CN109017300B - Accelerator pedal - Google Patents
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- CN109017300B CN109017300B CN201810878350.6A CN201810878350A CN109017300B CN 109017300 B CN109017300 B CN 109017300B CN 201810878350 A CN201810878350 A CN 201810878350A CN 109017300 B CN109017300 B CN 109017300B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
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- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
Abstract
The invention relates to an accelerator pedal which comprises a pedal body, a deformation sensor and a control unit, wherein the output of the deformation sensor is connected with the control unit, the control unit comprises an analog quantity signal generating module, a digital signal generating module and a switching value signal generating module, the analog quantity signal generating module is used for outputting two paths of accelerator analog quantity voltage signals, the digital signal generating module is used for outputting one path of pedal opening digital signals, and the switching value signal generating module is used for outputting two paths of accelerator switching value signals. The accelerator pedal can output reliable accelerator control signals, and ensures the reliability of accelerator control.
Description
The application is a divisional application of the following applications, the application date of the original application: 2016/05/11/original application No.: 201610311828.8, title of original application: an accelerator pedal and an accelerator pedal signal control method.
Technical Field
The invention relates to an accelerator pedal, and belongs to the field of accelerator control of new energy automobiles.
Background
At present, with the active popularization and pilot application of new energy automobiles, the types of new energy passenger cars are continuously increased, and the development of passenger cars in urban buses and urban and rural passenger transportation is continuously promoted and is increasingly concerned by people.
The electronic accelerator pedal is a core security component for vehicle operation and is a foundation for ensuring the safety of the whole vehicle and improving the controllability. At present, aiming at signals output by an accelerator pedal, new accelerator pedals are continuously proposed, such as a single-voltage output type pedal, a single-voltage single-switching-value output type pedal, a single-voltage double-switching-value output type pedal and a double-resistor proportional double-circuit voltage output type pedal, which are the current situations of technical research and technical application. When the accelerator pedal outputs the accelerator control signal, the reliability is low, and the reliable and accurate judgment of the whole vehicle controller on the accelerator signal is not facilitated.
Disclosure of Invention
The invention aims to provide an accelerator pedal, which is used for solving the problem of low reliability of the traditional accelerator pedal.
In order to achieve the purpose, the invention comprises an accelerator pedal, which comprises a pedal body, a deformation sensor and a control unit, wherein the output of the deformation sensor is connected with the control unit, the control unit comprises an analog quantity signal generating module, a digital signal generating module and a switching value signal generating module, the analog quantity signal generating module is used for outputting two paths of accelerator analog quantity voltage signals, the digital signal generating module is used for outputting one path of pedal opening digital signals, and the switching value signal generating module is used for outputting two paths of accelerator switching value signals.
According to the accelerator pedal signal control method of the accelerator pedal, two paths of accelerator analog quantity voltage signals are arranged in a redundant mode, and two paths of accelerator switching value signals are arranged in a redundant mode; the voltage value ranges of the two throttle analog quantity voltage signals are V1-V2, the sum of the voltage values of the two throttle analog quantity voltage signals is V1+ V2, one throttle analog quantity voltage signal is increased according to the increase of the throttle opening degree, and the other throttle analog quantity voltage signal is decreased according to the increase of the throttle opening degree; wherein V1 and V2 are set voltage thresholds; the two paths of throttle switching value signals are respectively a first switching value signal and a second switching value signal, when the pedal is not trampled, the first switching value signal is at a high potential, and the second switching value signal is at a low potential; when the pedal is trampled, the first switching value signal is at a low potential, and the second switching value signal is at a high potential;
when the accelerator analog quantity voltage signal is wrong or the accelerator analog quantity voltage signal is not matched with the accelerator switching value signal, the pedal opening digital signal is adopted as an accelerator control signal output by the accelerator pedal.
The voltage values of the two paths of throttle analog quantity voltage signals are linearly changed.
