmable read-only memory (“EEPROM”), flash memory, a hard disk, an SD card, or other suitable magnetic, optical, physical, or electronic memory devices. In one example, electronic processor 420 is coupled to memory 425 and executes software instructions that may be stored (e.g., during execution) in the RAM of memory 425, (e.g., generally permanently) in the ROM of memory 425, or another non-transitory computer-readable medium. In some examples, software used to emulate the mechanical hysteresis effect of a vehicle pedal is stored in memory 425. Software includes, for example, firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions. Electronic processor 420 is configured to retrieve from memory 425 and execute instructions related to, among other things, the control processes and methods described herein. In another example, electronic processor 420 is an ASIC configured to perform logical functions according to data stored in one or more registers of electronic processor 420. In some configurations, controller 405 includes additional, fewer, or different components.

[0050] As mentioned above, in some examples, the low-displacement vehicle pedal assembly 100 does not include its own controller. For example, FIG. 5 shows a block diagram of a control system 500 in which the low-displacement vehicle pedal assembly 100 does not include its own controller. As shown, the sensor 120 included in the pedal 100 is electrically connected directly to a controller within the vehicle, such as a vehicle control unit 410, located outside the body or housing of the pedal 100. In such cases, the vehicle control unit 410 includes an electronic processor 505 configured to execute software stored in memory 510 and used to emulate the mechanical hysteresis effects of the vehicle pedal.

[0051] It should be understood that in some examples, the electronic processor 505 and memory 510 are similar in implementation and / or operation to the electronic processor 420 and memory 425 described above. Furthermore, it should be understood that in some examples, the vehicle control unit 410, the electronic processor 505, and / or the memory 510 are configured to perform functions described herein as being performed by the controller 405, the electronic processor 420, and / or the memory 425. Thus, functions described herein as being performed by the controller 405, the electronic processor 420, and / or the memory 425 included in the vehicle pedal assembly 100 may also be performed by the vehicle control unit 410, the electronic processor 505, and / or the memory 510.

[0052] The controller 405 shown in FIG. 4 is configured to receive an electrical signal from the sensor 120 indicating the amount of force applied to the pedal 100. The controller 405 is also configured to determine the amount of force applied to the pedal 100 based on the received signal and generate an output signal for controlling the vehicle in accordance with the emulated mechanical hysteresis effect. For example, the controller 405 is configured to generate and provide to the vehicle control unit 410 an output signal for controlling the driving power output and / or braking power output of the vehicle in accordance with the emulated mechanical hysteresis effect. In some examples, the vehicle control unit 410 is an ECU configured to control the power output of an engine (not shown) based on the output signal received from the controller 405. In some examples, the vehicle control unit 410 is an MCU configured to control the power output of a motor (not shown) based on the output signal received from the controller 405. In some examples, the vehicle control unit 410 is a brake controller configured to control the operation of a brake (not shown) based on the output signal received from the controller 405.

[0053] Those skilled in the art will appreciate that, in some examples, generating an output signal for controlling a vehicle and providing the output signal to the vehicle control unit 410 includes generating and providing at least two copies of the output signal to the vehicle control unit 410. In such examples, two copies of the same output signal are generated by the controller 405 and provided to the vehicle control unit 410 to increase reliability of the pedal 100. That is, the redundant output signal generated by the controller 405 and provided to the vehicle control unit 410 reduces the likelihood of an error occurring that would cause inaccurate control of the vehicle. Thus, although the output signal generated by the pedal 100 for controlling a vehicle is described herein as a single output signal, it will be understood that, in some examples, the description of generating and providing a single output signal to the vehicle control unit 410 is also applicable to examples in which one or more redundant copies of the output signal are generated and provided to the vehicle control unit 410.

[0054] FIG. 6 illustrates an example mechanical hysteresis effect 600, modeled as a hysteresis loop or window. As described above, the controller 405 is configured to emulate the mechanical hysteresis effect 600 during vehicle operation. In the illustrated example, the mechanical hysteresis effect 600 is represented as a relationship between the force applied to the pedal 100 and the value of an output signal generated by the controller 405. More specifically, the mechanical hysteresis effect 600 is a function of the force applied to the pedal 100 by the vehicle driver. During operation, the controller 405 generates an output signal to control the vehicle's output power (e.g., driving power or braking power) in accordance with emulating the mechanical hysteresis effect 600. It should be understood that the numerical values ​​illustrated in FIG. 6 are provided by way of example only, and other implementations may use values ​​different from those illustrated.

[0055] In the illustrated example, the value of the output signal generated by the controller 405 is a percentage of the operating voltage of the controller 405 (e.g., 5 V). For example, the controller 405 is configured to generate an output signal having a voltage value that is a first percentage (e.g., 30%) of the operating voltage of the controller 405 when a first force (e.g., 0 N) is applied to the pedal 100. In such an example, the output signal is provided to the vehicle control unit 410, which is configured to control the output power of the vehicle according to the voltage value of the output signal. As another example, the controller 405 is configured to generate an output signal having a voltage value that is a different percentage (e.g., 70%) of the voltage of the controller 405 when the force exerted on the pedal 100 changes (e.g., when the force is increased to 35 N). In such an example, the output signal is provided to the vehicle control unit 410, which is configured to control the output power of the vehicle according to the voltage value of the output signal.

[0056] It should be understood, however, that in some examples, the value of the output signal does not correspond to a percentage of the operating voltage of the controller 405. For example, in some examples, the output signal is a digital signal that includes data indicative of a target output power of the vehicle. In such examples, the output signal is provided to a vehicle control unit 410 that is configured to control the output power of the vehicle according to the data included in the output signal. In some examples, the output signal is implemented in other ways.

[0057] 6, arrows 605A-605E are shown to help explain the mechanical hysteresis effect 600 emulated by the controller 405. As shown, when little or no force is applied to the pedal 100 (e.g., when starting the vehicle or when the vehicle is idling), the controller 405 generates an output signal having a minimum output value 610. In the illustrated example, the minimum output value 610 is 30% of the voltage of the controller 405. However, in some examples, the minimum output value 610 is a different value. In some examples, the minimum output value 610 is a predetermined value stored in the memory 425. In some examples, the minimum output value 610 is configurable.

