WO2020177009A1 - 一种用于机动车踏板控制的机械装置及控制方法 - Google Patents

一种用于机动车踏板控制的机械装置及控制方法 Download PDF

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Publication number
WO2020177009A1
WO2020177009A1 PCT/CN2019/076679 CN2019076679W WO2020177009A1 WO 2020177009 A1 WO2020177009 A1 WO 2020177009A1 CN 2019076679 W CN2019076679 W CN 2019076679W WO 2020177009 A1 WO2020177009 A1 WO 2020177009A1
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WIPO (PCT)
Prior art keywords
motor
pedal
mechanical device
control
transmission mechanism
Prior art date
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Ceased
Application number
PCT/CN2019/076679
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English (en)
French (fr)
Inventor
马建云
李喆洋
应佳行
商志猛
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SZ DJI Technology Co Ltd
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SZ DJI Technology Co Ltd
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Publication date
Application filed by SZ DJI Technology Co Ltd filed Critical SZ DJI Technology Co Ltd
Priority to CN201980005629.6A priority Critical patent/CN111417551A/zh
Priority to PCT/CN2019/076679 priority patent/WO2020177009A1/zh
Publication of WO2020177009A1 publication Critical patent/WO2020177009A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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—Arrangement or mounting of propulsion-unit control devices in vehicles
    • B60K26/02—Arrangement or mounting of propulsion-unit control devices in vehicles of initiating means or elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/02—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with mechanical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/06—Disposition of pedal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • 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—Arrangement or mounting of propulsion-unit control devices in vehicles
    • B60K26/02—Arrangement or mounting of propulsion-unit control devices in vehicles of initiating means or elements
    • B60K2026/025—Input devices for controlling electric drive motors

Definitions

  • the present invention generally relates to the field of motor vehicle control, and in particular to a mechanical device and control method for pedal control of a motor vehicle.
  • one aspect of the embodiments of the present invention provides a mechanical device for pedal control of a motor vehicle, including a motor, a transmission mechanism and a displacement sensor, wherein: the motor rotates under the control of the controller;
  • the transmission mechanism is respectively connected with the motor and the pedal, and the transmission mechanism can convert the rotation of the motor into linear motion and transmit to the pedal;
  • the displacement sensor is directly or indirectly connected with the motor,
  • the displacement sensor is used to obtain the displacement information of one of the motor or the transmission mechanism, and feed the displacement information back to the controller, wherein the controller controls the rotation of the motor by adjusting the control command in real time through the displacement information, In order to realize the pedal stroke control of the motor vehicle.
  • Another aspect of the embodiments of the present invention provides a control method for a motor vehicle pedal, the method includes: acquiring a pedal control instruction, determining the displacement of the pedal according to the control instruction; determining the displacement of the pedal according to the displacement of the pedal The desired rotation speed of the motor is controlled to rotate according to the desired rotation speed.
  • the mechanical device and control method for pedal control of a motor vehicle provided by the embodiments of the present invention, since the mechanical device is directly used to simulate a human foot for pedal control, there is no need to modify the entire vehicle system.
  • the device can be easily installed on the pedals of different vehicles to realize brake control or accelerator control, which greatly shortens the vehicle modification time and reduces the vehicle modification cost. Since the actuator of each module of the original car is not changed, it is largely Ensure the safety of modified vehicles.
  • Figure 1 shows a schematic diagram of a mechanical device for pedal control of a motor vehicle according to an embodiment of the present invention
  • Figure 2A shows a schematic structural diagram of a mechanical device for pedal control of a motor vehicle according to an embodiment of the present invention
  • Figure 2B shows an exploded view of the mechanical device used for pedal control of a motor vehicle in Figure 2A;
  • FIG. 3A shows a schematic structural diagram of a mechanical device for pedal control of a motor vehicle according to another embodiment of the present invention.
  • Figure 3B shows an exploded view of the mechanical device used for pedal control of a motor vehicle in Figure 3A;
  • Figure 4 shows a flow chart of the steps of a control method for a motor vehicle pedal according to an embodiment of the present invention
  • Fig. 5 shows a schematic diagram of a control method for a pedal of a motor vehicle according to an embodiment of the present invention.
  • first element, component, region, layer or section discussed below may be represented as a second element, component, region, layer or section.
  • Spatial relationship terms such as “under”, “below”, “below”, “below”, “above”, “above”, etc., in It can be used here for the convenience of description to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientations shown in the figures, the spatial relationship terms are intended to include different orientations of devices in use and operation. For example, if the device in the drawing is turned over, then elements or features described as “under” or “under” or “under” other elements will be oriented “on” the other elements or features. Thus, the exemplary terms “below” and “below” can include both an orientation of above and below. The device can be otherwise oriented (rotated by 90 degrees or other orientations) and the spatial descriptors used here are interpreted accordingly.
  • the embodiment of the present invention provides a motor vehicle Pedal-controlled mechanical device.
  • the mechanical device 100 includes a motor 110, a transmission mechanism 120, and a displacement sensor 130.
  • the motor 110 is used to rotate according to the control command of the controller 140; the transmission mechanism 120 is connected to the motor 110 and the motor vehicle respectively.
  • the transmission mechanism 120 can convert the rotation of the motor 110 into a linear motion transmission to the motor vehicle pedal; the displacement sensor 130 is directly or indirectly connected to the motor 110, and the displacement sensor 130 is used for Obtain the displacement information of one of the motor 110 or the transmission mechanism 120, and feed the displacement information back to the controller 140, wherein the controller 140 adjusts the control command in real time to control the motor through the displacement information 110 rotation to achieve pedal stroke control.
  • the mechanical device for pedal control of a motor vehicle can be installed on the original motor vehicle pedal, and the position of the pedal is controlled by the movement of the mechanical structure controlled by the motor, and the action of the human foot stepping on the pedal is simulated to achieve mechanical control of the pedal.
  • This method does not need to change the brake system of the original car, and solves the problem of the new system being unable to connect to the controller area network (CAN) of the vehicle and high security risks caused by replacing the brake system of the original car, and also solves the installation test The problem of taking up a lot of space caused by robots.
  • CAN controller area network
  • Fig. 2A and Fig. 2B show schematic structural diagrams of a mechanical device for pedal control of a motor vehicle in an embodiment of the present invention.
  • Fig. 2A shows a schematic structural diagram of the mechanical device
  • Fig. 2B shows an exploded view of the mechanical device shown in Fig. 2A.
  • a cable transmission mechanism is used to convert the rotation of the motor into a linear motion and transmit to the motor vehicle pedal (not shown).
  • the motor vehicle pedal includes at least one of a brake pedal or an accelerator pedal.
  • the mechanical device is used for brake pedal control as an example.
  • the cable transmission mechanism is connected to the brake pedal.
  • the mechanical device can also be used for accelerator pedal control, in which case the cable transmission mechanism is connected to the accelerator pedal.
