CN109328148A - 虚拟脚凳装置 - Google Patents
虚拟脚凳装置 Download PDFInfo
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Abstract
本发明提供了一种应用于车辆的装置,使油门踏板可用作虚拟脚凳。该装置包括适于驾驶者用力踩下的踏板和适于限制所述踏板的位移的限位机构。该装置还包括响应于脚凳模式的启动而进入第一点亮状态的视觉标识。在所述限位机构将所述踏板保持在脚凳位置的同时,所述视觉标识保持在第一点亮状态,并且在脚凳模式或巡航控制被取消时,视觉标识熄灭。当所述踏板受到大于第一阈值的力时,所述视觉标识进入第二点亮状态,以便在处于脚凳模式下的同时,将所述踏板踩过脚凳位置。
Description
技术领域
本发明涉及一种根据不同的驾驶模式调节踏板响应的装置,特别是一种用于在使用巡航控制时增大踏板的反作用力,使踏板可用作脚凳的装置。本发明尤其但不仅仅是涉及车辆尤其是汽车中的踏板。
背景技术
虽然在量产汽车中还没有普及,但是“虚拟脚凳(virtual footrests)”(即,在巡航控制过程中用作脚凳的踏板)的概念,已经出现在公众领域有一段时间了。例如,沃尔沃汽车公司在2012年公开的专利号为EP 2 384 921 B1的专利,提出了一种车辆踏板装置。该踏板装置包括适于驾驶者用力踩下的踏板和适于限制该踏板在踩下方向上的位移的限制装置。当车辆处于巡航控制模式时,所述限制装置适于当所述踏板受到小于或等于预定第一阈值的力时,使所述踏板保持在静止位置,从而用作脚凳。所述限制装置还适于当踏板受到大于所述第一阈值的力时允许所述踏板从静止位置踩下,即司机可以踩过脚凳位置来加速。所述踏板装置设置成在超过第一阈值后,对于踏板进一步位移的至少一部分,踩下踏板所需的力随着进一步位移而逐渐减小。
发明人认为,这项技术尚未进入市场的原因可能是驾驶员不熟悉这项技术,也可能是驾驶员对脚凳模式是否启动存在困惑,或者是在推进脚凳模式时难以准确控制车辆的速度。
因此,本发明试图提供一种改进的“虚拟脚凳”。
发明内容
根据本发明的第一方面,提供了一种应用于汽车的装置,包括适于驾驶者用力踩下的踏板和适于在踩下方向限制所述踏板的位移的限位机构,其中,当车辆处于巡航控制模式时,所述限位机构可操作进入脚凳模式,该模式增大了踩下所述踏板所需的力,并因此当所述踏板受到的力小于或等于预定第一阈值时,使所述踏板保持在静止位置,但当所述踏板受到大于所述第一阈值的力时,允许所述踏板从所述静止位置被踩下;所述装置包括视觉标识,该视觉标识响应于脚凳模式的激活而进入第一点亮状态;所述限位机构将所述踏板保持在所述静止位置的同时所述视觉标识保持在所述第一点亮状态;当脚凳模式或巡航控制取消时,所述视觉标识熄灭;并且,在脚凳模式下,当所述踏板受到大于所述第一阈值的力时,所述视觉标识进入第二点亮状态。
所述第一点亮状态可以是第一颜色的静态点亮状态,所述第二点亮状态可以是闪烁标志、和/或另一种颜色的点亮状态。
提供脚凳模式被激活的视觉标识在避免混淆装置的状态方面是有用的,而当所述踏板被踩过脚凳阀值时提供第二点亮状态在提醒驾驶员踏板在这种过渡状态下可能遇到的不同特性方面是格外实用的。
在所述脚凳模式下,当所述踏板受到大于所述第一阈值的力并通过第一阈值位置时,所述视觉标识可进入第二点亮状态。所述第一阈值位置可以超出所述静止位置,这能够避免很小的移动导致的状态变化,例如,不足以且不打算改变车辆响应的意外移动。
如果所述踏板在预定时间段内保持超出所述第一阈值位置,则该装置可操作以熄灭视觉标识,并可同时取消巡航控制和脚凳模式。
如果所述踏板在所述预定时间段内恢复到所述静止位置,则该装置可操作回到所述第一点亮状态,以指示脚凳和巡航控制模式仍处于开启状态。
