Vehicles and methods for single-pedal driving

Abstract

The present invention relates to a vehicle, and more particularly to an electric vehicle comprising an electric powertrain and at least one, preferably electric, energy storage unit. The vehicle has a one-pedal driving system with at least one vehicle throttle control for controlling throttle output and at least a portion of the vehicle's braking force. It also has at least one braking system that provides braking force to the vehicle. The braking force is at least partially based on a braking force request signal. The braking force request signal is determined based on the integral value of at least one measured variable of the vehicle throttle control. The present invention further relates to a single-throttle driving method for a vehicle, and a regenerative braking system for minimizing energy consumption to extend range, or minimizing tire wear, or brake wear, or minimizing particle emissions from tires, or particle emissions from brakes, or any combination thereof.

Description

Technical Field

[0001] The present invention relates to a vehicle equipped with a one-pedal driving system, a single-pedal throttle control brake system for a vehicle, and a single-pedal driving method.

Background Art

[0002] Energy regeneration in vehicles such as automobiles, motorbikes, autonomous robot taxis, scooters, electric vertical take-off and landing (VTOL) aircraft, helicopters, electric bicycles, and electric aircraft is a technology that extends range and minimizes energy loss. Energy waste in this context refers to energy that can be recovered when a moving object (i.e., a vehicle) decelerates. In vehicles, this is so-called brake energy, which is usually converted into heat rather than useful electrical energy. All accelerating vehicles must eventually decelerate. Regenerative braking is an energy recovery mechanism that converts kinetic energy into useful energy, preferably electrical energy, which is either immediately available or stored in an energy storage device. In this invention, an energy storage device is defined as, for example, a means for storing electrical energy for a long period or temporarily. Examples include, but are not limited to, batteries, capacitors, supercapacitors, rotational inertia bodies directly connected to generators, latching circuits, rotating flywheels, and added powertrain inertia. As with many advanced electrical systems, energy efficiency should be carefully managed and maximized both during vehicle acceleration and deceleration. In all electric powertrain vehicles, heat generation due to energy conversion inefficiencies is a problem that requires careful consideration. Until now, most electric powertrain vehicles have still required friction brakes, which are used to convert kinetic energy into heat rather than into an automotive energy storage system. Regenerative systems convert deceleration kinetic energy into electrical energy by applying torque—that is, inertia—to the axle in the opposite direction of wheel movement during braking. Another approach is to install a clutch to counteract the added inertia, allowing for at least one release of brake energy. Generally, the most important point is to provide braking in all situations and to ensure that the driver can reliably execute the brakes.

[0003] In most current vehicles, only the brake pad assembly mounted concentrically to the hub of the ground-contacting wheel operates, creating frictional engagement between the hub and the clutch mechanism while simultaneously applying deceleration torque to the wheel. Optionally, a generator (which can also function as a motor) can be mounted concentrically to the hub of the ground-contacting wheel. It can also be installed via a transaxle or differential, or through frictional engagement using the clutch mechanism. This generator can be activated during braking to supply counter-torque—either abruptly, with a peak, or continuously—while applying deceleration torque to the wheel or wheel group. This system ensures constant braking force and can store a significant portion of the kinetic energy during braking events. Operation is controlled by the throttle, brakes, or a combination thereof. Vehicles equipped with an electric motor as an auxiliary brake in the powertrain can use this motor as a motor during acceleration and as a generator during deceleration. Furthermore, regenerative braking is possible, in which case the output of the electric motor is supplied to energy storage devices, brake resistors, frictional heat, or to the electric motor's mis-rectification (temporarily reducing efficiency to zero percent), for example, when the energy storage device is fully charged. Such regenerative braking systems enable single-pedal driving. That is, when the driver takes their foot off the accelerator, the electric motor acts as a brake, recovering kinetic energy to extend the range of the battery-powered vehicle. Electric powertrain vehicles offer a way to reduce the environmental impact of driving, transforming automobile mobility into a more sustainable mode of transport. Energy storage systems are essential for electric powertrain vehicles, including hybrid electric vehicles, plug-in hybrid electric vehicles, and all-electric vehicles. Because energy regeneration can potentially extend the electric driving range, this is a critical aspect that needs to be managed and optimized in electric powertrain vehicles.

[0004] However, single-pedal driving still has two significant drawbacks that remain unresolved. First, regenerative braking, which is activated when the foot is released from the accelerator pedal, does not feel natural. In other words, the user cannot predict the braking torque that will be applied. This is mainly determined by the vehicle control unit based on data such as vehicle speed and the distance to objects detected by cameras. As a result, the lack of natural feel and predictability may cause the user to operate the mechanical brakes, leading to a waste of available energy. Second, existing systems are only applicable to battery electric vehicles. Single-pedal driving, on the other hand, is applicable to a wider range of applications. For example, motorbikes, electric bicycles, scooters, wheelchairs, throttle handles for robotic taxis, and even vehicles equipped with active electromagnetic suspension systems.

[0005] The first objective of the present invention is to provide a single-pedal drive system that enables a more reliable and predictable braking experience.

[0006] A second object of the present invention is to provide a single-pedal drive system that has a wider range of applications. [Overview of the Initiative]

[0007] The present invention provides a vehicle, particularly an electric vehicle as described in claim 1. The brake force request signal can be determined, at least in part, based on the derivative of at least one measured variable of the vehicle throttle control.

[0008] The vehicle according to the present invention enables the use of vehicle throttle control, such as a throttle pedal, for applying braking force. The braking force is at least partially based on a braking force request signal. The braking force request signal may include, for example, a braking amount such as brake torque. By using the integral, and in another embodiment, the derivative, of the measured variables of the vehicle throttle control, a more intuitive braking signal and, consequently, braking force can be generated. This allows the driver to intuitively apply braking force through the vehicle throttle control and to predict the braking force. This improves safety, particularly by increasing the driver's confidence in the initiated braking action. The measured variables are variables specifically related to the vehicle throttle control. Therefore, when the driver operates the vehicle throttle control using their foot or the like, these variables change accordingly. Preferably, the integral value of at least one measured variable, and optionally the derivative, is also used in addition to the vehicle throttle position (e.g., pedal position). This makes it possible to obtain a better braking force request signal and apply a more intuitive or predictable braking force to at least one wheel.

[0009] There are points to distinguish with respect to the present invention. Vehicle throttle control must be considered as a user input for controlling the acceleration of the vehicle. In a typical automobile, vehicle throttle control may be known as the throttle pedal. The present invention relates to vehicle throttle control configured to directly or indirectly generate a brake force request signal. Therefore, the present invention is not related to a typical vehicle that uses a separate brake pedal to generate the brake force request signal. That is, vehicle throttle control is multipurpose and controls both the acceleration and deceleration of the vehicle. Vehicle throttle control can be a mechanical system. For example, a system in which the throttle is connected to the throttle body via one or more links or joints. Alternatively, the vehicle throttle can be connected to the throttle body using a cable or a cableless equivalent. Finally, it is also conceivable that the throttle control is a completely electronic system connected to the throttle body by wiring. Preferably, the latter system includes an electronically controlled module that generates a signal corresponding to a specific driver throttle operation. A one-pedal driving system can be understood as a vehicle in which the vehicle's throttle control controls not only the vehicle's throttle output but also directly or indirectly at least a portion of the vehicle's brake force. However, the present invention is not limited to one-pedal operation of a vehicle. That is, it is conceivable that the vehicle throttle control according to the present invention may be applied in combination with conventional brake control, and / or in combination with one or more additional vehicle throttle controls. Therefore, one-pedal in this respect should be understood more broadly in relation to the ability of a single pedal, i.e., throttle control, to be configured to control both the vehicle's throttle output (vehicle acceleration) and brake output (vehicle deceleration). Accordingly, embodiments including multiple throttle controls are not excluded.