  • the cable transmission mechanism includes: a roller 202 connected to the output shaft of the motor 201 for rotating under the drive of the motor 201; and winding the roller
  • the cable 202 (not shown) has one end connected to the roller 202 and the other end connected to the pedal shaft of the brake pedal.
  • the output shaft drives the roller 202 to rotate, and the brake pedal is driven to move through the cable wound on the roller 202. Due to the flexible wire cable transmission, in practical applications, the mechanical device according to this embodiment can be fixed at any position in the car, which is simple, practical and small in space.
  • the motor 201 includes at least one of a stepper motor, a servo motor, and a DC brushless motor.
  • the motor 201 adopts a DC stepper motor, and the DC stepper motor may be powered by 48V, and the maximum output power is, for example, 540W.
  • the brake controller controls the DC stepper motor through the DC brushless motor driver.
  • the driver receives the pulse signal, it drives the stepper motor to rotate a fixed angle in the set direction, and the angular displacement can be controlled by controlling the number of pulses, so as to achieve the purpose of accurate positioning; at the same time, it can be controlled by controlling the pulse frequency. Control the speed and acceleration of motor rotation to achieve the purpose of speed regulation.
  • the roller 202 is connected to the output shaft of the motor 201 for rotating with the output shaft of the motor 201.
  • the encoder and the motor 201 are separately provided at two ends of the roller 202.
  • the roller 202 is connected to one end of a cable (not shown), and the other end of the cable is connected to the pedal shaft of the brake pedal.
  • the roller 202 is provided with a small hole, and one end of the cable passes through the small hole to be fixedly connected to the roller 202.
  • the cable specifically includes a steel wire cable.
  • a protective sleeve is sheathed on the cable to reduce friction.
  • the protective sleeve can be a plastic line tube, such as a polytetrafluoroethylene line tube or other suitable materials.
  • the encoder 204 is directly or indirectly connected to the motor 201 to obtain the displacement information of the motor 201 or the transmission mechanism and feed it back to the controller.
  • the controller can realize the closed-loop control of the brake pedal position through PID (proportional-integral-derivative) algorithm , It is safer and more reliable than the open loop control mode.
  • the displacement information includes angular displacement information or linear displacement information, specifically including: angular displacement information of the motor 201, angular displacement information of the roller 202, and linear displacement information of the cable. Since the motor 201 drives the roller 202 and the roller 202 drives the cable, these three have a one-to-one correspondence.
  • the encoder 204 is connected to the transmission mechanism driven by the motor 201, and obtains displacement information of the transmission mechanism. Specifically, the encoder 204 is connected to the roller 202 through a coupling 205. When the motor 201 rotates, the roller 202 and the encoder 204 are driven to rotate together. The diameter of the roller 202 is known, so that the displacement of the brake pedal linked with the cable can be calculated by the number of turns of the roller 202.
  • the encoder 204 can also be directly connected to the motor. For example, a motor with an encoder built-in can be used. When the encoder is directly connected to the motor, it directly obtains the displacement information of the motor and feeds it back to the controller.
  • the encoder 204 adopts an absolute value encoder, and its encoding position corresponds to all positions within the range. It does not rely on the accumulation of internal and external counts and independently and uniquely encodes absolute values. Anti-interference characteristics And the reliability of the data is high.
  • the absolute value encoder may adopt a 14-bit resolution absolute value encoder.
  • the encoder 204 may also adopt a relative position encoder, and the present invention does not limit the type of the encoder.
  • the mechanical device also includes a fixing bracket 203.
  • the fixing bracket 203 is arranged in a U-shaped structure with through holes on both sides, and the roller 202 is arranged on the fixing bracket.
  • the center of 203 is connected to the motor 201 and the encoder 204 through the through holes on both sides.
  • the fixing bracket can also adopt any other suitable shape, and other shapes that can be used to support various parts of the mechanical device fall within the protection scope of the present invention.
  • the two sides and bottom of the fixing bracket 203 are respectively provided with screw holes, the screw holes on both sides are used to fix the motor 201 and the encoder 204 by screws, and the screw holes at the bottom are used to fix the mechanical device In any position inside the car body.
  • a limit switch is provided on the brake pedal to determine whether the pedal reaches the limit. When the brake pedal reaches the limit, the limit switch is turned off and the motor 201 stops rotating.
  • the working process of the above-mentioned mechanical device includes: firstly, the mechanical device is fixedly installed at any position on the car, the brake controller controls the motor 201 to drive the roller 202 to rotate through the DC motor driver, the stroke of the cable and the stroke of the brake pedal In a proportional relationship, the real-time change of the cable stroke can be obtained through the encoder 204. Therefore, the closed-loop control of the brake pedal position can be realized through the PID algorithm, so as to realize the brake control.
  • the mechanical device for pedal control of a motor vehicle can be conveniently installed on the pedals of different vehicles to achieve brake control or accelerator control, which greatly shortens the vehicle modification time and reduces the vehicle modification cost , Since the execution mechanism of each module of the original vehicle has not been changed, the safety of the modified vehicle is largely guaranteed.
  • the mechanical device for pedal control of a motor vehicle is suitable for the brake control modification of small cars, SUV cars, trucks, etc., and provides a variety of optional wire-controlled car platforms for automatic driving tests, which is useful for automatic driving research And testing brings convenience.
  • FIG. 3A and 3B show a schematic structural view of a mechanical device for pedal control of a motor vehicle in another embodiment of the present invention.
  • Fig. 3A shows a schematic structural diagram of the mechanical device
  • Fig. 3B shows an exploded view of the mechanical device shown in Fig. 3A.
  • a screw drive mechanism is used to convert the rotation of the motor into a linear motion and transmit to the motor vehicle pedal (not shown).
  • the motor vehicle pedal includes at least one of a brake pedal or an accelerator pedal.
  • the mechanical device is used for brake pedal control as an example for description.
  • the lead screw transmission mechanism is connected to the brake pedal.
  • the mechanical device can also be used for accelerator pedal control, in which case the lead screw transmission mechanism is connected to the accelerator pedal.
  • the screw transmission mechanism includes: a screw 308, a screw nut 306, and a connecting piece.
  • the lead screw 308 is connected to the output shaft of the motor 301 through a coupling 303 to rotate under the drive of the motor; the lead screw nut 306 is arranged on the lead screw 308 for following the rotation of the lead screw 308
  • the lead screw 308 moves linearly up and down; the connecting piece connects the lead screw nut 306 and the motor vehicle pedal for driving the motor vehicle pedal to move. Since the pedal is driven by the up and down movement of the screw nut 306, in practical applications, the mechanical device according to this embodiment is fixed below the pedal.
  • the output shaft of the motor 301 is arranged vertically upward.
  • the motor 301 includes at least one of a stepper motor, a servo motor, and a DC brushless motor.
  • the motor 301 adopts a DC stepper motor, and the DC stepper motor can be powered by 48V, and the maximum output power is, for example, 540W.
  • the brake controller controls the DC stepper motor through the DC brushless motor driver.