所述装置在保持巡航控制模式的同时可操作取消脚凳模式,例如响应于对开关的操作。所述装置可以只响应于操作开关而同样操作成进入脚凳模式。
所述装置可以响应于通过巡航控制开关、驾驶员干预刹车踏板或离合器的驾驶员干预或车辆干预(如自动驾驶仪)操作成取消巡航控制模式(和脚凳模式)。
所述踏板可以是油门踏板。所述油门踏板可以是安装在底板上的油门踏板。
所述视觉标识可以是警示灯,其可以设置在仪表板上,也可以设置在指示巡航控制状态的标志旁边。所述视觉标识可以包括脚或鞋子的图像。
所述装置可以设置为在超过了所述第一阈值后,踩下所述踏板的力随着所述踏板的整个位移范围增大。特别是在即便在高速下处于高速挡油门反应仍然可以非常灵敏的高性能汽车中,发明者认为,在踩过所述踏板阈值后,踩下踏板所需的力的任何减小都可能导致失控。需要更大的力来踩所述踏板,同时通过所述视觉标识的第二点亮状态提醒驾驶员所述踏板的异常特性,应该会训练驾驶员并使其熟悉虚拟脚凳的概念。
在所述踏板被踩过所述第一阈值位置的预定时间段期间内,将踏板保持在位所需的力可能会减小(如逐渐减小),使得在视觉标识熄灭和巡航控制与脚凳模式被取消的时候踩下踏板所需的力恢复到“正常”水平。
本领域技术人员将会认识到,踩下所述踏板所需的力的“正常”水平在不同的汽车之间是不同的,而且可能不是恒定的力:位移比率;例如,在“强制降档”时所需要的力会增大。然而,“正常”的力/位移曲线或直线将总是允许踏板用低于所述限位机构产生的所述第一阈值的力被踩下。
所述预定时间段可以在5秒到1分钟之间,例如,10秒到30秒之间,例如,20秒左右。
本发明的第二方面提供了一种用于车辆的装置,包括适于驾驶者用力踩下的踏板和适于在踩下方向限制所述踏板的位移的限位机构,其中,当车辆处于巡航控制模式时,所述限位机构可操作进入脚凳模式,该模式增大了踩下所述踏板所需的力,并因此当所述踏板受到的力小于或等于预定第一阈值时使所述踏板保持在静止位置,而当所述踏板受到大于所述第一阈值的力时,则允许所述踏板从所述静止位置被踩下;其中,在超过所述第一阈值后,踩下所述踏板所需的力随着所述踏板的整个位移范围增大。
也就是说,即使在没有视觉标识的情况下,在超过所述第一阈值后踩下所述踏板所需要的力随着所述踏板的整个位移范围增大的特征也是具有创造性的。本发明第一方面的任何可选特征均可以提供在本发明的第二方面中。
本发明还涉及一种车辆,特别是包括本发明的第一或第二方面的装置的汽车。
具体实施方式
为了更清楚地理解本发明,下面将参考附图仅以示例的方式对本发明的实施例进行说明,图中:
图1为本发明的装置的示意图;
图2为限位机构的一种示范性示意图,该限位机构用于增大踩下踏板所需的力;
图3为本发明装置的控制逻辑流程图;及
图4为包含图1和图2装置的汽车。
参考图1、图2和图4,一种汽车1包括提供“虚拟脚凳”功能的装置2。该装置包括踏板装置3、限位机构4(其实施例如图2所示)、电子控制单元5(实践中其可以是如图所示的专用单元或形成在现有控制单元的的软件中)、以及仪表板7中提供的视觉标识6。
本领域技术人员将认识到,虽然踏板装置3在图中被示为安装在底板上的油门踏板(其是优选的装置),但是本发明可以与其它类型的踏板装置配套使用。
电子控制单元5与踏板装置3、限位机构4、仪表板7以及开关8可操作连接,以便根据需要进行信号的收发。
限位机构4包括可展开元件9,在正常运行下,该元件9缩入限位机构4的壳体10中,这样就不会干扰油门运动的弧线——允许静止位置和全油门位置之间的自由移动。
可展开元件9的位置由电子控制单元5控制,该电子控制单元监控油门角度(并由此监控油门位置)、巡航控制/脚凳模式开关8的位置、刹车踏板(未示出)的位置,并用于接收来自车辆1的进一步输入,例如来自自动驾驶子系统(未示出)。
如上所述,电子控制单元5还与仪表板7通信相连,以点亮视觉标识6(来显示如图3所示的警示灯11,其显示静止状态的脚)和可选的巡航控制指示灯12。
