EP1375873A1 - Calibration d'une pédale pour des véhicules à moteur - Google Patents

Calibration d'une pédale pour des véhicules à moteur Download PDF

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Publication number
EP1375873A1
EP1375873A1 EP02014462A EP02014462A EP1375873A1 EP 1375873 A1 EP1375873 A1 EP 1375873A1 EP 02014462 A EP02014462 A EP 02014462A EP 02014462 A EP02014462 A EP 02014462A EP 1375873 A1 EP1375873 A1 EP 1375873A1
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EP
European Patent Office
Prior art keywords
pedal
calibration
operating condition
vehicle
positions
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02014462A
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German (de)
English (en)
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EP1375873B1 (fr
Inventor
Jan Dersjö
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Scania CV AB
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Scania CV AB
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Publication date
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Priority to DE60224018T priority Critical patent/DE60224018T2/de
Priority to EP02014462A priority patent/EP1375873B1/fr
Priority to AT02014462T priority patent/ATE380931T1/de
Publication of EP1375873A1 publication Critical patent/EP1375873A1/fr
Application granted granted Critical
Publication of EP1375873B1 publication Critical patent/EP1375873B1/fr
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/38—Controlling members actuated by foot comprising means to continuously detect pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator

Definitions

  • the present invention relates to determination of positions of pedals in motor vehicles such as accelerator pedals, brake pedals and clutch pedals, and, in particular, a calibration of pedal positions.
  • Positions of a pedal in a motor vehicle indicate desired driving conditions for the motor vehicle given by a driver thereof.
  • a position of an accelerator pedal corresponds with a desired vehicle speed or a desired vehicle acceleration in case a desired vehicle speed is not reached or exceeded.
  • the accelerator pedal of a vehicle equipped with an automatic transmission is actuated for a driving condition referred to as "kick-down"
  • the automatic transmission is operated such that in dependence from an initial vehicle speed the maximal vehicle acceleration is obtained. In general, here it is required that the accelerator pedal is fully depressed.
  • Positions of a brake pedal determine desired braking procedures. For example, comparable to an actuation of an accelerator pedal for a kick-down operation, a full actuation of a brake pedal with a rapid pedal displacement by a driver can initiate an emergency braking to obtain a maximal vehicle deceleration.
  • a further characteristic brake pedal condition is a full driver initiated brake pedal actuation over a longer period, usually with a rather slow preceding brake pedal displacement. The latter brake pedal condition can indicate that the vehicle should be maintained in a parked condition, i.e. that the associated brake system should operate comparable to a parking brake.
  • Characteristic positions of a clutch pedal comprise the position where the clutch pedal is actuated so far that an associated clutch is released and the position of the clutch pedal where the clutch connects a vehicle motor with an associated transmission line of a vehicle.
  • Such variations can be compensated by a driver itself in case of conventional pedals for vehicles that are mechanically interacting with a vehicle motor, a vehicle brake system and vehicle clutch system, respectively.
  • the driver varies the actuation of pedals such that positions of the pedals resulting there from lead to desired driving conditions.
  • a parameter that indicates the fully actuated position of the accelerator pedal is set to a value that corresponds approximately between 120% and 150% of a value which indicates a full actuation of the accelerator pedal during normal vehicle operation.
  • a parameter indicating this position is initially set to 0% of the above value which indicates a full pedal actuation during normal vehicle operation in case the switch is opened and the potentiometer circuit is interrupted.
  • the parameter indicating the position of the accelerator pedal for the idle operating condition it is determined when the switch is opened and the potentiometer circuit is closed.
  • the potentiometer circuit outputs a measuring signal that lies in a low calibration range wherein the parameter indicating an idle operating condition for the vehicle is adjusted accordingly.
  • This position parameter is decreased if a subsequently occurring position of the accelerator pedal effects an opening of the switch and a closing of the potentiometer circuit.
  • the calibration is specifically adapted to be used for an accelerator pedal and not suitable for a calibration of a brake pedal and a clutch pedal. Further, calibration is performed each time a position of an accelerator pedal is determined exceeding the parameter for the upper position and falling below the parameter for the low position. This increases the amount of calculations for a calibration of the accelerator pedal during an operation of the motor vehicle and requires high speed processing units to perform calibration fast enough for a re-calibration in response to each higher and lower value for the parameters for the high position and the low position, respectively.
  • this re-calibration can often vary the relation of positions of the accelerator pedal and fuel such that a driver also has often to "re-calibrate" his or her actuation strategy of the accelerator pedal accordingly during an operation of the motor vehicle.
  • this approach only relies on the mechanical arrangement of the accelerator pedal and physical pedal positions, but does not consider driving conditions of a vehicle.
  • the object of the present invention is to provide a solution that overcomes the above-mentioned problems of prior art.
  • the object of the present invention is to provide for an improved and more reliable detection and calibration of positions of pedals of a motor vehicle not being limited to a particular pedal and enabling pedal calibrations in view of related driving conditions.
