METHOD TO CONTROL REACTION FORCE OF AN ACCELERATOR PEDAL SYSTEM

Abstract

A method is provided to control the acceleration of a motor vehicle from a current speed, wherein the motor vehicle includes an accelerator pedal system able to generate on the accelerator pedal an added reaction force when the depression of the accelerator pedal reaches a given depression level. The method includes the steps of: a) measuring the current vehicle speed; b) determining a target speed of the motor vehicle in function at least of the current vehicle speed or determining from the current vehicle speed a maximum acceleration rate; c) determining at least one threshold depression level of the accelerator pedal that corresponds to the stabilization of the vehicle speed at the target speed or that corresponds to maximum acceleration rate; d) generating an added reaction force on the accelerator pedal if the depression of the accelerator pedal reaches or is about to reach the threshold depression level; wherein at least steps a), b), and c) are automatically repeated as vehicle speed increases.

Claims

1. Method to control the acceleration of a motor vehicle from a current vehicle speed, wherein the motor vehicle comprises an accelerator pedal system able to generate on the accelerator pedal an added reaction force when the depression of the accelerator pedal reaches a given depression level, comprising: a) measuring the current vehicle speed; b) determining a target speed (V.sub.targ) of the motor vehicle depending at least on the current vehicle speed or determining from the current vehicle speed a maximum acceleration rate; c) determining at least one threshold depression level of the accelerator pedal that corresponds to the stabilization of the vehicle speed at the target speed (V.sub.targ) or that corresponds to the maximum acceleration rate; d) generating an added reaction force (R.sub.add) on the accelerator pedal if the depression of the accelerator pedal reaches or is about to reach the threshold depression level (U α,); wherein at least steps a), b) and c) are automatically repeated as the vehicle speed increases.

2. Method according to claim 1 wherein step b) is initiated only if it is detected an intention of the driver to accelerate the motor vehicle or if it is detected an acceleration of the motor vehicle.

3. Method according to claim 1, wherein steps a), b) and c) are repeated each time the vehicle speed increases of a speed value comprised between 0,1 and 5 km/h.

4. Method according to claim 1, wherein steps a), b) and c) are continuously repeated as the vehicle speed increases.

5. Method according to claim 1, wherein each repetition of steps b) and c) consists in determining a new target speed and a new threshold depression level that corresponds to the stabilization of the vehicle speed at the new target speed (V.sub.targ+1).

6. Method according to claim 5, wherein the target speed and the new target speed are determined depending on the actual load of the motor vehicle and/or the gear ratio of the gearbox currently used and/or the current vehicle acceleration and/or the current slope and/or the current curve of the road.

7. Method according to claim 6, wherein the target speed (V.sub.targ) and the new target speed are determined such that each of them is between 5 and 30 km/h higher than the current vehicle speed, preferably between 5 and 15 km/h higher than the current vehicle speed.

8. Method according to claim 5, wherein a new target speed and a new threshold depression level are determined each time the gear ratio is changed up.

9. Method according to claim 1 wherein, in step b), the maximum acceleration rate is determined to be a compromised between an engine torque demand and the time that are necessary to reach a determined higher speed.

10. Method according to claim 1, wherein, in step b), the maximum acceleration rate is calculated according to the following formula:
Acc.sub.max={dot over (V)}.sub.spd=G.sub.1.Math.V.sub.spd.sup.0.7−G.sub.2.Math.V.sub.spd−G.sub.3.Math.V.sub.spd.sup.2+G.sub.4.Math.T.sub.eng+C.sub.1 wherein: V.sub.spd is the current vehicle speed; T.sub.eng is the current engine torque; G.sub.1 is an inertia coefficient that is function of the weight of the motor vehicle and of the gear ratio currently engaged; G.sub.2, G.sub.3 and G.sub.4 are functions of the weight of the motor vehicle, of the gear ratio currently engaged and of the slope gradient of the road; C.sub.1 is function of the speed of the vehicle, slope gradient of the road, weight of the vehicle and of the gear ratio currently engaged.

11. Method according to claim 1, wherein each repetition of steps b) and c) consists in determining a new maximum acceleration rate and a new threshold depression level that corresponds to the new maximum acceleration rate.

12. Method according to claim 11, wherein a new maximum acceleration rate and a new threshold depression level are determined each time the gear ratio is changed up.

13. Method according to claim 1, wherein the maximum acceleration rate or the new maximum acceleration rate (Acc.sub.max+i) is determined to allow the motor vehicle to reach a higher speed that is determined to be between 5 and 30 km/h higher than the current vehicle speed, preferably between 5 and 15 km/h higher than the current vehicle speed (V.sub.spci).

14. Method according to claim 1, wherein several intermediate threshold depression levels of the accelerator pedal are determined and are successively distributed along the stroke of the accelerator pedal.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The following detailed description of several embodiments of the invention is better understood when read in conjunction with the appended drawings. It is however understood that the invention is not limited to the specific embodiments disclosed.