[0010] The present invention not only provides the driver with a single vehicle throttle control, but also enables control of vehicle speed fluctuations by utilizing a first (and / or second and / or subsequent, if applicable, continuous) differential or integral with respect to changes in a measured variable (e.g., throttle position). Optionally, it is also possible to reset the throttle position for coasting, taking into account factors such as the friction coefficient between the tires and the road surface, road gradient, the vehicle's position relative to other traffic conditions, and weather. In other words, it reflects all environmental factors that should be considered, i.e., the internal or external conditions of the vehicle. In one embodiment, it is conceivable to control the entire vehicle with a single vehicle throttle control. For example, the vehicle can be "started" by fully depressing the pedal. In the case of an electric or hybrid electric vehicle, "starting" is interpreted as "operating." By completely releasing the foot from the vehicle throttle control, maximum braking is activated by the regenerative motor (so-called generator) and / or friction brakes, depending on the vehicle state. Alternatively, "operating" can also be achieved by a press-release sequence of a single throttle operation. When two throttles are used, this also allows for steering, as is currently done in taxiing aircraft.

[0011] This may be counterintuitive, so if the vehicle is operated by pressing down and releasing one pedal, and the throttle position has a positive integral value at a relatively fast speed, it is conceivable that a zero-speed coasting position may be set. From this state, an absolute positive position change means acceleration, and a negative position change decelerates the vehicle. This "coasting" position, or zero torque state at the zero position, is mechanically achievable. Furthermore, it can be achieved not only by position sensors in throttle control, but also by using actuators based on the present invention.

[0012] In another embodiment, the sensitivity of a single throttle to driver input variations can be adjusted by programming it logarithmically. This can also be a learning process. For example, artificial intelligence, machine learning, or genetic algorithms can be used to train the throttle control to respond more sensitively or less sensitively to driver input. For instance, because Parkinson's disease patients often move their feet up and down uncontrollably, a trained intelligent one-pedal system would respond less sensitively to driver input variations.

[0013] Preferably, the vehicle, and in particular at least one vehicle throttle control, comprises at least one sensor that measures the integral value of at least one measured variable. In yet another embodiment, the differential value is also measured. This allows the integral value of the measured variable, and optionally the value corresponding to the differential value, to be obtained directly. By using the integral value, and optionally the differential value, creep can be eliminated from the system. Creep is typically intended to mask the play in linear pedal characteristics. However, creep is undesirable in general because it can be unpredictable. However, play in pedal characteristics is necessary to obtain motor drive and / or regenerative inverter input signals. The present invention makes it possible to generate a vehicle brake request signal using the integral value, and optionally the differential value as well. Motor drive and / or regenerative input signals can be generated even after a very slight change in the vehicle's throttle control. Preferably, at least one sensor is a gyro sensor and / or GPS sensor and / or rotation sensor and / or position sensor and / or vision sensor and / or throttle and / or driver foot camera. In the case of a rotation sensor, it is preferably configured to measure rotational position, rotational speed, rotational acceleration, and rotational jerk. A visual sensor may consist of, for example, a camera that detects variables of vehicle throttle control. For example, the camera can detect various positions of throttle control, and preferably these positions are used to determine the vehicle throttle control speed. The sensor is provided in the vehicle throttle control unit. For example, a rotation sensor is incorporated inside the pedal. Alternatively, for example, in the case of a visual sensor, it may be possible to install the sensor at a location away from the vehicle throttle control unit. Instead of using the throttle control position as the torque setpoint, the vehicle throttle control unit may use, for example, the vehicle throttle control speed as the torque setpoint. The vehicle throttle control position is undesirable because it originates from internal combustion engine vehicles where the throttle control position corresponds to the opening and closing of a valve. However, especially in the case of electric vehicles, such valves do not exist, and the electric powertrain may require torque as input.Therefore, by using the integral and optionally derivative values ​​of the measured variables of the vehicle throttle control, it may be possible to provide traction and / or braking forces more accurately based on the requested signals for traction and / or braking forces. It is desirable that at least one sensor directly obtains the integral and optionally derivative values ​​of at least one measurement. That is, if the measurement is position, the sensor obtains absolute position and / or velocity values ​​of the vehicle throttle control. By directly obtaining absolute position (integral of position) and optionally velocity (derivative of position), improved accuracy may be obtained. Velocity can be obtained by various measurements of the throttle control position over time. Position is measured, for example, based on an xyz coordinate system. It is possible to use the derivative of position in at least one coordinate, or the derivative in one or more coordinates. By using derivatives in all directions, the magnitude can be determined and additional information may be provided. However, obtaining velocity in this way may increase unwanted signal noise. Furthermore, this velocity calculation method may result in overshoot in the obtained values. In particular, when calculating further derivatives or integrals, this overshoot rapidly disrupts the signal, rendering it unusable, in contrast to when obtaining values ​​using the sensor directly.

[0014] In a preferred embodiment, the vehicle further comprises at least one control unit, which is configured to determine a brake force request signal based on the integral and optionally derivative values ​​of at least one measured variable, and to issue commands to a braking system (preferably a regenerative braking system) based on the brake force request signal. The control unit may be, for example, a vehicle control unit, part of an inverter, a completely separate control unit dedicated to the single-pedal drive of the vehicle, or a combination thereof. The vehicle control unit may directly receive the integral and optionally derivative values ​​of at least one measured variable, or calculate them based on sensor data.

[0015] Preferably, at least one control unit is configured to apply a filter, particularly a jerk vibration filter that can prevent jerk vibrations of the vehicle and torsional vibrations in the vehicle's drivetrain. That is, a driver may not always be able to control the vehicle throttle control perfectly stably. Small fluctuations in the vehicle throttle control output can cause such vibrations, especially when the vehicle throttle control switches between deceleration output (particularly brake output) and acceleration output. For this reason, the filter used by the control unit smooths the signal. In other words, many of these small fluctuations between deceleration and acceleration output are due to the driver's intention to maintain a stable position. The control unit may issue commands directly to the brake system, or, in the case of a regenerative braking system, to an inverter, for example. The inverter receives the brake request signal and applies the corresponding brake torque via the motor. The filter may also be a learning process. For example, artificial intelligence, machine learning, or genetic algorithms can be used to train the filter to respond more sensitively or less sensitively to acceleration and deceleration requests issued by the driver through the vehicle throttle control.

[0016] Preferably, the control unit is further configured to receive at least one drivetrain output variable. Preferably, the brake output request signal is determined based on the integral, and optionally the derivative, of at least one measure variable of vehicle throttle control and at least one drivetrain output variable. Thus, the drivetrain output variable may be understood as a quadratic variable in addition to the integral, and optionally the derivative, of the measure variable of vehicle throttle control. The drivetrain output variable may be selected from the group consisting of the charge state of at least one energy storage device, particularly an electric energy storage device such as a battery, vehicle speed, current gear position, vehicle battery, motor temperature, vehicle acceleration, and / or the orientation of the vehicle steering wheel. In addition to the drivetrain output variable, the brake output request signal and / or acceleration and / or deceleration signals are determined based on the integral, and optionally the derivative, of at least one measure variable of vehicle throttle control and at least one drivetrain output variable or at least one external output variable. The external output variable is preferably selected from the following group. The external output variables are selected from vehicle cameras (e.g., front and / or rear and / or side cameras), throttle and / or driver footwell cameras, vehicle position sensors, ambient temperature sensors and / or at least one parking sensor, and / or wheel speed sensors and / or wheel torque sensors and / or vehicle speed sensors and / or humidity sensors and / or radar sensors, and / or Lidar sensors to detect ambient conditions such as rain, cold and / or fog and / or road surfaces with different coefficients of friction and / or obstacles and / or curves and / or ramps and / or road damage and / or speed limiters. Such external output variables may be used to limit throttle or brake requests under certain conditions, such as when an obstacle is approaching. However, in emergencies, these external output variables may be used to cancel throttle or brake requests, for example, if a vehicle is detected approaching from the front or rear of the vehicle, especially in the direction of travel.In such situations, removing throttle and brake requests allows the vehicle to roll, and in the event of a rear-end collision, the motion caused by the impact may absorb some of the collision energy, contrary to what would happen if the brakes were applied. At least one drivetrain output variable is used to adapt the brake output request signal to the current drivetrain state, at least partially. That is, if the brake output request signal includes an instruction to apply a large brake torque, but the motor temperature or the charge state of the battery and / or modular battery and / or batteries of multiple different chemical compositions is too high, the control unit decides to assign the brake request to the mechanical brakes only.