The accelerator analog quantity voltage signal error comprises the following two conditions: (1) the voltage values of the two throttle analog quantity voltage signals are S1 and S2 respectively, when S1 is smaller than V1 or larger than V2, or when S2 is smaller than V1 or larger than V2; (2) when the sum of the voltage values of the two throttle analog quantity voltage signals is not V1+ V2, the two throttle analog quantity voltage signals are effective values, and the throttle switching value signal is normal;
the throttle analog quantity voltage signal does not match with the throttle switching value signal and includes: when the analog quantity voltage signal is normally output, but is not matched with the corresponding switching value signal.
When the analog quantity voltage signals are not matched with the pedal opening digital signals, the voltage value ranges of the two throttle analog quantity voltage signals are all V1-V2, and the sum of the two voltage signals is V1+ V2, one of the voltage values of the two throttle analog quantity voltage signals is taken as a throttle control signal output by the throttle pedal.
When the pedal opening digital signal is not matched with the accelerator opening and closing signal, the accelerator control signal for controlling the output of the accelerator pedal is 0.
And when the CAN message life cycle signal is wrong and the two throttle analog quantity voltage signals and the two throttle switching quantity signals are normal, one of the voltage values of the two throttle analog quantity voltage signals is taken as a throttle control signal output by the throttle pedal.
The accelerator pedal provided by the invention can output three control signals, namely an accelerator analog quantity voltage signal, a pedal opening digital signal and an accelerator opening and closing quantity signal. Through comprehensive judgment of the three signals, effective control of the throttle signal is realized, the control reliability is improved, reliable and accurate judgment of the whole vehicle controller on the throttle signal is ensured, and unexpected vehicle acceleration condition which is not in line with the intention of a driver is avoided. Meanwhile, the intellectualization and integration degree of the accelerator pedal are further improved.
In addition, the analog quantity voltage signals are divided into two paths, the switching value signals are also divided into two paths which are arranged in a redundant manner, so that the effective receiving and the effective control of the signals are ensured, and the control reliability is further improved; the two redundant signals are complementary redundancy, which not only has the characteristic and the advantage of general redundancy, but also has the superposition quantity of the complementary redundant signals as a fixed value, so that whether the two redundant signals have errors or not can be known in real time when the signals are applied, and the control reliability can be greatly improved by utilizing the complementary redundant signals. In addition, during actual control, when an accelerator analog quantity voltage signal is wrong or the accelerator analog quantity voltage signal is not matched with an accelerator switching value signal, a pedal opening digital signal is adopted as an accelerator control signal output by the accelerator pedal, and when one signal is wrong or possibly wrong, the other signal is used for accelerator control, so that the control mode can output a reliable accelerator control signal, the reliability of accelerator control is ensured, the driving safety of an automobile can be improved by selecting a normal accelerator signal as the control signal, the driving safety is ensured, and the possibility of accidents of the automobile in normal control is reduced.
Drawings
Fig. 1 is a schematic view of the internal structure of an accelerator pedal.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
In the electronic control of new energy vehicles, an accelerator pedal signal is of great importance and is a core security component in an automobile electronic control strategy. In a new energy vehicle system, the installation space of an accelerator pedal is sufficient, and a multifunctional electronic detection unit can be integrated in the pedal.
As shown in fig. 1, as for the constituent modules, the accelerator pedal includes a pedal body, which is a pedal mechanical mechanism for stepping, and this part of the structure is the most basic mechanical structure included in all accelerator pedals, which belongs to the prior art and is not described herein.
The accelerator pedal further comprises a deformation sensor and a control unit, wherein the deformation sensor is used for detecting the mechanical deformation of the pedal and outputting a corresponding signal. The output of the deformation sensor is connected with the control unit, and the control unit mainly comprises three parts: the accelerator pedal opening degree control device comprises an analog quantity signal generating module, a digital signal generating module and a switching value signal generating module, wherein the analog quantity signal generating module is used for outputting two paths of accelerator analog quantity voltage signals, the digital signal generating module is used for outputting one path of pedal opening degree digital signals, and the switching value signal generating module is used for outputting two paths of accelerator switching value signals. Such as: the deformation sensor is a slide rheostat, the analog quantity signal generation module is a voltage conversion module, the slide rheostat detects the deformation degree of the pedal, and the voltage conversion module outputs a voltage value according to the deformation degree. And the digital signal generation module correspondingly outputs a digital signal representing the pedal opening according to the mechanical deformation degree of the pedal. Such as: the deformation sensor is an inclination angle sensor, the digital signal generation module is a digital chip, the inclination angle sensor detects the inclination angle of the pedal, and the digital chip detects according to the inclination angle and correspondingly outputs an opening digital signal.
