Adaptive acceleration control system and method

Abstract

To provide a system and a method to adaptively control acceleration of a vehicle by use of one pedal drive function where an operator can drive with one pedal.SOLUTION: A system and a method to adaptively control acceleration of a vehicle is given in which: an accelerator pedal is detected, when a vehicle travels at a first speed except a zero speed according to a default accelerator pedal map, to be completely released; when it is detected that the accelerator pedal is completely released, the vehicle is decelerated and a first accelerator pedal map is changed to an adaptive accelerator pedal map; when the vehicle is decelerated, the adaptive accelerator pedal map is corrected according to decrease of the speed of the vehicle; and when the vehicle is decelerated and it is detected, before the vehicle speed becomes zero, that the accelerator pedal is stepped down to accelerate the vehicle again, the vehicle is controlled based on the corrected adaptive accelerator pedal map to be reaccelerated without being decelerated further.SELECTED DRAWING: Figure 3A

Description

[Technical Field]

[0001] The present disclosure relates generally to vehicle control systems and methods, and more particularly to adaptive acceleration control systems and methods. [Background technology]

[0002] Vehicles such as electric and hybrid vehicles achieve high fuel efficiency and low vehicle emissions by using battery-powered electric motors / generators. Some vehicles use regenerative braking systems to convert kinetic energy generated during vehicle braking into electrical energy and store it in a battery pack for future use by a battery-powered electric motor / generator. Regenerative braking systems provide one-pedal driving capabilities. One-pedal driving uses regenerative braking with one pedal (i.e., the accelerator pedal) to accelerate and decelerate. For example, one-pedal driving allows the vehicle to accelerate and / or maintain a constant speed when the accelerator pedal is depressed, and further allows the vehicle to slow down and / or stop using regenerative braking force when the accelerator pedal is released. In an emergency, the vehicle can be slowed down and / or stopped more quickly by depressing the vehicle's brake pedal to apply friction braking force while using regenerative braking to slow the vehicle.

[0003] An above statement should not be admitted to be prior art merely because it is mentioned in or related to the Background Art section, which may include information describing one or more related aspects of the technology of this disclosure. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure relates to a system and method for adaptively controlling acceleration of a vehicle that uses one-pedal driving functionality. [Means for solving the problem]

[0005] Various examples of the present disclosure provide a computer-implemented method that includes detecting a full release of a vehicle accelerator pedal when the vehicle is traveling at a first non-zero speed according to a default accelerator pedal map. When the vehicle accelerator pedal is within an acceleration range, the vehicle accelerates. When a full release of the accelerator pedal is detected while the vehicle is traveling at the first non-zero speed, the vehicle is controlled to decelerate and the default accelerator pedal map is switched to an adaptive accelerator pedal map. The adaptive accelerator pedal map is different from the default accelerator pedal map. When the vehicle is decelerating from the first non-zero speed, the adaptive accelerator pedal map is corrected according to the decrease in vehicle speed. When the vehicle is decelerating and a depression of the accelerator pedal to re-accelerate the vehicle is detected at a second non-zero speed before the vehicle speed reaches zero, the vehicle is controlled to maintain the vehicle's current speed or re-accelerate without further decelerating the vehicle according to the corrected adaptive accelerator pedal map. The second non-zero speed is slower than the first non-zero speed. The default accelerator pedal map and the adaptive accelerator pedal map each indicate, based on the accelerator pedal position and the vehicle speed, whether the accelerator pedal position is in an acceleration range, a deceleration range, or a coasting range where a constant speed is maintained.

[0006] It will be understood that other configurations of the technology of the present disclosure will be readily apparent to those skilled in the art based on the following detailed description, in which various configurations of the technology of the present disclosure are shown by way of example. The technology of the present disclosure is capable of other different configurations, and its several details can be modified in various other respects without departing from the scope of the technology of the present disclosure. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature, and not as restrictive. [Brief explanation of the drawings]

[0007] To provide a further understanding, the accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate disclosed embodiments and, together with the description, serve to explain the principles of the disclosed embodiments.

[0008] [Figure 1] FIG. 1 is a block diagram illustrating an example of an exemplary powertrain control system for a vehicle in accordance with an example of the disclosed technique. [Figure 2A] FIG. 2A illustrates an example of a default accelerator pedal map and corresponding accelerator pedal states in accordance with an example of the disclosed technology. [Figure 2B] FIG. 2B illustrates an example of a default accelerator pedal map and corresponding accelerator pedal states in accordance with an example of the disclosed technology. [Figure 2C] FIG. 2C illustrates an example of a default accelerator pedal map and corresponding accelerator pedal states in accordance with an example of the disclosed technology. [Figure 2D] FIG. 2D illustrates an example of a default accelerator pedal map and corresponding accelerator pedal states in accordance with an example of the disclosed technology. [Figure 2E] FIG. 2E illustrates an example of a default accelerator pedal map and corresponding accelerator pedal states in accordance with an example of the disclosed technology. [Figure 2F] FIG. 2F illustrates an example of a default accelerator pedal map and corresponding accelerator pedal states in accordance with an example of the disclosed technology. [Figure 3A] FIG. 3A is an example of an adaptive accelerator pedal map in accordance with an example of the disclosed technology. [Figure 3B] FIG. 3B is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 3C] FIG. 3C is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 3D] FIG. 3D is an example of an adaptive accelerator pedal map in accordance with an example of the disclosed technology. [Figure 4A] FIG. 4A is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 4B]FIG. 4B is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 4C] FIG. 4C is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 4D] FIG. 4D is an example of an adaptive accelerator pedal map in accordance with an example of the disclosed technology. [Figure 5A] FIG. 5A is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 5B] FIG. 5B is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 5C] FIG. 5C is an example of an adaptive accelerator pedal map according to an example of the disclosed technology. [Figure 5D] FIG. 5D is an example of an adaptive accelerator pedal map in accordance with an example of the disclosed technology. [Figure 6] FIG. 6 is an example illustrating a process for switching from a default accelerator pedal map to an adaptive accelerator pedal map in one example of the disclosed technology. [Figure 7A] FIG. 7A is an example illustrating a process for changing an adaptive accelerator pedal map to a default accelerator pedal map in accordance with an example of the disclosed technology. [Figure 7B] FIG. 7B is an example illustrating a process for changing an adaptive accelerator pedal map to a default accelerator pedal map in accordance with an example of the disclosed technology. [Figure 8] FIG. 8 is a block diagram illustrating an example of an electrical system in which the powertrain control system of FIG. 1 is implemented in accordance with an example of the disclosed technique. [Figure 9A] FIG. 9A is an example of an accelerator pedal map using a conventional one-pedal driving function. [Figure 9B] FIG. 9B is an example of an accelerator pedal map using a conventional one-pedal driving function. DETAILED DESCRIPTION OF THE INVENTION

[0009] In one or more embodiments, not all of the components shown in each figure are required, and one or more embodiments may include additional components not shown in the figures. Changes in the arrangement and type of components may be made without departing from the scope of the present disclosure. Additional, different, or fewer components may be utilized within the scope of the present disclosure.

[0010] The detailed description set forth below is intended to describe various configurations of the technology of the present disclosure and is not intended to represent the only configurations in which the technology of the present disclosure can be practiced. The accompanying drawings are incorporated herein and constitute a part of the detailed description. The detailed description may include specific details for the purpose of providing a thorough understanding of the technology of the present disclosure. However, the technology of the present disclosure is not limited to the specific details set forth herein and may be practiced without these specific details. In some instances, structures and components are shown in block diagram form to avoid obscuring the concepts of the technology of the present disclosure.

[0011] Vehicles, such as electric and hybrid vehicles, may be equipped with a one-pedal driving feature that allows a single pedal (i.e., the accelerator pedal) of the vehicle to perform both acceleration and deceleration. Existing one-pedal driving features use a single accelerator pedal map, such as accelerator pedal map 900A shown in FIG. 9A.

[0012] 9A, the accelerator pedal map 900A is a linear accelerator pedal map. The x-axis of the accelerator pedal map 900A represents the vehicle speed, where a speed V=0 indicates zero speed or a stopped state, and a speed V=V MAX indicates the maximum speed that the vehicle can travel, and the speed V = V” and the speed V = V’ are the speeds V = 0 and V = V MAXThe y-axis of accelerator pedal map 900A represents the position (i.e., accelerator depression angle) of the vehicle's accelerator pedal 905 (see FIG. 9B ), with lower limit 910 representing the lowest point that accelerator pedal 905 can be depressed and upper limit 930 representing the point at which accelerator pedal 905 is located when accelerator pedal 905 is fully released. Accelerator pedal map 900A includes an acceleration range 950, a coasting range 970, and a deceleration range 990. Acceleration range 950 and coasting range 970 are separated from each other by acceleration / coasting boundary line 960 (solid line). Coasting range 970 and deceleration range 990 are separated from each other by coasting / deceleration boundary line 980 (dotted line).

[0013] The vehicle accelerates when the position of the accelerator pedal 905 falls within the acceleration range 950. For example, when the driver of the vehicle depresses the accelerator pedal 905 from a position where the accelerator pedal 905 is fully released (i.e., upper limit 930), the position of the accelerator pedal 905 falls within the acceleration range 950, causing the vehicle to accelerate.

[0014] When the position of the accelerator pedal 905 is within the coasting range 970, the vehicle maintains a constant speed. For example, when the vehicle is traveling at V=V″, if the driver partially releases the accelerator pedal 905 that he has depressed, the accelerator pedal 905 enters the coasting range 970. This allows the vehicle to maintain a speed of V=V″.