  • the driver receives the pulse signal, it drives the stepper motor to rotate a fixed angle in the set direction, and the angular displacement can be controlled by controlling the number of pulses, so as to achieve the purpose of accurate positioning; at the same time, it can be controlled by controlling the pulse frequency. Control the speed and acceleration of motor rotation to achieve the purpose of speed regulation.
  • the motor 301 drives the lead screw 308 to rotate through the coupling 303.
  • the lead screw 308 is provided with a lead screw nut 306, and between the lead screw 308 and the lead screw nut, a ball is used as a rolling element for spiral transmission, and the rotary motion driven by the motor 301 is converted into the linear motion of the lead screw nut 306.
  • arc spiral grooves are processed inside the screw 308 and the screw nut 306.
  • the spiral raceway is equipped with balls.
  • the screw 308 faces the screw nut 306
  • the lead screw nut 306 is driven to produce axial displacement, and the ball rolls along the raceway, reducing frictional resistance.
  • the two ends of the spiral groove of the screw nut 306 are connected by a ball returner, so that the balls can cyclically move around.
  • the lead screw nut 306 is connected to the connecting piece, and the brake pedal is driven by the connecting piece.
  • the connecting piece includes a motion platform 305 fixed on the screw nut 306, and the motion platform 305 is used to follow the screw nut 306 to move up and down; the motion platform 305 is fixedly connected with a pedal linkage
  • the member 311 is used to follow the movement platform 305 to move up and down.
  • a pedal connector 312 is connected to the brake pedal.
  • the pedal linkage member 311 extends above the pedal connector 312 and pushes the pedal adapter to move.
  • Below the pedal linkage 311 and the pedal connection 312 is a body structure 314.
  • the specific structure of the above-mentioned connecting member is only an example.
  • the connecting member also includes other connecting structures that connect the screw nut 306 and the brake pedal, and can drive the brake pedal to rotate with the up and down movement of the screw nut 306.
  • the displacement sensor is directly or indirectly connected to the motor 301 to obtain the displacement information of the motor 301 or the transmission mechanism and feed it back to the controller.
  • the controller can realize the closed-loop control of the brake pedal position through PID (proportional, integral, derivative) algorithm. Compared with the open loop control method, it is safer and more reliable.
  • the displacement information includes angular displacement information or linear displacement information, and specifically includes: angular displacement information of the motor 301, angular displacement information of the screw 308, and linear displacement information of the screw nut 306.
  • the displacement sensor may be an encoder.
  • the encoder is directly connected to the motor 301.
  • a motor equipped with an encoder can be used.
  • the encoder When the encoder is directly connected to the motor, it directly obtains the displacement information of the motor and feeds it back to the controller.
  • the number of turns of the lead screw 308 is proportional to the up and down displacement of the pedal linkage 311.
  • the pedal linkage 311 directly acts on the pedal. Therefore, the real-time position of the pedal connector 312 can be obtained by measuring the number of turns of the lead screw.
  • the encoder can also be arranged on the top of the lead screw 308 to obtain the displacement information of the lead screw 308.
  • the encoder adopts an absolute value encoder, and its encoding position corresponds to all positions within the range. It does not rely on the accumulation of internal and external counts to independently and uniquely encode absolute values. The anti-interference characteristics and The reliability of the data is high.
  • the absolute value encoder may adopt a 14-bit resolution absolute value encoder.
  • the encoder may also adopt a relative position encoder, and the present invention does not limit the type of the encoder.
  • the mechanical device also includes a supporting structure.
  • the supporting structure includes a fixed base 302, the motor 301 and the lead screw 308 are separately arranged on the upper and lower sides of the fixed base 302, and are connected through through holes provided on the top surface of the fixed base 302.
  • the motor 301 is disposed in the cavity below the fixed base 302, and its output shaft is connected to the coupling 303 through the through hole on the top surface of the fixed base 302, and is connected to the lead screw 308 through the coupling 303.
  • the bottom of the fixed base is provided with a through hole, so that the fixed base 302 can be installed directly under the brake pedal by screws.
  • a vertical bracket 315 is installed on the fixed base 302.
  • a top fixing plate 310 and a bottom fixing plate 313 are installed on the bracket 315, and the moving platform 305 moves up and down between the top fixing plate 310 and the bottom fixing plate 313.
  • the top fixing plate 310 is provided with a top flange bearing 316, and the top flange bearing 316 is sleeved on the top of the screw 308 to improve the stability of the screw 308.
  • the bottom fixing plate 313 can also be provided with a bottom flange bearing 307, and the bottom flange bearing 307 is sleeved outside the coupling 303 to further improve the stability of the mechanical structure.
  • the supporting structure further includes a number of vertically arranged on the fixed base 302 and passing through the bottom fixed plate 313, the moving platform 305 and the top fixed plate 310.
  • a guide rod 309, the guide rod 309 is arranged parallel to the lead screw 308.
  • a guide post 304 is provided on the movement platform 305, and the guide post 304 is sleeved outside the guide post 309. In this embodiment, a total of three guide rods 309 are provided.
  • other numbers of guide rods can also achieve the above purpose, and therefore all fall within the protection scope of the present invention.
  • limit switches are installed at the upper and lower ends of the bracket 315 to limit the maximum position of the pedal linkage 311 up and down. When the pedal linkage 311 reaches the limit, the limit switch is turned off and the motor 301 stops rotating.
  • the limit switch includes, but is not limited to, a contact limit switch.
  • the working process of the above-mentioned mechanical device includes: first, the mechanical device is fixedly installed directly under the brake pedal, the brake controller controls the motor 301 to drive the lead screw 308 to rotate through the DC motor driver, and the wire can be measured by the encoder.
  • the number of turns of the lever, the diameter of the screw 308, and the pitch are known.
  • the number of turns of the screw 308 is proportional to the up and down displacement of the pedal linkage 311.
  • the pedal linkage 311 directly acts on the brake pedal shaft.
  • the PID algorithm can realize the closed-loop control of the brake pedal position, so as to realize the brake control.
  • the mechanical device for pedal control of a motor vehicle according to the embodiment of the present invention can be conveniently installed on the pedals of different vehicles to achieve brake control or accelerator control, which greatly shortens the vehicle modification time and reduces the vehicle modification cost , Since the execution mechanism of each module of the original vehicle has not been changed, the safety of the modified vehicle is largely guaranteed.
  • the mechanical device for pedal control of a motor vehicle according to the embodiment of the present invention is suitable for the brake control modification of small cars, SUV cars, trucks, etc., and provides a variety of optional wire-controlled car platforms for automatic driving tests, which is useful for automatic driving research And testing brings convenience.
  • a control method for a pedal of a motor vehicle including at least one of a brake pedal or an accelerator pedal.
  • Fig. 4 shows a flowchart of the steps of a control method for a pedal of a motor vehicle according to an embodiment of the present invention
  • Fig. 5 shows a principle diagram of the control method.