[0017] In a preferred embodiment, the control unit is further configured to verify the determined brake request signal, particularly based on secondary variables (if applicable) and / or drivetrain output variables. For example, if the user completely releases the vehicle's throttle control, the prior art always provides a regenerative braking force of the maximum value, or at least a preset level, or a preset lookup table based on the throttle position. However, releasing the vehicle's throttle control does not necessarily reflect the driver's intention to apply a large braking force. For example, in calm conditions such as on a highway, there is no urgency to apply a large braking force when the vehicle's throttle control is released. Therefore, in such scenarios, the control unit verifies the brake force request signal based, for example, on a forward camera or the vehicle's current speed, and determines that there is no urgency to brake. In this case, the control unit may return a warning signal to the driver indicating that brake torque is about to be applied. This warning allows the driver to take action to readjust the vehicle's throttle control position to avoid braking. However, other verification methods are possible, as long as the driver's confidence that the brakes will reliably be applied when requested is maintained.

[0018] Preferably, when the vehicle is in cruise control mode, i.e., when the vehicle speed is maintained at a preset speed, the vehicle throttle control responds fully, just like the brake pedal. After such a braking event, i.e., after the vehicle throttle control has been pushed to either the extreme position and / or intermediate position, the single throttle begins to operate again as described above, for example, at a specific position where cruising is achieved.

[0019] Preferably, the control unit is configured to determine the available regenerative braking force and compare the brake force request signal with the available regenerative braking force. If the amount of available regenerative braking force is greater than the brake force request amount in the brake force request signal, the control unit allocates the brake force request signal to the regenerative braking system, or allocates a portion of the maximum brake force request amount in the brake force request signal to the regenerative braking system, and allocates the remaining brake force request amount in the brake force request signal to at least one alternative system. If the available regenerative braking force is less than the brake force request amount in the brake force request signal, the control unit is configured to allocate a portion, preferably the maximum portion, of the brake force request amount in the brake force request signal to the regenerative braking system, and allocate the remainder of the brake force request amount in the brake force request signal to at least one alternative brake element. This embodiment is particularly beneficial in combination with the regenerative braking system according to the present invention. It is also conceivable that the control unit itself does not determine the available regenerative braking force. Determining the available regenerative braking force should be understood to include receiving the available regenerative braking force from an electrical energy storage device, such as a battery. By comparing the available regenerative braking force with the requested brake force defined by the brake request signal, the regenerative braking system can be optimally utilized. In other words, the maximum amount of kinetic energy can be recovered. Alternative braking elements include friction brakes, but the requirement for alternative braking may be stored as heat rather than electrical energy. This makes it possible to utilize energy that cannot be used by regenerative braking, for example, in an air conditioning system, in the form of heat.

[0020] In a preferred embodiment, the control unit is further configured to adjust the magnitude of the braking force in response to the braking force request signal. Specifically, the adjustment is made based on artificial intelligence by storing the integral and optionally derivative values ​​of the measured variables of vehicle throttle control in past occurrences. This embodiment enables a smarter braking strategy. For example, when approaching a sharp curve, the driver may not be able to accurately predict the required braking point. This could result in the vehicle decelerating too much or too abruptly. Abrupt deceleration can lead to a surge in high-density energy because it shortens the energy regeneration time. The battery has a limit to the maximum amount it can store based on the available charge rate. By the control unit adapting the braking force request signal, appropriate deceleration can be achieved, potentially improving the balance of energy utilization over time. As a result, the battery can be charged at maximum capacity for longer periods, allowing for greater energy regeneration. This is just one example, and similar benefits may arise in different scenarios. In the long term, sufficient data may be available to determine usage patterns corresponding to specific users of the vehicle. Based on these user patterns, the control unit can apply a specific strategy to determine the braking force request signal from the measured variables using integral and, if necessary, derivative values.

[0021] The control unit may further be configured to determine, preferably continuously, the instantaneously available brake power based on the integral of at least one measured variable of the vehicle throttle control. For example, if the measured variable is the position of the vehicle throttle control, its integral may give the total value of the available brake demands. That is, when the throttle control is fully released, potential energy, which mainly depends on the current vehicle speed, becomes available for regenerative braking. By determining the available brake force, the vehicle control unit can use this data to predict the vehicle's range.

[0022] In a preferred embodiment, the vehicle throttle control is movable in at least a first direction and at least a second direction, the first and second directions being distinct from each other. Preferably, the vehicle brake request signal is determined based on the integral and optionally derivative of at least one measure variable of the vehicle throttle control in either the first and / or second direction. Preferably, the other direction controls the vehicle throttle request. It is preferable that the vehicle throttle control is movable in two directions, with each direction representing either brake control or throttle control. In particular, a zero position separates the throttle request and brake request of the vehicle throttle control, and the control unit is configured to dynamically change the zero position. The zero position is understood to be the throttle control position that separates the throttle request and brake request. Thus, it is possible to initiate a throttle request by moving the throttle control from the zero position in a first direction and to provide a brake request by moving it in the opposite direction. The control unit can reprogram the vehicle throttle control so that the zero position is dynamically shifted within the range of motion of the throttle control. User feedback may be provided when the vehicle throttle control is at the zero position. Such user feedback indicates a specific position of the throttle control. User feedback related to the zero position of the throttle control may be provided, for example, by vibration. Ideally, this vibration is sensed through the vehicle throttle control. Alternatively, this feedback may also be provided by other means such as the steering wheel, screen, or audio. Dynamically changing the zero position provides flexibility in terms of sensitivity to both throttle and brake requests. In particular, a larger range of motion for the vehicle throttle control in the brake direction allows the driver to apply brake requests more delicately. This prevents the sudden application of large braking forces when the range of motion is small. Intelligent vehicle pedal control is a new development trend in vehicle intelligence. An important application example is the control of drive and brake inputs with a single pedal in the energy management of battery electric vehicles.Based on a dynamic zero position, which is a variable element (e.g., pedal angle) indicating a point of direction change during pedal rotation, single-pedal control can operate the drive and brakes of a (battery-electric) vehicle. Preferably, the vehicle, and in particular the vehicle throttle control, comprises at least one feedback actuator, which is directly or indirectly connected to the vehicle throttle control and provides user feedback and / or a user reference position through at least one vehicle throttle control. Preferably, the feedback actuator is configured to provide feedback to the user when the vehicle throttle control passes through an intermediate position and / or an optional dynamic zero position. This feedback allows the user to have a more natural experience, particularly when applying a brake request through the vehicle throttle control. In other words, intuitively, the driver is accustomed to feeling coercive feedback from the brake pedal. The harder the brake pedal is pressed, the greater the feedback force transmitted to the driver's foot. The feedback actuator may be configured to provide similar feedback in the throttle pedal as well. Particularly when releasing the pedal, in situations where a brake force request arises, the actuator may provide a feedback force that prompts the driver to feel the same sensation as pressing a conventional brake pedal. Similar feedback is conceivable even if the vehicle's throttle control is handled by an element other than a pedal. Providing such feedback can make the throttle control experience more intuitive compared to simply releasing the vehicle's throttle control without receiving any feedback about the braking request being applied.

[0023] Another form of feedback achievable with such actuators is to help drivers learn to drive in the most energy-efficient way possible. For this purpose, the actuator can position the vehicle's throttle pedal to the most energy-efficient position based on factors such as current speed, navigation instructions, and approaching curves. For example, the driver can feel the slight resistance applied by the actuator and recognize the most energy-efficient throttle control position. This allows the driver to learn to drive more energy-efficiently. Furthermore, this actuator can also be used for training, providing feedback to trainees and helping them acquire a feel for driving a vehicle.