[0015] When the position of accelerator pedal 905 enters deceleration range 990, the vehicle decelerates. For example, when the vehicle is traveling at V=V' and the driver releases the accelerator pedal 905 that he has depressed, the position of accelerator pedal 905 passes through coasting range 970 and enters deceleration range 990. When the position of accelerator pedal 905 is within deceleration range 990, regenerative braking force is applied to the vehicle, causing the vehicle to decelerate.

[0016] In addition to the accelerator pedal (i.e., accelerator pedal 905), a vehicle with one-pedal driving functionality may also include a brake pedal for emergency braking, typically used to avoid a collision. For example, if regenerative braking force is not sufficient to slow and / or stop the vehicle to avoid a collision, the driver can depress the brake pedal to utilize friction braking force to slow and / or stop the vehicle more quickly than if regenerative braking force alone were used, thereby avoiding the collision.

[0017] These configurations can improve fuel economy while providing additional safety measures. However, electric and hybrid vehicles that use existing one-pedal driving features experience issues of delayed response and play when re-accelerating after deceleration. The accelerator pedal map 900A in Figure 9A is used to explain the issue of delayed response and play.

[0018] Existing one-pedal driving features rely on a single accelerator pedal map, such as accelerator pedal map 900A. For example, when the vehicle is stationary (i.e., V=0), the vehicle driver can depress accelerator pedal 905 from a fully released position (i.e., upper limit 930), which places the accelerator pedal 905 within acceleration range 950 of accelerator pedal map 900A, causing the vehicle to accelerate.

[0019] When the vehicle is traveling at a speed of V=V', if the driver sees that the leading vehicle is decelerating, the driver fully releases the accelerator pedal 905 to decelerate the vehicle and adjust the vehicle's speed to that of the decelerating leading vehicle. When the accelerator pedal 905 is fully released, the position of the accelerator pedal 905 reaches a fully released position (i.e., upper limit 930), further decelerating the vehicle. When the vehicle is decelerated from a speed of V=V' to a speed of V=V", the leading vehicle stops decelerating and begins to accelerate again. When the vehicle is traveling at a speed of V=V", the driver of the vehicle sees the leading vehicle accelerating again and can press the accelerator pedal 905 again to accelerate again.

[0020] FIG. 9B shows the accelerator pedal 905 fully released while the vehicle is traveling at a speed of V=V″. The ranges of the accelerator pedal map 900A (i.e., acceleration range 950, coasting range 970, and deceleration range 990) are mapped along the stroke of the accelerator pedal 905. As shown in FIG. 9B, when the accelerator pedal 905 is depressed from a fully released position (i.e., at the upper limit 930) while the vehicle is traveling at a speed of V=V″, the accelerator pedal 905 must travel through the deceleration range 990 and the coasting range 970 before reaching the acceleration range 950 to re-accelerate the vehicle. Because the vehicle is designed to reduce vehicle speed while in the deceleration range 990, which the accelerator pedal 905 must pass through to reach the acceleration range 950, the vehicle will decelerate despite the driver's depressing of the accelerator pedal 905. The same is true when re-accelerating the vehicle immediately after using friction brakes to decelerate the vehicle. This is because the accelerator pedal 905 is usually fully released before the brake pedal is depressed to apply friction braking.

[0021] From past experience, a driver believes that pressing the accelerator pedal will accelerate the vehicle. However, with existing one-pedal driving functions, even if the driver presses the accelerator pedal 905, the vehicle may continue to decelerate as described above. The discrepancy between the driver's expectation of the vehicle's response when pressing the accelerator pedal 905 (i.e., acceleration of the vehicle) and the vehicle's actual response (i.e., deceleration of the vehicle) is referred to as response delay or play.

[0022] To address the above technical problems, the present disclosure provides a technical solution for providing a system and method for adaptively controlling re-acceleration of a vehicle using a one-pedal driving function. The present disclosure provides a technique for minimizing response delay or play during re-acceleration of a vehicle using a one-pedal driving function by providing a default accelerator pedal map and an adaptive accelerator pedal map for the one-pedal driving function. The adaptive accelerator pedal map allows the range of the adaptive accelerator map to be adaptively corrected based on the vehicle's state. The present disclosure also enables a seamless transition between the default accelerator pedal map and the adaptive accelerator pedal map.

[0023] 1 is a block diagram illustrating an example of a vehicle powertrain system 100 according to an exemplary embodiment of the present disclosure. The vehicle is an electric vehicle or a hybrid vehicle with one-pedal driving capability. As shown in FIG. 1, the powertrain system 100 includes a controller 110, a motor / generator 120, a battery 130, a battery management system 140, an accelerator pedal 150, an accelerator pedal position sensor 160, a brake pedal 170, a brake pedal position sensor 180, and a speed sensor 190.

[0024] Controller 110 may be a powertrain control unit (PCU) that receives data from battery management system 140, accelerator pedal position sensor 160, brake pedal position sensor 180, and speed sensor 190. Based on the received data, controller 110 may control motor / generator 120 to control torque to the vehicle wheels. Although shown as a single controller, controller 110 may be part of a larger control system and may be controlled by various other controllers throughout the vehicle, such as a vehicle system controller.

[0025] The motor / generator 120 is an electric motor or generator that converts electrical energy into mechanical power and vice versa. The motor / generator 120 can be coupled to a battery 130. The motor / generator 120 converts energy from the battery 130 into mechanical power and can return energy to the battery 180, for example, through regenerative braking. The motor / generator 120 can perform a power driving operation to provide driving force to the vehicle's wheels or a regenerative operation to provide regenerative braking force based on the wheels. The motor / generator 120 includes an inverter (not shown), and when the motor / generator 120 performs a power driving operation, the inverter converts power from the battery 130 to supply power to the motor / generator 120. Meanwhile, the inverter converts power generated by the motor / generator 120 to charge the battery 130 when the motor / generator 120 performs a regenerative operation.

[0026] Battery 130 stores electrical energy and is electrically connected to the vehicle's electric machines, including motor / generator 120. Battery management system 140 constantly monitors the state of charge (i.e., remaining charge) and state of health (i.e., temperature) of battery 130 and communicates the state of charge and / or state of health of battery 130 to controller 110. For example, when power from battery 130 is used to power the vehicle's electric machines, the state of charge of battery 130 decreases, and when the electric machines power battery 130 via regenerative braking, the state of charge of battery 130 increases.

[0027] Based on the state of charge and / or state of health of the battery 130 transmitted from the battery management system 140, the controller 110 transmits a command for regenerative operation to the motor / generator 120. For example, if the state of charge of the battery 130 indicates that the remaining charge of the battery 130 exceeds a predetermined threshold and / or the state of health of the battery 130 indicates that the temperature of the battery 130 exceeds a predetermined temperature, the controller 110 may refrain from transmitting a regenerative operation command to the motor / generator and prohibit the motor / generator 120 from performing regenerative operation. In such a case, friction braking is used instead of regenerative braking to slow the vehicle. In yet another example, if the state of charge of the battery 130 indicates that the remaining charge of the battery 130 is low and the state of health of the battery 130 indicates that the temperature of the battery 130 is below a threshold, the controller 110 transmits a regenerative operation command, causing the motor / generator 120 to perform regenerative operation and allowing regenerative braking to charge the battery 130.

[0028] A vehicle driver can adjust the speed of the vehicle using accelerator pedal 150. For example, the vehicle driver can depress accelerator pedal 150 to accelerate the vehicle. The vehicle driver can release accelerator pedal 150 and use regenerative braking force to decelerate the vehicle. The vehicle driver can partially release accelerator pedal 150 to maintain a constant vehicle speed. Accelerator pedal position sensor 160 is connected to accelerator pedal 150 and can detect the position of accelerator pedal 150 along the stroke of accelerator pedal 150 based on the depression or release of accelerator pedal 150. Accelerator pedal position sensor 160 sends a signal indicative of the position of accelerator pedal 150 to controller 110. Controller 110 can store the position of accelerator pedal 150 for a predetermined period of time.

[0029] Based on the position of accelerator pedal 150 transmitted to controller 110, controller 110 determines whether to accelerate the vehicle, decelerate the vehicle, or maintain the vehicle at a constant speed. For example, upon receiving the position of accelerator pedal 150, controller 110 references an accelerator pedal map that is mapped to the stroke of accelerator pedal 150. By referencing the accelerator pedal map, controller 110 can determine which range of the accelerator pedal map (acceleration range, coasting range, or deceleration range) the position of accelerator pedal 150 is located in. Depending on which range of the accelerator pedal map the accelerator pedal 150 is located in, controller 110 controls the vehicle to accelerate, maintain a constant speed, or decelerate.

[0030] Brake pedal 170 allows the vehicle driver to slow and / or stop the vehicle, providing additional braking force in addition to regenerative braking force. When the vehicle driver needs to stop the vehicle more quickly than would be possible using regenerative braking alone, they depress brake pedal 170 to slow and / or stop the vehicle using friction braking force. Brake pedal position sensor 180 detects the position of brake pedal 170 along its stroke based on the degree of depression of brake pedal 170. Brake pedal position sensor 180 transmits a signal indicative of the position of brake pedal 170 to controller 110. Controller 110 can store the transmitted position of brake pedal 170 for a predetermined period of time.

[0031] Based on the brake pedal 170 position transmitted to the controller 110, the controller 110 can control the vehicle to slow and / or stop the vehicle using a friction braking force corresponding to the transmitted brake pedal 170 position. Friction braking provides more rapid deceleration than regenerative braking. For example, additional deceleration can be obtained by applying friction braking.