  • the present invention relies on the finding that specific driving conditions controlled by a vehicle pedal are related to specific positions of the pedal and in particular to (virtually) stable or solid pedal positions.
  • solid pedal positions will be present in the cases of brake and clutch pedals wherein a released pedal position is associated with a not activated operation of a vehicle braking system or a vehicle clutch arrangement, respectively.
  • brake and clutch pedals are not considered to exhibit solid positions for a full activation as in the case of an accelerator pedal.
  • a brake pedal can be maintained in a solid, fully depressed position in order to, for example, initiate an emergency braking or to provide for brake forces for a parking brake function.
  • a clutch pedal can be maintained in a solid, fully depressed position to provide for a complete release of a clutch.
  • the present invention teaches to determine such a pedal position and to deduce there from whether a specific operating condition for a motor vehicle is prevailing. If this is the case the detected solid pedal position is considered as a calibration measure for a calibration of the pedal with respect to this specific vehicle operating condition. Such a calibration can be performed for any solid pedal position a vehicle pedal is expected to exhibit.
  • Vehicle pedals are operated by a driver of the vehicle and, thus, it is not ensured that a vehicle pedal will be actually positioned in a fixed or stable position to obtain an associated operating condition for the vehicle. Rather, it is likely that, even if a vehicle driver intends to maintain a vehicle pedal in solid position, small variations of pedal positions will occur. This can be taken into account by defining a solid pedal position as a small range of positions which will virtually effect an associated, desired operating condition for the vehicle, at least in a manner that the vehicle driver will percept that the desired operating condition is obtained.
  • the present invention provides a method for calibrating at least one position of a pedal in a motor vehicle wherein actual, physical positions of the pedal are assessed whether they are within a first variation range of pedal positions for a first calibration time. For such a determination actual pedal positions can be measured or provided by a respective unit of the vehicle. Further, such a determination can be performed when the vehicle is in a first predefined operating condition or can be used to check whether the vehicle is in the first predefined operating condition.
  • a first calibrated value is associated with the first predefined operating condition.
  • the first calibrated value indicates or characterizes a position of the pedal calibrated with respect to the first predefined operating condition such that in response to a positioning of the pedal in a position corresponding to the first calibrated value the first predefined operating condition can be effected.
  • the pedal is calibrated with respect to the first predefined operating condition.
  • the first calibration hysteresis indicates a range of pedal positions wherein the existence of the first predefined operating condition is assumed.
  • the vehicle is considered to be in the first predefined operating condition as long as the pedal is positioned within the first calibration hysteresis wherein it is possible that variations of pedal positions within the first calibration hysteresis will affect the actually resulting operating condition for the vehicle.
  • the first calibration hysteresis can indicate a range of pedal positions which has to be left before, if desired, a subsequent calibration of the pedal can be performed. In this manner it is possible to ensure that the pedal will be re-positioned in the solid position for the first predefined operating condition before a further pedal calibration can be started.
  • the pedal calibration with respect to the first predefined operating condition several times, at least twice.
  • a multiple calibration of the pedal with respect to the first predefined operating condition is based on subsequently occurring calibrations as described above.
  • the results of single pedal calibrations, i.e. calibrations during the first calibration time are combined to obtain a first combined calibrated value.
  • the combination can be based on averaging, interpolation and the like.
  • the first combined calibrated value is associated with the first predefined operating condition.
  • the first combined calculated value is only based on such results of single calibrations which fall into a first allowable range for positions of the pedal.
  • a pedal calibration can also be performed with respect to further operating conditions for the vehicle. This is accomplished by carrying out the above described calibration steps with respect to a further predefined operating condition for the vehicle wherein respective further measures are defined. For example, for a calibration of the pedal with respect to a second predefined operating condition a second variation range, a second calibration time, a second calibrated value, a second calibrated hysteresis and a second combined calibrated value will be utilized.
  • the pedal is calibrated with respect to the predefined operating conditions in dependence from the calibration results carried out for the different operating conditions.
  • a first and a second predefined operating condition for the vehicle it is possible to calibrate the pedal in dependence from the first and the second calculated values or in dependence from the second combined calculated values.
  • a suitable nominal or default value instead of the second calculated value or the second combined calculated value, respectively.
  • such a calibration of the pedal with respect to the first and the second operating condition is carried out by a linearization of actual, physical positions of the pedal in view of the first (combined) value and the second (combined) calculated value or a respective nominal or default value.