In short, the deformation signals output by the sensors are processed by different processing modules, and then the output signals are different. Moreover, the digital signal generating module and the analog quantity signal generating module are isolated, namely the open-ended digital signal and the analog quantity voltage signal are independent from each other and do not influence and interfere with respective information; therefore, even if the signal output by one module has a fault, the signal output by the other module is not affected by the fault.
The sensor can export two tunnel deformation signals, the vice signal P2 of footboard deformation main signal P1 and footboard deformation, and wherein, footboard deformation main signal P1 is directly proportional with footboard deformation, and the vice signal P2 and the footboard deformation of footboard deformation are inversely proportional, for example when the sensor is the slide rheostat, two tunnel signals of output are: when the voltage between the sliding contact and one end of the sliding rheostat and the voltage between the sliding contact and the other end of the sliding rheostat are increased, the voltage between the contact and the other end of the sliding rheostat is correspondingly reduced. The main pedal deformation signal P1 is converted into a voltage signal S1, and the auxiliary pedal deformation signal P2 is converted into a voltage signal S2.
In addition, the accelerator switching value signals of the accelerator pedal generated by the two switching value signal generating modules are high potential 1 or low potential 0. The switching value signal generating module selects the existing switching value generating device and correspondingly generates two different potential signals according to whether the pedal is treaded. When the pedal is in an initial state, namely is not stepped, outputting a switching value; as long as the pedal is depressed, regardless of the degree, at this time, another switching amount is output. The accelerator pedal comprises two switching value signal generating modules, wherein the first switching value signal generating module generates an accelerator switching value K1, the second switching value signal generating module generates an accelerator switching value K2, K1 corresponds to P1, and K2 corresponds to P2.
Because the vehicle controller in the vehicle only needs to receive one accelerator output signal when controlling the vehicle to run according to the signal output by the accelerator pedal, two paths of accelerator analog quantity voltage signals S1 and S2 generated by the two analog quantity voltage signal generating modules correspondingly are arranged redundantly, and the vehicle controller can drive and control the vehicle as long as receiving any one signal of S1 and S2; similarly, the throttle switching value signals K1 and K2 generated by the two switching value signal generation modules are also redundantly arranged.
Through the processing of the signal processing module, the voltage value ranges of the two throttle analog quantity voltage signals S1 and S2 are both V1-V2 under the normal condition, and the sum of the voltage values of the two throttle analog quantity voltage signals is set to be constant and is V1+ V2; where V1 and V2 are set voltage thresholds. As a specific example, in this embodiment, V1 is 0.5V, V2 is 4.5V, that is, the voltage signal S1 is 0.5V, the voltage signal S2 is 4.5V, and S1+ S2 is always 5V. The overall range of the power supplies of S1 and S2 is 0-5V, the effective range is 0.5-4.5V, and the effective range corresponds to 0-100% of the pedal opening. When the pedal is in the initial state, S1 is 0.5V, S2 is 4.5V; when the pedal is stepped, the linear increase of S1 sampling and the linear decrease of S2 sampling are ensured in the deformation process of the pedal, and the sum of S1 and S2 is kept unchanged in the change process, namely S1+ S2 is 5V. When the pedal opening is 50%, S1 is S2 is 2.5V.
In the initial state, K1 is floating (high potential 1), K2 is low switch state (short-circuit to ground signal, low potential 0); when the pedal is stepped on, K1 is changed into a low switch state, and K2 is in a suspended state.
