Method, control device and computer program for operating a pedal of an electric pedal assembly for a vehicle, and pedal assembly, vehicle and computer-readable medium

Abstract

The invention relates to a method, to a control device and to a computer program for operating a pedal of an electric pedal assembly for a vehicle. The invention also relates to a pedal assembly, to a vehicle and to a computer-readable medium. The method according to the invention has the steps of receiving a driver request signal which is representative of a pedal (110) pivoting range requested by the driver and is representative of a pedal feel requested by the driver, generating a target pedal setting signal at least partly on the basis of the received driver request signal, and transmitting the target pedal setting signal to the pedal actuation unit (120), said target pedal setting signal causing the pedal actuation unit (120) to set the requested pedal (110) pivoting range on the basis of the generated target pedal setting signal and to communicate, to the driver, the requested pedal feel on the basis of the generated target pedal setting signal by controlling the movement of the pedal (110).

Description

[0001] Description

[0002] Method, control device and computer program for operating a pedal of an electric pedal assembly for a vehicle, as well as pedal assembly, vehicle and computer-readable medium

[0003] The present invention relates to a method, a control device and a computer program for operating a pedal of an electric pedal arrangement for a vehicle, as well as a pedal arrangement, a vehicle and a computer-readable medium, in particular for a so-called brake-by-wire pedal or a drive-by-wire accelerator pedal.

[0004] Electric pedal assemblies that lack a mechanical connection to the respective actuating elements, such as the brake unit or throttle valve, may become increasingly important in the future. With such electric pedal assemblies, such as an electric brake or accelerator pedal, a functional check before use is essential to ensure the driver can safely and reliably operate all the desired functions of the electric pedal assembly.

[0005] Exemplary prior art is known from DE 10 2017 114 048 A1 , CN 114 148 306 B, CN 114 771 537 A, US 2024 / 0 034 148 A1 and WO 2003 / 039 899 A2.

[0006] The present invention is essentially based on the objective of operating a pedal of an electric pedal arrangement in such a way that the driver of the vehicle can operate the pedal efficiently, reliably and safely.

[0007] This problem is solved by a method according to claim 1, a control device according to claim 11, a pedal arrangement according to claim 13, a vehicle according to claim 14, a computer program according to claim 15, and a computer-readable medium according to claim 16. Advantageous embodiments are specified in the dependent claims. The present invention is essentially based on the idea of ​​providing a method for operating a pedal of an electric pedal arrangement for a vehicle, in which both the pedal feel for the driver and the operating range of the pedal can be adjusted as desired for optimal comfort for the driver of the vehicle.In particular, the present invention takes advantage of the fact that, in an electric pedal arrangement with an accelerator pedal, such as a brake pedal, an accelerator pedal, or a power pedal, the pedal feel and the pedal's operating range can be adjusted according to the user's needs, independent of mechanical limitations, due to the mechanical decoupling of the pedal from the respective vehicle components. For example, for a tall driver, the pedal's operating range can be positioned deeper in the footwell than for a shorter driver, where the pedal's operating range is located closer to the driver's seat.

[0008] Consequently, according to a first aspect of the present invention, a method for operating a pedal of an electric pedal assembly for a vehicle is disclosed. The electric pedal assembly comprises the pedal, which is pivotably mounted on the vehicle between a predetermined first end position and a predetermined second end position and is configured to be operated by the foot of a driver of the vehicle, and a pedal actuation unit operatively connected to the pedal, which is configured to set an actuation range of the pedal between the predetermined first end position and the predetermined second end position and to control the movement of the pedal within the actuation range to convey a predetermined pedal feel to the driver.The method according to the invention comprises receiving a driver request signal that is representative of a pedal actuation range desired by the driver and is representative of a pedal feel desired by the driver, generating a target pedal setting signal at least partially based on the received driver request signal, and sending the target pedal setting signal to the pedal actuation unit, which causes the pedal actuation unit to adjust the desired pedal actuation range based on the generated target pedal setting signal and to convey the desired pedal feel to the driver by controlling the movement of the pedal.

[0009] Thus, based on a driver request signal indicating the desired operating range and pedal feel, the pedal can be adjusted as desired with regard to both the operating range and the pedal feel, in order to provide the driver with optimal driving comfort. Therefore, according to the invention, not only the pedal feel but also the operating range of the pedal is adjusted as desired, which can increase driving comfort.

[0010] When adjusting the pedal feel and / or the pedal's range of motion, it can also be taken into account that the driver must apply a predetermined minimum force to the pedal and / or initiate a predetermined minimum change in pedal position to activate it. This can prevent, for example, even slight, unintentional pedal contact, such as when resting the foot on the pedal, from triggering pedal activation. Furthermore, when adjusting the pedal feel and / or the pedal's range of motion, it must be ensured that the driver can achieve maximum pedal activation. For example, it must be ensured that the driver can reach the maximum depressed end position of the pedal range, considering both the driver's height and strength.