  • the control method is based on the mechanical structure of the embodiment of the present invention to realize the control of the pedal of the motor vehicle.
  • control method includes the following steps:
  • step S410 a pedal control instruction is acquired, and the displacement of the pedal is determined according to the control instruction.
  • the control instruction issued by the master control (or central controller) of the motor vehicle is obtained.
  • the instruction may be the control instruction of the brake pedal, and in the case of refueling, the instruction may be Control commands for the accelerator pedal.
  • the pedal control command of the motor vehicle master control the stroke displacement of the pedal can be determined.
  • step S420 the desired rotation speed of the motor is determined according to the displacement of the pedal, and the rotation of the motor is controlled according to the desired rotation speed.
  • the pedal movement is related to the rotation of the motor. According to the displacement of the pedal, it can be converted into the displacement of the transmission mechanism, and the displacement of the transmission mechanism corresponds to the rotation stroke of the motor. Determining the displacement of the pedal can determine the rotation of the motor, and further determine the expected speed of the motor through the controller.
  • the motor drives the roller to rotate, and the stroke of the cable and the stroke of the pedal are in a proportional relationship;
  • the transmission mechanism is a wire according to the embodiment of the present invention
  • the motor drives the lead screw to rotate, so that the lead screw nut linearly moves up and down and drives the pedal.
  • the number of turns of the lead screw is proportional to the stroke of the pedal. Therefore, the desired rotation speed of the motor can be calculated according to the displacement of the pedal.
  • control method 400 may include: the position controller obtains the position information fed back by the displacement sensor, compares the current instruction information, and adjusts the rotation speed of the motor.
  • the displacement sensor may be an angle displacement sensor directly or indirectly connected to the motor, and is used to obtain the displacement information of the motor or the transmission mechanism, thereby obtaining the current position information of the pedal.
  • it can also be a linear displacement sensor, which is directly used to obtain the linear transmission distance of the conveyor or directly obtain the linear displacement distance of the pedal.
  • the displacement sensor may be an encoder.
  • control method 400 may include: a displacement sensor acquires the current displacement information of one of the motor or transmission device, the speed controller calculates the movement speed of one of the motor or the transmission device, and the speed controller compares the motor The speed of movement and the desired speed of the motor control the rotation of the motor.
  • control method 400 may further include: judging whether the pedal reaches a limit position through a limit switch to determine whether to execute the control instruction.
  • the limit switch is turned off, the motor stops rotating, and the control command is no longer executed.