  • a linearization can include measures or parameters for considering, for example, signal variations occurring in measuring actual positions of the pedal, vehicle vibrations, the resolution of measurements of actual pedal positions and the sampling rate used for measure actual pedal positions.
  • At least one of the actual positions of the pedal detected therein is used. By averaging, interpolation and the like more than one actual position of the pedal can be employed for calculating a respective calibrated value.
  • variation ranges and/or calibration times are defined in dependence from the respective predefined operating condition of the vehicle. For example, it might be advantageous to define different variation ranges and/or calibration times for an idle operating condition and a full-load operating condition in case of an accelerator pedal.
  • the present invention contemplates an apparatus for calibrating a pedal in a motor vehicle, the apparatus having single or several units which have been adapted and/or programmed to perform, at least partially, the steps described above.
  • the present invention provides a software program product which comprises program code portions for, at least partially, carrying out the above described calibration.
  • the present invention provides for a motor vehicle which comprises a pedal wherein at least one position thereof is calibrated by carrying out a method according to the invention, and/or a pedal wherein at least one position thereof is calibrated by means of an apparatus according to the invention, and/or a pedal and an apparatus according the invention, and/or a vehicle electronic control unit and an embodiment of a software program product according the invention being adapted to be executed by the vehicle electronic control unit.
  • Calibration of a pedal in a motor vehicle can be performed each time when the vehicle is started, in predefined intervals during an operation of the vehicle, in predefined intervals during the lifetime of the vehicle or continuously during an operation of the vehicle.
  • a continuous calibration or calibrations performed in small intervals are particularly advantageous for vehicles which are continuously operated over long periods such as trucks that has been operated for weeks without shut-off.
  • calibration can be initiated if it is detected that relations of pedal positions to driving conditions are not as desired or defined, e.g. due to wear, temperature effects affecting the pedals and/or related equipment.
  • a detection can be accomplished by assessing fuel consumption, vehicle speed characteristics (e.g. was the top speed reached during last vehicle operations), braking characteristics, noise (e.g. generated by the vehicle transmission line or clutch, by the vehicle motor during idle operation), vehicle vibrations in response to clutch operation, etc.
  • the pedals can initially be operated on the basis of respective calibrated values which have been obtained in previously performed calibrations and stored in a memory associated with the pedal operation.
  • the pedals can initially be operated on the basis of respective default values.
  • the initial values used for the pedals are replaced by respective calibrated pedal position values obtained by the last calibration.
  • the calibration of pedals will be effective in both directions, i.e. calibrated pedal position values can be independently adapted to higher and lower values.
  • Fig. 1 illustrates a calibration arrangement for performing the above described pedal calibration.
  • a pedal position measuring unit 4 is used to detect or measure positions of the pedal 2.
  • the pedal position measuring unit 4 can include suitable sensors such as electrical sensors, electronic sensors, optical sensors, mechanical sensors and combinations thereof.
  • the pedal position measuring unit 4 comprises a sensor or sensors which output at least two separate signals indicating positions of the pedal 2. By means of such a redundancy it is possible to check whether the pedal position measuring unit 4 is properly working for example by comparing two position signals thereof. As an example, the pedal position measuring unit 4 can output two signals indicating pedal positions wherein a proper operation of the pedal position measuring unit 4 is indicated when the two signals exhibit a predefined ratio such as 1:2 or a predefined distance. In general, such an embodiment of the pedal position measuring unit 4 is utilized for accelerator pedals and brake pedals, but is also possible for clutch pedals.
  • the pedal position measuring unit 4 can be adapted to output a signal that indicates that the pedal 2 is considered to be released. As a result, positions of the pedal 2 resulting from an actuation below an activation required to output such a signal are not considered for the actual driving or operating condition. For example, in case of an accelerator pedal such positions will maintain an idle operating condition and in case of a brake pedal such positions will not effect a braking. Such an embodiment of the pedal position measuring unit 4 can provide for a hysteresis behavior with respect to the released position of the pedal 2.
  • a hysteresis behavior of the pedal position measuring unit 4 can be obtained with respect to a fully depressed position of the pedal 2.
  • the pedal 2 being an accelerator pedal this can be accomplished by a kick-down unit which is activated to initiate a kick-down operation in response to positions of the pedal 2 having a predefined value and/or interacting with a detection unit such as a magnet.
  • Comparable provisions can be provided for the pedal 2 being a brake pedal in order to, for example, initiate an emergency braking in response to a respective brake pedal actuation by a driver (rapid and full brake pedal actuation) or a braking condition comparable to a parking brake in response to a respective brake pedal actuation by a driver (full brake pedal actuation over a long period).
  • Signals indicative of positions of the pedal 2 are provided by the pedal position measuring unit 4 to a processing unit 6.
  • the processing unit 6 initiates and executes a calibration of the pedal 2 in line with the following description and in view of the type of the pedal 2.