[0011] In a preferred embodiment of the method according to the invention, generating the target pedal setting signal comprises determining a target pedal force-pedal position characteristic curve based on the received driver request signal. The pedal actuation unit is configured to control the pedal movement according to the determined target pedal force-pedal position characteristic curve. This allows the driver to experience the desired pedal feel. In particular, by providing the target pedal force-pedal position characteristic curve, which is preferably a continuous, mathematically differentiable curve, the desired and predetermined pedal feel is conveyed to the driver of the vehicle.

[0012] Furthermore, it may be preferred that the pedal has a pedal force sensor configured to generate a pedal force signal representative of a force applied externally to the pedal. It is further preferred that the pedal assembly has a pedal position sensor configured to generate a pedal position signal representative of the actual position of the pedal between the predetermined first end position and the predetermined second end position.In such a preferred embodiment, the method according to the invention further comprises receiving a pedal force signal from the pedal force sensor, receiving a pedal position signal from the pedal position sensor, determining an actual pedal force-pedal position characteristic curve at least partially based on the received pedal force signal and at least partially based on the received pedal position signal, and sending an actual pedal setting signal to the pedal actuation unit, which causes the pedal actuation unit to ensure that the actual pedal force-pedal position characteristic curve essentially corresponds to the target pedal force-pedal position characteristic curve.

[0013] By comparing the actual position and the current actual pedal force with the generated target pedal force-pedal position characteristic curve, the pedal actuation unit can actually convey the desired pedal feel.

[0014] In an advantageous embodiment, the method according to the invention further comprises determining a desired damping of the pedal movement based on the received pedal force signal and / or pedal position signal, and sending a damping signal to the pedal actuation unit, which causes the pedal actuation unit to dampen the pedal movement according to the determined damping. For example, the received pedal force signal and / or received pedal position signal can be evaluated such that the temporal changes in the pedal force and / or the actual pedal position are calculated by forming mathematical derivatives and / or filters and / or mathematical transformations, such as a so-called Fast Fourier Transform (FFT).From this, different hysteresis curves can be determined for both the actuation and return movements of the pedal, which can help to create or convey the desired pedal feel to the driver. In particular, damping the pedal feel and providing hysteresis can help ensure that any trembling or jerking movements by the driver exerted on the pedal are not registered as intentional pedal actions.

[0015] According to an advantageous embodiment, the method according to the invention further comprises determining a driving mode of the vehicle, at least partially based on the received driver request signal. The desired driving experience depends on the determined driving mode.

[0016] Consequently, the driver request signal can indicate the vehicle's selected driving mode, such as Sport, ECO, or Normal, and convey a predetermined pedal feel to the driver accordingly. For example, the driver might prefer a firmer braking feel in Sport mode than in ECO mode. Furthermore, the size and relative position of the pedal's travel can be derived and adjusted based on the identified driving mode. Additionally, the desired damping of the pedal movement can be derived and adjusted based on the identified driving mode.

[0017] Furthermore, in an advantageous embodiment of the method according to the invention, it may be preferred that the target pedal setting signal is representative of a desired actuation range of the pedal, which is between approximately 20% and approximately 50% of the maximum pivoting range of the pedal. The maximum pivoting range of the pedal is thereby limited or defined by the predetermined first end position and the predetermined second end position.

[0018] Thus, by means of an electric pedal arrangement according to the invention, a desired actuation range of the pedal can be provided, which in such an advantageous embodiment corresponds only to a percentage of the maximum possible swivel range.

[0019] Furthermore, it may be provided that, upon reaching the fully depressed end position of the actuation range, the pedal can be moved further into the predetermined second end position if the driver depresses the pedal beyond this end position. When moving the pedal from the end position of the actuation range to the predetermined second end position, the pedal actuation present at the end position of the actuation range remains at least the same. For example, when moving the pedal from the end position of the actuation range to the predetermined second end position, the braking force generated upon reaching the end position of the actuation range is at least maintained.In a further embodiment, it may be preferred to at least partially increase the force applied to the pedal by the pedal actuation unit when guiding the pedal from the actuation range end position to the predetermined second end position, for example by 5% to 10% compared to the pedal actuator force present at the actuation range end position.

[0020] According to a further preferred embodiment of the method according to the invention, the predetermined first end position of the pedal faces the driver's seat of the vehicle, and the predetermined second end position of the pedal faces away from the driver's seat. In such an advantageous embodiment, the method according to the invention further comprises determining a first height of the driver, at least partially, based on the received driver request signal. The target pedal setting signal sent to the pedal actuation unit causes the pedal actuation unit to set a first actuation range of the pedal when the first height of the driver has been determined. Alternatively or additionally, in such an advantageous embodiment, the method comprises determining a second height of the driver, which is greater than the first height of the driver, at least partially based on the received driver request signal.The target pedal setting signal sent to the pedal actuation unit causes the pedal actuation unit to set a second actuation range of the pedal once the second body height has been determined. It is particularly advantageous if the first actuation range is closer to the predetermined first end position than the second actuation range.