[0018] FIG. 1 shows the interior of a passenger compartment of a motor vehicle;

[0019] FIG. 2 is a schematic representation of an accelerator pedal with different threshold depression angles of the accelerator pedal;

[0020] FIG. 3 represents the motor vehicle of FIG. 1 in a driving situation;

[0021] FIG. 4 is a flowchart representing the steps of a method for controlling the acceleration of a motor vehicle according to the invention.

DETAILED DESCRIPTION

[0022] The invention relates to a method for controlling the acceleration of a motor vehicle from a current speed up to a higher speed. Such a motor vehicle 1 is partially represented on FIG. 1 and it can be a truck, a bus, a construction vehicle or a passenger car. FIG. 1 represents a passenger compartment 2 such as the cabin of a truck. A motor vehicle 1 generally comprises in the passenger compartment 2 an accelerator pedal 3 that can be depressed by the driver's foot 4 to modify acceleration and speed of the motor vehicle 1.

[0023] Conventionally and such as illustrated on FIG. 2, a reaction force R is generated by the accelerator pedal 3 to oppose a force F exerted by the driver's foot on the accelerator pedal 3 which tends to depress the accelerator pedal 3 towards the floor 5 of passenger compartment 2 in order to accelerate the motor vehicle 1.

[0024] The accelerator pedal system 6 used in the present invention is of the type permitting the application on the accelerator pedal 3 of an added reaction force R.sub.add that is added to the reaction force R when the depression of the accelerator pedal 3 reaches or is about to reach a given depression level L.

[0025] Such an added reaction force R.sub.acjd is generated to encourage the driver to not depress the accelerator pedal 3 beyond the given depression level L.

[0026] Such an accelerator pedal system 6 (see FIG. 2) may comprise a depression level sensor 7 to detect depression level of the accelerator pedal 3, a vehicle speed sensor 8 to measure a current vehicle speed V.sub.spd, an ECU 9 (Electronic Control Unit) and a reaction force mechanism 10. The ECU 9 may, for instance, in function of a determined target speed calculate a threshold depression angle at which or beyond which can be applied an added reaction force Radd—The reaction force mechanism 10 may typically include an electric motor in order to generate on the acceleration pedal 3 the added reaction force R.sub.add when the threshold depression level is reached or exceeded by the accelerator pedal 3 during an acceleration phase.

[0027] As schematically represented in the example of FIG. 2, the accelerator pedal 3 is, for instance designed, to rotate around a rotation axis X. Therefore, in the example of FIG. 2, a threshold depression level L of the accelerator pedal 3 is represented as a threshold depression angle α (α.sub.1, α.sub.2, α.sub.3).

[0028] An implementation of a method according to the invention is illustrated on FIG. 3 by a flowchart which represents the main steps of this implementation.

[0029] In a first step 1100, it is measured the current vehicle speed V.sub.spd. The current vehicle speed V.sub.spd can be zero if the motor vehicle 1 is not moving.

[0030] In a second step 1200, it is determined a target speed V.sub.targ of the motor vehicle 1 depending at least on the current vehicle speed V.sub.spd. Advantageously, the second step 1200 is initiated only if it is detected an

[0031] acceleration of the motor vehicle 1 or if it is detected an intention of the driver to accelerate the motor vehicle 1, for instance, thanks to the detection of a motion of the accelerator pedal 3 along a dead stroke of the accelerator pedal 3.

[0032] In third step 1300, it is determined at least one threshold depression level L.sub.i, α.sub.i, of the accelerator pedal 3 that corresponds to the stabilization of the vehicle speed at the target speed V.sub.targ.

[0033] In a fourth step 1400, it is checked if the depression of the accelerator pedal 3 reaches the threshold depression level L.sub.i, α. If the threshold depression level L.sub.i, α, is reached by the accelerator pedal 3, in a further step 1500, an added reaction force R.sub.add is generated on the accelerator pedal 3 in order to encourage the driver to limit the depression of the accelerator pedal 3.

[0034] In a variant of implementation of the fourth step 1400, it is checked if the depression of the accelerator pedal 3 is about to reach the threshold depression level L.sub.i, α. If the accelerator pedal 3 is about to reach the threshold depression level L.sub.i, α, in a further step 1500, an added reaction force R.sub.add is generated on the accelerator pedal 3 in order to limit depression of the accelerator pedal 3. The accelerator pedal 3 can be considered as being about to reach the threshold depression level L.sub.i, α, when the distance separating the actual position of the accelerator pedal 3 from the threshold depression level L.sub.i, α, is less than 5% of the total stroke of the accelerator pedal 3.