  • the pedal position measuring unit 4 is accordingly adjusted under control of the processing unit 6.
  • Subsequently measured signals being indicative of positions of the pedal 2 are transmitted to a vehicle control unit 8.
  • the vehicle control unit 8 employs calibrated positions for the pedal 2 to control the operation of the vehicle in response to activations of the pedal 2.
  • the pedal position measuring unit 4 and/or the processing unit 6 can be integrally formed with the vehicle control unit 8.
  • the calibration of the pedal 2 can be supported by information being related to a vehicle component to be controlled by the pedal 2.
  • Fig. 1 shows brakes or a brake system 10 and a clutch 12 which are connected to the processing unit 6 such that information relating to the operation of the brakes 10 and the clutch 12 and being relevant for a calibration of the pedal 2 can be provided to the processing unit 6.
  • a memory unit 14 For storing calibration results, default values for the pedal 2, software program code (portions) for operating the processing unit 6 and/or performing a calibration of the pedal 2, algorithms and/or functions for calibrating of positions on the basis of calibrated values e.g. for the released and fully depressed positions and the like, a memory unit 14 is provided.
  • the memory unit 14 shown in Fig. 1 as a separate component can be embodied as an integral part of the processing unit 6 or the vehicle control unit 8. Further, the memory unit 14 can be operated with interchangeable storage devices and/or any other suitable means in order to, for example, provide, modify, download, etc. default values, software (portions) and the like to adapt and vary the calibration of the pedal 2.
  • the first vehicle operating condition is defined to be an idle operating condition wherein minimal or no power is to be supplied to a motor of the vehicle.
  • a minimal amount of power in the form of fuel has to be supplied in order to provide for an operating condition that allows for a vehicle acceleration by increasing the fuel supply (i.e. minimal power supply to keep the vehicle motor running).
  • the idle/inactive operating condition does not require a power supply in form of fuel, electrical energy or combinations thereof.
  • vehicle acceleration is accomplished by (re-)starting vehicle motors in response to an actuation of an accelerator pedal for example by means of a controlled motor ignition and/or operation of an electromotor.
  • the second vehicle operating condition is defined as a full-load condition wherein a maximal amount of power is to be supplied by the vehicle motor.
  • a full-load condition namely a kick-down condition
  • an increase of power supply starting from a lower power supply to the maximum power supply occurs at a maximal possible rate.
  • full-load operating condition namely a long-term full-load condition
  • maximal power is supplied over a longer period for example while an up-hill drive or driving at top speed.
  • a range is given wherein the accelerator pedal can be actuated, i.e. moved and positioned.
  • This range of possible positions of the accelerator pedal ranges from an accelerator pedal position corresponding to a not actuated accelerator pedal (no force being applied to the accelerator pedal by a driver of the vehicle) and an accelerator pedal position corresponding to a fully activated accelerator pedal (maximal force being supplied to the accelerator pedal by a driver of the vehicle, the accelerator pedal is mechanically fully depressed).
  • these two boundaries for accelerator pedal positions are referred to as a 0% position (no accelerator pedal actuation) and 100% position (full accelerator pedal actuation).
  • a parameter CH 1 is defined for the idle operating condition which indicates an accelerator pedal position for which an exceeding (i.e. accelerator pedal positions having higher values, further activation/depressing of the accelerator pedal) results in an actual vehicle acceleration.
  • the threshold CH 1 does not necessarily represent a position of the accelerator pedal indicating a boundary for the idle operating condition. Rather, it is possible that for an accelerator pedal position corresponding to the threshold CH 1 the vehicle is not operated in the idle operating condition but in an operating condition having a higher power supply compared to the idle operating condition. For example, this is the case in vehicles equipped with motors for fossil fuel where positions of the accelerator pedal below the threshold CH 1 effect an increased fuel supply that is not sufficient to generate motor forces necessary for a vehicle acceleration. Depending on the type of vehicle and motor, respectively, it is possible that the threshold CH 1 coincides with a position of the accelerator pedal above which position the idle operating condition is left.
  • the threshold CH 1 can also correspond to a position of the accelerator pedal for which it is assumed that the accelerator pedal is released as set for above with respect to Fig. 1. Thus, positions of the accelerator pedal below the threshold CH 1 are considered as released position and the vehicle is operated in the idle operating condition.
  • a calibration range CR 1 is defined for positions of the accelerator pedal in which a calibration of the accelerator pedal can be performed.
  • the calibration range CR 1 is limited by a lower calibration limit CL 10 and an upper calibration limit CL 11 and corresponding accelerator pedal positions, respectively.
  • the lower calibration limit CL 10 is selected to correspond with the x-axis (i.e. the physically 0% position of the accelerator pedal) whereas it is contemplated that the lower calibration limit CL 10 can correspond with an accelerator pedal position in response to a (small) actuation.
  • the accelerator pedal position corresponding to the upper calibration limit CL 11 is selected to have a value smaller than the value of the accelerator pedal position corresponding to the threshold CH 1 .
  • the threshold CH 1 does not necessarily lead to an abandonment of the idle operating condition.