可展开元件9设置成当其展开时,对油门运动造成阻力,如果对油门施加足够大的力,就可以克服这种阻力。因此,可展开元件9展开时,对抗压下踏板装置3所需要的力的初始阻力被增大,以便提供脚凳功能,但一旦克服,附加力可以进一步在静止位置和全油门之间压下油门踏板3。
在本发明的限位机构4的具体实施例中,可展开元件9包括可穿过壳体10上的孔的外壳18。电机13可响应于电子控制单元5发出的信号进行操作以驱动主轴14,主轴14继而带动蜗轮驱动装置15旋转,以便抬高或降低与该驱动装置相连的蜗轮载体16。蜗轮载体16支撑滑动平台17,该滑动平台17响应于电机13的运动被同样地抬高或降低。可展开元件9的外壳18通过螺旋压缩弹簧形式的弹性件19安装在所述滑动平台上,该弹性件19的一端附接所述滑动平台,另一端附接至外壳18顶部内。外壳18是中空的,以便安装成可在滑动平台17上方向下滑动,对抗弹簧偏置。壳体10中设有导向通道20,以便在外壳18上下移动时引导外壳18(其或在载体16移动时与滑动平台17同时移动,或相对于滑动平台17移动,对抗弹性件19的偏置)。
参照图3和其他附图,使用时,在步骤S1中,驾驶员打开巡航控制(或自适应/自主巡航控制ACC)。这可以通过切换开关8或另一种输入来实现并将按常规那样亮起巡航控制指示灯12。ECU 5可以将此解释为自动激活虚拟脚凳模式,或者在步骤S2中,ECU 5可以等待开关8被打开,以激活虚拟脚凳模式。如上所述,ECU 5监测油门踏板3的位置(通过监测其角度),并且当该位置是静止位置α0(即没有力施加到踏板时踏板回到的位置)时,如步骤S4所示,启动虚拟脚凳功能。
当脚凳功能被启动时,ECU 5向仪表板7发送信号,仪表板7以第一点亮状态(例如,静态)点亮虚拟脚凳警示灯11。同时,ECU 5向限位机构4发送信号,使其启用脚凳模式,该模式增大了踩下踏板3所需的力,从而在踏板3受到的力小于或等于预定第一阈值时,使踏板3保持在静止位置,该踏板3足以用作脚凳并支撑驾驶员的脚。这在本实施例中是通过电机13使可展开元件9上升实现的。
脚凳功能可通过驾驶员干预或车辆干预而解除。
也许最典型的情况是,脚凳功能将通过驾驶员干预被取消,驾驶员通过踩刹车踏板或关掉开关上的巡航控制来取消巡航控制,如步骤S5所示。在此情况下,在步骤S8,巡航控制将以通常方式关闭掉,ECU 5将收到指示巡航控制关闭掉的信号,因此ECU 5将发送信号到限位机构4以迅速收回可展开元件9(例如,在一两秒的过程中),并发送信号到仪表板7熄灭视觉标识6。因此,当驾驶员踩下踏板3时,它会以正常的方式反应。
或者,可通过车辆干预来取消脚凳功能,如步骤S6所示,例如,自动驾驶仪可能会出于这样或那样的原因把控制权交给司机。这将再次到达步骤S8,在该步骤中,巡航控制将以通常方式关闭掉,ECU 5将收到指示巡航控制关闭掉的信号,因此ECU 5将发送信号到限位机构4以迅速收回可展开元件9(例如,在一两秒的过程中),并发送信号到仪表板7熄灭视觉标识6。因此,当驾驶员踩下踏板3时,它会以正常的方式反应。
在另一种情况下,驾驶员可能会决定从脚凳位置加速。在这种情况下,踏板3将被压下对抗可展开元件9和由弹性件19提供的弹性偏置,由于除了踏板3的正常偏置外,还必须推动踏板3抵抗可展开元件19的弹簧偏置,因此,踩下踏板所需要的力会随踏板的整个下踩范围增大。当然,增大的程度可以通过调整压缩弹簧的弹簧常数来调节。
在这种情况下,如步骤S7所述,ECU 5将确定油门踏板何时通过位置α1(其可能超出静止位置几度,以避免意外碰撞引起的任何意外响应)并将会发送间歇信号给仪表板7,以使视觉标识6闪烁(或者脚凳标识可以改变颜色,或者显示不同的消息)。与此同时,启动计时器来倒计时预定时间段,如20秒。在该预定时间段期间内,假如ECU 5确定油门踏板3保持超出位置α1,则视觉标识6继续显示第二点亮状态(如闪烁),并且,与此同时,在所述预定时间段期间内或至少缓慢地,例如在10s期间内而不是1s或2s内,电机逐渐降低可展开元件,缩回是时间的函数,而不论油门踏板的位置。