  • the control method for the pedal of a motor vehicle uses a mechanical device installed on the pedal to achieve brake control or accelerator control without changing the actuators of each module of the original vehicle, which greatly shortens the vehicle
  • the modification time reduces the cost of vehicle modification and to a large extent guarantees the safety of the modified vehicle.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Control Devices (AREA)

Abstract

一种用于机动车踏板控制的机械装置（100）及控制方法，机械装置（100）包括电机（110）、传动机构（120）以及位移传感器（130），其中电机（110）用于根据控制器（140）的控制指令转动；传动机构（120）分别与电机（110）和踏板连接，将电机（110）的转动转换为线性运动传动至踏板；位移传感器（130）与电机（110）直接或间接连接，用于获取电机（110）或传动机构（120）其中之一的位移信息并反馈给控制器（140），控制器（140）通过所述反馈信息实时调整所述控制指令控制电机（110）转动，以实现机动车踏板行程控制。机械装置（100）可以安装在不同车辆的踏板上来实现刹车或油门控制，缩短车辆改装时间，降低改装成本，并且保障了改装车辆的安全性。

Description

一种用于机动车踏板控制的机械装置及控制方法 技术领域
本发明总地涉及机动车控制领域，具体而言涉及一种用于机动车踏板控制的机械装置及控制方法。
背景技术
目前，市场上基本没有汽车厂商提供开放了刹车，油门等控制接口的车辆供无人驾驶或者远程驾驶测试使用。自动驾驶研发公司一般只能找汽车零部件供应商或者整机厂对汽车控制系统进行改装来满足对车辆控制的需求，例如安装iBooster刹车系统替换原车的整个刹车系统控制刹车等，然而这种改装方式改装成本非常高，改装周期长。而且，新改装的系统因为无法获取与整车其他模块的通信协议从而无法与整车系统协同工作，导致汽车产生大量的故障码，极大地影响了驾驶安全。
因此，鉴于上述技术问题的存在，有必要提出一种在完全不改变原有刹车或油门系统的基础上，能够直接模拟驾驶人驾驶时对踏板进行踩踏从而实现刹车或加油功能的机械装置及控制方法。
发明内容
在发明内容部分中引入了一系列简化形式的概念，这将在具体实施方式部分中进一步详细说明。本发明的发明内容部分并不意味着要试图限定出所要求保护的技术方案的关键特征和必要技术特征，更不意味着试图确定所要求保护的技术方案的保护范围。
针对现有技术的不足，本发明实施例一方面提供了一种用于机动车踏板控制的机械装置，包括电机、传动机构以及位移传感器，其中：所述电机在控制器的控制下转动；所述传动机构分别与所述电机和所述踏板连接，所述传动机构能够将所述电机的转动转换为线性运动传动至所述踏板；所述位移传感器与所述电机直接或间接连接，所述位 移传感器用于获取电机或传动机构其中之一的位移信息，并将所述位移信息反馈给所述控制器，其中，所述控制器通过所述位移信息实时调整控制指令控制所述电机转动，以实现机动车踏板行程控制。
本发明实施例另一方面提供一种用于机动车踏板的控制方法，所述方法包括：获取踏板控制指令，根据所述控制指令确定踏板的位移量；根据所述踏板的位移量确定所述电机的期望转速，根据所述期望转速控制所述电机转动。
根据本发明实施例提供的用于机动车踏板控制的机械装置和控制方法，由于直接通过机械装置模拟人脚对踏板进行踩踏控制，因此不需要对整车系统进行改造。该装置可以方便地安装在不同车辆的踏板上来实现刹车控制或油门控制，极大地缩短了车辆改装时间，降低了车辆改装成本，由于并没有改变原车各个模块的执行机构，在很大程度上保障了改装车辆的安全性。
附图说明
本发明的下列附图在此作为本发明的一部分用于理解本发明。附图中示出了本发明的实施例及其描述，用来解释本发明的原理。
附图中：
图1示出了根据本发明一个实施例的用于机动车踏板控制的机械装置的原理图；
图2A示出了根据本发明一个实施例的用于机动车踏板控制的机械装置的结构示意图；
图2B示出了图2A中用于机动车踏板控制的机械装置的爆炸图；
图3A示出了根据本发明另一实施例的用于机动车踏板控制的机械装置的结构示意图；
图3B示出了图3A中用于机动车踏板控制的机械装置的爆炸图；
图4示出了根据本发明一个实施例的用于机动车踏板的控制方法的步骤流程图；
图5示出了根据本发明一个实施例的用于机动车踏板的控制方法的原理图。
具体实施方式
在下文的描述中，给出了大量具体的细节以便提供对本发明更为彻底的理解。然而，对于本领域技术人员而言显而易见的是，本发明可以无需一个或多个这些细节而得以实施。在其他的例子中，为了避免与本发明发生混淆，对于本领域公知的一些技术特征未进行描述。
应当理解的是，本发明能够以不同形式实施，而不应当解释为局限于这里提出的实施例。相反地，提供这些实施例将使公开彻底和完全，并且将本发明的范围完全地传递给本领域技术人员。在附图中，为了清楚，层和区的尺寸以及相对尺寸可能被夸大。自始至终相同附图标记表示相同的元件。
应当明白，当元件或层被称为“在...上”、“与...相邻”、“连接到”或“耦合到”其它元件或层时，其可以直接地在其它元件或层上、与之相邻、连接或耦合到其它元件或层，或者可以存在居间的元件或层。相反，当元件被称为“直接在...上”、“与...直接相邻”、“直接连接到”或“直接耦合到”其它元件或层时，则不存在居间的元件或层。应当明白，尽管可使用术语第一、第二、第三等描述各种元件、部件、区、层和/或部分，这些元件、部件、区、层和/或部分不应当被这些术语限制。这些术语仅仅用来区分一个元件、部件、区、层或部分与另一个元件、部件、区、层或部分。因此，在不脱离本发明教导之下，下面讨论的第一元件、部件、区、层或部分可表示为第二元件、部件、区、层或部分。
空间关系术语例如“在...下”、“在...下面”、“下面的”、“在...之下”、“在...之上”、“上面的”等，在这里可为了方便描述而被使用从而描述图中所示的一个元件或特征与其它元件或特征的关系。应当明白，除了图中所示的取向以外，空间关系术语意图还包括使用和操作中的器件的不同取向。例如，如果附图中的器件翻转，然后，描述为“在其它元件下面”或“在其之下”或“在其下”元件或特征将取向为在其它元件或特征“上”。因此，示例性术语“在...下面”和“在...下”可包括上和下两个取向。器件可以另外地取向(旋转90度或其它取向)并且在此使用的空间描述语相应地被解释。
在此使用的术语的目的仅在于描述具体实施例并且不作为本发 明的限制。在此使用时，单数形式的“一”、“一个”和“所述/该”也意图包括复数形式，除非上下文清楚指出另外的方式。还应明白术语“组成”和/或“包括”，当在该说明书中使用时，确定所述特征、整数、步骤、操作、元件和/或部件的存在，但不排除一个或更多其它的特征、整数、步骤、操作、元件、部件和/或组的存在或添加。在此使用时，术语“和/或”包括相关所列项目的任何及所有组合。
为了彻底理解本发明，将在下列的描述中提出详细的结构，以便阐释本发明提出的技术方案。本发明的优选实施例详细描述如下，然而除了这些详细描述外，本发明还可以具有其他实施方式。