  • the upper calibration limit CL 11 characterizes an accelerator pedal position for which the idle operating condition is maintained. Nevertheless, it is contemplated that the threshold CH 1 and the upper calibration limit CL 11 may correspond and/or that upper calibration limit CL 11 may indicate an accelerator pedal position above which the idle operating condition will be left.
  • a so-called allowable range AR 1 is defined which characterizes a range of calibration results for different calibrations wherein results of different calibrations, preferably subsequently executed calibrations, shall fall into as to be considered for a combined calibration on the basis of at least two different calibrations in the calibration range CR 1 .
  • variation range VR 1 is defined for accelerator pedal positions.
  • the variation range VR 1 characterizes a range of positions of the accelerator pedal in which accelerator pedal positions shall fall into so as to accelerator pedal positions are to be considered for a calibration of the accelerator pedal for the idle operating condition. In other words, positions of the accelerator pedal within the variation range VR 1 are used in a calibration for the idle operating condition, while accelerator pedal positions outside the variation range VR 1 are rejected for calibration.
  • a calibration time CT 1 is defined which characterizes a time during which positions of the accelerator shall fall in the variation range VR 1 during calibration of the accelerator pedal for the idle operating condition. In the case a position of the accelerator pedal not within the variation range VR 1 occurs after a start of the calibration within the calibration time CT 1 , the calibration is terminated and accelerator pedal positions determined so far in the calibration are dismissed.
  • positions of the accelerator pedal are determined or measured more than one digitally sampled accelerator pedal position can serve as basis to calculate an averaged, interpolated, etc. value as position value for the accelerator pedal in calibration thereof with respect to the idle operating condition.
  • a first calibration indicated by reference numeral I 1 is performed as explained above. Then, the accelerator pedal is moved into a position above the threshold CH 1 and subsequently (at least partially) released to have a position within the calibration range CR 1 . Comparable to the calibration I 1 , a calibration indicated by II 1 in Fig. 2 is executed. For a calibration indicated by III 1 , the accelerator pedal is actuated into a position above the threshold CH 1 and (at least) partially released to be positioned within the calibration range CR 1 . This procedure is contemplated to be performed for two, three, four and more calibrations that can be required to occur subsequently or are allowed to occur with intermediate movements of the accelerator pedal deviating from the movements illustrated in Fig. 2.
  • the results of these different calibrations are used to calculate a combined calibrated value CV 1 for the accelerator pedal position with respect to the idle operating condition, i.e. a position of the accelerator pedal which indicates the 0% position.
  • a calculation can be based on averaging, interpolating and the like of results of the calibrations I 1 , II 1 and III 1 .
  • the results of the calibrations I 1 , II 1 and III 1 are used if they are within the allowable range AR 1 . Otherwise, at least the calibration having a result outside the allowable range AR 1 is rejected or dismissed and replaced by a new calibration. It is also possible to reject or dismiss all of the calibrations I 1 , II 1 and III 1 and to perform three new calibration procedures to obtain the combined calibrated value CV 1 .
  • a parameter CH 2 is defined for the full-load operating condition which can indicate an accelerator pedal position for which a falling below (i.e. accelerator pedal positions of lower values, less activation/depressing of the accelerator pedal) results in less power output from the vehicle motor.
  • the threshold CH 2 can characterize a position of the accelerator pedal for which and above which the vehicle is operated in kick-down mode. Thus, positions of the accelerator pedal above the threshold CH 2 are considered as fully depressed position and the vehicle is operated in the full-load operating condition.
  • a calibration range CR 2 is defined for positions of the accelerator pedal in which a calibration of the accelerator pedal can be performed.
  • the calibration range CR 2 is limited by a low calibration limit CL 20 and an upper calibration limit CL 21 and corresponding accelerator pedal positions, respectively.
  • the accelerator pedal position corresponding to the low calibration limit CL 20 is selected to have a value larger than the value of the accelerator pedal position corresponding to the threshold CH 2 .
  • the threshold CH 2 and the upper calibration limit CL 11 may correspond and/or that the lower calibration limit CL 20 may indicate an accelerator pedal position below which the full-load operating condition will be left.
  • a so-called allowable range AR 2 is defined which characterizes a range of calibration results for different calibrations wherein results of different calibrations, preferably subsequently executed calibrations, shall fall into as to be considered for a combined calibration on the basis of at least two different calibrations.
  • variation range VR 2 is defined for accelerator pedal positions.
  • the variation range VR 2 characterizes a range of positions of the accelerator pedal in which accelerator pedal positions shall fall into so as to accelerator pedal positions are to be considered for a calibration of the accelerator pedal for the full-load operating condition.
  • positions of the accelerator pedal within the variation range VR2 are used in a calibration for the full-load operating condition, while accelerator pedal positions outside the variation range VR 2 are rejected for calibrations.
  • a calibration time CT 2 is defined which characterizes a time during which positions of the accelerator shall fall in the variation range VR 2 during calibrating the accelerator pedal for the full-load operating condition. In the case a position of the accelerator pedal not within the variation range VR 2 occurs after a start of the calibration within the calibration time CT 2 , the calibration is terminated and accelerator pedal positions determined so far are dismissed.