[0032] The speed sensor 190 detects the speed of the vehicle and transmits the detected speed to the controller 110. For example, the speed sensor 190 can detect the rotation speed of the wheels of the vehicle and transmit the detected rotation speed to the controller 110 as the speed of the vehicle.

[0033] To minimize response delay or play during re-acceleration of a vehicle employing one-pedal driving functionality, controller 110 can store two or more accelerator pedal maps, including a default accelerator pedal map and an adaptive accelerator pedal map. Controller 110 can select one of the two or more accelerator pedal maps based on any combination of accelerator pedal 150 position, brake pedal 170 position, and vehicle speed transmitted to controller 110. Controller 110 references the selected one of the two or more accelerator pedal maps to control the vehicle to accelerate, maintain a constant speed, or decelerate. Further details regarding the selection of one of the two or more accelerator pedal maps and the location of each range in each of the two or more accelerator pedal maps are described with reference to Figures 2A-2F, 3A-3D, 5A-4D, and 5A-5D.

[0034] 2A shows an example of a default accelerator pedal map 200A in accordance with an exemplary embodiment of the disclosed technology. The correlation between the default accelerator pedal map 200A of FIG. 2 and the position of the vehicle's accelerator pedal 150 is described with reference to FIGS. 2B-2F.

[0035] The default accelerator pedal map 200A of Figure 2A is a linear accelerator pedal map whose x-axis represents vehicle speed and whose y-axis represents the position of the accelerator pedal 150. Vehicle speed on the x-axis of the default pedal map 200A ranges from a speed V = 0, which indicates when the vehicle is completely stopped (i.e., stationary), to a speed V = V, which indicates when the vehicle is traveling at full speed. MAX Including velocity V=0 and velocity V=V MAXThe position of the accelerator pedal 150 on the y-axis of the default pedal map 200A includes a lower limit 210 and an upper limit 230. The lower limit 210 represents the lowest point (position) that the accelerator pedal 150 can be depressed to. The upper limit 230 represents the point (position) of the accelerator pedal 150 when the accelerator pedal 150 is fully released.

[0036] 2A , the default accelerator pedal map 200A includes an acceleration range 250, a coasting range 270, and a deceleration range 290. The acceleration range 250 and the coasting range 270 are separated by an acceleration / coasting boundary line 260 (solid line). The coasting range 270 and the deceleration range 290 are separated by a coasting / deceleration boundary line 280 (dotted line). The area above the acceleration / coasting boundary line 260 represents the acceleration range 250. The area between the acceleration / coasting boundary line 260 and the coasting / deceleration boundary line 280 represents the coasting region 270. The area below the coasting / deceleration boundary line 280 represents the deceleration region 290.

[0037] The default accelerator pedal map 200A further includes a current position 240. The current position 240 indicates the point where the current position of the accelerator pedal 150 coincides with the current speed of the vehicle. For example, in the default accelerator pedal map 200A, the current point 240 is located at the point where the acceleration / coasting boundary 260 reaches speed V=V″, indicating that the accelerator pedal 150 has been depressed to some extent from its upper limit 230 and the vehicle is currently traveling at speed V=V″. The location of the current position 240 moves according to changes in the position of the accelerator pedal 150 and / or changes in the speed of the vehicle.

[0038] The default accelerator pedal map 200A may further include an acceleration / coasting boundary end point 265 and a coasting / deceleration boundary end point 285. The acceleration / coasting boundary end point 265 is located at the end of the acceleration / coasting boundary line 260, where the acceleration / coasting boundary line 260 is at a speed V=VMAX The coasting / deceleration boundary end point 285 is located at the end of the coasting / deceleration boundary line 280, where the coasting / deceleration boundary line 280 coincides with the velocity V=V MAX Matches.

[0039] FIG. 2B illustrates each range (i.e., acceleration range 250, coasting range 270, and deceleration range 290) of default pedal map 200A of FIG. 2A mapped to the stroke of accelerator pedal 150 (not shown in FIG. 2B) while the vehicle is traveling at a non-zero speed (e.g., V=V″ or V=V′). As shown in FIG. 2B, lower limit 210 is located at the lowest position to which accelerator pedal 150 can be depressed, and upper limit 230 is located at the position of accelerator pedal 150 when it is fully released. As further shown in FIG. 2B, acceleration range 250 extends from lower limit 210 to acceleration / coasting boundary 260. Coasting range 270 extends from acceleration / coasting boundary 260 to coasting / deceleration boundary 280. Deceleration range 290 extends from coasting / deceleration boundary 280 to upper limit 230.

[0040] When the position of the accelerator pedal 150 is within the acceleration range 250, the controller 110 can control the vehicle to accelerate. When the position of the accelerator pedal 150 is within the coasting range 270, the controller 110 can control the vehicle to maintain a constant speed. When the position of the accelerator pedal 150 is within the deceleration range 290, the controller 110 can control the vehicle to decelerate, for example, by using regenerative braking.

[0041] FIG. 2C illustrates a state in which the accelerator pedal 150 is fully released and the vehicle is stationary. When the accelerator pedal 150 is fully released, the accelerator pedal 150 is located at the upper limit 230. When the vehicle is stationary, the vehicle's velocity is V=0. According to the default accelerator pedal map 200A in FIG. 2A, when the accelerator pedal 150 is located at the upper limit 230 and the vehicle is stationary (i.e., V=0), the acceleration range 250 extends from the upper limit 230 to the lower limit 210. Thus, in FIG. 2C, the acceleration range 250 extends from the upper limit 230 to the lower limit 210, covering the entire stroke of the accelerator pedal 150. This configuration allows the vehicle to accelerate immediately when the accelerator pedal 150 is depressed, minimizing any response delay or play in the accelerator pedal 150 when the vehicle begins accelerating from a stationary state.

[0042] As shown in the default accelerator pedal map 200A of FIG. 2A , vehicle speed increases linearly as the accelerator pedal 150 depression angle increases. For example, when the accelerator pedal 150 is depressed from a fully released position, the vehicle accelerates according to the slope of the acceleration / coasting boundary line 260 of the default accelerator pedal map 200A. As shown in the default accelerator pedal map 200A, as the vehicle speed increases, the ratio of the acceleration range 250 to the deceleration range 290 changes. For example, the acceleration range 250 decreases as the vehicle speed increases, while the deceleration range 290 increases. The coasting range 270 may increase when the vehicle begins to accelerate from V=0 to a predetermined speed (e.g., 5 km / h) or when the accelerator pedal 150 is depressed from the upper limit 230 to a position corresponding to the predetermined speed. However, the coasting range 270 may remain unchanged after the vehicle reaches the predetermined speed. That is, as the vehicle speed increases, the widths of the deceleration range 290, coasting range 270, and acceleration range 250 mapped to the stroke of the accelerator pedal 150 change to reflect changes in the areas within the corresponding deceleration range 290, coasting range 270, and acceleration range 250 in the default accelerator pedal map 200A.

[0043] FIG. 2D illustrates a state in which accelerator pedal 150 is depressed and the vehicle accelerates to a speed V=V′ (the first non-zero speed). Specifically, as shown in FIG. 2D , the stroke of accelerator pedal 150 is divided into an acceleration range 250, a coasting range 270, and a deceleration range 290, with acceleration range 250 extending from lower limit 210 to coasting range 270 and deceleration range 290 extending from coasting range 270 to upper limit 230. The location of these ranges along the stroke of accelerator pedal 150 (i.e., acceleration range 250, coasting range 270, and deceleration range 290) is similar to the location of those ranges at V=V′ in default accelerator pedal map 200A of FIG. 2A . Because accelerator pedal 150 is within acceleration range 250, the state illustrated in FIG. 2D indicates that the vehicle is accelerating.

[0044] 2E shows the accelerator pedal 150 partially released and the vehicle traveling at a speed V=V′ (the first non-zero speed). For example, the accelerator pedal 150 is partially released from the position shown in FIG. 2D by an angle that places the accelerator pedal 150 within the accelerating range 250 to coasting range 270, and the vehicle maintains its current speed (i.e., V=V′). Because the current speed is maintained, the locations of the ranges along the stroke of the accelerator pedal 150 shown in FIG. 2D are maintained in FIG. 2D.

[0045] FIG. 2F illustrates a situation in which accelerator pedal 150 is partially released and the vehicle is decelerating from speed V=V′ to speed V=V″ (a second non-zero speed). For example, accelerator pedal 150 is partially released from the position shown in FIG. 2D or 2F through an angle that places accelerator pedal 150 within acceleration range 250 to deceleration range 290, and the vehicle is decelerated from speed V=V′ to speed V=V″, for example, using regenerative braking. As the vehicle's speed is decelerated from V=V′ to V=V″, the location of each range along the stroke of accelerator pedal 150 shown in FIG. 2F is similar to the ratio of each range at V=V″ in default accelerator pedal map 200A, but is different from the location of each range shown in FIG. 2D or 2F.

[0046] After the accelerator pedal 150 is partially released (i.e., the state shown in FIGS. 2E and 2F ), the accelerator pedal 150 can be depressed again to re-accelerate the vehicle. To re-accelerate, the accelerator pedal 150 must be returned from the partially released position (i.e., the coasting range 270 or the deceleration range 290) to the acceleration range 250. When the accelerator pedal 150 is re-depressed from the partially released position to re-accelerate the vehicle, the response delay or play (as seen with existing one-pedal driving functions) may be so slight that the driver may not perceive the response delay or play. However, when the accelerator pedal 150 is re-depressed from the fully released state (i.e., the upper limit 230) to re-accelerate the vehicle while the vehicle is traveling at a non-zero speed, the response delay or play (as seen with existing one-pedal driving functions) may be more noticeable than when re-accelerating from a partially released position. The response delay or play is more pronounced when re-accelerating from a fully released position than when re-accelerating from a partially released position because the physical distance it takes for the accelerator pedal 150 to move from a fully released position (i.e., upper limit 230) to the acceleration range 250 is greater than the physical distance it takes for the accelerator pedal 150 to move from a partially released position (i.e., coasting range 270 or deceleration range 290) to the acceleration range 250.