[0058] As the force applied to the pedal 100 increases from zero (e.g., the driver increases the pressing force applied to the pedal arm 110), as indicated by arrow 605A, the value of the output signal generated by the controller 405 remains at a minimum output value 610 until the force applied to the pedal 100 is increased to a first value, such as a pressing force threshold 615 (e.g., 21 N). The pressing force threshold 615 is the force value that crosses a pressing boundary 620 included in the model of the mechanical hysteresis effect 600. In some examples, the pressing force threshold 615 is a function of the value of the most recent output signal generated by the controller 405. For example, if the pressing boundary 620 or the first boundary is modeled as a linear function, such as the pressing boundary 620 shown in FIG. 6 , the equation for determining the pressing force threshold 615 is expressed as Equation 1: TIFF2025535880000002.tif14169

[0059] The controller 405 is configured to determine the value of the pressing force threshold 615 using Equation 1. With respect to Equation 1, Current_Output, or the current output value, is the value of the most recent output signal generated by the controller 405. In some examples, the value of the most recent output signal generated by the controller 405 is stored in one or more registers of the electronic processor 420. In other examples, the value of the most recent output signal generated by the controller 405 is stored in the memory 425, in a RAM included in the memory 425, or the like. Pressing_B is a value representing the offset of the pressing boundary 620. In some examples, the value of Pressing_B is a predetermined value stored in the memory 425. In some examples, the value of Pressing_B is configurable. Pressing_M is the rate of change or slope of the first function of the pressing boundary 620, or the first boundary. In some examples, the value of Pressing_M is a predetermined value stored in the memory 425. In some examples, the value of Pressing_M is configurable.

[0060] As discussed above, Equation 1 is used to determine the value of the pressure threshold 615 when the pressure boundary 620 is modeled as a linear function. However, it should be understood that different equations and / or methods for determining the pressure threshold 615 are used when the pressure boundary 620 is not modeled as a linear function. For example, the controller 405 uses a different equation to determine the pressure threshold 615 when the pressure boundary 620 is modeled as a different type of function (e.g., quadratic, logarithmic, exponential, table-valued, step, etc.).

[0061] When the value of the force applied to the pedal 100 increases beyond the pressure threshold 615, as indicated by arrow 605B, the value of the output signal generated by the controller 405 is determined according to a pressure boundary 620. As shown, the pressure boundary 620 defines a portion of the window or loop of the mechanical hysteresis effect 600 emulated by the controller 405. Furthermore, the pressure boundary 620 is a function of the force applied to the pedal 100. The function defining the pressure boundary 620 may be used by the controller 405 to determine the value of the output signal provided to the vehicle control unit 410. In the illustrated example, the pressure boundary 620 is a linear function represented by Equation 2: TIFF2025535880000003.tif12169

[0062] 6 and represented as a linear function in Equation 2, it should be understood that in some examples, the push boundary 620 is modeled as a different type of equation that defines the mechanical hysteresis effect 600 emulated by the controller 405. For example, in some examples, the push boundary 620 is modeled as one or more of a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, and / or other suitable mathematical function.

[0063] As described above, the controller 405 is configured to determine the value of the output signal using Equation 2 when the force applied to the pedal 100 increases beyond the force threshold 615. However, in some examples, the value of the output signal generated by the controller 405 is prevented from exceeding the maximum output value 625. That is, even as the force applied to the pedal 100, and correspondingly, the output value determined by the controller 405, continues to increase, the value of the output signal generated by the controller 405 does not exceed the maximum output value 625. In some examples, the maximum output value 625 is a predetermined value stored in the memory 425. In some instances, the maximum output value 625 is configurable.

[0064] 6 , when the force applied to pedal 100 is equal to 40 N, controller 405 is configured to determine an output value approximately equal to 85% of the operating voltage of controller 405 using Equation 2. However, as shown, maximum output value 625 is approximately 71.5% of the operating voltage of controller 405. Therefore, controller 405 is also configured to determine that the determined output value (e.g., 85%) exceeds maximum output value 625 using Equation 2. Controller 405 generates an output signal having a value equal to maximum output value 625 (e.g., 71.5%) rather than a determined output value (e.g., 85%) that exceeds maximum output value 625.

[0065] As further shown in the illustrated example of FIG. 6 , in some examples, the maximum output value 625 corresponds to the maximum pressure threshold 630. In the illustrated example, the maximum pressure threshold 630 is 35 N. When the force applied to the pedal 100 increases beyond the maximum pressure threshold 630 (e.g., 35 N), the value of the output signal generated by the controller 405 is set to the maximum output value 625 (e.g., 71.5%). In some examples, the controller 405 is configured to determine the value of the maximum pressure threshold 630 using a function of the value of the most recent output signal generated by the controller 405. In some examples, the maximum pressure threshold 630 is a predetermined value stored in the memory 425. In some examples, the value of the maximum pressure threshold 630 is configurable.

[0066] Referring again to the example of FIG. 6 , arrow 605C indicates when the force applied to pedal 100 decreases from maximum pressure threshold 630 (e.g., the vehicle operator decreases the force applied to pedal 100 and / or releases the pedal). As the force applied to pedal 100 decreases from maximum pressure threshold 630, the value of the output signal generated by controller 405 remains at maximum output value 625 until the force applied to pedal 100 decreases to a second value (e.g., approximately 17 N), such as releasing force threshold 635. By maintaining the value of the output signal generated by controller 405 at maximum output value 625, the vehicle operator does not need to sustain a precise amount of force on pedal 100 to operate the vehicle at a constant speed or braking pressure, even if the force exerted on pedal 100 decreases slightly. Rather, when the vehicle operator applies a force to pedal 100 that is within a range between maximum pressure threshold 630 and releasing force threshold 635, controller 405 maintains the value of the generated output signal at maximum output value 625.