为了解决在自动驾驶线控车刹车控制改装中，直接替换原车刹车系统来实现刹车控制所带来的改装成本高、改装周期长等技术问题，本发明实施例提供了一种用于机动车踏板控制的机械装置。如图1所示，所述机械装置100包括电机110、传动机构120以及位移传感器130，其中：电机110用于根据控制器140的控制指令转动；传动机构120分别与所述电机110和机动车踏板连接，所述传动机构120能够将所述电机110的转动转换为线性运动传动至所述机动车踏板；所述位移传感器130与所述电机110直接或间接连接，所述位移传感器130用于获取电机110或传动机构120其中之一的位移信息，并将所述位移信息反馈给所述控制器140，其中，所述控制器140通过所述位移信息实时调整所述控制指令控制所述电机110转动，以实现踏板行程控制。
本发明实施例的用于机动车踏板控制的机械装置可以安装在原机动车踏板上，通过电机控制机械结构运动来控制踏板的位置，模拟人脚踩踏踏板的动作，对踏板实现机械式的控制。这种方式无需改变原车刹车系统，解决了替换原车刹车系统带来的新系统无法接入车辆控制器局域网络(Controller Area Network,CAN)和安全隐患大的问题，同时还解决了安装测试机器人带来的占据空间大的问题。
下面结合附图，对本发明实施例的用于机动车踏板控制的机械装置和控制方法进行详细说明。在不冲突的情况下，下述的实施例及实施方式中的特征可以相互组合。
图2A和图2B示出本发明一个实施例中的用于机动车踏板控制 的机械装置的结构示意图。其中，图2A示出了所述机械装置的结构示意图；图2B示出了图2A所示的机械装置的爆炸图。
在如图2A和图2B所示的用于机动车踏板控制的机械装置中，采用拉索传动机构将电机的转动转换为线性运动传动至所述机动车踏板(未图示)。所述机动车踏板包括刹车踏板或油门踏板中的至少一个。本实施例以所述机械装置用于刹车踏板控制为例进行描述，此时拉索传动机构连接刹车踏板。然而可以理解，在其他实施例中，所述机械装置也可用于油门踏板控制，此时拉索传动机构连接油门踏板。
如图2A、图2B所示，所述拉索传动机构包括：滚轮202，所述滚轮202连接所述电机201的输出轴，用于在所述电机201的驱动下转动；以及缠绕所述滚轮202的拉索(未图示)，所述拉索一端连接所述滚轮202，另一端连接刹车踏板的踏板轴。电机201转动时，输出轴带动滚轮202转动，并通过缠绕在滚轮202上的拉索带动刹车踏板运动。由于采用柔性的钢丝拉索传动，因此在实际应用中，根据本实施例的机械装置可以固定在车内的任意位置，简便、实用、占用空间小。
在本发明实施例中，电机201包括步进电机、伺服电机、直流无刷电机中的至少一种。在一个实施例中，所述电机201采用直流步进电机，所述直流步进电机可以为48V供电，最大输出功率例如为540W。刹车控制器通过直流无刷电机驱动器来控制直流步进电机。当驱动器接收到脉冲信号时，则驱动步进电机按设定的方向转动固定的角度，可以通过控制脉冲个数来控制角位移量，从而达到准确定位的目的；同时，可以通过控制脉冲频率来控制电机转动的速度和加速度，从而达到调速的目的。
滚轮202连接电机201的输出轴，用于随电机201的输出轴转动。在本实施例中，所述编码器与所述电机201分设于所述滚轮202两端。滚轮202连接拉索(未图示)的一端，拉索的另一端连接刹车踏板的踏板轴。作为示例，如图2A所示，滚轮202上设有小孔，拉索的一端穿过该小孔以固定连接滚轮202。
在本发明实施例中，所述拉索具体包括钢丝拉索。在一个实施例 中，所述拉索上套有保护管套，以用于减少摩擦。所述保护管套可以为塑料线管，例如聚四氟乙烯线管或其他合适的材料。
编码器204直接地或间接地连接电机201，用于获取电机201或传动机构的位移信息，并反馈给控制器，控制器通过PID(比例-积分-微分)算法能够实现刹车踏板位置的闭环控制，与开环控制方式相比更加安全可靠。其中，所述位移信息包括角位移信息或直线位移信息，具体包括：电机201的角位移信息、滚轮202的角位移信息、以及拉索的直线位移信息。由于电机201带动滚轮202，滚轮202带动拉索，因此这三者具有一一对应的关系。
在本实施例中，编码器204连接由电机201带动的传动机构，并获取传动机构的位移信息。具体地，编码器204通过联轴器205连接滚轮202。电机201转动时带动滚轮202和编码器204一同转动，滚轮202的直径已知，从而通过滚轮202转动的圈数就可以计算出和拉索联动的刹车踏板的位移。在其他实施例中，编码器204也可以直接连接电机，例如，可以采用内设有编码器的电机。当编码器直接连接电机时，其直接获取电机的位移信息，并将其反馈给控制器。
在本实施例中，所述编码器204采用绝对值编码器，其编码位置与量程内所有的位置的绝对对应，不依赖于内部及外部的计数累加而独立、唯一地绝对编码，抗干扰特性和数据的可靠性较高。作为示例，所述绝对值编码器可以采用14位分辨率绝对值编码器。在其他实施例中，编码器204也可以采用相对位置编码器，本发明对编码器的类型并不进行限制。
所述机械装置还包括固定支架203。在本实施例中，由于电机201和编码器204分设于滚轮202两侧，因而将所述固定支架203设置为U形结构，其两侧分别设有通孔，所述滚轮202设置在固定支架203的中心，并通过两侧的通孔分别连接电机201和编码器204。所述固定支架还可以采用任何其他合适的形状，其他可用于对机械装置各部件进行支撑的形状均落入本发明的保护范围。
进一步地，固定支架203的两侧和底部分别设有螺孔，其两侧的螺孔用于分别通过螺丝与电机201和编码器204固定连接，底部的螺孔用于将所述机械装置固定在车体内部的任意位置。
在一个实施例中，所述刹车踏板上设置有限位开关，用于判断踏板是否到达限位。当刹车踏板到达限位时，限位开关断开，电机201停止转动。
示例性地，上述机械装置的工作流程包括：首先将该机械装置固定安装在车上的任意位置，刹车控制器通过直流电机驱动器控制电机201带动滚轮202转动，拉索的行程和刹车踏板的行程成正比例关系，通过编码器204又可以得到拉索行程的实时变化量，因此通过PID算法可以实现对刹车踏板位置的闭环控制，从而实现刹车控制。
基于上面的描述，根据本发明实施例的用于机动车踏板控制的机械装置可以方便地安装在不同车辆的踏板上来实现刹车控制或油门控制，极大地缩短了车辆改装时间，降低了车辆改装成本，由于并没有改变原车各个模块的执行机构，在很大程度上保障了改装车辆的安全性。
根据本发明实施例的用于机动车踏板控制的机械装置适用于小型轿车，SUV轿车和卡车等的刹车控制改装，给自动驾驶测试提供了多种可选的线控车平台，给自动驾驶研究和测试带来了便利。
图3A和图3B示出本发明另一实施例中的用于机动车踏板控制的机械装置的结构示意图。其中，图3A示出了所述机械装置的结构示意图；图3B示出了图3A所示的机械装置的爆炸图。
在如图3A和图3B所示的用于机动车踏板控制的机械装置中，采用丝杠传动机构将电机的转动转换为线性运动传动至所述机动车踏板(未图示)。所述机动车踏板包括刹车踏板或油门踏板中的至少一个。本实施例以所述机械装置用于刹车踏板控制为例进行描述，此时丝杠传动机构连接刹车踏板。然而可以理解，在其他实施例中，所述机械装置也可用于油门踏板控制，此时丝杠传动机构连接油门踏板。
如图3A、图3B所示，所述丝杠传动机构包括：丝杠308、丝杠螺母306以及连接件。丝杠308通过联轴器303连接电机301的输出轴，以在所述电机的驱动下转动；丝杠螺母306设置于所述丝杠308上，用于随着所述丝杠308的转动沿所述丝杠308上下线性运动；连 接件连接所述丝杠螺母306与机动车踏板，用于带动所述机动车踏板产生运动。由于通过丝杠螺母306的上下运动带动踏板，因此在实际应用中，根据本实施例的机械装置固定在踏板下方。