[0047] To minimize response delay and play issues, the controller 110 detects when the accelerator pedal 150 is fully released from each of the accelerator pedal 150 positions shown in Figures 2D-2F and transitions from the default accelerator pedal map 200A to control using the adaptive accelerator pedal map.

[0048] When the controller 110 detects that the accelerator pedal 150 is fully released from the positions shown in FIGS. 2D-2F while the vehicle is traveling at a non-zero speed (i.e., V=V″ or V=V′, etc.), the controller 110 changes from the default accelerator pedal map 200A to an adaptive accelerator pedal map while controlling the vehicle to decelerate using regenerative braking. In one embodiment, if the controller 110 detects that the accelerator pedal 150 is fully released and the brake pedal 170 is depressed, the controller 110 may change from the default accelerator pedal map 200A to an adaptive accelerator pedal map, which is described below with reference to FIGS. 3A-3D, 4A-4D, and 5A-5D. The adaptive accelerator pedal map may include similar components to those of the default accelerator pedal map 200A, which will not be described again.

[0049] 3A-3D show an example of the progression of an adaptive accelerator pedal map in accordance with one example of the disclosed technology. When controller 110 detects that the accelerator pedal is fully released from one of the positions shown in FIGS. 2D-2F, controller 110 transitions from default accelerator pedal map 200A to the adaptive accelerator pedal map shown in FIG. 3A. For example, when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′, controller 110 changes from default accelerator pedal map 200A to adaptive accelerator pedal map 300A. FIG. 3B shows the location of each range shown in adaptive accelerator pedal map 300A along the stroke of accelerator pedal 150 and the state of accelerator pedal 150 when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′.

[0050] The adaptive accelerator pedal map 300A includes some of the same components as the default accelerator pedal map 200A. For example, the slope of the acceleration / coasting boundary line 260 in the adaptive accelerator pedal map 300A is the same as that in the default accelerator pedal map 200A. Also, the locations of the acceleration / coasting boundary end point 265 and the coasting / deceleration boundary end point 285 are the same as those in the default accelerator pedal map 200A.

[0051] The adaptive accelerator pedal map 300A also includes several components that differ from those in the default accelerator pedal map 200A. For example, the location of the current position 240 and the slope of the coasting / deceleration boundary line 280 in the adaptive accelerator pedal map 300A differ from those in the default accelerator pedal map 200A. Because the adaptive accelerator pedal map 300A represents the moment when the accelerator pedal 150 is fully released while the vehicle is traveling at a speed V=V′, the current position 240 is located at the point where the current position of the accelerator pedal 150 (i.e., upper limit 230) coincides with the current speed V=V′. Additionally, in the adaptive accelerator pedal map 300A, the coasting / deceleration boundary line 280 extends from the current position 240 to the coasting / deceleration boundary end point 285, changing the slope of the coasting / deceleration boundary line 280.

[0052] In other words, the slope of the acceleration / coasting boundary line 260 in the adaptive accelerator pedal map 300A is maintained from the default accelerator pedal map 200A, but the slope of the coasting / deceleration boundary line 280 in the adaptive accelerator pedal map 300A is updated according to changes in the position of the current position 240. For example, while the accelerator pedal 150 is maintained in a fully released position, the vehicle continues to decelerate using regenerative braking, e.g., from a speed V=V′ to a speed V=V″. The change in speed allows the current position 240 to move from a position where the position of the accelerator pedal 150 (i.e., upper limit 230) corresponds to the current speed V=V′ to a point where the position of the accelerator pedal 150 (i.e., upper limit 230) corresponds to a speed V=V″. The change in position of the current position 240 changes the slope of the coasting / deceleration boundary line 280 in the adaptive accelerator pedal map 300A. Due to the change in slope of coasting / deceleration boundary line 280, controller 110 updates adaptive accelerator pedal map 300A shown in FIG. 3A to adaptive accelerator pedal map 300C shown in FIG. 3C.

[0053] Adaptive accelerator pedal map 300C shows the moment when accelerator pedal 150 is fully released at speed V=V′ and then maintained in the fully released position for a period of time, causing the vehicle to decelerate from speed V=V′ to speed V=V″. The components of adaptive accelerator pedal map 300C are similar to those of adaptive accelerator pedal map 300A, except for the location of current position 240 and the slope of coasting / deceleration boundary line 280.

[0054] When accelerator pedal 150 is depressed again at speed V=V″ to re-accelerate the vehicle, current position 240 moves from upper limit 230 toward lower limit 210, as shown in adaptive accelerator pedal map 300D of FIG. 3D. That is, in response to accelerator pedal 150 being depressed at speed V=V″ to re-accelerate, controller 110 further updates adaptive accelerator pedal map 300C to adaptive accelerator pedal map 300D.

[0055] As the accelerator pedal 150 is depressed to an angle from the fully released position shown in FIG. 3C and the vehicle accelerates again, the position of the accelerator pedal 150 moves from the upper limit 230 toward the lower limit 210. However, if the accelerator pedal 150 remains in the coasting region 270, the vehicle may maintain a velocity V=V", as shown by adaptive accelerator pedal map 300D. The vehicle's velocity remains at V=V" until the accelerator pedal 150 is further depressed and reaches the acceleration region 250.

[0056] As shown in adaptive accelerator pedal map 300D, when the position of accelerator pedal 150 moves away from upper limit 230 to re-accelerate, the position of current position 240 also moves away from upper limit 230 and coasting / deceleration boundary line 280 is updated to extend straight through current position 240 from coasting / deceleration boundary end point 285 to upper limit 230.

[0057] As shown in adaptive accelerator pedal map 300D, when accelerator pedal 150 is depressed again and the vehicle accelerates again, accelerator pedal 150 temporarily resides in coasting region 270 before reaching acceleration region 250. Therefore, the vehicle maintains the speed at the position where accelerator pedal 150 was depressed again for re-acceleration. This structure minimizes the inconsistency that occurs during re-acceleration in existing one-pedal driving functions, where the vehicle decelerates even though the accelerator pedal is depressed. Adaptive accelerator pedal map 300D also allows the vehicle to decelerate again if accelerator pedal 150 is fully or partially released after re-acceleration.

[0058] When the slope of the coasting / deceleration boundary line 280 of the adaptive accelerator pedal map 300D matches the slope of the coasting / deceleration boundary line 280 of the default accelerator pedal map 200A, the controller 110 changes the adaptive accelerator pedal map 300D to the default accelerator pedal map 200A. In one embodiment, the controller 110 changes the adaptive accelerator pedal map 300D to the default accelerator pedal map 200A when the position of the current position 240 moves to the origin of the adaptive accelerator pedal map 300D (i.e., when the vehicle comes to a stop). In yet another embodiment, the controller 110 switches the adaptive accelerator pedal map 300D to the default accelerator pedal map 200A when the accelerator pedal 150 is fully or partially released but the vehicle continues to accelerate. Such situations include when a vehicle driver fully or partially releases accelerator pedal 150 while driving down a steep downhill slope, but when the downhill force is greater than the counteracting force (e.g., the vehicle's braking force), the vehicle accelerates despite accelerator pedal 150 being fully or partially released to decelerate. These configurations allow for a seamless change from adaptive accelerator pedal map 300D to the default accelerator pedal map.

[0059] 4A-4D show an example of the progression of an adaptive accelerator pedal map in accordance with one example of the disclosed technology. When controller 110 detects that accelerator pedal 150 is fully released from one of the positions shown in FIGS. 2D-2F, controller 110 changes from default accelerator pedal map 200A to adaptive accelerator pedal map 400A shown in FIG. 4A. For example, when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′, controller 110 changes from default accelerator pedal map 200A to adaptive accelerator pedal map 400A. FIG. 4B shows the location of each range of adaptive accelerator pedal map 400A along the stroke of accelerator pedal 150 when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′.

[0060] The adaptive accelerator pedal map 400A includes some components that are the same as those in the default accelerator pedal map 200A. For example, the location of the acceleration / coasting boundary end point 265 and the location of the coasting / deceleration boundary end point 285 are the same as those in the default accelerator pedal map 200A. The adaptive accelerator pedal map 400A also includes some components that are different from those in the default accelerator pedal map 200A. For example, the location of the current position 240, the slope of the acceleration / coasting boundary line 260, and the slope of the coasting / deceleration boundary line 280 in the adaptive accelerator pedal map 400A are different from those in the default accelerator pedal map 200A.

[0061] Since adaptive accelerator pedal map 400A indicates the moment when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′, current position 240 is located at the position where accelerator pedal 150 is at speed V=V′ (i.e., upper limit 230). Additionally, in adaptive accelerator pedal map 400A, coasting / deceleration boundary line 280 extends from current position 240 to coasting / deceleration boundary end point 285, varying the slope of coasting / deceleration boundary line 280. Additionally, in adaptive accelerator pedal map 400A, the slope of acceleration / coasting boundary line 260 can be set to be the same as the slope of coasting / deceleration boundary line 280. That is, in adaptive accelerator pedal map 400A, acceleration / coasting boundary line 260 is parallel to coasting / deceleration boundary line 280. In other words, the distance between the acceleration / coasting boundary line 260 and the coasting / deceleration boundary line 280 in the default accelerator pedal map 200A may be maintained in the adaptive accelerator pedal map 400A.