[0067] Similar to the pressing force threshold 615, the releasing force threshold 635 is the force value that crosses a releasing boundary 640 included in the model of the mechanical hysteresis effect 600. In some examples, the releasing force threshold 635 is a function of the most recent value of the output signal generated by the controller 405. For example, if the releasing boundary 640 is modeled as a linear function, such as the releasing boundary 640 shown in FIG. 6, the equation for the releasing force threshold 635 is expressed as Equation 3: TIFF2025535880000004.tif13170

[0068] In operation, controller 405 is configured to use Equation 3 to determine the value of release force threshold 635. With respect to Equation 3, Current_Output, or the current output value, is the value of the most recent output signal generated by controller 405. In some examples, the value of the most recent output signal generated by controller 405 is stored in one or more registers of electronic processor 420. In other examples, the value of the most recent output signal generated by controller 405 is stored in memory 425, in a RAM included in memory 425, or the like. Releasing_B is a value representing an offset of release boundary 640. In some examples, the value of Releasing_B is a predetermined value stored in memory 425. In some examples, the value of Releasing_B is configurable. Releasing_M is a rate of change or slope of the second function of release boundary 640 that defines the second boundary. In some examples, the value of Releasing_M is a predetermined value stored in memory 425. In some examples, the value of Releasing_M is configurable.

[0069] As discussed above, Equation 3 is used to determine the value of the release force threshold 635 when the release boundary 640 is modeled as a linear function. However, it should be understood that when the release boundary 640 is not modeled as a linear function, a different equation and / or method is used to determine the release force threshold 635. For example, the controller 405 may be configured to use a different equation to determine the release force threshold 635 when the release boundary 640 is modeled as a different type of function (e.g., a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, etc.).

[0070] When the value of the force applied to pedal 100 decreases beyond release force threshold 635, as indicated by arrow 605D, the value of the output signal generated by controller 405 is determined according to release boundary 640. As shown, release boundary 640 defines a portion of the window or loop of mechanical hysteresis effect 600 that is emulated by controller 405. In addition, release boundary 640 is a function of the force applied to pedal 100. The function defining release boundary 640 may be used by controller 405 to determine the value of the output signal provided to vehicle control unit 410. In the illustrated example, release boundary 640 is a linear function represented by Equation 4: TIFF2025535880000005.tif10169

[0071] 6 and represented as a linear function, it should be understood that in some instances, the release boundary 640 is modeled as a different type of equation that defines the emulated mechanical hysteresis effect 600. For example, in some instances, the release boundary 640 is modeled as one or more of a quadratic function, a logarithmic function, an exponential function, a table-valued function, a step function, and / or other suitable mathematical function.

[0072] As described above, the controller 405 is configured to determine the value of the output signal using Equation 4 when the force applied to the pedal 100 decreases beyond the release force threshold 635. However, in some examples, the value of the output signal generated by the controller 405 is prevented from falling below the minimum output value 610. That is, even if the force applied to the pedal 100, and correspondingly, the suggestion value determined by the controller 405, continues to decrease, the value of the output signal generated by the controller 405 must not fall below the minimum output value 610.

[0073] 6, when the force applied to pedal 100 decreases to 5 N, controller 405 uses Equation 4 to determine an output value approximately equal to 0% of the operating voltage of controller 405. However, as shown, minimum output value 610 is approximately 30% of the voltage of controller 405. Therefore, controller 405 also determines that the output value determined using Equation 4 (e.g., 0%) is less than minimum output value 610. Therefore, controller 405 generates an output signal having a value equal to minimum output value 610 (e.g., 30%) rather than the determined output value (e.g., 0%), which is less than minimum output value 610.

[0074] As further shown in the illustrated example of FIG. 6 , in some examples, the minimum output value 610 corresponds to a minimum release force threshold 645. In the illustrated example, the minimum release force threshold 645 is approximately 10 N. When the force applied to the pedal 100 decreases beyond the minimum release force threshold 645 (e.g., 10 N), as indicated by arrow 605E, the value of the output signal generated by the controller 405 is set to the minimum output value 610 (e.g., 30%). In some examples, the controller 405 is configured to determine the value of the minimum release force threshold 645 as a function of the value of the most recent output signal generated by the controller 405. In some examples, the minimum release force threshold 645 is a predetermined value stored in the memory 425. In some examples, the value of the minimum release force threshold 645 is configurable.

[0075] While the above-described functions related to emulating mechanical hysteresis effect 600 are generally described as being performed by controller 405 included in low displacement vehicle pedal assembly 100, it should be understood that in some examples, one or more of the above-described functions are performed by electronic processor 420 and / or memory 425. Furthermore, it should be understood that in some examples, one or more of the above-described functions related to emulating mechanical hysteresis effect 600 are performed by vehicle control unit 410, electronic processor 505 included in vehicle control unit 410, and / or memory 510 included in vehicle control unit 410.

[0076] 7 illustrates one exemplary method 700 for emulating mechanical hysteresis effects in a low-displacement vehicle pedal assembly, such as pedal 100. Method 700 is described as being performed in part by controller 405. However, in some examples, some aspects of method 700 are performed by sensor 120, electronic processor 420 included in controller 405, and / or memory 425 included in controller 405. Similarly, in other examples, some aspects of method 700 are performed by sensor 120, vehicle control unit 410, electronic processor 505 included in vehicle control unit 410, and / or memory 510 included in vehicle control unit 410.

[0077] In block 705, the controller 405 determines a current output value, which is the value of the most recent output signal generated and provided to the vehicle control unit 410. As described above, the current output value indicates the current power output of the vehicle. In some examples, the controller 405 is configured to retrieve the current output value from a register included in the electronic processor 420 or from the memory 425. In some instances, such as when the vehicle is first started and / or idled, the current output value is equal to the minimum output value 610. In some examples, the current output value is a different value.