  • positions of the accelerator pedal are determined or measured more than one digitally sampled accelerator pedal position can serve as basis to calculate an averaged, interpolated, etc. value as position value for the accelerator pedal in calibration thereof with respect to the full-load operating condition.
  • a first calibration indicated by reference numeral I 2 is performed as explained above. Then, the accelerator pedal is moved into a position below the threshold CH 2 and subsequently moved to have a position within the calibration range CR 2 . Comparable to the calibration I 2 , a calibration indicated by II 2 in Fig. 3 is executed. For a calibration indicated by III 2 , the accelerator pedal is actuated into a position below the threshold CH 2 and moved to be positioned within the calibration range CR 2 . This procedure is contemplated to be performed for two, three, four and more calibrations that can be required to occur subsequently or are allowed to occur with intermediate movements of the accelerator pedal deviating from the movements illustrated in Fig. 3.
  • the results of these different calibrations are used to calculate a combined calibrated value CV 2 for the accelerator pedal with respect to the full-load operating condition, i.e. a position of the accelerator pedal which indicates the 100% position.
  • a calculation can be based on averaging, interpolating and the like of results of the calibrations I 2 , II 2 and III 2 .
  • the results of the calibrations I 2 , II 2 and III 2 are used if they are within the allowable range AR 2 . Otherwise, at least the calibration having a results outside the allowable range AR 2 is rejected or dismissed and replaced by a new calibration. It is also possible to reject or dismiss all of the calibrations I 2 , II 2 and III 2 and to perform three new calibration procedures to obtain the combined calibrated value CV 2 .
  • a predefined threshold indicating an accelerator pedal position for operating the vehicle in the idle condition e.g. a threshold indicating a limit for accelerator pedal positions below which the accelerator pedal is considered to be in a released position.
  • a predefined threshold indicating an accelerator pedal position for operating the vehicle in the idle condition e.g. a threshold indicating a limit for accelerator pedal positions below which the accelerator pedal is considered to be in a released position.
  • the threshold CH 1 Before calibrating the accelerator pedal with respect to the idle operating condition, such information can be used to provide the threshold CH 1 .
  • the threshold CH 1 can be defined to correspond to the accelerator pedal position for which the throttle exceeds the above named threshold. In this manner, a hysteresis behavior is obtained leading to a further improvement of accuracy and reliability of a calibration of the accelerator pedal by defining a larger range of accelerator pedal position being considered as released.
  • released positions are not equivalent with the 0% position.
  • the full-load operating condition and, in particular, to a kick-down operating condition, it is contemplated to determine forces applied to the accelerator pedal to check whether the accelerator pedal is actually actuated for a kick-down operation of the vehicle and/or to utilize the above named kick-down unit ( see section "calibration arrangement").
  • the kick-down operating condition can be determined by analyzing whether the actual vehicle acceleration exceeds a predefined threshold or has reached a maximal value e.g. by means of an electronic control module of the vehicle.
  • Such information can be used prior and/or subsequently to the respective calibration of accelerator pedal positions and/or in combination therewith to determine whether the full-load operating condition is actually existing. For example, it is possible to indicate the existence of a kick-down operating condition if a position of the accelerator pedal exceeds a first threshold (kick-down threshold) while an vehicle operating condition being no kick-down operating condition is indicated if a position of the accelerator pedal falls below a second threshold (no kick-down threshold).
  • calibrated values for positions of the accelerator pedal can be calculated in dependence from the combined calibrated values CV 1 and CV 2 according to the following equation (1):
  • CPP (MPP-CV 1 -OS) * R / (CV 2 - CV 1 -OS), wherein CPP is a calibrated pedal position, MPP is a measured (physical) pedal position, OS is an optional offset value and R is a resolution defined for pedal positions.
  • An exemplary value for the resolution R with which positions of the accelerator pedal can be measured is 250. Due to different effects it is possible that the calibrated pedal position indicating the 0% position of the accelerator pedal will not lead a respective low level signal (e.g. zero signal). Such effects include vehicle vibrations (e.g. due to driving conditions and motor vibrations), small calibration errors, mechanical characteristics of the accelerator pedal in the released position, signar drifts and the like.
  • the offset OS can be used to force the calibrated pedal position indicating the 0% position of the accelerator pedal to a value leading to a desired respective low level signal.
  • the offset OS can be defined, for example, in dependence of the actual driving situation such as driving over rough surfaces, driving at high or low speed, stop-and-go conditions, etc.
  • the offset OS will result in one or more values for calibrated pedal positions below an allowable value range (e.g. values smaller than zero) such values can be set to a minimal allowable value (e.g. zero). In such a case the offset OS should be adjusted and/or a re-calibration should be performed.
  • an allowable value range e.g. values smaller than zero
  • a minimal allowable value e.g. zero
  • This operating condition is the released operating condition of the brake pedal wherein no braking is to be effected for the vehicle.