[0062] Both the slope of acceleration / coasting boundary line 260 and the slope of coasting / deceleration boundary line 280 in adaptive accelerator pedal map 400A are updated in response to changes in the position of current position 240. For example, if accelerator pedal 150 is held in a fully released position, the vehicle is continuously decelerated using regenerative braking, e.g., from speed V=V′ to speed V=V″. The change in speed causes the position of current position 240 to move from a position where accelerator pedal 150 position (i.e., upper limit 230) corresponds to current speed V=V′ to a position where accelerator pedal 150 position (i.e., upper limit 230) corresponds to speed V=V″. The change in the position of current position 240 in adaptive accelerator pedal map 400A changes the slope of acceleration / coasting boundary line 260 and the slope of coasting / deceleration boundary line 280, causing controller 110 to update adaptive accelerator pedal map 400A to adaptive accelerator pedal map 400C shown in FIG. 4C .

[0063] Adaptive accelerator pedal map 400C illustrates the moment when accelerator pedal 150 is fully released at speed V=V′ and then maintained in the fully released position for a period of time, causing the vehicle to decelerate from speed V=V′ to speed V=V″. The components of adaptive accelerator pedal map 400C are similar to those of adaptive accelerator pedal map 400A, except for the location of current position 240 and the slopes of acceleration / coasting boundary line 260 and coasting / deceleration boundary line 280.

[0064] When accelerator pedal 150 is depressed again at speed V=V″, re-accelerating the vehicle, the position of current position 240 moves from upper limit 230 toward lower limit 210, as shown in adaptive accelerator pedal map 400D of FIG. 4D. As the position of current position 240 begins to move away from upper limit 230, controller 110 changes from adaptive accelerator pedal map 400C to adaptive accelerator pedal map 400D of FIG. 4D.

[0065] When the accelerator pedal 150 is depressed to an angle from the fully released position shown in FIG. 4C and the vehicle accelerates again, the position of the accelerator pedal 150 moves from the upper limit 230 toward the lower limit 210. However, if the accelerator pedal 150 remains in the coasting region 270, the vehicle maintains a speed V=V″. When the accelerator pedal 150 is further depressed and reaches the acceleration region 250 as shown in the adaptive accelerator pedal map 400D, the vehicle accelerates again.

[0066] As shown in adaptive accelerator pedal map 400D, when the position of current position 240 moves away from upper limit 230 due to re-acceleration, acceleration / coasting boundary line 260 is updated to extend straight through current position 240 from acceleration / coasting boundary end point 265 to upper limit 230. In this embodiment, acceleration / coasting boundary line 260 and coasting / deceleration boundary line 280 are set parallel to each other, so that when acceleration / coasting boundary line 260 is updated according to a change in the position of current position 240, coasting / deceleration boundary line 280 is also updated.

[0067] In adaptive accelerator pedal map 400D, when accelerator pedal 150 is depressed again to re-accelerate the vehicle, accelerator pedal 150 temporarily resides in coasting region 270 before reaching acceleration region 250. However, because the area of ​​coasting region 270 in adaptive accelerator pedal map 400D is smaller than the area of ​​coasting region 270 in adaptive accelerator pedal map 300D, the depression angle of accelerator pedal 150 before reaching acceleration region 250 in adaptive accelerator pedal map 400D is smaller than that in adaptive accelerator pedal map 300D. This configuration not only minimizes inconsistencies that occur during re-acceleration in existing one-pedal driving functions, where the vehicle decelerates despite the accelerator pedal being depressed, but also minimizes the non-acceleration state (i.e., speed is maintained) that the vehicle experiences until the accelerator pedal reaches the acceleration region. Additionally, adaptive accelerator pedal map 400D can allow the vehicle to decelerate again if accelerator pedal 150 is fully or partially released after the vehicle has been re-accelerated.

[0068] When the slope of the acceleration / coasting boundary line 260 in the adaptive accelerator pedal map 400D matches the slope of the acceleration / coasting boundary line 260 in the default accelerator pedal map 200A, the controller 110 changes from the adaptive accelerator pedal map 400D to the default accelerator pedal map 200A. In one embodiment, when the position of the current position 240 moves to the origin of the adaptive accelerator pedal map 400D (i.e., the vehicle comes to a stop), the controller 110 changes from the adaptive accelerator pedal map 400D to the default accelerator pedal map 200A. Additionally, in other embodiments, the controller 110 switches from the adaptive accelerator pedal map 400D to the default accelerator pedal map 200A if the vehicle continues to accelerate despite the accelerator pedal 150 being fully or partially released. Such situations include when a vehicle driver fully or partially releases accelerator pedal 150 while driving down a steep downhill slope, but when the downhill force is greater than the counteracting force (e.g., the vehicle's braking force), the vehicle accelerates despite accelerator pedal 150 being fully or partially released to decelerate. These configurations allow for a seamless change from adaptive accelerator pedal map 400D to the default accelerator pedal map.

[0069] 5A-5D show an example of the progression of an adaptive accelerator pedal map in one example of the disclosed technology. When controller 110 detects that accelerator pedal 150 is fully released from one of the positions shown in FIGS. 2D-2F, controller 110 changes from default accelerator pedal map 200A to adaptive accelerator pedal map 500A shown in FIG. 5A. For example, when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′, controller 110 changes from default accelerator pedal map 200A to adaptive accelerator pedal map 500A. FIG. 5B shows the location of each range of adaptive accelerator pedal map 500A along the stroke of accelerator pedal 150 when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′.

[0070] The adaptive accelerator pedal map 500A includes some components that are the same as those in the default accelerator pedal map 200A. For example, the location of the acceleration / coasting boundary end point 265 and the location of the coasting / deceleration boundary end point 285 are the same as those in the default accelerator pedal map 200A. The adaptive accelerator pedal map 500A also includes some components that are different from those in the default accelerator pedal map 200A. For example, the location of the current position 240, the slope of the acceleration / coasting boundary line 260, and the slope of the coasting / deceleration boundary line 280 in the adaptive accelerator pedal map 500A are different from those in the default accelerator pedal map 200A.

[0071] Since adaptive accelerator pedal map 500A indicates the moment when accelerator pedal 150 is fully released while the vehicle is traveling at speed V=V′, current position 240 is located at the position where accelerator pedal 150 is at speed V=V′ (i.e., upper limit 230). Also, in adaptive accelerator pedal map 500A, acceleration / coasting boundary line 260 extends from current position 240 to acceleration / coasting boundary end point 265, changing the slope of acceleration / coasting boundary line 260. Also, in adaptive accelerator pedal map 500A, coasting / deceleration boundary line 280 can be set to have the same slope as acceleration / coasting boundary line 260. That is, in adaptive accelerator pedal map 500A, acceleration / coasting boundary line 260 is parallel to coasting / deceleration boundary line 280. For example, the distance between the acceleration / coasting boundary line 260 and the coasting / deceleration boundary line 280 in the default accelerator pedal map 200A may be maintained in the adaptive accelerator pedal map 500A.

[0072] In other words, in adaptive accelerator pedal map 500A, both the slope of acceleration / coasting boundary line 260 and the slope of coasting / deceleration boundary line 280 are updated in response to changes in the position of current position 240. For example, if accelerator pedal 150 is maintained in a fully released position, the vehicle continues to decelerate using regenerative braking, e.g., from speed V=V' to speed V=V". The change in speed causes the position of current position 240 to move from a position where accelerator pedal 150 position (i.e., upper limit 230) corresponds to current speed V=V' to a position where accelerator pedal 150 position (i.e., upper limit 230) corresponds to speed V=V". A change in the location of current position 240 in adaptive accelerator pedal map 500A changes the slope of acceleration / coasting boundary line 260 and the slope of coasting / deceleration boundary line 280, causing controller 110 to update adaptive accelerator pedal map 500A to adaptive accelerator pedal map 500C shown in FIG. 5C.

[0073] Adaptive accelerator pedal map 500C shows the moment when accelerator pedal 150 is fully released at speed V=V′ and then maintained in the fully released position for a period of time, causing the vehicle to decelerate from speed V=V′ to speed V=V″. The components of adaptive accelerator pedal map 500C are similar to those of adaptive accelerator pedal map 500A, except for the location of current position 240 and the slopes of acceleration / coasting boundary line 260 and coasting / deceleration boundary line 280.

[0074] When accelerator pedal 150 is depressed again at speed V=V″ to re-accelerate the vehicle, the position of current position 240 moves from upper limit 230 toward lower limit 210, as shown in adaptive accelerator pedal map 500D of FIG. 5D. As the position of current position 240 begins to move away from upper limit 230, controller 110 changes from adaptive accelerator pedal map 500C to adaptive accelerator pedal map 500D of FIG. 5D.

[0075] To re-accelerate the vehicle, when the accelerator pedal 150 is depressed from a fully released position as shown in FIG. 5C, the position of the accelerator pedal 150 moves from the upper limit 230 to the lower limit 210, causing the accelerator pedal 150 to enter the acceleration region 250 without passing through the coasting region 270, allowing the vehicle to re-accelerate immediately when the accelerator pedal 150 is depressed.

[0076] As shown in adaptive accelerator pedal map 500D, when the position of current position 240 moves away from upper limit 230 due to re-acceleration, acceleration / coasting boundary line 260 is updated to extend in a straight line from acceleration / coasting boundary end point 265 through current position 240 to upper limit 230. In this embodiment, acceleration / coasting boundary line 260 and coasting / deceleration boundary line 280 are set to be parallel to each other, so that when acceleration / coasting boundary line 260 is updated according to the position of current position 240, coasting / deceleration boundary line 280 is also updated.