[0024] In a preferred embodiment, the vehicle is a hybrid electric vehicle and / or a battery electric vehicle, and further comprises at least one electrical energy storage unit. This unit is preferably used to store electrical energy for driving at least a portion of the vehicle, particularly at least a portion of the vehicle's drivetrain. It also preferably comprises at least one electric motor, which is connected to the electrical energy storage unit and further connected directly or indirectly to at least one wheel. Preferably, the at least one electric motor is configured to provide at least a portion of the braking force, where at least a portion of the braking force includes regenerative braking force. A cost-effective way to achieve fuel and / or energy efficiency and economy is to enhance good driving behavior and assist the driver, for example, through the actuator, both during acceleration and deceleration. Driving behavior can be controlled if the driver is warned of actions that worsen energy efficiency, both during acceleration and deceleration. While all previous driving assistance has been related to acceleration, the present invention also includes driver feedback from vehicle throttle control related to brake requests. This significantly improves energy efficiency. Conventionally, information on brake energy and braking force has been provided visually, but information on brake strategy assistance has not been provided. This invention makes this possible. It is desirable to track and monitor instantaneous energy consumption rather than tracking the average fuel consumption over the entire journey in kilowatt-hour units, for example. This requires predicting instantaneous energy consumption and detecting abnormal fuel consumption. In electric vehicles, this includes accurate estimation of brake energy and drive energy. This estimation is supported by considering not only position, but also environmental variables, vehicle parameters, and vehicle conditions, as well as the first and / or second and / or arbitrary continuous integrals and arbitrary derivatives of the vehicle throttle control.

[0025] In a preferred embodiment, the brake force request signal is determined based on the quadratic and / or cubic and / or continuous integral, and optionally further derivative, of at least one measurement variable of the vehicle throttle control. By using the quadratic and / or cubic and / or continuous integral, and optionally further derivative, of at least one measurement variable of the vehicle throttle control, more information can be retained in the signal. Preferably, at least one measurement variable of the vehicle throttle control is selected from the group consisting of position, velocity, acceleration, jerk, joints, abcement, absity, absertion, absarc, and absounds. By using these further integrals and optional derivatives of the measurement variable, more detailed information about the driver's intention can be obtained. That is, the force can be restored by multiplying the mass of the vehicle throttle control by the acceleration. This provides useful information about what the driver requested. Preferably, the vehicle control unit and / or processing unit is configured to calculate a quadratic variable based on at least one measurement variable. Preferably, the quadratic variable is one of the following: Force and / or energy and / or action and / or output and / or time and / or length and / or momentum and / or pull and / or tension and / or sudden pull and / or swing. Preferably, the quadratic variables correspond directly or indirectly to the operations performed by the user on the vehicle's throttle control. Force can be determined based on the value obtained by multiplying the mass of the throttle control by the acceleration, or by dividing the action by the absolute velocity. Energy can be determined based on the value obtained by multiplying the force by the displacement, or by multiplying the mass by the square of the velocity. Action can be calculated, for example, based on the value obtained by multiplying the mass by the areal velocity, or by multiplying the output by the square of the time. Output can be calculated by dividing the force by the distance, or by dividing the action by the square of the time, or by multiplying the force by the velocity. Those skilled in the art will understand the various ways of obtaining these quadratic variables based on the measured variables. These variables can also be used to verify the requirements provided by the driver.

[0026] The throttle control of the vehicle is preferably selected from the following group: joystick, pedal, 3D pedal, sound, steering wheel, rotary button, remote control, driver's head movement. Here, the pedal is currently the most common throttle control means. However, the present invention enables more advanced and future-oriented throttle control while maintaining predictable brake requirements. For example, sound is measured in decibels (dB), and an increase in volume can correspond to a throttle request or a brake request. In some throttle controls, it is conceivable to measure additional and / or multiple variables to improve the determination accuracy of the brake force request signal.

[0027] According to a preferred embodiment, the vehicle further comprises at least one second vehicle throttle control. Preferably, it is according to any of the embodiments. Each vehicle throttle control may be configured to control the throttle output of the vehicle and at least a part of the braking force. This is beneficial in enhancing the flexibility of vehicle control. In particular, the vehicle may have at least two motors, and each vehicle throttle control unit may be connected to the corresponding motor. Thus, according to this embodiment, the driver can provide a brake and / or power request for either motor of the vehicle. One motor may be directly or indirectly connected to the left wheels of the vehicle, and the other motor may be directly or indirectly connected to the right wheels of the vehicle. By applying a power request to one throttle control unit and a braking force (e.g., releasing the throttle control unit) to the other throttle control unit, the vehicle can initiate a very sharp turn, particularly a turn that rotates substantially around its own axis. Therefore, the vehicle throttle control unit according to the present invention enables a wheeled vehicle to be controlled in the same way as a tracked vehicle without the need to install tracks.

[0028] The braking system is preferably a brake-by-wire system and / or a regenerative braking system. The brake-by-wire system enables the most effective control of the braking system. Furthermore, it facilitates the addition / removal of sensors to / from the braking system or the addition / removal of a control unit.

[0029] Optionally, the brake force request signal is used for traction control and / or torque and / or velocity and / or acceleration vectoring systems. That is, based on the generated brake force request signal, the vehicle's control unit can define how to divide the brake force between the friction brakes and / or the motors for energy regeneration. The operation of distributing the brake force to the friction brakes or, in particular, the electric motors may be performed based solely on the brake force. However, it is preferable that the distribution is performed in combination with the brake force request signal and at least one drivetrain output parameter (e.g., steering angle). For example, in a left curve, it is preferable to apply more brake load to the left wheel of the vehicle to generate yaw. Similarly, it may be beneficial to apply a dynamic load during braking, for example, to reduce vehicle pitch during braking. Preferably, the vehicle according to the present invention further includes vehicle brake control, in particular a vehicle brake pedal, for controlling the brake request. It is desirable that the driver be able to use only a single pedal, but current regulations mandate the presence of a brake pedal. As assumed in the present invention, similar variable measurement and usage are considered applicable to the brake pedal as well.

[0030] Optionally, the one-pedal power demand signal can be used for traction control during acceleration and deceleration, and / or power, and / or torque, and / or speed, and / or acceleration vectoring systems. Thus, when the vehicle is moving straight, the wheels on both sides of the vehicle rotate at very similar speeds. This wheel rotation speed changes during the vehicle's cornering operation or when, for example, the wheel rotation radii are different due to uneven load on the left and right sides of the vehicle. In such a case, the outer wheels have to move a longer distance than the inner wheels in the same amount of time because they move along a larger rotation radius. This is usually caused by the operation of the vehicle's axle differential. The vehicle differential allows the wheels to rotate independently at different speeds. In most modern vehicles, these differentials form the basis of the vehicle torque vectoring system. This is because the differential makes it possible to vary the torque applied to each wheel based on the grip and traction of the wheels detected by the system. This adjusts the handling characteristics of the vehicle, enabling it to handle slippery road surfaces, improve cornering performance, perform in straight-line drag races, and handle road surfaces with different friction coefficients. According to this embodiment, at least one electric motor is combined with a braking system and can function as a differential-based torque vectoring system, particularly when combined with an open differential instead of using a clutch combination on each axle side. This advanced differential-based torque vectoring using the braking system, the motor, and the open differential, which is an implementation form of the aforementioned one-pedal system, can be applied in combination with all-wheel drive.

[0031] Optionally, a single-pedal signal allows for the reproduction of more advanced differential-based vehicle system behavior using the vehicle motor and brakes. In this regard, advanced brake-based and / or tire-based torque vectoring enables cost-effective power transmission to individual wheels. Here, the control unit temporarily applies braking force from the motor and / or friction brakes to either wheel during cornering, or minimizes braking if excessive tire wear is detected. In this case, since the tire wear level is not currently considered, it functions as feedback to the driver. In high-performance applications, the main drawbacks of currently used brake-based and / or tire-based systems are related to vehicle speed and vehicle durability. Maximizing tire wear by using only friction brakes to improve cornering performance leads to worse lap times that depend on tire wear compared to current differential-based systems. Furthermore, brake overheating, overall brake wear, brake damage, brake pad particles, tire wear management, or maximizing tire-to-road contact are challenges. By using motors that more efficiently convert the vehicle's kinetic energy into electrical energy, heat generation can be significantly reduced. This enables advanced brake-based and / or tire-based torque vectoring in different forms, as it improves vehicle stability when combined with single-pedal sensing. This electric brake-based and / or tire-based torque vectoring can also be implemented when multiple electric motors are connected to a single wheel. This allows for the purest form of torque vectoring during both acceleration and deceleration. Each wheel can be individually controlled with up to 100% of the available vehicle torque, and by combining the motor and brake system, complete lateral torque vectoring, i.e., power control, can be achieved. This can also be linked to tire wear. Therefore, traction control during acceleration and / or deceleration, as well as torque and / or speed and / or acceleration vectoring systems, can be individually applied without requiring all the features of the present invention.