The range of the pedal opening degree signal is 0-250, which respectively corresponds to the opening degree of 0-100%, and the opening degree resolution is 0.4, so that the opening degree value larger than 250 is an invalid value. The pedal opening digital signal corresponds to P1, and changes with the change of the deformation main signal P1.
In addition, in this embodiment, when the signal output by the control unit is uploaded, the data packet is uploaded in a J1939 protocol 8-byte format, where the first byte is a pedal opening degree signal, the second byte is a main accelerator voltage value S1, the third byte is an auxiliary accelerator voltage value S2, the fourth byte has 0-3 bits representing an idle switching value K1, the fourth byte has 4-7 bits representing an idle switching value K2, the fifth byte is a voltage signal valid flag, the sixth byte is an accelerator pedal life cycle signal, the seventh byte is a fault code flag for reporting a fault state to the bus, and the eighth byte is a reserved byte. When the fifth byte is an invalid mark, the opening degree signal of the pedal of the CAN message is preferably selected for control, and the CAN communication message protocol is given in the table 1.
TABLE 1
The whole vehicle controller samples main and auxiliary voltage values S1 and S2, samples corresponding switch value of K1 and K2, receives digital signals of accelerator opening, main and auxiliary voltage values, fault information and the like, transmits the signals by using the CAN message signals in the 8-byte format, judges the strategy control by the whole vehicle controller, judges the size of the accelerator opening value to judge the driving intention of a driver, and finally outputs the driving moment of the whole vehicle by the determined accelerator opening value to control the energy of the whole vehicle.
In the initial state, the driver does not step on the accelerator pedal, and the accelerator opening and closing amount, the voltage signal and the opening digital signal are all in the default state, namely the pedal voltage signal S1 is 0.5V, and the pedal voltage signal S2 is 4.5V. The switch signal K1 is in a floating state, and K2 is in a low state. The CAN message is sent with 8 bytes 0x000x 190 xE 10 x 100 x 010 x000x 000 xFF.
When the opening is effective, a driver treads an accelerator pedal according to own will, and a pedal voltage signal and a switching value are changed. The pedal voltage signals S1 and S2 are analog voltage outputs, and the sum of S1 and S2 is always kept constant at 5V. The switching signal K1 changes to the low switching state and K2 changes to the floating state. The digital signal of the accelerator opening corresponds to the pedal opening. For example, when the pedal opening is 50%, S1 ═ S2 ═ 2.5V, and a CAN message 8 bytes sends 0x7D 0x7D 0x7D 0x 010 x 010 x000x 000 xFF.
When S1 is abnormal or S2 is abnormal, namely S1 is smaller than 0.5V or larger than 4.5V, or S2 is smaller than 0.5V or larger than 4.5V, the voltage signal of the accelerator pedal is an invalid signal, and a fault code is reported through a CAN bus; at the moment, if the pedal opening digital signal is normal, the pedal opening digital signal in the CAN message CAN be used as a vehicle control signal.
When an analog quantity voltage signal is normally output but the output analog voltage signal is not matched with a switching value signal, a pedal opening digital signal in a CAN message is used as an output control signal of a pedal, a fault code 0x02 is reported, and a fifth byte is set to be in an invalid state 0x 00; the mismatch here means: under normal conditions, when the pedal is not stepped, S1 is V1, K1 is high potential, S2 is V2, and K2 is low potential; if so: s1 is V1, K1 is low, S2 is V2, and K2 is high, or S1 is V2, K1 is high, S2 is V1, and K2 is low, indicating that the analog voltage signal does not match the switching value signal.
When S1+ S2 is not equal to 5V, pedal voltages S1 and S2 are invalid values, a fault code 0x01 is reported, and a fifth byte is in an invalid state 0x 00; if the throttle opening/closing signals K1 and K2 are normal at this time, then the digital signal of the pedal opening can be used as the throttle control signal outputted by the throttle pedal.