[0077] As shown in adaptive accelerator pedal map 500D, when accelerator pedal 150 is depressed to re-accelerate the vehicle, accelerator pedal 150 immediately enters acceleration region 250. This configuration not only minimizes the inconsistency that occurs during re-acceleration in existing one-pedal driving features, where the vehicle decelerates or maintains a constant speed despite the accelerator pedal being depressed, but also allows for instantaneous acceleration that is consistent with the driver's expectations when depressing accelerator pedal 150. Adaptive accelerator pedal map 500D also allows the vehicle to decelerate again if accelerator pedal 150 is fully or partially released after the vehicle has re-accelerated.

[0078] When the slope of the acceleration / coasting boundary line 260 of the adaptive accelerator pedal map 500D matches the slope of the acceleration / coasting boundary line 260 of the default accelerator pedal map 200A, the controller 110 switches from the adaptive accelerator pedal map 500D to the default accelerator pedal map 200A. In one embodiment, the controller 110 switches from the adaptive accelerator pedal map 500D to the default accelerator pedal map 200A when the position of the current position 240 moves to the origin of the adaptive accelerator pedal map 500D (i.e., the vehicle comes to a stop). Additionally, in other embodiments, the controller 110 switches from the adaptive accelerator pedal map 500D to the default accelerator pedal map 200A if the accelerator pedal is fully or partially released but the vehicle continues to accelerate. Such situations include when a vehicle driver fully or partially releases accelerator pedal 150 while driving down a steep downhill slope, but when the downhill force is greater than the counteracting force (e.g., the vehicle's braking force), the vehicle accelerates despite accelerator pedal 150 being fully or partially released to decelerate. These configurations allow for a seamless change from adaptive accelerator pedal map 500D to the default accelerator pedal map.

[0079] FIG. 6 shows a flowchart 600 illustrating an example process for switching from a default accelerator pedal map to an adaptive accelerator pedal map in an example of the technology of the present disclosure. The example process of FIG. 6 is described with reference to the components of FIGS. 1, 2A-2F, 3A-3D, 4A-4D, and 5A-5D. Additionally, the blocks of the example process of FIG. 6 are described as occurring sequentially or linearly. However, multiple blocks of the example process of FIG. 6 may occur in parallel (simultaneously). It is noted that the blocks of the example process of FIG. 6 do not have to be performed in the order shown, and one or more blocks of the example process of FIG. 6 may not have to be performed.

[0080] In block 601 of flowchart 600, according to default accelerator pedal map 200A, when the vehicle is traveling at a non-zero speed (i.e., V=V′), controller 110 detects that accelerator pedal 150 has been fully released. For example, when the vehicle driver depresses accelerator pedal 150 while the vehicle is stopped (V=0), controller 110 references default accelerator pedal map 200A and controls the vehicle to accelerate according to default accelerator pedal map 200A. When the vehicle is traveling at a first non-zero speed (e.g., V=V′), for example, if the driver sees that the preceding vehicle is slowing down, controller 110 fully releases accelerator pedal 150 to slow the vehicle down and accommodate the decelerating preceding vehicle. Controller 110 detects that accelerator pedal 150 has been fully released based on the position of accelerator pedal 150 transmitted from accelerator pedal position sensor 160. In one embodiment, when the controller 110 detects that the brake pedal 170 is depressed, the controller 110 may detect that the accelerator pedal 150 is fully released.

[0081] If full release of accelerator pedal 150 is detected in block 603, controller 110 controls the vehicle to decelerate, for example, using regenerative braking. In one embodiment, if the vehicle driver depresses the brake pedal in addition to fully releasing accelerator pedal 150, controller 110 can control the vehicle to decelerate using friction braking.

[0082] In block 605, when it is detected that the accelerator pedal 150 has been fully released, the controller 110 switches from the default accelerator pedal map 200A to an adaptive accelerator pedal map (e.g., adaptive accelerator pedal map 300A, 400A, or 500A). The controller 110 switches to the adaptive accelerator pedal map when it detects that the accelerator pedal 150 has been fully released while the vehicle is traveling at a non-zero speed. In one embodiment, the controller 110 can switch to the adaptive accelerator pedal map when it detects that the accelerator pedal 150 has been fully released while the vehicle is traveling at a non-zero speed and it detects that the brake pedal has been depressed.

[0083] In block 607, while the vehicle is decelerating, controller 110 can correct the adaptive accelerator pedal map (e.g., adaptive accelerator pedal map 300A, 400A, or 500A) in response to changes in vehicle speed (e.g., deceleration). For example, if the vehicle is decelerating after controller 110 switches from default accelerator pedal map 200A to adaptive accelerator pedal map 300A, controller 110 corrects the slope of coasting / deceleration boundary line 280 in response to changes in the position of current position 240, which indicates the current position of accelerator pedal 150, and the current speed, as shown in adaptive accelerator pedal map 300C. Because the vehicle is decelerating, the position of current position 240 changes in response to the deceleration of the vehicle speed.

[0084] In one embodiment, controller 110 can switch from default accelerator pedal map 200A to adaptive accelerator pedal map 400A or adaptive accelerator pedal map 500A, where controller 110 corrects the slope of both acceleration / coasting boundary line 260 and coasting / deceleration boundary line 280 in response to changes in the position of current position 240, as shown in adaptive accelerator pedal map 400C or adaptive accelerator pedal map 500C.

[0085] In block 609, if it is detected that the accelerator pedal 150 is depressed to re-accelerate the vehicle at a second non-zero speed (i.e., V=V′) while the vehicle is decelerating from a first non-zero speed (i.e., V=V′) and before the vehicle's speed reaches zero (i.e., V=0), the controller 110 controls the vehicle according to the adaptive accelerator pedal map to maintain the vehicle's current speed or to re-accelerate the vehicle and prevent the vehicle from further decelerating. For example, if the vehicle is decelerating according to adaptive accelerator pedal map 300A and the accelerator pedal 150 is depressed at a second non-zero speed (i.e., V=V”), the controller 110 controls the vehicle according to adaptive accelerator pedal map 300C to maintain the current speed (i.e., V=V”).

[0086] In one embodiment, while the vehicle is decelerating according to adaptive accelerator pedal map 400A, if accelerator pedal 150 is depressed at a second non-zero speed (i.e., V=V"), controller 110 controls the vehicle according to adaptive accelerator pedal map 400C to maintain the current speed (i.e., V=V"). In another embodiment, while the vehicle is decelerating according to adaptive accelerator pedal map 500A, if accelerator pedal 150 is depressed at a second non-zero speed (i.e., V=V"), controller 110 controls the vehicle to accelerate according to adaptive accelerator pedal map 500C.

[0087] This configuration can minimize the inconsistency that occurs with existing one-pedal drive functions, where the accelerator pedal is depressed to re-accelerate but the vehicle decelerates until the accelerator pedal reaches the acceleration region, and can also reduce the response delay or play that occurs with existing one-pedal drive functions when the accelerator pedal is depressed to re-accelerate.

[0088] 7A and 7B are flowcharts 700A and 700B illustrating an example process for changing from an adaptive accelerator pedal map to a default accelerator pedal map in accordance with an example of the technology of the present disclosure. The example process of FIGS. 7A and 7B is described with reference to the components of FIGS. 1, 2A-2F, 3A-3D, 4A-4D, and 5A-5D. Additionally, the blocks of the example process of FIG. 7A are described as occurring sequentially or linearly. However, multiple blocks of the example process of FIG. 7A may occur in parallel (simultaneously). It should be noted that the blocks of the example process of FIG. 7A do not necessarily need to be performed in the order shown, and one or more blocks of the example process of FIG. 7A may not necessarily be performed.

[0089] In block 700A of flowchart 7A, when the accelerator pedal is depressed to re-accelerate the vehicle according to the adaptive accelerator pedal map, controller 110 can further correct the corrected adaptive accelerator pedal map (i.e., adaptive accelerator pedal map 300C, 400C, or 500C) in response to changes in the current speed and changes in the position of accelerator pedal 150. For example, when accelerator pedal 150 is detected to re-accelerate the vehicle according to adaptive accelerator pedal map 300C, controller 110 can further correct the slope of coasting / deceleration boundary line 280 in response to changes in the position of re-acceleration position 240, as shown in adaptive accelerator pedal map 300D.

[0090] If the further corrected adaptive accelerator pedal map matches the default accelerator pedal map in block 703, then controller 110 changes from the further corrected adaptive accelerator pedal map to the default accelerator pedal map. For example, if the slope of coasting / deceleration boundary line 280 in adaptive accelerator pedal map 300D matches the slope of coasting / deceleration boundary line 280 in default accelerator pedal map 200A, then controller 110 changes from adaptive accelerator pedal map 300D to default accelerator pedal map 200A. In one embodiment, if the slope of the acceleration / coasting boundary line 260 of the adaptive accelerator pedal map 400D or the adaptive accelerator pedal map 500D matches the slope of the acceleration / coasting boundary line 260 of the default accelerator pedal map 200A, the controller 110 changes from the adaptive accelerator pedal map 400D or the adaptive accelerator pedal map 500D to the default accelerator pedal map 200A.

[0091] 7B , in block 705 of flowchart 700B, when the vehicle maintains an accelerating state despite accelerator pedal 150 being fully or partially released, controller 110 changes from the adaptive accelerator pedal map to a default accelerator pedal map. For example, when driving down a steep slope and the downhill force is greater than the counteracting force (e.g., the vehicle's braking force), the vehicle driver may fully or partially release accelerator pedal 150, causing the vehicle to accelerate despite accelerator pedal 150 being fully or partially released to decelerate. In such a case, controller 110 reverts from adaptive accelerator pedal maps 300A, 300C, 300D, 400A, 400C, 400D, 500A, 500C, and 500D to default accelerator pedal map 200A.