[0032] The control unit may be configured to determine the magnitude of the braking force based on minimizing tire wear, brake wear, tire particle emission, and brake particle emission. This is achieved by specific vehicle powertrain output variables such as vehicle speed, cornering speed, tire characteristics, and vehicle-tire model. The control unit adjusts the braking strategy based on these parameters. For example, to minimize brake wear, it directs the maximum braking force to the regenerative motor to prevent excessive brake wear. To minimize tire wear, the control unit determines the minimum braking force required to achieve the desired deceleration over the entire trajectory, based on the predicted braking trajectory, etc. The regenerative braking output level is closely related to the contact force between the tire and the road surface, and consequently, tire wear. For example, if the vehicle's center of gravity is precisely at the center of the four wheels and the cornering stiffness of the four wheels is perfectly identical, the vehicle's steering characteristics will be neutral. As a result, the vehicle will regenerate up to a negative torque demand at a certain deceleration rate, but beyond a certain deceleration rate, the vehicle will begin to slip in the direction of travel, and the wheel speed will become zero. At this point, maximum lateral deceleration is reached, and regenerative power decreases to zero. This is because power is the torque multiplied by angular velocity. Further deceleration increases lateral slip, and the anti-lock braking strategy is usually activated. If the vehicle is cornering, an alternative strategy is employed. Optionally, this information is fed back to the driver via the vehicle's throttle control, informing them that the longitudinal force generated by the tires is low. This causes the generated lateral force and the vehicle's lateral deceleration to approach their maximum values. However, advanced active electromagnetic suspension systems, for example, have a means of temporarily changing the force between the tires and the road surface by rapidly lifting the vehicle body, thereby increasing the available regenerative braking energy. Active suspension systems can optimize ride comfort and road-following ability, and reduce body roll during cornering, thus maintaining the optimal tire orientation relative to the road surface and the level of regenerative braking force. Therefore, electric motors can be equipped with, for example, a maximum power point tracking strategy to achieve the maximum level of regenerative power supplied to the energy storage system.Accordingly, the present invention also provides input or feedback, particularly via a feedback actuator, and / or other feedback means, in emergency situations where a specific level of longitudinal force is generated by the tires, or a level so low that the vehicle loses grip. Loss of grip also leads to excessive tire wear. This vehicle throttle control notification is provided, for example, by rapid up-and-down movement of the pedal, an acoustic signal, visual feedback or vibration, or a combination thereof.

[0033] In another aspect, the present invention provides a single-pedal throttle-controlled brake system for use in a vehicle, preferably a vehicle according to the present invention. This includes a vehicle throttle control that controls at least a portion of a vehicle throttle signal and a vehicle brake request signal; at least one sensor; at least one sensor that measures at least one vehicle throttle control variable; preferably at least one control unit and / or processor; and at least one control unit and / or processor that is communicably connected to the at least one sensor and determines a brake force request signal based on the integral value of at least one measured vehicle throttle control variable received from the at least one sensor, and optionally a differential value.

[0034] It should be noted here that the brake system according to the present invention relates to a single-pedal brake system, as does the vehicle according to the present invention. This may also be referred to as a single-throttle control brake system for use in a vehicle. That is, vehicle throttle control by a single-pedal throttle control brake system allows control of both throttle and braking force. In particular, the present invention aims to improve the braking capability of throttle control, taking into account friction brake wear and tire wear. The single-pedal throttle control brake system can be retrofitted to existing vehicles that have a separate brake pedal in order to obtain the advantages disclosed in the aforementioned portion of the application relating to a vehicle. Therefore, the single-pedal throttle control brake system is not limited to throttle control being a dedicated pedal. Furthermore, this aspect of the present invention is not limited to the mere use of a single pedal. This means that the single-pedal system is configured to enable particularly intuitive braking operation through throttle control. This does not preclude the application of an independent brake pedal, nor does it preclude the application of a second vehicle throttle control unit in accordance with this aspect.

[0035] Here, a control unit and / or processor and / or processing unit connected to at least one sensor can be understood as a control unit and / or processor capable of receiving data obtained by at least one sensor. If a vehicle throttle control already has such a sensor, it can also be utilized. By using the integral value and optionally the derivative value of at least one measured variable, it is possible to obtain more predictive braking force and / or tire wear and / or brake wear and / or particle emission from the tire and / or particle emission from the brake. The braking force request signal and / or tire wear and / or brake wear and / or particle emission from the tire and / or particle emission from the brake determined by the system according to the present invention may be used only partially in addition to an existing braking system.

[0036] This allows the brake force request signal to supply at least a portion of the braking force. Preferably, the system further includes at least one energy storage unit (e.g., a battery) for storing regenerative braking energy. The system's battery may be specifically configured to receive energy from an electric motor acting as a generator based on at least one brake force request signal.

[0037] In yet another aspect, the present invention provides a method for single-pedal driving in a vehicle, and more particularly in a vehicle according to the present invention. This method comprises the following steps: A) providing vehicle throttle control, preferably according to the present invention; B) measuring at least one variable of the vehicle throttle control, preferably continuously; C) determining a brake request signal based on the integral and optionally derivative values ​​of the variable measured in step B; D) transmitting a brake command to the brake system based on the brake request signal in step C. The advantages described for a vehicle and / or brake system according to the present invention also apply to a method according to the present invention.

[0038] Preferably, the derivative is based on the position of the vehicle throttle control, particularly the position of the vehicle throttle pedal. This position is an angular position, and its derivative gives the angular velocity. However, in the case of a linear pedal, the usual x, y, and z coordinate positions may also be used.

[0039] Preferably, the method further includes step E) receiving at least one drivetrain output variable, preferably from a vehicle control unit. Receiving at least one drivetrain output variable can improve the overall integration of single-pedal driving. In particular, in step C), the brake force request signal is based on the variable measured in step B), the integral value of at least one drivetrain output variable received in step E, and optionally the derivative value. This enables a brake force request signal that provides intuitive braking force.

[0040] Preferably, this method further includes the steps of determining available regenerative braking force, comparing a brake force request signal with the available regenerative braking force, and assigning the brake force request signal to the regenerative braking system if the amount of available regenerative braking force is greater than the brake force request amount of the brake force request signal. If the available regenerative braking force is less than the brake force request amount of the brake force request signal, a first portion, preferably the maximum portion, of the brake force request amount of the brake force request signal is assigned to the regenerative braking system, and a second portion of the brake force request amount of the brake force request signal is assigned to at least one alternative brake element. [Brief explanation of the drawing]

[0041] The present invention will be described in more detail based on the following non-limiting drawings. [Figure 1] Figure 1 shows a conventional one-pedal drive system. [Figure 2] Figures 2a and 2b show a basic overview of a conventional regenerative braking method. [Figure 3] Figure 3 shows details of a conventional regenerative braking method. [Figure 4] Figure 4 shows a vehicle according to the present invention. [Figure 5] Figure 5 shows a first embodiment of the single-pedal throttle brake system according to the present invention. [Figure 6] Figure 6 shows another embodiment of the single-pedal throttle brake system according to the present invention. [Modes for carrying out the invention]