  • the calibration of the brake pedal with respect to the released operating condition is comparable to the above described calibration of the accelerator pedal with respect to the idle operating condition.
  • the respective description given for the accelerator pedal calibration accordingly applies for this calibration of the brake pedal, wherein the letter "B" amended to the reference numerals of Fig. 4 indicate their relation to a brake pedal.
  • no defined or "solid" operating condition comparable to the above full-load operating condition can be characterized for conventional vehicle brake systems.
  • a nominal of default value is used for characterizing a fully activated or depressed position of the brake pedal.
  • Enhanced vehicle brake systems can be equipped with sensors detecting that the brake pedal has moved into an end position, force sensors measuring forces applied to the brake pedal, sensors detecting positions of brake shoes, units which correlate braking conditions and brake pedal positions (e.g. emergency braking corresponds with a fully activated brake pedal position), and the like.
  • sensors detecting that the brake pedal has moved into an end position e.g. force sensors measuring forces applied to the brake pedal
  • sensors detecting positions of brake shoes e.g. emergency braking corresponds with a fully activated brake pedal position
  • units which correlate braking conditions and brake pedal positions e.g. emergency braking corresponds with a fully activated brake pedal position
  • the like e.g. emergency braking corresponds with a fully activated brake pedal position
  • calibrated values for positions of the brake pedal can be calculated in dependence from the combined calibrated values BCV 1 and BCV 2 according to the following equation (2):
  • CBPP (MBPP-BCV 1 -BOS) * BR / (BCV 2 - BCV 1 -BOS) , wherein CBPP is a calibrated pedal position, MBPP is a measured (physical) pedal position, BOS is an optional offset value and BR is a resolution defined for pedal positions.
  • An exemplary value for the resolution BR with which positions of the accelerator pedal can be measured is 250. Due to different effects it is possible that the calibrated pedal position indicating the 0% position of the brake pedal will not lead a respective low level signal (e.g. zero signal). Such effects include vehicle vibrations (e.g. due to driving conditions and motor vibrations), small calibration errors, mechanical characteristics of the brake pedal in the released position and the like.
  • the offset BOS can be used to force the calibrated pedal position indicating the 100% position of the brake pedal to a value leading to a desired respective low level signal.
  • the offset BOS can be defined, for example, in dependence of the actual driving situation such as driving over rough surfaces, driving at high or low speed, stop-and-go conditions, etc.
  • the offset BOS will result in one or more values for calibrated pedal positions below an allowable value range (e.g. values smaller than zero) such values can be set to a minimal allowable value (e.g. zero). In such a case the offset BOS should be adjusted and/or a re-calibration should be performed.
  • an allowable value range e.g. values smaller than zero
  • a minimal allowable value e.g. zero
  • This operating condition is the released operating condition of the clutch pedal wherein an associated clutch is engaged.
  • the calibration of the clutch pedal with respect to the released operating condition is comparable to the above described calibration of the accelerator pedal with respect to the idle operating condition, wherein the letters "Cl" of the reference numerals indicate their relation to a clutch pedal.
  • the respective description given for the accelerator pedal calibration accordingly applies for this calibration of the clutch pedal.
  • Enhanced vehicle clutch systems can be equipped with sensors detecting that the clutch pedal has moved into an end position, force sensors measuring forces applied to the clutch pedal, sensors detecting positions of the clutch itself, units which correlate conditions of the clutch and clutch pedal positions (e.g. a complete release of the clutch corresponds with a fully activated clutch pedal position), and the like.
  • sensors detecting that the clutch pedal has moved into an end position e.g. a complete release of the clutch corresponds with a fully activated clutch pedal position
  • units which correlate conditions of the clutch and clutch pedal positions e.g. a complete release of the clutch corresponds with a fully activated clutch pedal position
  • calibrated values for positions of the clutch pedal can be calculated in dependence from the combined calibrated values BCV 1 and BCV 2 according to the following equation (3):
  • CCIPP (MCIPP-CICV 1 -CLOS) * CIR / (CICV 2 - CICV 1 -CIOS), wherein CCIPP is a calibrated pedal position, MCIPP is a measured pedal position, CIOS is an optional offset value and CIR is a resolution defined for pedal positions.
  • An exemplary value for the resolution CIR with which positions of the clutch pedal can be measured is 250. Due to different effects it is possible that the calibrated pedal position indicating the released position of the clutch pedal will not lead a respective low level signal (e.g. zero signal). Such effects include vehicle vibrations (e.g. due to driving conditions and motor vibrations), small calibration errors, mechanical characteristics of the clutch pedal in the released position and the like. In order to compensate such situations, the offset CIOS can be used to force the calibrated pedal position indicating the released position of the clutch pedal to a value leading to a desired respective low level signal.
  • the offset CIOS can be defined, for example, in dependence of the actual driving situation such driving over rough surfaces, driving at high or low speed, stop-and-go conditions, etc.
  • the offset CIOS will result in one or more values for calibrated pedal positions below an allowable value range (e.g. values smaller than zero) such values can be set to a minimal allowable value (e.g. zero). In such a case the offset CIOS should be adjusted and/or a re-calibration should be performed.
  • an allowable value range e.g. values smaller than zero
  • a minimal allowable value e.g. zero