[0092] 8 is a block diagram illustrating an example of an electronic system 800 for controlling a vehicle in which the controller 110 of FIG. 1 is implemented. In one example, the electronic system 800 may be implemented using hardware or a combination of software and hardware, either in a dedicated electronic control unit (ECU), integrated into a separate entity, or distributed across multiple entities. The electronic system 800 (e.g., the controller 110) includes a bus 808, a processor 812, a system memory 804, a read-only memory (ROM) 810, a permanent storage device 802, an input device interface 814, an output device interface 806, and a network interface 816.

[0093] The bus 808 collectively represents all system, peripheral, and chipset buses and communicatively connects the numerous internal devices of the electronic system 800. For example, the bus 808 communicatively connects the processor 812 with the ROM 810, the system memory 804, and the permanent storage device 802.

[0094] From these various memory units, processor 812 retrieves instructions to execute and data to process in order to carry out the processes of the present disclosure. Processor 812, in various embodiments, can be a single processor or a multi-core processor.

[0095] ROM 810 stores static data and instructions needed by processor 812 and other modules of the electronic system. In contrast, permanent storage device 802 is a read-write memory device. This device is a non-volatile memory unit that stores instructions and data even when electronic system 800 is off. In some embodiments according to the present disclosure, permanent storage device 802 is a mass storage device (e.g., a magnetic or optical disk and its corresponding disk drive).

[0096] In other embodiments, a removable storage device (e.g., a flash drive) is used as the permanent storage device 802. Like the permanent storage device 802, the system memory 804 is a read-write memory device. However, unlike the storage device 802, the system memory 804 is a volatile read-write memory, such as a random access memory. The system memory 804 stores some of the instructions and data needed by the processor during execution. In one embodiment, the processes of the present disclosure are stored in the system memory 804, the permanent storage device 802, or the ROM 810. For example, various memory units include instructions for displaying graphical elements and identifiers associated with respective applications, instructions for receiving predetermined user inputs to display visual representations of shortcuts associated with respective applications, and instructions for displaying visual representations of the shortcuts. From these various memory units, the processor 812 retrieves instructions to execute and data to process in order to execute the processes of an embodiment.

[0097] Bus 808 is also connected to input and output device interfaces 814 and 806. Input device interface 814 allows a user to communicate information and select commands to the electronic system. Input devices used with input device interface 814 include, for example, an alphanumeric keyboard and a pointing device (also known as a "cursor control device"). Output device interface 806 allows, for example, the display of images (e.g., accelerator pedal maps) generated by electronic system 800. Output devices used with output device interface 806 include, for example, display devices, such as cathode ray tubes (CRTs) or liquid crystal displays (LCDs). Some embodiments include devices that function as both input and output devices, such as touch screens.

[0098] 8, bus 808 couples electronic system 800 to a network (not shown) via network interface 816. In this manner, the computer can be part of a network of computers (e.g., a controller area network (CAN), a local area network (LAN), a wide area network (WAN), or an intranet, or a network of networks, e.g., the Internet). Some or all of the components of electronic system 800 can be used in conjunction with the present disclosure.

[0099] Many of the features and applications described above are implemented as a software process specified as a set of instructions recorded on a computer-readable storage medium (also referred to as a computer-readable medium). When these instructions are executed by one or more processing devices (e.g., one or more processors, multiple processor cores, or other processing devices), they cause the processor(s) to perform the actions indicated in the instructions. Examples of computer-readable media include, but are not limited to, magnetic media, optical media, and electronic media. Computer-readable media does not include electronic signals or carrier waves transmitted over wireless or wired connections.

[0100] As used herein, the term "software" includes firmware resident in read-only memory or applications stored on magnetic storage, optical storage, solid-state drives, etc., either of which may be loaded into memory for processing by a processor. Also, in some embodiments, multiple software aspects of the present disclosure may be implemented as subparts of a larger program while still being distinct software aspects of the present disclosure. In some embodiments, multiple software aspects may be implemented as separate programs. Additionally, any combination of multiple separate programs that together implement a single software aspect described herein is within the scope of the present disclosure. In some embodiments, a software program, when installed to operate on one or more electronic systems, defines one or more specific machine implementations that perform the operations of the software program.

[0101] A computer program (also known as a program, software, software application, script, or code) can be written in any programming language, including compiled or interpreted, declarative or procedural, and can be implemented in any form, including as a stand-alone program or as a module, component, subroutine, object, or other unit suitable for use in a computing environment. A computer program can, but need not, correspond to a file in a file system. A program can be stored within a portion of a file that holds other programs or data (e.g., one or more scripts stored in a markup language document), within a single file dedicated to the program, or within multiple cooperating files (e.g., files storing one or more modules, subprograms, or portions of code). A computer program can be implemented to run on one computer or on multiple computers located at one site or distributed across multiple sites and interconnected by a communications network.

[0102] The functions described above can be implemented in digital electronic circuitry, computer software, firmware, or hardware. These technologies can be implemented using one or more computer program products. Programmable processors and computers can be contained in or packaged as mobile devices. Processes and logic flows can be executed by one or more programmable processors and one or more programmable logic circuits. General-purpose and special-purpose computing devices and storage devices can be interconnected by a communications network.

[0103] Some implementations include electronic components, such as a microprocessor, storage, and memory, that store computer program instructions on a machine-readable medium or computer-readable medium (alternatively referred to as a computer-readable storage medium, machine-readable media, or machine-readable storage medium). Some examples of such computer-readable media include RAM, ROM, read-only compact discs (CD-ROMs), recordable compact discs (CD-Rs), rewritable compact discs (CD-RWs), read-only digital versatile discs (e.g., DVD-ROMs, dual-layer DVD-ROMs), various recordable / rewritable DVDs (e.g., DVD-RAMs, DVD-RWs, DVD+RWs, etc.), flash memory (e.g., SD cards, miniSD cards, microSD cards, etc.), magnetic or solid-state hard drives, read-only and recordable Blu-Ray® discs, ultra-high density optical discs, any other optical or magnetic media, and floppy disks. The computer-readable medium may store a computer program executable by at least one processing unit and including a plurality of sets of instructions for performing various operations. Examples of computer programs or computer code include, for example, machine code produced by a compiler, and files containing high-level code that is executed by a computer, electronic component, or microprocessor using an interpreter.

[0104] While the above discussion primarily refers to microprocessors or multi-core processors executing software, some embodiments are performed by one or more integrated circuits, such as application specific integrated circuits (ASICs) or field programmable gate arrays (FPGAs). In some embodiments, such integrated circuits execute instructions stored on the integrated circuits themselves. ASICs and FPGAs are also implemented by semiconductor integrated circuits.

[0105] As used herein and in any claims of this application, the terms "computer," "server," "processor," and "memory" all refer to electronic or other technological devices. These terms exclude a person or group of people. For purposes of this specification, the terms display or display mean display on an electronic device. As used herein and in any claims of this application, the terms "computer-readable medium" and "computer-readable media" are strictly limited to tangible, physical objects that store information in a form readable by a computer. These terms exclude any wireless signals, wired download signals, and any other ephemeral signals.

[0106] In some examples, a method may be an operation, an instruction, or a function, and vice versa. In one example, a phrase or claim may be amended to include some or all of another phrase or phrases, one or more words, one or more sentences, one or more phrases, one or more paragraphs, and / or one or more claim words (e.g., instructions, operations, functions, or components).

[0107] To illustrate the interchangeability of hardware and software, various illustrative blocks, modules, components, methods, operations, instructions, algorithms, etc. have been described generally in terms of their functionality. Whether such functionality is implemented as hardware, software, or a combination of hardware and software depends on the particular application and design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in various ways for each particular application.

[0108] Reference to an element in the singular does not mean just one, but one or more, unless otherwise specified. For example, "a module" may refer to one or more modules. An element followed by "a," "an," "the," or "said" does not, without further constraints, exclude the presence of additional identical elements.

[0109] Headings and subheadings, if included, are for convenience only and do not limit the disclosure. The word "exemplary" is used to mean serving as an example or illustration. To the extent terms such as "comprises," "having," and the like are used, such terms are intended to be inclusive in a manner similar to the term "comprises" interpreted when used as a transitional term in the claims. Relative terms such as first and second may be used to distinguish one element or action from another without necessarily requiring or implying any actual relationship or order between the elements or actions involved.

[0110] Phrases such as "one aspect," "the aspect," "another aspect," "some aspects," "one or more aspects," "an implementation," "the implementation," "another implementation," "some implementations," "one or more implementations," "an embodiment," "the embodiment," "another embodiment," "some embodiments," "one or more embodiments," "a configuration," "the configuration," "another configuration," "some configurations," "one or more configurations," the subject technology, disclosure, the present disclosure, and other variations thereof are used for convenience and do not imply that the disclosure associated with such phrases is essential to the technology of the present disclosure or that such disclosure applies to all configurations of the subject technology. Disclosure associated with such phrases may apply to all configurations or to one or more configurations. Disclosure associated with such phrases may provide one or more examples. Phrases such as "one embodiment" or "some embodiments" may refer to one or more embodiments, and vice versa. This applies equally to other aforementioned phrases.