[0021] In a further embodiment, it may be preferred to link the pedal feel and pedal range to the driver's seat setting. Consequently, the driver can automatically generate the desired driving signal by adjusting the driver's seat. Furthermore, it may be preferred that each driver of the vehicle can store a pedal profile in the vehicle control system, so that when the driver is recognized, the respective pedal profile can be selected to adjust the driver-specific and stored pedal feel and the associated pedal range.

[0022] In such an advantageous embodiment of the inventive method, the pedal's operating range can be adjusted depending on the determined height of the vehicle's driver. For example, it may be advantageous for a taller driver to have the second operating range of the pedal located closer to the second end position, i.e., deeper in the vehicle's footwell, than the first operating range of the pedal, which is located closer to the first end position for a shorter driver. Thus, in addition to adjusting the driver's seat to optimize ergonomics, the driver is provided with an additional option for improving ergonomics by adjusting the pedal's operating range, allowing the electric pedal assembly to be operated optimally, efficiently, and safely.In a further preferred embodiment, the method according to the invention further comprises determining a deactivated state of the pedal, at least partially based on the received driver request signal. The target pedal setting signal sent to the pedal actuation unit causes the pedal actuation unit to move the pedal to the predetermined second end position, which is facing away from the driver's seat of the vehicle, when a deactivated state of the pedal has been detected.

[0023] A deactivated pedal position can indicate, for example, that the pedal is not currently needed, such as when the vehicle is parked. Moving the pedal to its second end position can facilitate getting in and out of the vehicle, as the pedal is removed from the entry and exit area as a potential obstruction. Furthermore, a pedal in its predetermined second end position can facilitate cleaning or maintenance of the footwell, or provide access to certain vehicle components, such as the OBD port or other control units located there.Similarly, in a vehicle with autonomous ferry operation, it may be possible, for comfort reasons, to move the pedal to the second end position, i.e., the fully depressed position, in the autonomous driving mode of the vehicle, in order to provide the driver with a larger and obstruction-free foot space to increase comfort.

[0024] Preferably, a deactivated pedal state can be detected when the driver is about to enter or exit the vehicle. This can be detected, for example, using suitable sensors, such as a key fob signal when the vehicle is unlocked. Alternatively, a deactivated pedal state can be detected based on the ignition status or the position of the parking brake. Similarly, it can be advantageous to detect a deactivated pedal state when the vehicle is at least partially in an autonomous operating mode. In such a preferred embodiment, the vehicle can send the driver request signal when it detects that an autonomous operating mode has been selected.As already mentioned, in the autonomous driving mode of the vehicle, the pedal can be moved as far as possible out of the footwell of the vehicle in order to provide the driver with the largest possible footwell during autonomous driving mode to increase comfort.

[0025] According to a further aspect of the present invention, a control device is disclosed which is configured to carry out a method according to the invention for operating a pedal of an electric pedal arrangement for a vehicle.

[0026] In a preferred embodiment, the control device according to the invention comprises a first control device section for performing the step of receiving a driver request signal, a second control device section for performing the step of generating a target pedal setting signal, and a third control device section for performing the step of sending the target pedal setting signal to the pedal actuation unit.

[0027] According to a further aspect of the present invention, a pedal arrangement for a vehicle is disclosed, comprising a pedal pivotably mounted on the vehicle between a predetermined first end position and a predetermined second end position, configured to be actuated by the foot of a driver of the vehicle, a pedal actuation unit operatively connected to the pedal and configured to control the position of the pedal between the predetermined first end position and the predetermined second end position, and a control device according to the invention. According to a further aspect of the present invention, a vehicle with a pedal arrangement according to the invention is disclosed.

[0028] According to a further aspect, a computer program is disclosed which includes instructions which, when executed by a computing unit, cause the computing unit to execute a method according to the invention for operating a pedal of a pedal arrangement for a vehicle.

[0029] According to a further aspect of the present invention, a computer-readable medium is disclosed on which the computer program according to the invention is stored.