在本实施例中，所述电机301的输出轴竖直向上设置。电机301包括步进电机、伺服电机、直流无刷电机中的至少一种。在一个实施例中，所述电机301采用直流步进电机，所述直流步进电机可以为48V供电，最大输出功率例如为540W。刹车控制器通过直流无刷电机驱动器来控制直流步进电机。当驱动器接收到脉冲信号时，则驱动步进电机按设定的方向转动固定的角度，可以通过控制脉冲个数来控制角位移量，从而达到准确定位的目的；同时，可以通过控制脉冲频率来控制电机转动的速度和加速度，从而达到调速的目的。
电机301通过联轴器303带动丝杠308转动。所述丝杠308上设有丝杠螺母306，在丝杠308与丝杠螺母间以滚珠作为滚动体进行螺旋传动，把由电机301带动的旋转运动转化丝杠螺母306的直线运动。
具体地，在丝杠308和丝杠螺母306内部加工有弧形螺旋槽，当二者套装在一起时形成螺旋滚道，螺旋滚道内部装配有滚珠，当丝杠308对丝杠螺母306相对旋转时，带动丝杠螺母306产生轴向位移，而滚珠则沿着滚道滚动，减少摩擦阻力。丝杠螺母306的螺旋槽两端通过回珠器相连接，使滚珠能够周而复始地循环运动。
丝杠螺母306连接连接件，并通过所述连接件带动刹车踏板。具体地，所述连接件包括固定于所述丝杠螺母306上的运动平台305，所述运动平台305用于跟随所述丝杠螺母306上下运动；所述运动平台305上固定连接有踏板联动件311，用于跟随所述运动平台305上下运动，刹车踏板上连接有踏板连接件312，踏板联动件311延伸至踏板连接件312上方，并推动所述踏板转接件运动。踏板联动件311和踏板连接件312下方为车身本体结构314。上述连接件的具体结构仅作为示例，所述连接件也包括其它连接丝杠螺母306和刹车踏板、并可随着丝杠螺母306的上下运动带动刹车踏板转动的连接结构。
位移传感器直接地或间接地连接电机301，用于获取电机301或传动机构的位移信息，并反馈给控制器，控制器通过PID(比例、积分、微分)算法能够实现刹车踏板位置的闭环控制，与开环控制方式 相比更加安全可靠。其中，所述位移信息包括角位移信息或直线位移信息，具体包括：电机301的角位移信息、丝杠308的角位移信息、以及丝杠螺母306的直线位移信息。
在本实施例中，位移传感器可以是编码器。编码器直接地连接电机301。具体地，可以采用内设有编码器的电机。当编码器直接连接电机时，其直接获取电机的位移信息，并将其反馈给控制器。由于电机转动时带动丝杠308一同转动，丝杠308的直径和螺距参数已知，丝杠308转动的圈数和踏板联动件311的上下位移成正比例关系，踏板联动件311又直接作用在踏板连接件312上，因此通过测量丝杠转动的圈数既可以得到踏板连接件312的实时位置。在其他实施例中，编码器也可以设置于丝杠308的顶部，以获取丝杠308的位移信息。
在本实施例中，所述编码器采用绝对值编码器，其编码位置与量程内所有的位置的绝对对应，不依赖于内部及外部的计数累加而独立、唯一地绝对编码，抗干扰特性和数据的可靠性较高。作为示例，所述绝对值编码器可以采用14位分辨率绝对值编码器。在其他实施例中，编码器也可以采用相对位置编码器，本发明对编码器的类型并不进行限制。
所述机械装置还包括支撑结构。所述支撑结构包括：固定底座302，所述电机301和所述丝杠308分设于所述固定底座302上下两侧，并通过设于所述固定底座302的顶面上的通孔相连接。具体地，电机301设置于固定底座302下方的空腔之中，其输出轴通过固定底座302的顶面上的通孔连接联轴器303，并通过联轴器303连接丝杠308。固定底座底部设有通孔，以便于通过螺丝将固定底座302安装在刹车踏板的正下方。
示例性地，所述固定底座302上安装有竖直设置的支架315。所述支架315上安装有顶部固定板310以及底部固定板313，运动平台305在顶部固定板310和底部固定板313之间上下运动。
在一个实施例中，所述顶部固定板310中设置有顶部法兰轴承316，所述顶部法兰轴承316套装于所述丝杠308顶部，用于提高丝杠308的稳定性。所述底部固定板313中还可设置底部法兰轴承307，所述底部法兰轴承307套装于所述联轴器303外部，用于进一步提高 机械结构的稳定性。
为了形成稳定支撑，并确保运动平台305的垂直升降，示例性地，所述支撑结构还包括竖直设置于固定底座302上，并且贯穿底部固定板313、运动平台305和顶部固定板310的若干根导向杆309，所述导向杆309与丝杠308平行设置。进一步地，所述运动平台305上设有导向柱304，所述导向柱304套接于所述导向杆309外部。在本实施例中，共设有3根导向杆309，当然，其它数目的导向杆也可实现上述目的，因此均落入本发明的保护范围。
在一个实施例中，在所述支架315上下两端还分别安装有限位开关来限制踏板联动件311上下运动的最大位置。当踏板联动件311到达限位时，限位开关断开，电机301停止转动。所述限位开关包括而不限于接触式限位开关。
示例性地，上述机械装置的工作流程包括：首先将所述机械装置固定安装在刹车踏板的正下方，刹车控制器通过直流电机驱动器控制电机301带动丝杠308转动，通过编码器可以测得丝杠转动的圈数，丝杠308的直径，螺距参数已知，丝杠308转动的圈数和踏板联动件311的上下位移成正比例关系，踏板联动件311又直接作用在刹车踏板轴上，因此通过PID算法可以实现对刹车踏板位置的闭环控制，从而实现刹车控制。
基于上面的描述，根据本发明实施例的用于机动车踏板控制的机械装置可以方便地安装在不同车辆的踏板上来实现刹车控制或油门控制，极大地缩短了车辆改装时间，降低了车辆改装成本，由于并没有改变原车各个模块的执行机构，在很大程度上保障了改装车辆的安全性。根据本发明实施例的用于机动车踏板控制的机械装置适用于小型轿车，SUV轿车和卡车等的刹车控制改装，给自动驾驶测试提供了多种可选的线控车平台，给自动驾驶研究和测试带来了便利。
根据本发明的又一实施例，提供了一种用于机动车踏板的控制方法，所述踏板包括刹车踏板或油门踏板中的至少一个。图4示出了根据本发明一个实施例的、用于机动车踏板的控制方法的步骤的流程图，图5示出了所述控制方法的原理图。其中，所述控制方法基于本 发明实施例的机械结构实现机动车踏板的控制。
具体地，如图4、图5所示，所述控制方法包括如下步骤：
在步骤S410，获取踏板控制指令，根据所述控制指令确定踏板的位移量。
其中，获得来自机动车总控(或中央控制器)发出的控制指令，在需要进行刹车的情况下，该指令可以是刹车踏板的控制指令，在另需要进行加油的情况下，该指令可以是油门踏板的控制指令。根据机动车总控的踏板控制指令，可以确定踏板的行程位移量。
在步骤S420，根据所述踏板的位移量确定所述电机的期望转速，根据所述期望转速控制所述电机转动。
其中，由于电机带动传动机构，并传动至踏板，因此踏板运动与电机转动有着相关关系。根据踏板的位移量可以转换成传动机构的位移量，而传动机构的位移量则与电机的转动量行程对应关系。确定踏板的位移量即可以确定电机的转动量，通过控制器进一步确定电机的期望转速。例如，当所述传送机构为根据本发明实施例的拉索传动机构时，电机带动滚轮转动，拉索的行程和踏板的行程成正比例关系；当所述传动机构为根据本发明实施例的丝杠传动机构时，电机带动丝杠转动，从而使丝杠螺母上下线性运动并带动踏板，丝杠转动的圈数和踏板的行程成正比例关系。因此，根据踏板的位移量可以计算出电机的期望转速。
进一步地，控制方法400可以包括：位置控制器获取位移传感器反馈的位置信息，对比当前所述指令信息，调整所述电机的转速。
其中，所述位移传感器可以是角度位移传感器直接地或间接地连接电机，用于获取电机或传动机构的位移信息，进而获得踏板当前的位置信息。当然在另一种情况下，也可以是直线位移传感器，直接用于获取传动机的直线传动距离或者直接获取踏板的线性位移距离。在其中一个实施例中，位移传感器可以为编码器。
进一步地，控制方法400可以包括：位移传感器获取当前所述电机或传动装置之一的位移信息，速度控制器计算所述电机或传动装置之一的运动速度，所述速度控制器对比所述电机的运动速度和所述电机的期望转速，控制电机转动。