[0078] In block 710, the controller 405 determines the value of the pressure threshold 615. In one example where the pressure boundary 620 is modeled as a linear function, the controller 405 is configured to determine the pressure threshold 615 by using Equation 1 above. In examples where the pressure boundary 620 is modeled as another type of function (e.g., quadratic, logarithmic, exponential, table-valued, step function, etc.), the controller 405 is configured to determine the pressure threshold 615 using a different method.

[0079] In block 715, the controller 405 receives a signal from the sensor 120 indicating the amount of force currently being applied to the pedal 100. In block 715, the controller 405 determines the value of the force being applied to the pedal 100 based on the signal received from the sensor 120.

[0080] In block 720, the controller 405 determines whether the value of the force currently being applied to the pedal 100 exceeds the pressure threshold 615. If the controller 405 determines that the force being applied to the pedal 100 exceeds the pressure threshold 615, the controller 405 determines a proposed output value, such as a first proposed output value, for controlling the vehicle (block 725). In one example where the pressure boundary 620 is modeled as a linear function, the controller 405 determines the proposed output value by using Equation 2 above. In examples where the pressure boundary 620 is modeled as another type of function (e.g., quadratic, logarithmic, exponential, table-valued, step function, etc.), the controller 405 determines the proposed output value using a different method.

[0081] At block 730, the controller 405 determines whether the proposed output value determined at block 725 exceeds the maximum output value 625. If the controller 405 determines that the proposed output value exceeds the maximum output value 625, the controller 405 sets the proposed output value as a second proposed output value equal to the maximum output value 625 (block 735).

[0082] In block 740, the controller 405 generates an output signal for controlling the vehicle's output power. In one example, the controller 405 generates an output signal having a value equal to the current proposed output value. For example, if the controller 405 determines in block 730 that the proposed output value exceeds the maximum output value 625, the controller 405 generates an output signal having a value equal to the maximum output value 625 in block 740. Alternatively, if the controller 405 determines in block 730 that the proposed output value does not exceed the maximum output value 625, the controller 405 generates an output signal having a value equal to the proposed output value determined in block 725. The controller 405 is also configured to provide the generated output signal to the vehicle control unit 410 and return to block 710 of the method 700. In some examples, the controller 405 stores the value of the output signal generated in block 720 in register(s) included in the electronic processor 420 and / or memory 425 as a current output value.

[0083] Referring to block 720, if the controller 405 determines that the force being applied to the pedal 100 does not exceed the pressure threshold 615, the controller 405 determines the value of the release force threshold 635 (block 745). In one example where the release boundary 640 is modeled as a linear function, the controller 405 determines the release force threshold 635 by using Equation 3 above. In examples where the release boundary 640 is modeled as another type of function (e.g., quadratic, logarithmic, exponential, table-valued, step function, etc.), the controller 405 may be configured to determine the release force threshold 635 using a different method.

[0084] In block 750, the controller 405 determines whether the value of the force currently applied to the pedal 100 is less than the release force threshold 635. If the controller 405 determines that the force currently applied to the pedal 100 is greater than or equal to the release force threshold 635, the controller 405 generates an output signal having a value equal to the current output value (block 740). In the illustrated example, the controller 405 provides the generated output signal to the vehicle control unit 410 and returns to block 710 of the method 700. In some examples, the controller 405 stores the value of the output signal generated in block 720 in register(s) included in the electronic processor 420 and / or memory 425 as the current output value.

[0085] If the controller 405 determines that the force being applied to the pedal 100 is less than the release force threshold 635, the controller 405 determines a suggested output value for controlling the vehicle (block 755). In one example where the release boundary 640 is modeled as a linear function, the controller 405 determines the suggested output value by using Equation 4 above. In examples where the release boundary 640 is modeled as another type of function (e.g., quadratic, logarithmic, exponential, table-valued, step function, etc.), the controller 405 uses a different method to determine the suggested output value.

[0086] At block 760, controller 405 is configured to determine whether the proposed output value determined at block 755 is less than minimum output value 610. If controller 405 determines that the proposed output value determined at block 755 is greater than or equal to minimum output value 610, controller 405 proceeds to block 740 and is configured to generate an output signal having a value equal to the proposed output value determined at block 755. Controller 405 is further configured to provide the generated output signal to vehicle control unit 410 and return to block 710 of method 700. In some examples, controller 405 stores the value of the output signal generated at block 740 as a current output value in register(s) included in electronic processor 420 and / or memory 425.

[0087] If the controller 405 determines that the proposed output value determined in block 755 is less than the minimum output value 610, then the controller 405 sets the proposed output value equal to the minimum output value 610 (block 765). In the illustrated example, the controller 405 proceeds to block 740 and generates an output signal having a value equal to the minimum output value 610. The controller 405 also provides the generated output signal to the vehicle control unit 410 and returns to block 710 of the method 700. In some examples, the controller 405 stores the value of the output signal generated in block 740 as a current output value in register(s) included in the electronic processor 420 and / or memory 425.

[0088] As described above, in one example, after the controller 405 generates and provides the output signal to the vehicle control unit at block 740 of the method 700, the controller 405 returns to block 710 of the method 700. Thus, the controller 405 repeats the method 700 beginning at block 710. In some examples, the controller 405 is configured to repeatedly perform the method 700 at a rate of 100 Hertz (Hz). In some examples, the controller 405 is configured to repeatedly perform the method 700 at a rate of 1 kHz. In some examples, the controller 405 is configured to repeatedly perform the method 700 at a rate of 10 kHz. In some examples, the controller 405 is configured to repeatedly perform the method 700 at a rate of 1 MHz. In some examples, the controller 405 is configured to repeatedly perform the method 700 at different rates.

[0089] 8-15 illustrate another exemplary low-displacement vehicle pedal assembly or pedal 800 adapted for use with the systems (e.g., controller 405, vehicle control unit 410, etc.) and methods (e.g., method 700) for emulating mechanical hysteresis effects in low-displacement vehicle pedals described herein. It should be understood that the description of the interaction between pedal 100 and controller 405 / vehicle control unit 410 described above may also be applicable to pedal 800. Furthermore, it should be understood that one or more components of pedal 800 may be used to implement method 700 for emulating mechanical hysteresis effects in low-displacement vehicle pedal assemblies described above.