[0030] Further advantages and features of the present invention will become apparent to the person skilled in the art by carrying out the teaching described herein and by examining the single accompanying drawing, in which:

[0031] Fig. 1 shows a schematic representation of an electric pedal arrangement according to the invention with one pedal for a vehicle,

[0032] Fig. 2 shows a schematic representation of the swivel range and actuation range of the pedal of the pedal arrangement according to the invention shown in Fig. 1,

[0033] Fig. 3 shows an exemplary diagram for pedal force-pedal position characteristics of the pedal arrangement according to the invention shown in Fig. 1, and

[0034] Fig. 4 shows an exemplary flowchart of a method according to the invention for operating the electric pedal arrangement according to the invention of Fig. 1,

[0035] Within the scope of the present disclosure, an “electric”

[0036] A "pedal arrangement" is defined as a pedal that is mechanically decoupled from the corresponding vehicle components. The pedal can be a brake pedal, an accelerator pedal, or a power pedal. In particular, an electric pedal arrangement according to the present disclosure eliminates mechanical coupling devices, such as cables, hydraulic systems, pneumatic systems, or the like, which establish a mechanical coupling between the pedal and the respective vehicle component. The pedal can preferably be a so-called break-by-wire brake pedal, in which the pedal movement is converted into an electrical signal that is provided to the actuator for the brake shoes, which in turn generates the desired braking force.

[0037] Within the scope of this disclosure, the term "pedal pivot range" describes the maximum mechanically possible range of motion of the pivotably actuated pedal. The pivoting movement of the pedal in both directions can be limited by the mechanics of the pedal assembly, for example, by mechanical limiting elements that serve as stops. Consequently, the pedal pivot range is defined by the mechanical limiting elements, wherein the pedal is in a predetermined first end position, which is predetermined by a first limiting element, and in a predetermined second end position, which is opposite the predetermined end position and is predetermined by a second limiting element.

[0038] Within the scope of this disclosure, the term "pedal operating range" describes the area within the pedal's pivot range in which the pedal, controlled by the pedal actuation unit, can be actuated by the vehicle's driver. In particular, the pedal actuation unit can set two operating range end positions for the pedal, which may differ from the predetermined first end position and the predetermined second end position. The two operating range end positions of the pedal set by the pedal actuation unit thus limit the end positions perceived by the driver and therefore indicate the two positions: the "initial position of the pedal," in which the pedal is in an unactuated state, and the "fully depressed position of the pedal," in which the pedal is in a maximally actuated state.

[0039] Fig. 1 shows a schematic representation of an electric pedal assembly 100 according to the invention, comprising a pedal 110 for a vehicle. In addition to the pedal 110, the electric pedal assembly 100 includes a pedal actuation unit 120 (see dashed line in Fig. 1) operatively connected to the pedal 110, which is configured to adjust the position of the pedal 110 between a predetermined first end position and a predetermined second end position. The predetermined first and second end positions of the pedal 110 describe, in particular, the mechanical end positions of the pivotable pedal 110. Thus, the maximum pivoting range of the pedal 110 is defined by the predetermined first end position and the predetermined second end position.

[0040] However, it is self-evident to the expert that the actuation range of pedal 110 can also be smaller than the maximum swivel range of pedal 110. By appropriately controlling the pedal actuation unit 120, the actuation range of pedal 110 can be adjusted as desired, so that the end positions of the actuation swivel range differ from the predetermined first and second end positions. The pedal actuation unit 120 can then apply such a large pedal actuator force to pedal 110 when it is in an end position of the actuation swivel range that the driver gets the feeling that a virtual end position has been reached at that pedal position.

[0041] The pedal 110 has a pedal element 112 which is pivotably mounted on a pedal attachment 111. The pivoting movement of the pedal 110, in particular of the pedal element 112, is indicated by arrow 113 in Fig. 1. The pedal 110 is also equipped with a pedal force sensor 114, which is configured to generate a pedal force signal that is representative of a force exerted externally on the pedal 110. For example, the pedal force sensor 114 can detect the force exerted by a driver's foot 10 on the pedal 110, in particular on the pedal element 112.

[0042] The pedal actuation unit 120, which is operatively connected to the pedal 110, consists of a pedal actuator 122. The actuator 122 is configured to exert a pedal actuator force on the pedal 110, corresponding to the pedal actuator operating parameters such as electrical voltage and / or electrical current and / or rotor position and / or characteristics of the pedal actuator 112 itself, such as resistances, inductances, or temperature, to move the pedal 110. For this purpose, the pedal actuation unit 120 also includes a gear unit 124, which comprises a spindle 123. The spindle 123 is configured to move a spindle element 125 translationally when rotated (see arrow 127 in Fig. 1). An actuating element 121 is attached to the spindle element 125 and is coupled to the pedal 110 on the opposite side.The mechanics of the electric pedal arrangement 100 are thus achieved by a translational drive of the spindle element 125 by the pedal actuator 122, which is converted into a pivoting movement (see arrow 113 in Fig. 1) of the pedal 110 due to the joints on the spindle element 125 and the pedal 110.

[0043] The pedal actuation unit 120 further comprises a power electronics unit 126 and a pedal actuation control unit 128. The pedal actuation control unit 128 is designed in particular to control the operation of the pedal actuation unit 120, especially the pedal actuator 122.