[0042] Figure 1 shows an example of a conventional vehicle drive pedal assembly 10. The example shown in this figure is particularly relevant to hybrid or electric vehicles. In this example, the system 10 includes a throttle control 2 and a brake control 1, both in the form of pedals. The driver can operate the throttle control unit 2 and the brake control unit 1 using their feet. The brake control unit 1 includes a cylinder 3 known in the prior art. Through this cylinder 3, the brake control unit 1 can provide a brake force request signal to the control unit 8. The brake force request signal may include information about the brake pressure 4. The throttle control unit 2 provides a throttle control position 7 as input to the control unit 8. When the throttle control unit 2 is fully pressed, this corresponds to the 100% position, and when the throttle control unit 2 is fully released, this corresponds to the 0% throttle position 7. The vehicle's throttle request may be based on the throttle position 7. The control unit 8 may receive vehicle parameters such as vehicle speed 5 so that it can control the vehicle. The control unit 8 may use the information received from the brake control 1 and throttle control 2 to give commands to the inverter 9. Such commands from the control unit to the inverter may include a torque setpoint. The inverter 9 is typically installed between the vehicle's battery and the motor 11. During normal operation, the inverter 9 supplies current to the motor 11 based on the torque setpoint received from the control unit 8. Hybrid and electric vehicles are typically configured to regenerate energy through the electric motor 11. By using the motor 11 as a generator, kinetic energy can be converted into electrical energy and stored in the vehicle's battery. By utilizing the regenerative braking function of the electric motor, it is possible to extend the electric driving range of hybrid or electric vehicles, minimize tire wear, minimize brake wear, minimize particle emissions from tires, and minimize particle emissions from brakes. However, as illustrated with reference to Figures 2a, 2b, and 3, the use of regenerative braking is not optimal at present, particularly because it is not intuitive and therefore not easily usable by the driver.

[0043] Figure 2a is the first graph showing the inverter torque setpoint (τ) input signal on the vertical axis and the throttle position (p) on the horizontal axis. The blue line in the graph shows the relationship between the parameters. The blue line starts from a negative torque setpoint and crosses the zero torque setpoint at point 13. This is to allow negative torque in the region below the vertical axis, enabling regenerative braking. The throttle pedal position (p) play 12 corresponds to the section from 0% to where the blue line crosses the zero torque line. When the vehicle is stationary, this specification prevents the initial throttle operation from causing acceleration. This is because the torque required for acceleration from a standstill must be greater than zero. However, if the throttle pedal is released further beyond the position indicated by point 13 while the vehicle is traveling at a specific speed, the supplied torque setpoint becomes negative. This causes the vehicle to decelerate, enabling regenerative braking. Figure 2b shows the basic vehicle speed dependence of the regenerative braking force. That is, the maximum regenerative braking torque at high speeds may be undesirable. Especially at high speeds on highways, it is undesirable for the complete release of the throttle pedal (i.e., 0%) to result in maximum regenerative braking. This is generally undesirable behavior and can cause dangerous situations on the road. Therefore, regenerative braking is controlled with vehicle speed in mind. The graph in Figure 2b shows the setpoint τ(v) for maximum regenerative braking torque on the vertical axis and vehicle speed (v) on the horizontal axis. In the speed range indicated by points 14 and 15, maximum regenerative braking is obtained with the throttle pedal completely released (0%). From a standstill down to a certain low speed range (point 14), the amount of regenerative braking torque increases gradually from a minimum (point 18) to a maximum (point 17). As mentioned above, maximum regenerative braking at high speeds (e.g., point 16) may be undesirable. This is why the available maximum regenerative braking torque setpoint decreases from the speed at point 15 to the speed at point 16. In summary, the inverter torque input τ varies between negative and positive values, with negative values ​​corresponding to regenerative braking torque setpoints based on specific pedal positions. Within the range of the regenerative braking torque setting, the maximum available torque setting may depend on the current vehicle speed (v).

[0044] The examples of conventional technology shown in Figures 2a and 2b are, however, quite limited. In recent years, developments have produced more complex integrated maps for regenerative braking methods. Figure 3 shows an example of a regenerative braking method that can be used in hybrid or electric vehicles. Here, a more complex integration of vehicle throttle control position p (horizontal axis) and vehicle speed v (vertical axis) is shown, with different lines corresponding to different regenerative braking torque setpoints. The constant speed line (reference number 20) separates the acceleration region to the right of the constant speed line 20 from the regenerative region to the left of the constant speed line 20. A specific region 19 within the regenerative braking region corresponds to a situation where the vehicle is coasting. The essence of coasting is that energy consumption and energy generation are equal, and as a result the vehicle moves without using energy. However, there are several significant drawbacks to the torque setpoint depending on the vehicle speed and throttle control position. For example, there is an abrupt switch between the acceleration region and the regenerative braking region, and this change is noticeable to the driver. In other words, when throttle control is released during constant-speed driving, a specific regenerative braking action, pre-set according to the amount of release, is initiated. In some cases, the driver can change the map as shown in this diagram to switch between a more aggressive and a more conservative regenerative braking method. However, while this provides flexibility to the user, it does not make the system intuitive. Therefore, current single-pedal driving systems are quite limited.

[0045] Figure 4 shows a non-limiting embodiment of vehicle 100 according to the present invention. It should be understood that the illustrated vehicle 100 is schematic and that more systems may actually exist. This figure is provided solely for the purpose of illustrating the inventive concept of the present invention based on this non-limiting embodiment. The vehicle has a total of four wheels 104, which may represent an automobile 100. However, the inventive concept of the present invention can be similarly applied to motorcycles, etc. Each wheel 104 may be provided with one motor 105, or two wheels may be provided with one motor via a differential, or only one axle may be driven by a motor / differential combination. This motor / differential is housed in the chassis of vehicle 100 and connected to the wheel 104 by a drive shaft. Alternatively, the motor 105 may be housed inside the wheel and function as part of the in-wheel unit. The number of motors 105 can be changed depending on the design requirements of vehicle 100. The motors 105 function for the purpose of supplying driving force to vehicle 100. If the vehicle shown in this non-limiting figure is a battery electric vehicle 100, the motor may also function as a regenerative brake or torque booster. The vehicle 100 further includes a braking system 106. This braking system may be partially comprised of brake discs and calipers 106 mounted on the front wheels 104. However, given the fact that the vehicle is an electric vehicle 100, it is quite possible that one or more motors 105 constitute part of the braking system. That is, the regenerative braking force applied via the motors 105 achieves the same result (deceleration of the vehicle 100) as the brake discs 106 with calipers. A one-pedal driving system 102 can be provided to drive the vehicle. However, this particular embodiment preferably comprises two vehicle throttle control units 103, each supplying throttle force. However, to enable pure one-pedal driving according to the present invention, it is also conceivable to have only a single vehicle throttle control unit 103. The vehicle throttle control unit 103 not only provides a throttle output 109 but also provides at least a portion of the braking force of the vehicle 100.This particular embodiment offers further advantages because it includes two throttle control units 103. Each throttle control unit is capable of controlling at least a portion of the throttle output 109 and the braking force. This can be efficiently utilized, for example, by arranging the first throttle control unit 103 to control the throttle output 109 of the left motor 105 and the second throttle control unit 109 to control the throttle output 109 of the right motor 105. Alternative uses, such as front / rear distinction, are also conceivable. As previously stated, the braking system, comprising the brake disc and caliper 106 and / or electric motor 105, is arranged to supply braking force to the vehicle. The braking force is determined at least in part based on a braking force request signal, or on minimizing tire wear, brake wear, particle emission from the tires, particle emission from the brakes, or any combination thereof. The braking force request signal is based on the integral and optionally derivative values ​​of at least one measuring variable of the throttle control unit 103. Therefore, each throttle control unit 103 in this embodiment is provided with a sensor 112 for measuring the integral value of the variable and optionally the derivative value. To obtain this integral value and optionally the derivative value, the sensor is configured to directly measure the integral value and optionally the derivative value, or the control unit 108 is configured to receive raw data and calculate its integral value and optionally the derivative value. However, it is preferable that the sensor 112 is configured to directly measure the derivative value. Therefore, the sensor 112 is connected to the control unit 108 via communication 107. The control unit may be a vehicle control unit 108 or a throttle control system control unit 108. Therefore, the control unit 108 in this respect should be interpreted broadly. It is also conceivable that the control unit 108 is part of an inverter (not shown) that gives commands to an electric motor 105. In this schematic diagram, for illustrative purposes, it is shown that the control unit 108 is connected to the electric motor 105 via communication 110. This diagram also shows that independent control units 108 are located at the front and rear of the vehicle 100, respectively.However, those skilled in the art will readily understand that this may be a single control unit 108, which can be located anywhere within the vehicle 100. Furthermore, there may be four independent control units 108, one for each wheel 104. A communication connection 110 between the control unit 108 and the motor enables the transmission of commands to the motor 105. This command may be, for example, a full-throttle command. Full throttle may correspond to the maximum torque output to the motor. It is assumed that if wheel spin 104 is detected at the time of the maximum torque signal, a vehicle control unit such as 108 will temporarily reduce the torque set value to reduce wheel slip. Since the vehicle 100 shown in this figure is an electric vehicle, the vehicle energy storage unit 101 is provided as two batteries. The two batteries may be in a master-slave configuration, with the master battery 101 communicating 111 with the control unit 108. The control unit 108 may receive drivetrain output parameters from, for example, the battery 101.