以这种方式,通过警示灯11的闪烁使驾驶员警惕他正处于过渡模式,并且油门响应将逐渐恢复正常,沿行程踩下踏板所需的力不存在任何潜在性混淆或危险变化。
最后,脚凳模式当然也可以通过驾驶者只关闭脚凳模式而同时保持巡航控制开启来取消掉,如步骤S9所示。在这种情况下,可展开元件9将再次快速收缩,脚凳指示灯将关闭,但巡航控制系统将不会受到影响。
上述实施例仅以示例的方式描述。在不脱离如所附权利要求中所限定的本发明的范围的情况下,可以有多种变型。
Claims (17)
1.一种用于车辆的装置,所述装置包括适于驾驶者用力踩下的踏板和适于限制所述踏板在踩下方向的位移的限位机构,其中:当所述车辆处于巡航控制模式时,所述限位机构可操作进入脚凳模式,该模式增大踩下所述踏板所需的力,并由此当所述踏板受到小于或等于预定第一阈值的力时,使所述踏板保持在静止位置,而当所述踏板受到大于所述第一阈值的力时,允许所述踏板从所述静止位置被踩下;其中,所述装置包括视觉标识,所述视觉标识响应于所述脚凳模式的启动而进入第一点亮状态;在所述限位机构将所述踏板保持在所述静止位置的同时所述视觉标识保持在所述第一点亮状态,当脚凳模式或巡航控制被取消时,所述视觉标识熄灭,在处于所述脚凳模式下的同时,当所述踏板受到大于所述第一阈值的力时,所述视觉标识进入第二点亮状态。
2.根据权利要求1所述的装置,其特征在于:所述第一点亮状态为静态点亮状态和/或以第一颜色点亮,所述第二点亮状态为闪烁状态,和/或以不同颜色点亮。
3.根据权利要求1或2的装置,其特征在于:在处于所述脚凳模式下的同时,当所述踏板受到大于所述第一阈值的力并通过第一阈值位置时,所述视觉标识进入第二点亮状态。
4.根据权利要求3的装置,其特征在于:所述第一阈值位置超出所述静止位置。
5.根据任一前述权利要求所述的装置,其特征在于:如果所述踏板在预定时间段内保持超出所述第一阈值位置,则所述装置可操作成熄灭所述视觉标识。
6.根据权利要求5所述的装置,其特征在于:当所述视觉标识被取消时,所述装置同时取消所述巡航控制和脚凳模式。
7.根据权利要求5或6所述的装置,其特征在于:如果所述踏板在所述预定时间段内回到所述静止位置,则所述装置可操作成恢复到所述第一点亮状态,以指示所述脚凳和巡航控制模式保持启动。
8.根据任一前述权利要求所述的装置,其特征在于:在保持所述巡航控制模式的同时所述装置可操作成取消脚凳模式。
9.根据任一前述权利要求所述的装置,其特征在于:只响应于开关的操作所述装置可操作成进入脚凳模式。
10.根据任一前述权利要求所述的装置,其特征在于:响应于通过巡航控制开关、驾驶员干预刹车踏板或离合器的驾驶员干预和/或响应于车辆干预,所述装置可操作成取消巡航控制模式和脚凳模式。
11.根据任一前述权利要求所述的装置,其特征在于:所述踏板为安装在底板上的油门踏板。
12.根据任一前述权利要求所述的装置,其特征在于:所述视觉标识为设置在仪表板上的警示灯。
13.根据任一前述权利要求所述的装置,其特征在于:所述装置设置成在超过所述第一阈值后,踩下所述踏板所需的力随着所述踏板的整个位移范围增大。
14.根据权利要求5或任一从属于权利要求5的权利要求所述的装置,其特征在于:在所述踏板被踩过所述第一阈值位置的预定时间段期间内,将所述踏板保持在位所需的力被减小,使得在所述视觉标识熄灭且所述巡航控制和脚凳模式被取消时,踩下所述踏板所需的力正常。
15.根据权利要求5或任一从属于权利要求5的权利要求所述的装置,其特征在于:所述预定时间段为10-30s。
16.一种汽车,包括任一前述权利要求所述的装置。