[0044] The pedal actuation unit 120 can further include a return mechanism (not shown) designed to return the pedal 110 to a predetermined initial position in a force-free state, such as when the vehicle is deactivated. The return mechanism can, for example, be in the form of a spring-damper system. The return mechanism can also be configured to adjust the initial position of the pedal 110 as desired, thus defining an end position of the pedal's actuation range. This end position of the pedal's actuation range, as the initial position, is in turn adjustable according to the driver's preference.

[0045] The pedal assembly 100 of Fig. 1 further comprises a pedal position sensor 130, which is configured to generate a pedal position signal that is representative of the actual position of the pedal 100 between the predetermined first end position and the predetermined second end position. The pedal position sensor 130 can, for example, be an angle sensor that detects the angle between the fastening element 111 and the pedal element 112, from which the actual position of the pedal 110 can be determined. Alternatively or additionally, a linear position sensor can be provided to detect the linear position of the spindle element 125, from which the position of the pedal 110 can be derived.Alternatively or additionally, an angle sensor can be provided to detect the angle between the spindle 123 and the actuating element 121 or to detect the angle between the actuating element 121 and the pedal element 112, from which the pedal position can then be derived. Alternatively or additionally, parameters of the pedal actuator 122, such as the motor position of the pedal actuator 122, can also be taken into account to determine the pedal position.

[0046] The pedal assembly 100 further comprises a first limiting element 140, which is configured to mechanically limit the movement of the pedal 110 beyond the predetermined first end position. In particular, when the pedal 110 is moved towards the first limiting element 140, the latter can come into contact with the pedal 110 and thus mechanically limit any further movement of the pedal. Similarly, the pedal assembly 100 has a second limiting element (not shown), which is configured to mechanically limit the movement of the pedal 110 beyond the predetermined second end position. In particular, when the pedal 110 is moved towards the second limiting element 140, the latter can come into contact with the pedal 110 and thus mechanically limit any further movement of the pedal. Alternatively, the limiting element 140 can be integrated into the pedal actuation unit 120 to achieve a mechanical limitation of the pedal movement.For example, the limiting element 140 can be arranged on the spindle 123, which then limits a translational movement of the spindle element 125, thereby in turn limiting the pivoting movement of the pedal 110.

[0047] The pedal assembly 100 of Fig. 1 further comprises a control device 160, which is designed to control the pedal actuation unit 120. The control device 160 can communicate with the pedal actuation control 128. Alternatively, the pedal actuation control 128 can be integrated into the control device 160.

[0048] The control device 160 can have several control device sections, such as a first control device section 161 that can receive an event signal, a second control device section 162 that can generate a pedal setting signal, a third control device section 162 that can send the generated pedal setting signal to the pedal actuation unit 120, a fourth control device section 164 that can receive the pedal position signal from the pedal position sensor 130, and a fifth control device section 168 for receiving the pedal force signal from the pedal force sensor 114, which will be discussed in more detail below with reference to Fig. 2.

[0049] The control device 160 can include a processor or arithmetic unit and memory. Alternatively, the control device 160 can be the processor or arithmetic unit connected to the memory. The processor can be a central processing unit (CPU). The processor can also be another general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or another programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, or the like. The general-purpose processor can be a microprocessor, or the processor can be any conventional processor or the like.

[0050] The memory includes, but is not limited to, Random Access Memory (RAM), Read-Only Memory (ROM), Erasable Programmable Read-Only Memory (EPROM), or Portable Read-Only Memory (e.g., CD-ROM). The memory is configured to store associated program instructions and data.

[0051] Fig. 2 shows a schematic representation of the pivot range 115 of the pedal 110 and two exemplary actuation ranges 116, 117 of the pedal 110 of the pedal arrangement 100 according to the invention of Fig. 1, namely a first actuation range 116 and a second actuation range 117. In Fig. 2, reference numerals 112a and 112b show the pedal element 112 in the predetermined first end position and in the predetermined second end position, wherein the pedal element 112 is in the predetermined first end position, i.e., in contact with the limiting element 140, in position 112a, and in the predetermined second end position in position 112b. The maximum pivot range 115 of the pedal 110 is defined between the two positions 112a and 112b. From a mechanical point of view, the maximum swivel range 115 describes the maximum mechanical possibility of actuating the pedal 110.

[0052] The pedal actuation unit 120 can, however, control the pedal 110, as already explained, such that it can only be actuated between positions 112C and 112D of the pedal element 112. Positions 112C and 112D thus describe the end positions of the actuation range, with position 112C indicating the initial position of the pedal 110 and position 112D the fully actuated position of the pedal 110. For example, a counterforce can be applied to the driver by means of the pedal actuator 122 in position 112D such that the pedal 110, and in particular the pedal element 112, cannot move further towards position 112B than position 112D. Consequently, the driver cannot move or actuate the pedal 110 beyond pedal position 112D. The same applies to pedal position 12C, which can be described as the initial pedal position.The previously mentioned reset device, such as the pedal actuation unit 120, can be configured to move or control the pedal 110 in an unactuated state to position 112C.