[0090] Similar to pedal 100, pedal 800 includes one or more connectors (not shown) that electrically connect pedal 800 to the vehicle's bus system and / or the vehicle's control unit, which implements the systems and methods for emulating mechanical hysteresis effects in low-displacement vehicle pedals described herein. In some examples, the vehicle is a passenger vehicle, such as a car or light truck. In some examples, the vehicle is a commercial vehicle, such as a van, bus, box truck, or semi-truck. In some examples, the vehicle is a small vehicle, such as a motorcycle, scooter, or all-terrain vehicle. In some examples, the vehicle is a low-speed vehicle, such as a golf cart or utility cart. In some examples, the vehicle is powered by an internal combustion engine. In some examples, the vehicle is an electric vehicle. In some examples, pedal 800 is included in and connected to other types of vehicles.

[0091] As shown in Figures 8-10, pedal 800 includes a footpad 805 coupled to a pedal base 810 that is used to mount pedal 800 to a vehicle floor (not shown). In particular, footpad 805 is coupled to a first end, or toe (or foot / toe) 815, of pedal base 810 by a flexible hinge 820. Figures 8-9 show a second end, or heel (or foot / toe) 825, of pedal base 810 at the opposite end compared to toe 815. Compared to a conventional pivot or hinge, flexible hinge 820 allows the pedal force F applied to footpad 805 by the driver to be more accurately controlled. p The flexible hinge 820 does not rotate about a stationary structure such as a pin when a pedal force F is applied. Rather, the flexible hinge 820 p is designed to undergo elastic deformation when the pedal force F is applied to and released from the footpad 805. That is, the flexible hinge 820 p When a force is applied to the footpad 805, it bends, thereby displacing the footpad 805 toward the pedal base 810. When the force applied to the footpad 805 is released, the flexible hinge 820 unbends, returning the footpad 805 to an idle position (e.g., no braking / acceleration).

[0092] In some examples, the flexible hinge 820 is formed from a durable, resilient material such as nitrile, which is a synthetic rubber copolymer formed from acrylonitrile and butadiene. In some examples, the flexible hinge 820 is formed from one or more other resilient polymers and / or rubber materials. In some examples, the material used to construct the flexible hinge 820 is selected based on the distance the footpad 805 is displaced relative to the pedal base 810 when a force is applied to the footpad 805. For example, in some examples, the footpad 805 is designed to move relative to the pedal base 810 when a driver applies a force to the footpad 805. Therefore, in such examples, a material that can elastically deform and / or flex to support the movement is selected to construct the flexible hinge 820. As another example, in some examples, the footpad 805 is designed to move between 0.001 and 2 mm relative to the pedal base 810 when a driver applies a force to the footpad 805. Thus, in such examples, a material that can elastically deform and / or bend to support movement of 0.001 to 2 mm is selected to construct flexible hinge 820. In some examples, flexible hinge 820 is designed to cause footpad 805 to move different distances relative to pedal base 810 when a driver applies force to footpad 805. For example, in other examples, flexible hinge 820 is designed to cause footpad 805 to move 0.001 to less than 2 mm relative to pedal base 810, between 0.001 to 5 mm relative to pedal base 810, or in another example, greater than 5 mm relative to pedal base 810, or other distance ranges such as 0.001 mm to 10 mm relative to pedal base 810 when a driver applies force to footpad 805.

[0093] 11-15, the pedal 800 also includes a sensor assembly 1100 that is at least partially contained within the second end, or heel 825, of the pedal base 810. The sensor assembly 1100 includes a number of components that are used to measure the amount of force applied by the driver's foot to the footpad 805. In the illustrated example, the sensor assembly 1100 includes, among other components, a yoke 1105, a spring 1110, first and second sensors 1115A, 1115B, a spacer 1120, and first and second actuators 1125A, 1125B.

[0094] The spring 1110 is positioned and compressed between the yoke 1105 and the first actuator 1125A. The yoke 1105 includes an end cap 1130 positioned to support and engage the bottom surface of the footpad 805, or is otherwise connected thereto. The yoke 1105 also includes a central locating element, such as a rod 1135, positioned to prevent the spring 1110 from moving in the x and y directions. In the illustrated example, a first end of the spring 1110 coaxially surrounds the rod 1135, such that when the first end of the spring 1110 is compressed against the yoke 1105, the first end of the spring 1110 is restricted from moving in the x and y directions. A second end of the spring 1110 coaxially surrounds the first actuator 1125A, such that when the second end of the spring 1110 presses against the first actuator 1125A, the second end of the spring 1110 is restricted from moving in the x and y directions.

[0095] FIG. 11 shows the sensor assembly 1100 when the pedal 800 is in the idle position (e.g., no braking / acceleration is requested by the driver). When the pedal 800 is in the idle position, the spring 1110 exerts an upward force on the yoke 1105, thereby pressing the end cap 1130 against the bottom surface of the foot pad 805. Furthermore, when the pedal 800 is in the idle position, the foot pad 805 is supported in the idle position, at least in part, by the end cap 1130. The interior of the heel 825 includes first and second protruding members 1140A, 1140B that limit upward movement of the yoke 1105 along the z-axis when the pedal 800 is in the idle position. As shown, the spring 1110 presses the yoke 1105 against the first and second protruding members 1140A, 1140B when the pedal 800 is in the idle position. When the pedal 800 is in the idle position, the bottom of the yoke 1105 is spaced a distance D from the bottom surface 1145 of the heel 825 .