[0046] Figure 5 shows a first embodiment of the single-pedal throttle-brake system 200 according to the present invention. As previously stated, the single-pedal throttle-brake system 200 is not limited to a single-pedal system, nor is this embodiment limited to the use of a pedal only. The single-pedal throttle-control brake system 200 in this particular embodiment includes a throttle pedal 201 that can be operated by a driver to control the vehicle speed and control at least a portion of the vehicle's brake requests. The control unit 207 of the single-pedal throttle-control brake system 200 receives, among other things, the vehicle speed 204 as an input signal. However, it is also conceivable that, instead of, or in addition to the vehicle speed 204, information regarding the charge state of a vehicle energy storage device such as a battery may be received. In addition to the vehicle speed input 204, an additional signal 202 is provided to the control unit 207. The additional signal 202 may relate to data from a sensor 203, which is configured to measure at least one variable of vehicle throttle control (e.g., its position or speed). Based on the integral and optionally derivative values ​​of the measured variable, at least a portion of the brake force request signal is constructed. The brake force request signal can be generated by the control unit 207 or via the inverter 206 connected to the motor 205 and battery 209. However, another additional processor or control unit may also determine the derivative and optionally integral values ​​of the measured variables of the vehicle throttle control 201. Furthermore, the sensor 203 may be selected to directly measure the integral and optionally derivative values. The control unit 207 can provide commands to the inverter 206. For example, the control unit instructs the inverter 206 to provide positive torque to the motor 205 by supplying energy from the battery 209 to the motor 205. However, when the throttle pedal 201 is released, a brake force request signal is generated. The magnitude of the brake force depends, for example, on the speed at which the throttle pedal 201 is released. The control unit 207 instructs the inverter 206 to apply the brake force by having the motor 205 function as a generator and converting kinetic energy into electrical energy.This electrical energy is then stored in the battery 209, increasing the driving range of the vehicle equipped with the single-pedal throttle-controlled brake system 200. In this embodiment, the vehicle throttle pedal 201 is further provided with a feedback actuator 210. This feedback actuator enables the provision of user feedback and / or user reference position through the vehicle throttle control 201. The feedback actuator 210 can receive commands from the control unit 207 based on vehicle parameters. For example, the feedback actuator may be configured to provide brake feedback in the vehicle throttle control 201. This may allow the driver to have a more accurately corresponding braking experience than when using a dedicated brake pedal. This can be achieved, for example, by setting the feedback actuator to press in response to a brake force request signal. This allows the driver to understand more intuitively, or at least with a better sense, how much braking force is about to be generated by releasing the pedal 201.

[0047] Figure 6 shows another non-limiting embodiment of the single-pedal throttle brake system 200 according to the present invention. Here, it can be seen that the single-pedal throttle brake system 200 is not limited to the use of a single pedal. In fact, here a first vehicle throttle control 201a and a second vehicle throttle control 201b are provided in the form of pedals 201a and 201b, respectively. The driver can use both pedals 201a and 201b. Here, the first vehicle throttle control 201a may be configured to control the throttle output and at least some braking force of a first motor 205a, or a first group of motors (for example, one located on the first side of the vehicle). The other vehicle throttle control 201b may be configured to control the throttle output and at least some braking force of a second motor 205b, or a second group of motors (for example, one located on the second opposite side of the vehicle). As shown in the figure, each motor 205a, 205b may be provided with an inverter 206a, 206b, respectively. However, it is also possible that both motors are connected to a single inverter. Preferably, each inverter is connected to a battery 209, which may be the same battery 209 or a group of multiple batteries 209. Providing two vehicle throttle control units 201a, 201b allows for more flexible driving of the vehicle. For example, each throttle control unit 201a, 201b may be configured to provide throttle or brake requests to a specific side of the vehicle. In this regard, each pedal 201a, 201b may be provided with a sensor 203 (not shown, but may be the same as that shown in Figure 5), and based on this sensor, dedicated first additional signals 202a and second additional signals 202b can be provided to the control unit 207. Such dedicated first and second additional signals 202a, 202b may correspond to sensor data from sensors applied to the first and second pedals 201a, 201b. This may make it possible to drive the vehicle like a tracked vehicle, even though it has wheels. This may enable very sharp turns.Furthermore, the use of the vehicle throttle control according to the present invention enables more intuitive braking using the throttle control pedals 201a and 201b. The first vehicle throttle control unit 201a can move between two outermost end positions indicated by solid lines 201a and 212. A zero position 211 can be provided between the two end positions 201a and 212. This may be a fixed zero position 211 or a movable zero position 211. Such a zero position 211 is used to separate the throttle and brake portions of the pedal 201a. Although it is shown that one of the vehicle throttle control units has such a zero position 211, it is also quite possible that each pedal 201a and 201b has a zero position 211. Furthermore, if the vehicle throttle control units 201a and 201b are provided with a feedback actuator 210 as shown in Figure 5, the feedback actuator 210 may be configured to provide a senseable feedback when the throttle pedals 201a and 201b pass the zero point 211.

[0048] When it is stated that components are communicated with one another, it should be understood that this includes both wired and wireless connections. Components enable communication via, for example, Bluetooth®, CAN lines, and / or other communication channels.

[0049] The above inventive concepts are illustrated by several exemplary embodiments. Each inventive concept (including the details of the invention) is applicable independently without applying other details of the described embodiments. It is not necessary to detail every possible combination of the above inventive concepts, as those skilled in the art will understand that numerous inventive concepts can be (re)combined to obtain specific applications or alternative embodiments.

[0050] The ordinal numbers such as “first,” “second,” and “third” used herein are for identification purposes only. Therefore, the use of the expression “second” component does not necessarily require the coexistence of the “first” component. “Complementary” components mean that these components are configured to work together with one another. However, for this purpose, these components do not necessarily have complementary forms. The verb “encompassing” and its conjugations used in this patent publication are understood to mean not only “encompassing,” but also “including,” “substantially constituted,” “formed,” and their conjugations.

Claims

1. A vehicle, in particular an electric vehicle, comprising an electric powertrain and at least one, preferably an electric energy storage unit, Equipped with a one-pedal drive system, The single-pedal drive system is A vehicle throttle control unit that controls the throttle output and at least a portion of the braking force of the vehicle, The system comprises at least one brake system configured to provide the brake force to the vehicle, wherein the brake force is determined at least partially based on a brake force request signal. The brake force request signal is determined, at least in part, based on the integral value of at least one measuring variable of the vehicle throttle control unit.

2. The vehicle according to claim 1, wherein the brake force request signal is determined at least in part based on the differential value of at least one measuring variable of the vehicle throttle control unit.

3. The vehicle according to claim 1 or 2, wherein the vehicle, in particular at least one of the vehicle throttle control units, comprises at least one sensor for measuring the integral value and optionally the derivative value of at least one measurement variable.

4. The vehicle according to claim 3, wherein the sensor is a gyro sensor and / or a GPS sensor and / or a rotation sensor and / or a position sensor.