[0035] Thanks to a conditional step 1600 and a feedback loop 1601, at least steps 1100, 1200 and 1300 are automatically repeated as the vehicle speed V.sub.spd increases. Indeed, at step 1600, it is checked if the vehicle speed increases. If the result of the condition step 1600 is “yes”, at least steps 1100, 1200 and 1300 are repeated via feedback loop 1601.

[0036] The repetition of steps 1200 and 1300 may consist in or comprise determining a new target speed V.sub.targ+1 and a new threshold depression level L.sub.i+1, α.sub.i+1 that corresponds to the stabilization of the vehicle speed at the new target speed V.sub.targ+1.

[0037] When after repetition of steps 1100, 1200 and 1300 an added reaction force R.sub.add has to be generated on the accelerator pedal 3, step 1500 is also repeated.

[0038] If the motor vehicle 1 is stabilized at a given speed or is decelerating the result of the condition step 1600 is “no” and the method is ended by step 2000 until the motor vehicle 1 accelerates again.

[0039] Steps 1100, 1200 and 1300 can be repeated each time the vehicle speed V.sub.spd increases of a speed value comprised between 0,1 and 5 km/h, for instance, 1 km/h. In a variant steps 1100, 1200 and 1300 can be continuously repeated as the vehicle speed increases.

[0040] Target speed V.sub.i and new target speed V.sub.i+ are preferably determined depending on the actual load of the motor vehicle 1 and/or the gear ratio of the gearbox currently used and/or the current vehicle acceleration and/or the current slope and/or the current curve of the road.

[0041] By taking into account at least one of the parameters described just above, the target speed V.sub.targ and the new target speed V.sub.targ+1, can be determined according to the invention, such that each target speed or new target speed is between 5 and 30 km/h higher than the current vehicle speed V.sub.Spd measured at step 1100, preferably between 5 and 15 km/h higher than the current vehicle speed V.sub.spd.

[0042] Preferably, a new target speed V.sub.i+1 and a new threshold depression level L.sub.i+1, α.sub.i+1 are determined each time the gear ratio is changed up.

[0043] In the example of FIG. 2, steps 1100, 1200 and 1300 are repeated several times such that several threshold depression levels α.sub.1, α.sub.2, α.sub.3, α.sub.4 of the accelerator pedal 3 are determined and successively distributed along the accelerator pedal stroke.

[0044] In an alternative of steps 1200 and 1300, step 1200 may consist in or comprise determining from the current vehicle speed V.sub.spd a maximum acceleration rate Acc.sub.max and step 1300 may consist in or comprise determining 1300 at least one threshold depression level L.sub.i, α, of the accelerator pedal 3 that corresponds to the maximum acceleration rate Acc.sub.max.

[0045] According to the alternative of step 1200, the maximum acceleration rate Acc.sub.max is preferably determined to be a compromised between an engine torque demand and the time that are necessary to reach a determined higher speed.

[0046] The maximum acceleration rate Acc.sub.max can be calculated according to the following formula:

Acc.sub.max={dot over (V)}.sub.spd=G.sub.1.Math.V.sub.spd.sup.0.7−G.sub.2.Math.V.sub.spd−G.sub.3.Math.V.sub.spd.sup.2+G.sub.4.Math.T.sub.eng+C.sub.1

[0047] wherein

[0048] V.sub.spd is the current vehicle speed;

[0049] T.sub.eng is the current engine torque;

[0050] G.sub.1 is an inertia coefficient that is function of the weight of the motor vehicle and of the gear ratio currently engaged;

[0051] G.sub.2, G3 and G.sub.4 are functions of the weight of the motor vehicle, of the gear ratio currently engaged and of the slope gradient of the road;

[0052] C.sub.1 is function of the speed of the vehicle, slope gradient of the road, weight of the vehicle and of the gear ratio currently engaged.

[0053] According to the alternative of steps 1200 and 1300, a repetition of steps 1200 and 1300 may consist in or comprise determining a new maximum acceleration rate Acc.sub.max and a new threshold depression level L.sub.i+1, α.sub.i+1 that corresponds to the new maximum acceleration rate Acc.sub.max+1.

[0054] A new maximum acceleration Acc.sub.max+1 and a new threshold depression level L.sub.i+1, α.sub.i+1 are preferably determined each time the gear ratio is changed up.

[0055] A maximum acceleration rate Acc.sub.max or a new maximum acceleration rate Acc.sub.max+1 is advantageously determined to allow the motor vehicle 1 to reach a higher speed that is determined to be between 5 and 30 km/h higher than the current vehicle speed V.sub.Spd measured at step 1100, preferably between 5 and 15 km/h higher than the current vehicle speed V.sub.spd.

[0056] While the invention has been shown and described with reference to certain implementations thereof, it would be understood by those skilled in the art that changes in form and details may be made therein without departing from the spirit and scope of the invention as defined in the appended claims.