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
  • Control Of Electric Motors In General (AREA)
  • Mechanical Control Devices (AREA)
EP02014462A 2002-06-28 2002-06-28 Calibration d'une pédale pour des véhicules à moteur Expired - Lifetime EP1375873B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE60224018T DE60224018T2 (de) 2002-06-28 2002-06-28 Pedalkalibrierung für Kraftfahrzeuge
EP02014462A EP1375873B1 (fr) 2002-06-28 2002-06-28 Calibration d'une pédale pour des véhicules à moteur
AT02014462T ATE380931T1 (de) 2002-06-28 2002-06-28 Pedalkalibrierung für kraftfahrzeuge

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP02014462A EP1375873B1 (fr) 2002-06-28 2002-06-28 Calibration d'une pédale pour des véhicules à moteur

Publications (2)

Publication Number Publication Date
EP1375873A1 true EP1375873A1 (fr) 2004-01-02
EP1375873B1 EP1375873B1 (fr) 2007-12-12

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EP (1) EP1375873B1 (fr)
AT (1) ATE380931T1 (fr)
DE (1) DE60224018T2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007024885A1 (de) 2007-05-29 2008-12-04 GM Global Technology Operations, Inc., Detroit Informationssystem für ein Kraftfahrzeug
EP2149691A1 (fr) * 2007-04-23 2010-02-03 Bosch Corporation Procédé d'apprentissage d'une position de fermeture complète et contrôleur de véhicule
CN102016743A (zh) * 2008-04-29 2011-04-13 欧陆汽车有限责任公司 用于学习汽车油门踏板的静止位置的方法和装置
CN105691404A (zh) * 2014-11-28 2016-06-22 上海汽车集团股份有限公司 车辆加速踏板零点位置诊断方法及装置
CN113294248A (zh) * 2021-06-30 2021-08-24 一汽奔腾轿车有限公司 一种自检并定义开度油门踏板及其控制方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8397397B1 (en) 2011-08-29 2013-03-19 Chrysler Group Llc Pedal measurement device

Citations (6)

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Publication number Priority date Publication date Assignee Title
US4660520A (en) * 1985-06-04 1987-04-28 Nissan Motor Company, Limited Apparatus for throttle valve control
FR2616848A1 (fr) * 1987-06-16 1988-12-23 Renault Procede de reconnaissance de la position pied-leve pour un vehicule a injection ou carburation electronique
US5445126A (en) 1994-06-24 1995-08-29 Eaton Corporation Accelerator pedal calibration and fault detection
DE19858373A1 (de) * 1997-12-19 1999-06-24 Akebono Brake Ind Vorrichtung zur Erkennung einer Pedalposition
US6058349A (en) * 1996-12-19 2000-05-02 Toyota Jidosha Kabushiki Kaisha & Denso Corp. Accelerator opening degree detection apparatus
US6295486B1 (en) * 1999-05-19 2001-09-25 Robert Bosch Gmbh Method and arrangement for detecting a measurement quantity in a vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4660520A (en) * 1985-06-04 1987-04-28 Nissan Motor Company, Limited Apparatus for throttle valve control
FR2616848A1 (fr) * 1987-06-16 1988-12-23 Renault Procede de reconnaissance de la position pied-leve pour un vehicule a injection ou carburation electronique
US5445126A (en) 1994-06-24 1995-08-29 Eaton Corporation Accelerator pedal calibration and fault detection
US6058349A (en) * 1996-12-19 2000-05-02 Toyota Jidosha Kabushiki Kaisha & Denso Corp. Accelerator opening degree detection apparatus
DE19858373A1 (de) * 1997-12-19 1999-06-24 Akebono Brake Ind Vorrichtung zur Erkennung einer Pedalposition
US6295486B1 (en) * 1999-05-19 2001-09-25 Robert Bosch Gmbh Method and arrangement for detecting a measurement quantity in a vehicle

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2149691A1 (fr) * 2007-04-23 2010-02-03 Bosch Corporation Procédé d'apprentissage d'une position de fermeture complète et contrôleur de véhicule
EP2149691A4 (fr) * 2007-04-23 2012-05-23 Bosch Corp Procédé d'apprentissage d'une position de fermeture complète et contrôleur de véhicule
DE102007024885A1 (de) 2007-05-29 2008-12-04 GM Global Technology Operations, Inc., Detroit Informationssystem für ein Kraftfahrzeug
CN102016743A (zh) * 2008-04-29 2011-04-13 欧陆汽车有限责任公司 用于学习汽车油门踏板的静止位置的方法和装置
CN102016743B (zh) * 2008-04-29 2014-05-07 大陆汽车有限公司 用于学习汽车油门踏板的静止位置的方法和装置
CN105691404A (zh) * 2014-11-28 2016-06-22 上海汽车集团股份有限公司 车辆加速踏板零点位置诊断方法及装置
CN105691404B (zh) * 2014-11-28 2018-04-10 上海汽车集团股份有限公司 车辆加速踏板零点位置诊断方法及装置
CN113294248A (zh) * 2021-06-30 2021-08-24 一汽奔腾轿车有限公司 一种自检并定义开度油门踏板及其控制方法

Also Published As

Publication number Publication date
ATE380931T1 (de) 2007-12-15
EP1375873B1 (fr) 2007-12-12
DE60224018D1 (de) 2008-01-24
DE60224018T2 (de) 2008-11-27

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