5. The vehicle further comprises at least one control unit, The control unit is Based on the integral value and optionally the derivative value of at least one of the aforementioned measurement variables, the brake force request signal is determined. The vehicle according to any one of claims 1-4, wherein a command is given to the brake system, preferably the regenerative brake system, based on the brake force request signal.

6. The control unit is further configured to receive at least one drive system output variable, Preferably, the brake force request signal is determined based on the integral value of the at least one measuring variable of the vehicle throttle control unit, and optionally the derivative value and the at least one drive system output variable, according to claim 5.

7. The aforementioned drive system output variables are: The charge state of at least one energy storage device, particularly the charge state of an electrical energy storage device such as a battery. vehicle speed, The current irregular stage, Vehicle battery and / or motor temperature, Vehicle acceleration, and The vehicle according to claim 6, selected from the group consisting of the direction of the vehicle's steering wheel.

8. The vehicle according to any one of claims 5-7, wherein the control unit is configured to verify the brake request signal determined, in particular based on a secondary variable and a drivetrain output variable.

9. The control unit determines the available regenerative braking force, The brake force request signal and the available regenerative braking force are compared, If the amount of available regenerative braking force is greater than the amount of braking force requested in the braking force request signal, the braking force request signal is assigned to the regenerative braking system. The vehicle according to any one of claims 5-8, wherein if the available regenerative braking force is less than the brake force request amount in the brake force request signal, a portion (preferably the largest portion) of the brake force request amount in the brake force request signal is allocated to the regenerative braking system, and the remainder of the brake force request amount in the brake force request signal is allocated to at least one alternative brake element.

10. The vehicle according to any one of claims 5-9, wherein the control unit is further preferably configured to adjust the magnitude of the braking force corresponding to the braking force request signal based on artificial intelligence, by also storing the integral value and optionally the derivative value of the measured variable of the vehicle throttle control in the past.

11. The vehicle according to any one of claims 5-10, wherein the control unit is further configured to preferably continuously determine an instantaneously available braking force based on the integral value of the at least one measuring variable of the vehicle throttle control.

12. The vehicle according to any one of claims 5-11, wherein the control unit is configured to determine the magnitude of the braking force based on minimized tire wear and / or minimized brake wear and / or minimized tire particle ejection and / or minimized brake particle ejection.

13. The vehicle throttle control is movable in a first direction and at least a second direction. The first and second directions are different from each other. The brake request signal of the vehicle is determined based on the integral value, and optionally the derivative value, of at least one measured variable of the vehicle throttle control in either the first or second direction. Preferably, the vehicle according to any one of claims 1 to 12, wherein the other direction controls the vehicle throttle request.

14. The zero position separates the throttle request and the brake request of the vehicle throttle control. The vehicle according to claim 13, wherein the control unit is configured to dynamically change the zero position.

15. The vehicle, in particular the vehicle throttle control unit, comprises at least one feedback actuator, The vehicle according to any one of claims 1-14, wherein the at least one feedback actuator is directly or indirectly connected to the vehicle throttle control unit, and user feedback and / or user reference position are provided via the at least one vehicle throttle control unit.

16. The vehicle according to claim 15, wherein the feedback actuator is configured to provide feedback to the user when the vehicle throttle control unit passes through an intermediate position in the vehicle throttle control.

17. The vehicle is a hybrid electric vehicle and / or a battery electric vehicle, The aforementioned vehicle further, At least one electrical energy storage unit for storing electrical energy to drive at least a part of the vehicle, particularly at least a part of the vehicle's drivetrain, The system comprises at least one electric motor connected to the aforementioned electrical energy storage unit and directly or indirectly connected to at least one wheel of the vehicle, The at least one electric motor is configured to supply at least a portion of the braking force, The vehicle according to any one of claims 1-16, wherein at least a portion of the braking force is regenerative braking force.

18. The vehicle according to any one of claims 1-17, wherein the brake force request signal is determined based on a second-order and / or third-order and / or higher-order integral, and optionally a derivative, of the at least one measuring variable of the vehicle throttle control unit.

19. The vehicle according to any one of claims 1 to 17, wherein at least one of the measurement variables of the vehicle throttle control is selected from the group consisting of position, velocity, acceleration, jerk, bound, abcement, absity, absertion, absertion, and abbound.

20. The vehicle's control unit and / or processing unit is configured to calculate a quadratic variable based on the at least one measurement variable, The aforementioned quadratic variables are force and / or energy and / or action and / or output and / or time and / or length and / or momentum and / or pull and / or tension and / or scratch and / or oscillation, Preferably, the secondary variable corresponds to an action performed directly or indirectly by the user on the vehicle throttle control unit, according to any one of claims 1 to 19.

21. The vehicle according to any one of claims 1 to 20, wherein the vehicle throttle control unit is selected from the group consisting of a joystick, pedal, 3D pedal, sound, steering wheel, rotation button, remote control, and driver's head movements.

22. The vehicle according to any one of claims 1 to 21, further comprising at least one second vehicle throttle control unit.

23. The vehicle according to claim 22, wherein each vehicle throttle control unit is configured to control the throttle output and at least some of the brake output of the vehicle.

24. The vehicle according to claim 22 or 23, wherein the vehicle comprises at least two motors, and each vehicle throttle control unit is connected to its respective motor.

25. The vehicle according to any one of claims 1 to 24, wherein the braking system is a brake-by-wire braking system and / or a regenerative braking system.

26. The method according to any one of claims 1 to 25, wherein the brake force request signal is used for traction control and / or torque vectoring systems.

27. The vehicle according to any one of claims 1 to 26, further comprising a vehicle brake control unit for controlling brake requests, in particular a vehicle brake pedal.

28. A vehicle throttle control unit for controlling at least a portion of the vehicle throttle signal and the vehicle brake request signal, At least one sensor that measures at least one vehicle throttle control variable, A single-pedal throttle control brake system for use in a vehicle according to any one of claims 1 to 27, comprising: at least one control unit and / or processor which is in communication with the at least one sensor and which determines at least partially a brake force request signal based on the integral value of the at least one measuring vehicle throttle control variable received from the at least one sensor.

29. The single-pedal throttle control brake system according to claim 28, wherein the at least one control unit and / or processor is in communication with the at least one sensor and at least partially determines a brake force request signal based on the differential value of the at least one measuring vehicle throttle control variable received from the at least one sensor.

30. The single-pedal throttle brake control system according to claim 28 or 29, wherein the system, in particular the control unit and / or processor, is configured to transmit the determined brake force request signal to the brake system.

31. The single-pedal throttle brake control system according to any one of claims 28-30, further comprising at least one battery for storing regenerative braking energy.

32. A) Preferably, the vehicle throttle control unit described in any one of claims 28-31 is provided, B) Measure at least one variable of the vehicle throttle control unit, preferably continuously. C) Determine the brake request signal based on the integral value of the variable measured in step B), and optionally the derivative value. D) A single-pedal driving method in a vehicle according to any one of claims 1-27, wherein a brake command is transmitted to the brake system based on the brake request signal of step C).

33. The single-pedal driving method in a vehicle according to claim 32, wherein the differential value is based on the position of the vehicle throttle control unit, in particular the position of the vehicle throttle pedal.

34. Furthermore, a single-pedal driving method in a vehicle according to claim 32 or 33, further comprising step E) receiving at least one drivetrain output variable, preferably from a vehicle control unit.

35. The single-pedal driving method in a vehicle according to claim 34, wherein in step C), the brake force request signal is based on the integral value of the variable measured in step B) and at least one drive system output variable received in step E), and optionally the derivative value.

36. The process includes the steps of determining the available regenerative braking force and comparing the brake force request signal with the available regenerative braking force. If the amount of available regenerative braking force is greater than the amount of braking force requested by the braking force request signal, the braking force request signal is assigned to the regenerative braking system. A single-pedal driving method in a vehicle according to any one of claims 32-34, wherein if the available regenerative braking force is less than the brake force request amount of the brake force request signal, a first portion (preferably the maximum portion) of the brake force request amount of the brake force request signal is assigned to the regenerative braking system, and a second portion of the brake force request amount of the brake force request signal is assigned to at least one alternative brake element.

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