17.一种参照附图如本文所述的装置或汽车。
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DE102011108325A1 (de) * | 2011-07-22 | 2012-02-02 | Daimler Ag | Fahrzeug mit einer Geschwindigkeitsregelanlage und Verfahren zum Betrieb eines Fahrzeugs |
DE102015007584B4 (de) * | 2015-06-16 | 2017-01-05 | Audi Ag | Aktives Fahrpedal für ein Fahrzeug |
-
2016
- 2016-06-24 GB GB1611014.0A patent/GB2551575A/en not_active Withdrawn
-
2017
- 2017-06-19 CN CN201780037194.4A patent/CN109328148B/zh active Active
- 2017-06-19 JP JP2018566903A patent/JP7157664B2/ja active Active
- 2017-06-19 EP EP17745449.3A patent/EP3475115B1/en active Active
- 2017-06-19 US US16/310,415 patent/US10639990B2/en active Active
- 2017-06-19 WO PCT/GB2017/051780 patent/WO2017220981A1/en unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1179460A2 (en) * | 2000-08-09 | 2002-02-13 | Hitachi, Ltd. | Pedal device for a vehicle and automobile using the same |
US6542793B2 (en) * | 2001-04-25 | 2003-04-01 | Hitachi, Ltd. | Pedal apparatus for vehicles and a vehicle equipped with the same |
CN201052778Y (zh) * | 2007-01-16 | 2008-04-30 | 朱久红 | 汽车油门踏板阻滞机构 |
WO2015063894A1 (ja) * | 2013-10-30 | 2015-05-07 | 本田技研工業株式会社 | ペダル反力制御装置 |
Also Published As
Publication number | Publication date |
---|---|
CN109328148B (zh) | 2021-09-21 |
US20190322172A1 (en) | 2019-10-24 |
EP3475115B1 (en) | 2020-09-16 |
WO2017220981A1 (en) | 2017-12-28 |
GB2551575A (en) | 2017-12-27 |
JP2019523165A (ja) | 2019-08-22 |
US10639990B2 (en) | 2020-05-05 |
EP3475115A1 (en) | 2019-05-01 |
JP7157664B2 (ja) | 2022-10-20 |
GB201611014D0 (en) | 2016-08-10 |
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