[0053] Similarly, positions 112E and 112F describe a second actuation range 117 of the pedal 110, which – compared to the first actuation range 116 – is closer to the predetermined second end position 112B. The size, that is, the distance between positions 112C and 112D or 112E and 112F, is individually adjustable by means of the pedal actuation unit 120.

[0054] The pedal actuation unit 120 can thus provide the driver with a desired or predetermined actuation range 116, 117 to increase driving comfort. This can be particularly advantageous when the vehicle is operated by drivers of different heights. Depending on the driver's physical anatomy, optimal ergonomics can be provided by adjusting the actuation range 116, 117 of the pedal 110 according to the driver's preference.

[0055] The pedal actuation unit 120 can further be configured to guide the pedal 110, when moved beyond the actuation range end positions 112D and 112F, into the predetermined second end position 112B. This allows for an overload range for the pedal 110. For example, when the driver moves the pedal 110 into the overload range, the braking power generated by pedal actuation in actuation positions 112D and 112F can be maintained, while the pedal actuation unit 120 provides the driver with an increased counterforce on the pedal. Consequently, when leaving the preset operating range, the last characteristic curve value can be maintained or interpolated until the maximum force of the pedal actuator 122 is reached. Providing the overload range can enable a downsizing of the pedal actuator 122, i.e., the use of a pedal actuator 122 with lower maximum power.

[0056] Furthermore, according to the invention, the predetermined actuation range 116, 117 of the pedal 110 exceeds a predetermined minimum size and falls below a predetermined maximum size. The size of the actuation range 116, 117 can, for example, be specified in degrees.

[0057] Figure 3 shows an exemplary diagram with various target pedal force-pedal position characteristic curves of the pedal arrangement 100 according to the invention shown in Figure 1. In the diagram of Figure 3, the position of the pedal 110 is plotted on the abscissa, whereas the pedal actuator force applied to the pedal 110 by the pedal actuator 122 is plotted on the ordinate. The pedal feel conveyed to the driver of the vehicle is defined and characterized by the generated and provided target pedal force-pedal position characteristic curve.

[0058] The solid line 310 in Fig. 3 shows an exemplary progressive curve of the target pedal force-pedal position characteristic of pedal 110 of the pedal arrangement 100 and thus provides the driver of the vehicle 110 with a progressive pedal feel. As can be seen from the diagram in Fig. 3, the driver initially requires only a small amount of force to move pedal 110 from the initial position 0 (for example, initial position 112C or initial position 112E in Fig. 2), whereby from position 1 of pedal 110 the force required to move pedal 110 increases significantly until the end position 2 of the actuation range is reached.

[0059] The long dashed line 320 represents a directly proportional curve for the target pedal force-pedal position of the pedal 110 in the pedal assembly 100. With such a target pedal force-pedal position curve 320, the pedal feel is the same and directly proportional across the entire actuation range 116, 117. This means that the rider must apply the same force to move the pedal 110 in every position. The short dashed line 330 in Fig. 3 is similar to line 310, meaning that it provides a progressive pedal feel, with the pedal feel according to curve 330 being described as "softer" than that of curve 310.

[0060] The short-dashed line 340 in Fig. 3 represents another possibility for conveying a predetermined pedal feel to the rider, in which initially only a small amount of force is required to move the pedal 100 from the initial position 0, such as initial position 112C or 112F in Fig. 2, to position 3. In the range between positions 3 and 4, the rider experiences a significant increase in the force required to move the pedal 100. From position 4 of the pedal 110 onwards, a significantly smaller force is required to move the pedal 110 to the fully depressed position 2, such as pedal positions 112D or 112F in Fig. 2, which simultaneously represents the end position of the actuation range.

[0061] Figure 3 shows that, in addition to adjusting the actuation range 116, 117, the pedal feel conveyed to the driver in these actuation ranges 116, 117 during actuation of the pedal 110 can also be adjusted as desired. Due to the mechanical decoupling of the pedal 110 from the respective vehicle components, such as the brake pedal or throttle valve, the actuation feel can be adjusted flexibly and as desired.

[0062] Fig. 4 shows an exemplary flowchart of a method according to the invention for operating the electric pedal arrangement 100 of Fig. 1 according to the invention.