[0111] The phrase "at least one" preceding a list of items, with the word "and" or "or" separating any of the items, modifies the list as a whole, not each member of the list. The phrase "at least one" does not require the selection of at least one item. Rather, the phrase means at least one of any one of the items, and / or at least one of any combination of the items, and / or at least one of each of the items. By way of example, the phrases "at least one of A, B, and C" or "at least one of A, B, or C" each refer to A only, B only, or C only, any combination of A, B, and C, and / or at least one of each of A, B, and C.

[0112] It is understood that any specific order or hierarchy of steps, operations, or processes disclosed represents an example approach. Unless otherwise stated, the specific order or hierarchy of steps, operations, or processes may be performed in a different order. Some steps, operations, or processes may be performed simultaneously. The accompanying method claims, if included, include a sample order of the various steps, operations, or processes, and are not meant to be limited to the specific order or hierarchy presented. These may be performed serially, linearly, in parallel, or in a different order. The disclosed instructions, operations, and systems may generally be integrated together in a single software / hardware product or packaged into multiple software / hardware products.

[0113] This disclosure is provided to enable those skilled in the art to practice the various embodiments described herein. In some instances, well-known structures and components are shown in block diagram form to avoid obscuring the concepts of the technology of the present disclosure. This disclosure provides various examples of the technology of the present disclosure, and the technology of the present disclosure is not limited to these examples. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the principles described herein may be applied to other embodiments.

[0114] All structural and functional equivalents to the elements of the various embodiments described throughout this disclosure that are known, or that later become known, to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the claims. Furthermore, nothing disclosed herein is intended to be offered for public use, regardless of whether the disclosure is expressly recited in the claims.

[0115] The title, background, brief description of the drawings, abstract, and drawings are incorporated herein and are provided as illustrative examples of the disclosure, not as a limiting description. They are understood not to be used to limit the scope or meaning of the claims. Furthermore, it is understood that the detailed description provides an illustration, and that various features are grouped together in various implementations for the purpose of streamlining the disclosure. The method of disclosure should not be interpreted as reflecting an intention that the claimed subject matter requires more features than are expressly recited in each claim. Rather, as the claims reflect, the subject matter of the disclosure lies in less than all features of a single disclosed structure or operation. The claims are hereby incorporated into the detailed description, with each claim standing on its own as separately claimed subject matter.

[0116] The claims are not intended to be limited to the examples set forth herein, but are to be accorded full scope consistent with the claim language, including all legal equivalents. However, no claim is intended to, and shall not be construed in any manner to, encompass subject matter that does not comply with applicable patent law requirements. [Explanation of symbols]

[0117] 100 Powertrain System 110 Controller 120 Motor / Generator 130 Battery 140 Battery Management System 150 accelerator pedal 160 Accelerator pedal position sensor 170 Brake pedal 180 Brake pedal position sensor 190 Speed ​​Sensor 200A Default Accelerator Pedal Map 210 lower limit 230 upper limit 240 Current location 250 Acceleration Range 260 Acceleration / Coasting Boundary 265 Acceleration / Coasting Boundary End 270 Coasting Range 280 Coasting / Deceleration Boundary 285 Coasting / Deceleration Boundary End 290 Deceleration Range 300A, 300C, 300D, 400A, 400C, 400D, 500A, 500C, and 500D Adaptive Acceleration Map 800 Electronic Systems 802 Storage device 804 System Memory 806 Output Device Interface 810 ROM 812 processor 814 Input Device Interface 816 Network Interface

Claims

1. Detecting a full release of an accelerator pedal of the vehicle while the vehicle is traveling at a first non-zero speed according to a default accelerator pedal map; when a full release of the accelerator pedal is detected while the vehicle is traveling at a first non-zero speed; Controlled vehicle deceleration, Change the default accelerator pedal map to an adaptive accelerator pedal map, where the adaptive accelerator pedal map is different from the default accelerator pedal map, correcting the adaptive accelerator pedal map in response to the decrease in vehicle speed when the vehicle is decelerating from a first non-zero speed; and if the vehicle is decelerating and depression of the accelerator pedal to re-accelerate the vehicle is detected at a second non-zero speed before the vehicle's speed reaches zero, controlling the vehicle to maintain the vehicle's current speed or re-accelerate the vehicle without further decelerating the vehicle according to the corrected adaptive accelerator pedal map; the second non-zero velocity is slower than the first non-zero velocity; The default accelerator pedal map and the adaptive accelerator pedal map each indicate, based on the accelerator pedal position and the vehicle speed, whether the accelerator pedal position is in an acceleration range, a deceleration range, or a coasting range for maintaining a constant speed. Computer-implemented methods.

2. 10. The computer-implemented method of claim 1, further correcting the corrected adaptive accelerator pedal map when accelerator pedal depression is detected.

3. 3. The computer-implemented method of claim 2, wherein the corrected adaptive accelerator pedal map is further corrected according to changes in current speed and changes in accelerator pedal depression angle.

4. 3. The computer-implemented method of claim 2, further changing from the further corrected adaptive accelerator pedal map to the default accelerator pedal map if the further corrected adaptive accelerator pedal map matches the default accelerator pedal map.

5. 10. The computer-implemented method of claim 1, wherein when the vehicle accelerates while the accelerator pedal is fully or partially released, the method changes from the adaptive accelerator pedal map or the corrected adaptive accelerator pedal map to a default accelerator pedal map.

6. 3. The computer-implemented method of claim 2, further comprising changing from the corrected adaptive accelerator pedal map to a default accelerator pedal map when the vehicle accelerates while the accelerator pedal is fully or partially released.

7. 2. The computer-implemented method of claim 1, wherein detecting that the vehicle accelerator pedal has been fully released when the vehicle is traveling at a first non-zero speed includes detecting that the vehicle brake pedal has been depressed.

8. The circuit system includes: Detecting a full release of an accelerator pedal of the vehicle while the vehicle is traveling at a first non-zero speed according to a default accelerator pedal map; when a full release of the accelerator pedal is detected while the vehicle is traveling at a first non-zero speed; Controlled vehicle deceleration, changing the default accelerator pedal map to an adaptive accelerator pedal map, where the adaptive accelerator pedal map is different from the default accelerator pedal map; correcting the adaptive accelerator pedal map in response to the decrease in vehicle speed when the vehicle is decelerating from a first non-zero speed; if the vehicle is decelerating and, before the vehicle's speed reaches zero, depression of the accelerator pedal to re-accelerate the vehicle is detected at a second non-zero speed, controlling the vehicle to maintain the vehicle's current speed or re-accelerate the vehicle without further decelerating the vehicle according to the corrected adaptive accelerator pedal map, wherein the second non-zero speed is slower than the first non-zero speed; Furthermore, if accelerator pedal depression is detected, the corrected adaptive accelerator pedal map is further corrected, If the corrected adaptive accelerator pedal map matches the default accelerator pedal map, the system will change from the corrected adaptive accelerator pedal map to the default accelerator pedal map. The default accelerator pedal map and the adaptive accelerator pedal map each indicate, based on the accelerator pedal position and the vehicle speed, whether the accelerator pedal position is in an acceleration range, a deceleration range, or a coasting range for maintaining a constant speed. system.

9. 9. The system of claim 8, wherein the corrected adaptive accelerator pedal map is further corrected according to changes in current speed and changes in accelerator pedal depression angle.

10. 9. The system of claim 8, wherein detecting that the accelerator pedal of the vehicle has been fully released when the vehicle is traveling at a first non-zero speed includes detecting that the brake pedal of the vehicle has been depressed.

11. The circuit system includes: Detecting a full release of an accelerator pedal of the vehicle while the vehicle is traveling at a first non-zero speed according to a default accelerator pedal map; when a full release of the accelerator pedal is detected while the vehicle is traveling at a first non-zero speed; Controlled vehicle deceleration, changing the default accelerator pedal map to an adaptive accelerator pedal map, where the adaptive accelerator pedal map is different from the default accelerator pedal map; correcting the adaptive accelerator pedal map in response to the decrease in vehicle speed when the vehicle is decelerating from a first non-zero speed; if the vehicle is decelerating and, before the vehicle's speed reaches zero, depression of the accelerator pedal to re-accelerate the vehicle is detected at a second non-zero speed, controlling the vehicle to maintain the vehicle's current speed or re-accelerate the vehicle without further decelerating the vehicle according to the corrected adaptive accelerator pedal map, wherein the second non-zero speed is slower than the first non-zero speed; If the vehicle accelerates while the accelerator pedal is fully or partially released, change from the adaptive accelerator pedal map or the corrected adaptive accelerator pedal map to the default accelerator pedal map, The default accelerator pedal map and the adaptive accelerator pedal map each indicate, based on the accelerator pedal position and the vehicle speed, whether the accelerator pedal position is in an acceleration range, a deceleration range, or a coasting range for maintaining a constant speed. system.

12. 12. The system of claim 11, wherein the circuit system further corrects the corrected adaptive accelerator pedal map when depression of the accelerator pedal is detected.

13. 13. The system of claim 12, wherein the corrected adaptive accelerator pedal map is further corrected according to changes in current speed and changes in accelerator pedal depression angle.

14. 13. The system of claim 12, wherein the circuit system changes from the further corrected adaptive accelerator pedal map to the default accelerator pedal map when the further corrected adaptive accelerator pedal map matches the default accelerator pedal map.

15. 13. The system of claim 12, wherein the circuit system further changes from the corrected adaptive accelerator pedal map to a default accelerator pedal map when the vehicle accelerates while the accelerator pedal is fully or partially released.

16. 12. The system of claim 11, wherein detecting that the accelerator pedal of the vehicle has been fully released when the vehicle is traveling at a first non-zero speed includes detecting that the brake pedal of the vehicle has been depressed.

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