[0096] 12 and 13 show the sensor assembly 1100 when the pedal 800 is in a fully compressed or engaged position (e.g., braking / acceleration requested by the driver). When the pedal 800 is in the engaged position, the foot pad 805 detects a pedal force F on the end cap 1130. p , thereby causing downward movement of the yoke 1105 along the z-axis. That is, as the driver pushes the footpad 805 from the idle position toward the engaged position toward the pedal base 810, the yoke 1105 moves a distance D along the z-axis until the yoke 1105 presses against the bottom surface 1145 of the heel 825. The spring 1110 is compressed in the z-direction. The bottom surface 1145 prevents further movement of the yoke 1105 along the z-axis. Thus, if the driver maintains or increases the force exerted on the footpad 805 while the yoke 1105 is pressed against the bottom surface 1145, damage to the sensors 1115A, 1115B, such as warping, is reduced or prevented.

[0097] In operation, the sensors 1115A, 1115B measure the pedal force F exerted by the driver on the footpad 805. p The sensors 1115A, 1115B are connected in series along a load path from the footpad 805 through the sensor assembly 1100 so that each of the sensors 1115A, 1115B produces the same force measurement. That is, assuming the sensors 1115A and 1115B are properly calibrated and / or undamaged, the electrical signals produced by the first sensor 1115A and the second sensor 1115B will indicate approximately the same force value. Compared to the pedal 100 described above, the redundant sensors 1115A, 1115B provide the pedal 800 with improved error-proofing and fail-safe capabilities related to sensing the amount of force the driver exerts on the footpad 805. In some examples, the sensor assembly 1100 includes three or more sensors. In other examples, the sensor assembly 1100 includes only a single sensor.

[0098] As shown, the first sensor 1115A is coupled to the top surface of the spacer 1120 such that the first sensor 1115A is positioned between the top surface of the spacer 1120 and the first actuator 1125A. Similarly, the second sensor 1115B is coupled to the bottom surface of the spacer 1120 such that the second sensor 1115B is located between the bottom surface of the spacer 1120 and the second actuator 1125B. As best shown in the top-down view of FIG. 15 , the spacer 1120 includes first and second notches 1150A and 1150B that engage with first and second guide ribs 1155A and 1155B, respectively, protruding from the inner surface of the yoke 1105. When the notches 1150A and 1150B of the spacer 1120 engage with the guide ribs 1155A and 1155B, respectively, protruding from the yoke 1105, movement of the spacer 1120 in the x and y directions is restricted. However, the guide ribs 1155A, 1155B do not restrict the movement of the yoke 1105 and / or the spacer 1120 along the z-axis, so that when the notches 1150A, 1150B engage with the guide ribs 1155A, 1155B, respectively, the yoke 1105 is free to slide up and down along the z-axis relative to the spacer 1120.

[0099] In the illustrated example, sensors 1115A, 1115B are implemented as strain gauge sensors that operate similarly to the strain gauges 125 included in pedal 100. For example, strain gauge sensor 1115A includes electrical resistance strip elements or resistors arranged in a bridge circuit. In one configuration, the bridge circuit is a Wheatstone bridge circuit. First actuator 1125A is positioned to abut a surface of first strain gauge sensor 1115A such that when the rider pushes footpad 805 toward pedal base 810 from an idle position to an engaged position, yoke 1105 compresses spring 1110, causing first actuator 1125A to exert a force on first strain gauge sensor 1115A. Force applied to first strain gauge sensor 1115A causes deflection or bending of first strain gauge sensor 1115A, which in turn changes the characteristics of an electrical resistance element (not shown) formed on or attached to first strain gauge sensor 1115A. This change in resistance transmits to the first strain gauge sensor 1115A a signal representing the force (e.g., pedal force F) applied by the driver on the footpad 805. p ), or more generally, the amount of force applied to the pedal 800.

[0100] Similar to the first strain gauge sensor 1115A and first actuator 1125A, the second actuator 1125B is positioned to abut the surface of the second strain gauge sensor 1115B such that when the driver pushes the footpad 805 from the idle position toward the engaged position toward the pedal base 810, the yoke 1105 compresses the spring 1110, and the force is transferred first to the upper actuator 1125A and then to the upper first strain gauge sensor 1115A. The force then passes from the lower surface of the first strain gauge sensor 1115A to the spacer 1120, then through the spacer 1120 to the upper surface of the second strain gauge sensor 1115B. The force then passes to the second lower actuator 1125B and finally to the structure 1160. A force applied to the second strain gauge sensor 1115B causes the second strain gauge sensor 1115B to flex or bend, which changes the characteristics of an electrical resistance element (not shown) formed on or attached to the second strain gauge sensor 1115B. This change in resistance transmits to the second strain gauge sensor 1115B a signal representing the force applied to the footpad 805 by the driver (e.g., pedal force F p ), or more generally, the amount of force applied to the pedal 800.

[0101] In the illustrated example, the second actuator 1125B is supported by an upright structure 1160 that extends upward from the bottom surface 1145 of the heel 825. Thus, when the pedal 800 is in the engaged position, a load applied by the footpad 805 to the yoke 1105 is transferred through the bottom surface 1145 and the upright structure 1160 to the second actuator 1125B. As shown in FIGS. 13-15 , the first and second strain gauge sensors 1115A, 1115B each include a respective central through-hole formed therein. The central through-hole formed in the first strain gauge sensor 1115A receives the downwardly extending portion of the first actuator 1125A. Similarly, the through-hole formed in the second strain gauge sensor 1115B receives the upwardly extending portion of the second actuator 1125B.

[0102] It should be understood that the first and second sensors 1115A, 1115B are not limited in implementation to the strain gauge sensors shown in FIGS. 11-15 and described above. In some examples, the sensors 1115A, 1115B are implemented using different types of sensors. For example, in some examples, the sensors 1115A, 1115B are implemented as non-contact sensors such as Hall effect sensors. As another example, in some examples, the sensors 1115A, 1115B are implemented as contact-type resistive potentiometric sensors. In some examples, the sensors 1115A, 1115B are implemented as other sensor types not explicitly described herein. However, regardless of the type of sensor used to implement the first and second sensors 1115A, 1115B, the sensors 1115A, 1115B are configured to generate respective electrical signals indicative of the amount of force exerted by the driver on the footpad 805.