And when the analog quantity voltage signals S1 and S2 are not matched with the pedal opening digital signals, the voltage value ranges of the two paths of accelerator analog quantity voltage signals are all V1-V2, and the sum of the voltage values is 5V, taking S1 or S2 as the accelerator control signal output by the accelerator pedal. Since the analog voltage signal and the digital pedal opening signal have a certain relationship under normal conditions, for example, the analog voltage signal S1 is in a proportional relationship with the digital pedal opening signal, for example, when V1 is 0.5V, the digital opening signal is 0, and as V1 increases, the digital signal increases accordingly, and when V1 is 4.5V, the opening is 100%, and the digital signal is 250, which is the normal condition. However, if an abnormal condition occurs, for example, when V1 is 0.5V, the digital signal is not 0 but other values, which means that the analog voltage signal and the pedal opening digital signal are not matched, so that in short, if the proportional relationship between the analog voltage signal and the pedal opening digital signal is not normal, the mismatch can be indicated.
When the pedal opening digital signal is not matched with the accelerator opening and closing quantity signals K1 and K2, the vehicle is in a serious fault at the moment, and the accelerator control signal for controlling the output of the accelerator pedal is forced to be 0; the mismatch here means: under normal conditions, when the pedal is not stepped, the digital signal output of the pedal opening is zero, K1 is at a high potential, and K2 is at a low potential; when the pedal is stepped, the pedal opening digital signal outputs a corresponding opening value, K1 is at a low potential, and K2 is at a high potential; if so: the output of the pedal opening digital signal is zero, K1 is low potential, and K2 is high potential; or, the pedal opening digital signal outputs a corresponding opening value, K1 is high potential, and K2 is low potential, and the two conditions indicate that the pedal opening digital signal is not matched with the accelerator opening amount signals K1 and K2.
Under normal conditions, the life cycle of the CAN message is increased by 1 per second; when the CAN message life cycle stops increasing, the signal of the life cycle is wrong, the CAN message is determined as a CAN data fault, and the whole vehicle controller is required to carry out strategy protection. Such as: and when the CAN message life cycle signal is wrong and the two throttle analog quantity voltage signals and the two throttle switching quantity signals are normal, taking one of the voltage values of the two throttle analog quantity voltage signals as a throttle control signal output by the throttle pedal.
In addition, for the description of the above several failure conditions, table 2 exemplifies several specific failures and corresponding processing strategies on the basis of the above several failures, where the first byte opening of the message is the acquired pedal opening digital signal.
TABLE 2
In addition, the opening degree signal of the first byte of the CAN message, namely the pedal opening degree digital signal has a calibration function. And calibrating the throttle opening signal in the initial state and the maximum deformation state of the throttle by the special calibration ID for CAN communication. When the pedal is not stepped on, calibrating the initial value of the accelerator opening by the calibration ID, and calibrating to be 0%; and (5) calibrating the opening value of the accelerator to 100% when the pedal is stepped to the bottom. If the pedal voltage drifts, when the pedal is not stepped on, the voltage deviation of the pedal output voltage S1 or S2 is larger than 0.5V, and the 0% accelerator opening degree signal calibration CAN be carried out on the initial state of the pedal through the CAN communication calibration function. After calibration, the throttle opening signal output by the first byte of CAN communication is 0%; and when the pedal is stepped, the accelerator opening signal linearly outputs the accelerator opening according to the initially calibrated voltage. A calibration process: and the calibration software sends a calibration CAN message and the accelerator pedal feeds back a calibration response message. Marking 8 bytes of the message, wherein the first byte is a marking state, the second byte to the fifth byte are marking keys, the sixth byte is a marked accelerator opening target value, and the seventh byte and the eighth byte are reserved values; the response message is 8 bytes, the first byte is in a calibration state, the second byte to the fifth byte are calibration seeds, the sixth byte is a calibrated accelerator opening feedback value, the seventh byte is an accelerator main voltage value S1 at the calibration time, and the 8 th byte is an accelerator auxiliary voltage value S2 at the calibration time.