进一步地，控制方法400还可以包括：通过限位开关判断踏板是否达到限位，以确定是否执行所述控制指令。当踏板到达限位之后，限位开关断开，电机停止转动，不再执行所述控制指令。
基于上面的描述，根据本发明实施例的用于机动车踏板的控制方法利用安装在踏板上的机械装置来实现刹车控制或油门控制，无需改变原车各个模块的执行机构，极大地缩短了车辆改装时间，降低了车辆改装成本，在很大程度上保障了改装车辆的安全性。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本发明的实施例可以在没有这些具体细节的情况下实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
类似地，应当理解，为了精简本发明并帮助理解各个发明方面中的一个或多个，在对本发明的示例性实施例的描述中，本发明的各个特征有时被一起分组到单个实施例、图、或者对其的描述中。然而，并不应将该本发明的方法解释成反映如下意图：即所要求保护的本发明要求比在每个权利要求中所明确记载的特征更多的特征。更确切地说，如相应的权利要求书所反映的那样，其发明点在于可以用少于某个公开的单个实施例的所有特征的特征来解决相应的技术问题。因此，遵循具体实施方式的权利要求书由此明确地并入该具体实施方式，其中每个权利要求本身都作为本发明的单独实施例。
本领域的技术人员可以理解，除了特征之间相互排斥之外，可以采用任何组合对本说明书(包括伴随的权利要求、摘要和附图)中公开的所有特征以及如此公开的任何方法或者设备的所有过程或单元进行组合。除非另外明确陈述，本说明书(包括伴随的权利要求、摘要和附图)中公开的每个特征可以由提供相同、等同或相似目的替代特征来代替。
此外，本领域的技术人员能够理解，尽管在此所述的一些实施例包括其它实施例中所包括的某些特征而不是其它特征，但是不同实施例的特征的组合意味着处于本发明的范围之内并且形成不同的实施例。例如，在权利要求书中，所要求保护的实施例的任意之一都可以以任意的组合方式来使用。
应该注意的是上述实施例对本发明进行说明而不是对本发明进行限制，并且本领域技术人员在不脱离所附权利要求的范围的情况下可设计出替换实施例。在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。本发明可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
以上所述，仅为本发明的具体实施方式或对具体实施方式的说明，本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。本发明的保护范围应以权利要求的保护范围为准。

Claims (26)

  1. 一种用于机动车踏板控制的机械装置，其特征在于，包括电机、传动机构以及位移传感器，其中：
    所述电机用于根据控制器的控制指令转动；
    所述传动机构分别与所述电机和所述机动车踏板连接，所述传动机构能够将所述电机的转动转换为线性运动传动至所述机动车踏板；
    所述位移传感器与所述电机直接或间接连接，所述位移传感器用于获取电机或传动机构其中之一的位移信息，并将所述位移信息反馈给所述控制器，其中，
    所述控制器通过所述位移信息实时调整所述控制指令控制所述电机转动，以实现机动车踏板行程控制。
  2. 如权利要求1所述的机械装置，其特征在于，所述位移传感器包括：角度位移传感器，直线位移传感器的其中至少一种。
  3. 如权利要求2所述的机械装置，其特征在于，所述角度位移传感器包括编码器。
  4. 如权利要求3所述的机械装置，其特征在于，所述传动机构包括拉索传动机构。
  5. 如权利要求4所述的机械装置，其特征在于，所述拉索传动机构包括：
    滚轮，所述滚轮连接所述电机的输出轴，用于在所述电机的驱动下转动；以及
    缠绕所述滚轮的拉索，所述拉索一端连接所述滚轮，另一端连接踏板轴。
  6. 如权利要求5所述的机械装置，其特征在于，所述编码器与所述电机分设于所述滚轮两端。
  7. 如权利要求5所述的机械装置，其特征在于，所述编码器通过联轴器连接所述滚轮。
  8. 如权利要求7所述的机械装置，其特征在于，所述拉索传动机构还包括：
    固定支架，所述固定支架为U形结构，其两侧分别设有通孔，所述滚轮通过所述通孔分别连接所述电机和所述编码器。
  9. 如权利要求5所述的机械装置，其特征在于，所述拉索上套有保护管套，以用于减少摩擦。
  10. 如权利要求1所述的机械装置，其特征在于，所述传动机构包括丝杠传动机构。
  11. 如权利要求10所述的机械装置，其特征在于，所述丝杠传动机构包括：
    丝杠，所述丝杠通过联轴器连接所述电机的输出轴，以在所述电机的驱动下转动；
    丝杠螺母，设置于所述丝杠上，所述丝杠螺母用于随着所述丝杠的转动沿所述丝杠上下线性运动；以及
    连接件，连接所述丝杠螺母与所述踏板，用于带动所述踏板产生运动。
  12. 如权利要求11所述的机械装置，其特征在于，所述连接件包括：
    固定于所述丝杠螺母上的运动平台，所述运动平台用于跟随所述丝杠螺母上下运动；
    连接所述踏板的踏板转接件；以及
    固定连接于所述运动平台的踏板联动件，所述踏板联动件延伸至所述踏板连接件上方，用于跟随所述运动平台上下运动，并推动所述踏板转接件运动。
  13. 如权利要求11所述的机械装置，其特征在于，还包括：
    固定底座，所述电机和所述丝杠分设于所述固定底座上下两侧，并通过设于所述固定底座的顶面上的通孔相连接。
  14. 如权利要求13所述的机械装置，其特征在于，所述固定底座上安装有竖直设置的支架。
  15. 如权利要求14所述的机械装置，其特征在于，还包括：
    安装于所述支架上的顶部固定板，所述顶部固定板中设置有顶部法兰轴承，所述顶部轴承套装于所述丝杠顶部。
  16. 如权利要求14所述的机械装置，其特征在于，还包括：
    安装于所述支架上的底部固定板，所述底部固定板中设置有底部法兰轴承，所述底部法兰轴承套装于所述联轴器外部。
  17. 如权利要求13所述的机械装置，其特征在于，还包括固定在所述固定底座上的至少一根导向杆，所述导向杆与所述丝杠平行设置，并且贯穿所述运动平台。
  18. 如权利要求17所述的机械装置，其特征在于，所述运动平台上设有导向柱，所述导向柱套接于所述导向杆外部。
  19. 如权利要求3所述的机械装置，其特征在于，所述编码器包括绝对值编码器或相对位置编码器中的至少一种。
  20. 如权利要求3所述的机械装置，其特征在于，所述编码器设于所述电机中。
  21. 如权利要求1所述的机械装置，其特征在于，所述踏板包括刹车踏板或油门踏板中的至少一个。
  22. 如权利要求1所述的机械装置，其特征在于，所述电机包括步进电机、伺服电机、直流无刷电机中的至少一种。
  23. 一种用于机动车踏板的控制方法，其特征在于，所述方法包括：
    获取踏板控制指令，根据所述控制指令确定踏板的位移量；
    根据所述踏板的位移量确定所述电机的期望转速，根据所述期望转速控制所述电机转动。
  24. 如权利要求23所述的控制方法，其特征在于，所述方法还包括：
    位置控制器获取位移传感器反馈的位置信息，对比当前所述指令信息，调整所述电机的转速。
  25. 如权利要求23所述的控制方法，其特征在于，所述方法还包括：
    位移传感器获取当前所述电机或传动装置之一的位移信息，速度控制器计算所述电机或传动装置之一的运动速度，所述速度控制器对比所述电机的运动速度和所述电机的期望转速，控制电机转动。
  26. 如权利要求23所述的控制方法，其特征在于，还包括：
    通过限位开关判断踏板是否达到限位，以确定是否执行所述控制指令。
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