[0103] Similar to the electrical signals generated by the sensors 120 included in the pedal 100, the controller 405 and / or vehicle control unit 410 are configured to generate output signals for driving the vehicle in accordance with the mechanical hysteresis emulation systems and methods described herein based in part on the electrical signals generated by the first and second sensors 1115A, 1115B. For example, the controller 405 and / or vehicle control unit 410 executes the above-described method 700 by using the electrical signals generated by the first and / or second sensors 1115A, 1115B. In some examples, the pedal 800 includes its own controller, such as the controller 405, electrically connected to the first and second sensors 1115A, 1115B. In such examples, the controller 405 may receive the electrical signals generated by the first and second sensors 1115A, 1115B directly from the first and second sensors 1115A, 1115B. In another example, the first and second sensors 1115A, 1115B are connected to the controller 405 by a PCB (not shown) included in the pedal 800. Figure 16 shows a block diagram of an example control system 1600 for the pedal 800 when the pedal 800 includes its own controller.

[0104] In other examples, the pedal 800 may not include its own controller. In such cases, the functions described above with respect to the controller 405 are performed by the vehicle control unit 410. FIG. 17 shows an example control system 1700 for the pedal 800 in which the vehicle control unit 410 is configured to perform the functions described herein as being performed by one or more components of the controller 405. In such cases, the vehicle control unit may receive the electrical signals generated by the first and second sensors 1115A, 1115B directly from the sensors 1115A, 1115B via cables connected between the sensors 1115A, 1115B and the vehicle control unit 410. In other examples, the first and second sensors 1115A, 1115B are connected to the vehicle control unit 410 by a PCB (not shown) included in the pedal 800.

[0105] In some instances, the controller 405 and / or vehicle control unit 410 determines the amount of force exerted on the footpad 805 based on both the electrical signal generated by the first sensor 1115A and the electrical signal generated by the second sensor 1115B. For example, in some instances, the controller 405 and / or vehicle control unit 410 determines that the amount of force exerted on the footpad 805 is equal to the average of the force values ​​indicated by the electrical signals generated by the first and second sensors 1115A, 1115B. In other instances, the controller 405 and / or vehicle control unit 410 determines the amount of force exerted on the footpad 805 based on the electrical signal generated by only one of the sensors 1115A, 1115B. In such instances, the controller 405 and / or vehicle control unit 410 uses the electrical signal generated by the other one of the sensors 1115A, 1115B to verify whether the sensor used to determine the amount of force exerted on the footpad 805 is providing an accurate measurement. For example, in some examples, it is contemplated that the controller 405 and / or vehicle control unit 410 determines the amount of force exerted on the footpad 805 based on the electrical signal received from the first sensor 1115A. In such examples, the controller 405 and / or vehicle control unit 410 verifies the accuracy of the force value sensed by the first sensor 1115A based on the electrical signal generated by the second sensor 1115B. For example, the controller 405 and / or vehicle control unit 410 determines whether the force value indicated by the electrical signal received from the first sensor 1115A differs from the force value indicated by the electrical signal received from the second sensor 1115B by more than a threshold value (e.g., 5%). If the controller 405 and / or vehicle control unit 410 determines that this difference exceeds the threshold value, the controller 405 and / or vehicle control unit 410 determines that at least one of the sensors 1115A, 1115B is providing an inaccurate force measurement.If the controller 405 and / or vehicle control unit 410 determines that the difference is less than a threshold, the controller 405 and / or vehicle control unit 410 generates an output signal for controlling the vehicle based in part on the electrical signal received from the first sensor 1115A.

[0106] 18-22 illustrate another exemplary low-displacement vehicle pedal assembly or pedal 1800 adapted for use with the systems (e.g., controller 405, vehicle control unit 410, etc.) and methods (e.g., method 700) for emulating mechanical hysteresis effects in low-displacement vehicle pedals described herein. Pedal 1800 is similar in structure to pedal 800 described herein. For example, pedal 1800 includes a footpad 1805 similar in structure to footpad 805, a pedal base 1810 including a toe 1815 and a heel 1825 similar in structure to pedal base 810, and the same sensor assembly 1100 included in pedal 800. Accordingly, it should be understood that the above description of the interaction between pedal 100, 800 and controller 405 / vehicle control unit 410 is also applicable to pedal 1800. It should be appreciated that one or more components of the pedal 1800 may be used to implement the method 700 for emulating mechanical hysteresis effects in a low displacement vehicle pedal assembly described above.

[0107] However, unlike pedals 100 and 800, the footpad 805 is not subjected to a pedal force F p When a pedal force F is applied to the footpad 1805, the footpad 1805 does not bend or rotate toward the pedal base 1810. That is, the footpad 1805 is not coupled to the pedal base 1810 by a flexible hinge or a conventional pivot or hinge that facilitates rotation. Rather, the footpad 1805 is coupled to the pedal base 1810 by a prismatic joint 1820. The prismatic joint 1820 supports linear displacement of the footpad 1805 relative to the pedal base 1810. Thus, when the rider applies a pedal force F to the footpad 1805, the footpad 1805 does not bend or rotate toward the pedal base 1810. pWhen the force is applied, the footpad 1805 is displaced linearly toward the pedal base 1810 instead of bending and / or rotating toward the pedal base 1810.

[0108] FIG. 19A shows a side view of the prismatic joint 1820 when the pedal 1800 is in the idle position. As shown in the enlarged side view of FIG. 19B, the prismatic joint 1820 includes a linear bearing 1900 that engages a protruding member 1905 extending from a footpad 1805. When the rider pushes the footpad 1805 toward the pedal base 810 from the idle position to the engaged position (FIG. 20A), the protruding member 1905, and therefore the footpad 1805, is linearly displaced a distance D along the linear bearing 1900. For example, the protruding member 1905 slides down the linear bearing 1900 from the idle position to the engaged position (FIG. 20B). While only a single linear bearing 1900 is shown in FIGS. 19A-21B, it should be understood that in some examples, the prismatic joint 1820 includes two or more linear bearings. Similarly, although only a single protruding member 1905 is shown in Figures 19A-21B, it should be understood that in some examples the foot pad 1805 includes two or more protruding members that engage the prismatic joint 1820.