[0063] The process of Fig. 4 starts at step 400 and then proceeds to step 410, where the control device 160, in particular the first control device section 161, receives a driver request signal that is representative of an actuation range 116, 117 of the pedal 110 desired by the driver and is representative of a pedal feel desired by the driver. For example, the driver can access a provided library of predetermined actuation ranges 116, 117 and / or predetermined pedal feels. Selecting a predetermined actuation range and a predetermined pedal feel thus generates the driver request signal.The driver of the vehicle can, for example, generate the desired driver request signal by setting their preferred pedal feel and the desired operating range of pedal 110 via a suitable vehicle-driver interface, such as the vehicle control unit's display or a switch. Simultaneously, the driver can then be informed of the selected pedal feel and operating range of pedal 110 by means of a suitable signal, such as a light signal or an audio signal. Furthermore, according to the invention, it may be provided that the driver of the vehicle must confirm that the selected and provided pedal setting is acceptable and correct.

[0064] Alternatively, the driver request signal can be generated by the driver when selecting different driving modes. For example, the driver can experience a firmer pedal feel in a sport driving mode than in an ECO driving mode. Thus, the driver request signal can be indirectly generated by the driver by selecting the driving mode, which is then received by the control device 160, in particular by the first control device section 161.

[0065] In a subsequent step 420, the control device 160, in particular the second control device section 162, generates a target pedal setting signal at least partially based on the received driver request signal. For this purpose, the control device 160, in particular the second control device section 162, evaluates the received driver request signal and translates it into the target pedal setting signal, which is generated in step 420.In a subsequent step 430, the control device 160, in particular the third control device section 164, sends the target pedal setting signal generated in step 420 to the pedal actuation unit 120, which causes the pedal actuation unit 120 to set the desired actuation range 116, 117 of the pedal 110 based on the generated and received target pedal setting signal and to convey the desired pedal feel based on the generated target pedal setting signal by controlling the movement of the pedal 110 during actuation by the driver, before the procedure is terminated in step 440.

[0066] According to the invention, the electric pedal arrangement 100 makes it possible to individually adjust and set both the actuation range 116, 117 of the pedal 110 and the pedal feel when actuating the pedal 110 for each driver. This can significantly improve driving comfort and ergonomics for the driver.

[0067] Additionally, in step 430, the pedal force signal from pedal force sensor 114 and the pedal position signal from pedal position sensor 130 can be received to monitor that the resulting actual pedal force-pedal position characteristic curve substantially corresponds to the determined target pedal force-pedal position characteristic curve. Furthermore, it may be preferable to determine a damping of the pedal movement based on the received pedal force signal and / or pedal position signal and to send a damping signal to the pedal actuation unit 120, causing the pedal actuation unit 120 to dampen the pedal movement according to the determined damping.

[0068] According to the invention, driving comfort is further enhanced by moving pedal 110 to its second end position when the driver detects an impending entry or exit maneuver. This involves moving pedal 110 to a fully depressed position to maximize foot space for the driver and thus facilitate entry or exit. Simultaneously, when selecting autonomous driving mode, it can be advantageous to move pedal 110 as far away from the vehicle's footwell as possible, for example, to the predetermined second end position, so that the driver is again provided with maximum comfort by maximizing foot space. Furthermore, the invention provides that pedal 100 is moved to its predetermined second end position when an impending collision with another vehicle is detected, in order to reduce the risk of injury to the driver from pedal 100.

[0069] Simultaneously, according to the invention, upon detection of an impending collision with another vehicle, the pedal's operating range can be reduced and / or shifted towards the predetermined first end position, i.e., closer to the driver of the vehicle, thus virtually pre-tensioning the pedal 110. This can result in even slight actuation of the pedal 110 leading to increased braking performance. Furthermore, in an electric vehicle, the adjustment of the pedal feel and operating range can be made depending on the recuperation potential or the state of charge of the vehicle's battery.

[0070] Furthermore, it is possible to adjust the pedal feel and range of action remotely, for example, via a cloud connection or over-the-air communication. For instance, the driver can adjust the pedal settings using an app on their smartphone. Additionally, an automaker can specifically tailor the pedal feel and range of action across their fleet to create a consistent brand identity. This also allows the pedal feel and range to be adjusted based on the vehicle's current location.

Claims

Patent claims 1. Method for operating a pedal (110) of an electric pedal assembly (100) for a vehicle, wherein the electric pedal assembly (100) comprises the pedal (110) which is pivotably mounted on the vehicle between a predetermined first end position and a predetermined second end position and which is configured to be operated by a foot of a driver of the vehicle, and a pedal actuation unit (120) operatively connected to the pedal (110) which is configured to set a pivoting range of the pedal (110) between the predetermined first end position and the predetermined second end position and to control the movement of the pedal (110) within the pivoting range to convey a predetermined pedal feel to the driver, wherein the method comprises: Receiving a driver request signal that is representative of a pedal pivot range (110) requested by the driver and is representative of a pedal feel requested by the driver, wherein the pedal pivot range (110) defines an actuation range of the pedal (110) between the predetermined first end position and the predetermined second end position, Generating a target pedal setting signal at least partially based on the received driver request signal, and Sending the target pedal setting signal to the pedal actuation unit (120), which causes the pedal actuation unit (120) to adjust the desired pivot range of the pedal (110) based on the generated target pedal setting signal and to convey the desired pedal feel to the driver based on the generated target pedal setting signal by controlling the movement of the pedal (110).

