A throttle control device and throttle correction method

Abstract

A throttle control device is disclosed for an electric motor vehicle's throttle lever, comprising an angle sensor and a vehicle controller. The angle sensor generates multiple angle signals indicating the ratio of throttle lever rotation amplitude. The vehicle controller includes a processing module and a storage module. The processing module generates multiple throttle signals corresponding to the angle signals, and the storage module stores pattern data, each related to the correspondence between the angle signals and the throttle signals, including a standard pattern where the normalized change in throttle lever rotation amplitude is equal to the normalized change in throttle output. By selecting pattern data through the processing module, a linear relationship is maintained between the normalized change in throttle lever rotation amplitude and the normalized change in throttle output, thereby avoiding potential hazards such as poor driving experience or driving accident risks.

Claims

1. A throttle control device, applicable to a throttle lever of an electric motor vehicle, comprising: an angle sensor for detecting the rotation amplitude of the throttle lever and generating multiple angle signals indicating a ratio of the rotation amplitude of the throttle lever, the ratio of the rotation amplitude of the throttle lever being defined as the ratio of the current rotation amplitude of the throttle lever to the maximum rotation amplitude that the throttle lever can achieve; and a vehicle controller including a processing module, a storage module electrically connected to the processing module and storing multiple pieces of pattern data, and an input module electrically connected to the processing module and the angle sensor to receive and transmit the angle signals to the processing module, the processing module generating multiple throttle signals representing a throttle output ratio, the throttle output ratio being defined as the ratio of the current throttle output to the maximum value that the throttle output can achieve, the throttle signals respectively corresponding to the angle signals, each piece of the pattern data stored in the storage module relating to the correspondence between the angle signals and the throttle signals. The mode data includes a standard mode in which the normalized change in the rotation amplitude of the throttle lever indicated by the angle signals is equal to the normalized change in the throttle output indicated by the throttle signals. When the processing module selects the standard mode, the processing module generates the corresponding throttle signal based on the correspondence between the angle signals and the throttle signals indicated by the standard mode and one of the received angle signals.

2. The throttle control device as claimed in claim 1, wherein, The data also includes an energy-saving mode, in which the normalized change in the rotation amplitude of the throttle lever indicated by the angle signals corresponds to the normalized change in the throttle output indicated by the throttle signals decreasing from large to small, and the relationship between the angle signals and the throttle signals is as follows: where parameter D is the angle signal, parameter n is the throttle signal, parameter e is the natural logarithm, and parameter I is a constant used to determine the correspondence between the normalized change in throttle output and the normalized change in the rotation amplitude of the throttle lever.

3. The throttle control device as claimed in claim 1, wherein, The mode data also includes a motion mode in which the normalized change in the rotation amplitude of the throttle lever indicated by the angle signals corresponds to the normalized change in the throttle output indicated by the throttle signals decreasing from large to small, and the relationship between the angle signal and the throttle signal is as follows: where parameter D is the angle signal, parameter n is the throttle signal, parameter e is the natural logarithm, and parameter I is a constant used to determine the correspondence between the normalized change in throttle output and the normalized change in the rotation amplitude of the throttle lever.

4. The throttle control device as claimed in claim 1, wherein, The processing module also generates a calibration instruction based on a calibration condition. According to the calibration instruction, the processing module instructs a user to gradually turn the throttle lever from its minimum rotation range to its maximum rotation range to continuously obtain the angle signals. Based on the angle signals and the corresponding throttle signals, the processing module generates a calibration data set. Based on the calibration data set, the processing module corrects the normalized change in the rotation range of the throttle lever indicated by each angle signal to the throttle signal corresponding to the normalized change in the throttle output.

5. The throttle control device as claimed in claim 4, wherein, The calibration conditions include a time period and mileage data, the time period being related to the time point at which the processing module generates the calibration instruction, and the mileage data being related to the distance traveled by the electric locomotive.

6. A throttle calibration method, performed by a throttle control device for detecting the rotation amplitude of a throttle lever of an electric motor vehicle, the throttle lever calibration method comprising the following steps: (B) a processing module receives multiple angle signals generated by an angle sensor to indicate the rotation amplitude ratio of the throttle lever, and reads a standard mode from a storage module storing multiple mode data as a calibration mode, the rotation amplitude ratio of the throttle lever being defined as the ratio of the current rotation amplitude of the throttle lever to the maximum rotation amplitude that the throttle lever can achieve, the mode data relating to the correspondence between the angle signals and multiple throttle signals respectively representing the throttle output ratio, the throttle output ratio being defined as the ratio of the current throttle output to the maximum value that the throttle output can achieve; (C) The processing module generates the throttle signals based on the angle signals and the mode to be calibrated, and generates a set of data to be calibrated based on the angle signals and the throttle signals; and (D) The processing module corrects the normalized change in the rotation amplitude of the throttle lever indicated by each angle signal in the set of data to be calibrated to the throttle signal corresponding to the normalized change in the throttle output.

7. The throttle calibration method as described in claim 6, further comprising, prior to step (B): (A) the processing module instructs a user, according to a calibration instruction, to gradually turn the throttle lever from its minimum rotation range to its maximum rotation range, causing the angle sensor to continuously generate such angle signals.

8. The throttle calibration method as described in claim 7, wherein, The processing module also generates the correction instruction based on a correction condition, which includes a time period and mileage data. The time period is related to the point in time when the processing module generates the correction instruction, and the mileage data is related to the distance traveled by the electric locomotive.

9. The throttle correction method as described in claim 6, further comprising, after step (D), a step (E): (E) the processing module generates a corresponding throttle signal based on the correspondence between the angle signals and the throttle signals indicated by the selected mode data, and one of the received angle signals.

10. The throttle calibration method as claimed in claim 6, wherein the mode data includes a sport mode and an energy-saving mode, wherein in the sport mode, the normalized change in the rotation amplitude of the throttle lever indicated by the angle signals corresponds to a decrease in the normalized change in the throttle output indicated by the throttle signals, and in the energy-saving mode, the normalized change in the rotation amplitude of the throttle lever indicated by the angle signals corresponds to a increase in the normalized change in the throttle output indicated by the throttle signals.

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