[0109] In some examples, the prismatic joint 1820 also includes a spring that assists in returning the footpad 1805 from the engaged position to the idle position when the driver's foot is released from the footpad 1805, as shown in FIG. 21A. FIG. 21B shows an example in which the prismatic joint 1820 includes a bearing spring 2100 that coaxially surrounds the linear bearing 1900 and assists in pushing the footpad 1805 from the engaged position to the idle position when the driver's foot is released from the footpad 1805. While only a single bearing spring 2100 is shown in FIG. 21, it should be understood that in some examples, the prismatic joint 1820 includes two or more bearing springs. FIG. 22 shows a perspective view of the prismatic joint 1820 when the prismatic joint 1820 is not coupled to or otherwise engaged with the footpad 1805. In the example shown in FIG. 22, the prismatic joint 1820 includes three bearing springs 2100.

[0110] In some examples, the prismatic joint 1820 is designed so that when the driver applies a force to the footpad 1805, the footpad 1805 moves linearly between 0.001 and 2 millimeters (mm) relative to the pedal base 1810. In some examples, the prismatic joint 1820 is designed so that when the driver applies a force to the footpad 1805, the footpad 1805 moves linearly between 0.001 and less than 2 mm relative to the pedal base 1810, between 0.001 and 5 mm relative to the pedal base 1810, or some other range of distances relative to the pedal base 1810.

[0111] Specific examples have been described above. However, those skilled in the art will recognize that various modifications and changes can be made without departing from the scope of the invention as set forth in the following claims. Accordingly, the specification and drawings are to be regarded in an illustrative rather than a restrictive sense, and all such modifications are intended to be included within the scope of the present teachings.

[0112] Benefits, advantages, solutions to problems, and any elements that may cause or make more noticeable any benefit, advantage, or solution should not be construed as critical, necessary, or essential features or elements of any or all of the claims. The present invention is defined solely by the appended claims, including any amendments made during the pendency of this application, and all equivalents of those claims as issued.

[0113] Additionally, unless the context of their usage clearly indicates otherwise, the articles "a" and "an" should not be construed as meaning "one" or "only one"; rather, these articles should be construed as meaning "at least one" or "one or more."

[0114] The Abstract of the Disclosure is provided to allow the reader to quickly ascertain the nature of the technical disclosure. It is understood that the Abstract will not be used to interpret or limit the scope of the claims. Moreover, it will be understood that in the foregoing Detailed Description, various features are grouped together in various examples for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed examples require more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed example. Accordingly, the following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as separately claimed subject matter.

Claims

1. Foot pads and Pedal base and a flexible hinge connecting the footpad to the pedal base, the flexible hinge bending toward the pedal base when a force is applied to the footpad; a sensor configured to sense a force applied to the footpad; an electronic processor connected to the sensor and configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining a mechanical hysteresis effect.

2. The pedal assembly of claim 1 , wherein the sensor is a first strain gauge sensor and the pedal assembly includes a second strain gauge sensor.

3. The pedal assembly of claim 1 , wherein the flexible hinge is a copolymer.

4. 2. The pedal assembly of claim 1, wherein the flexible hinge is designed to allow the footpad to move 0.001 mm to 2 mm relative to the pedal base when a driver applies force to the footpad.

5. 2. The pedal assembly of claim 1, wherein the flexible hinge is designed to allow the footpad to move 0.001 mm to 5 mm relative to the pedal base when a driver applies force to the footpad.

6. 10. The pedal assembly of claim 1, further comprising a sensor assembly at least partially contained within the pedal base, the sensor assembly including a yoke and a spring, the sensor being a first strain gauge sensor, and the sensor assembly including a second strain gauge sensor and a spacer.

7. The pedal assembly of claim 6 , wherein the sensor assembly includes first and second actuators.

8. The pedal assembly of claim 7 , wherein the spring is positioned and compressed along a z-axis between the yoke and the first actuator.

9. 9. The pedal assembly of claim 8, wherein the yoke includes a central positioning element positioned to prevent movement of the spring in the x and y directions.

10. The pedal assembly of claim 6 , wherein the spacer is disposed between the first strain gauge sensor and the second strain gauge sensor.

11. Foot pads and Pedal base and a prismatic joint connecting the footpad to the pedal base, the prismatic joint allowing linear displacement of the footpad relative to the pedal base when a force is applied to the footpad; a sensor configured to sense a force applied to the footpad; an electronic processor connected to the sensor and configured to generate an output signal for controlling the vehicle based on a signal generated by the sensor and a model defining a mechanical hysteresis effect.

12. The pedal assembly of claim 11 , wherein the sensor includes a first strain gauge and a second strain gauge.

13. The pedal assembly of claim 11 , wherein the prismatic joint includes a linear bearing that engages a protruding member extending from the footpad.

14. The pedal assembly of claim 13, wherein the protruding member slides down the linear bearing from an idle position to an engaged position.

15. The pedal assembly of claim 14 , wherein the prismatic joint includes two or more bearing springs.

16. The pedal assembly of claim 14 , wherein the prismatic joint includes a bearing spring.

17. 17. The pedal assembly of claim 16, wherein the bearing spring coaxially surrounds the linear bearing and assists in moving the footpad from an engaged position to an idle position when the footpad is released from force by the operator.

18. 12. The pedal assembly of claim 11, wherein the prismatic joint is designed so that the footpad moves 0.001 mm to 2 mm relative to the pedal base when a driver applies force to the footpad.

19. 12. The pedal assembly of claim 11, wherein the prismatic joint is designed to allow the footpad to move 0.001 mm to 5 mm relative to the pedal base when a driver applies force to the footpad.

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