2. The method of claim 1, wherein the generation of the pedal setting signal comprises: Determining a target pedal force-pedal position characteristic curve based on the received driver request signal, wherein the pedal actuation unit (120) is designed to control the movement of the pedal (110) according to the determined target pedal force-pedal position characteristic curve.

3. The method of claim 2, wherein the pedal (110) has a pedal force sensor (114) configured to generate a pedal force signal representative of a force applied externally to the pedal (110), wherein the pedal arrangement (100) has a pedal position sensor (130) configured to generate a pedal position signal representative of the actual position of the pedal (110) between the predetermined first end position and the predetermined second end position, wherein the method further comprises: Receiving a pedal force signal from the pedal force sensor (114), Receiving a pedal position signal from the pedal position sensor (130), Determining an actual pedal force-pedal position characteristic curve at least partially based on the received pedal force signal and at least partially based on the received pedal position signal, Sending an actual pedal setting signal to the pedal actuation unit, which causes the pedal actuation unit (120) to adjust the actual pedal force-pedal position characteristic curve to essentially match the target pedal force-pedal position characteristic curve.

4. Method according to claim 3, further comprising: Determining a desired damping of the pedal movement based on the received pedal force signal and / or pedal position signal, and Sending a damping signal to the pedal actuation unit (120), which causes the pedal actuation unit (120) to dampen the pedal movement according to the determined damping.

5. Method according to one of the preceding claims, further comprising: determining a driving mode of the vehicle at least partially based on the received driver request signal, the desired pedal feel depends on the determined driving mode.

6. Method according to one of the preceding claims, wherein the target pedal setting signal is representative of a desired pivot range of the pedal (110) which is between approximately 20% and approximately 50% of the maximum pivot range of the pedal (110), wherein the maximum pivot range of the pedal (110) is limited by the predetermined first end position and the predetermined second end position.

7. Method according to one of the preceding claims, wherein the predetermined first end position of the pedal (110) is facing a driver's seat of the vehicle and the predetermined second end position of the pedal (110) is facing away from the driver's seat of the vehicle, wherein the method further comprises: Determining an initial height of the driver at least partially based on the received driver request signal, wherein the target pedal setting signal sent to the pedal actuation unit (120) causes the pedal actuation unit (120) to set a first pivot range of the pedal (110) when the initial height of the driver has been determined, or Determining a second height of the driver that is greater than the first height of the driver, at least partially based on the received driver request signal, wherein the target pedal setting signal sent to the pedal actuation unit (120) causes the pedal actuation unit (120) to set a second pivot range of the pedal (110) when the second height has been determined, the first pivot range being closer to the predetermined first end position than the second pivot range.

8. Method according to one of the preceding claims, further comprising: determining a deactivated state of the pedal (110) at least partially based on the received driver request signal, wherein the target pedal setting signal sent to the pedal actuation unit (120) causes the pedal actuation unit (120) to move the pedal (110) to the predetermined second end position, which is away from a driver's seat of the vehicle, when a deactivated state of the pedal (110) has been detected.

9. Method according to claim 8, wherein a deactivated state of the pedal (110) is determined when a driver entering the vehicle or exiting the vehicle is imminent.

10. Method according to claim 8, wherein a deactivated state of the pedal (110) is determined when the vehicle is at least partially in an autonomous operating mode.

11. Control device (160) configured to perform the steps of the method according to one of the preceding claims.

12. Control device (160) according to claim 11, comprising: a first control device section (162) for Performing the step of receiving a driver request signal, a second control device section (164) for performing the step of generating a target pedal setting signal, and a third control device section (166) for performing the step of sending the target pedal setting signal to the pedal actuation unit (120).

13. Pedal arrangement (100) for a vehicle, comprising: a pedal (110) pivotably mounted on the vehicle between a predetermined first end position and a predetermined second end position, designed to be actuated by a foot of a driver of the vehicle, a pedal actuation unit (120) operatively connected to the pedal (110), designed to control the position of the pedal (110) to adjust between the predetermined first end position and the predetermined second end position, and a control device (160) according to one of claims 11 and 12.

14. Vehicle with a pedal arrangement according to claim 13.

15. Computer program comprising instructions which, when executed by a computing unit, cause the computing unit to execute a method according to any one of claims 1 to 10.

16. Computer-readable medium on which the computer program according to claim 15 is stored.

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