In the above embodiment, the accelerator pedal includes two switching value signal generating modules, each of which outputs one switching value, as another embodiment, as shown in fig. 1, the accelerator pedal may further include only one switching value signal generating module, which is equivalent to a single-pole double-throw switch, and when the switch is turned to the 3 terminal, the switching value K2 is at low potential, and the switching value K1 is at high potential; when the switch is turned to the 1 end, the switching value K2 is high potential, and the switching value K1 is low potential, so that one module can output two paths of switching values with different potentials through the switching value signal generating module similar to the single-pole double-throw switch.
The specific embodiments are given above, but the present invention is not limited to the described embodiments. The basic idea of the present invention lies in the above basic scheme, and it is obvious to those skilled in the art that no creative effort is needed to design various modified models, formulas and parameters according to the teaching of the present invention. Variations, modifications, substitutions and alterations may be made to the embodiments without departing from the principles and spirit of the invention, and still fall within the scope of the invention.
Claims (1)
1. The accelerator pedal comprises a pedal body and a deformation sensor, and is characterized by further comprising a control unit, wherein the deformation sensor is in output connection with the control unit, the control unit comprises an analog quantity signal generation module, a digital signal generation module and a switching value signal generation module, the analog quantity signal generation module is used for outputting two paths of accelerator analog quantity voltage signals, the digital signal generation module is used for outputting one path of pedal opening digital signals, and the switching value signal generation module is used for outputting two paths of accelerator switching value signals; isolating an analog quantity signal generation module from a digital signal generation module, wherein the accelerator analog quantity voltage signal and the pedal opening digital signal are independent of each other; the two paths of throttle switching value signals are respectively a first switching value signal and a second switching value signal, when the pedal is not trampled, the first switching value signal is at a high potential, and the second switching value signal is at a low potential; when the pedal is trampled, the first switching value signal is at a low potential, and the second switching value signal is at a high potential; and when the accelerator analog quantity voltage signal is not matched with the accelerator switching value signal, the pedal opening digital signal is adopted as an accelerator control signal output by the accelerator pedal.
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| CN201810878350.6A CN109017300B (en) | 2016-05-11 | 2016-05-11 | Accelerator pedal |
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| CN201610311828.8A CN105857073B (en) | 2016-05-11 | 2016-05-11 | A kind of gas pedal and accelerator pedal signal control method |
| CN201810878350.6A CN109017300B (en) | 2016-05-11 | 2016-05-11 | Accelerator pedal |
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| CN106438060B (en) * | 2016-12-19 | 2022-11-04 | 江苏悦达黄海拖拉机制造有限公司 | Digital analog double-signal electronic accelerator and anti-misstep method thereof |
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| CN110749453B (en) * | 2019-09-19 | 2021-09-24 | 江西精骏电控技术有限公司 | Method for detecting accelerator pedal |
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| CN103507633A (en) * | 2012-06-25 | 2014-01-15 | 江苏海鹏特种车辆有限公司 | Control system circuit of heavy-duty hydraulic plate transportation vehicle |
| SE536991C2 (en) * | 2012-12-02 | 2014-11-25 | Carl Johan Walter Weschke | Rotary detection device and vehicle pedal including such device |
| CN104633080A (en) * | 2013-11-12 | 2015-05-20 | 陕西国力信息技术有限公司 | Accelerator signal collecting circuit based on AMT system |
| CN105644389B (en) * | 2014-11-12 | 2019-06-07 | 海马汽车有限公司 | The redundancy control method and system of automobile |
| CN104890531A (en) * | 2015-06-07 | 2015-09-09 | 深圳市沃特玛电池有限公司 | Double-channel accelerator pedal signal control method |
| CN205087004U (en) * | 2015-11-16 | 2016-03-16 | 山西大同大学 | Intelligent vehicle autopilot control system |
-
2016
- 2016-05-11 CN CN201810878350.6A patent/CN109017300B/en active Active
- 2016-05-11 CN CN201610311828.8A patent/CN105857073B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN105857073B (en) | 2018-10-23 |
| CN109017300A (en) | 2018-12-18 |
| CN105857073A (en) | 2016-08-17 |
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