WO2023082195A1 - 一种车辆控制装置、方法及存储介质 - Google Patents

一种车辆控制装置、方法及存储介质 Download PDF

Info

Publication number
WO2023082195A1
WO2023082195A1 PCT/CN2021/130416 CN2021130416W WO2023082195A1 WO 2023082195 A1 WO2023082195 A1 WO 2023082195A1 CN 2021130416 W CN2021130416 W CN 2021130416W WO 2023082195 A1 WO2023082195 A1 WO 2023082195A1
Authority
WO
WIPO (PCT)
Prior art keywords
accelerator pedal
vehicle
brake pedal
pedal
braking
Prior art date
Application number
PCT/CN2021/130416
Other languages
English (en)
French (fr)
Inventor
王辉
孙坚
宋天助
杨露露
Original Assignee
华为技术有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to PCT/CN2021/130416 priority Critical patent/WO2023082195A1/zh
Publication of WO2023082195A1 publication Critical patent/WO2023082195A1/zh

Links

Images

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
    • 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
    • B60T13/74—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 electrical assistance or drive

Definitions

  • the present application relates to the field of automobiles, in particular to a vehicle control device, method and storage medium.
  • the accelerator pedal and the brake pedal are separate mechanisms in the vehicle, and the driver's acceleration and braking intentions are sensed by collecting corresponding changes in the pedal opening.
  • the driver's foot action can be decomposed into three actions of "lift-turn-press", that is, release the accelerator pedal, turn the right foot, and step on the brake pedal. Three moves.
  • the "turning" action is a process caused by the current structural form of the accelerator pedal and the brake pedal separated from each other. The existence of this process increases the reaction distance during the braking process and actually causes the vehicle's Increased distances increase safety risks in emergency situations.
  • the present application provides a vehicle control device, method and storage medium. Based on the vehicle control device, the driver can complete the switching operation between acceleration control and brake control without moving his feet.
  • an embodiment of the present application provides a vehicle control device, including: a brake pedal, an accelerator pedal, a first pressure sensor, and a first displacement sensor. On the chassis, at least part of the accelerator pedal is projected on the brake pedal; the first movement sensor and the first pressure sensor are arranged on the brake pedal.
  • the brake pedal Since the projection of the accelerator pedal is located on the brake pedal, the brake pedal is located below the accelerator pedal, so the driver can operate the brake pedal and the accelerator pedal with the same foot, and can realize from acceleration to acceleration without moving the foot.
  • the switching of the braking process greatly shortens the actual braking distance and reduces the safety risk in emergency situations.
  • the first end of the accelerator pedal is connected to the brake pedal through a rotating pair, the second end of the accelerator pedal is suspended, and the vertical distance between the first end of the accelerator pedal and the brake pedal is smaller than the second end of the accelerator pedal. Vertical distance from the brake pedal.
  • the first end of the accelerator pedal is connected to the chassis of the vehicle through a rotating pair, the second end of the accelerator pedal is suspended, and the vertical distance between the first end of the accelerator pedal and the brake pedal is smaller than the distance between the second end of the accelerator pedal and the brake pedal. Vertical distance between brake pedals.
  • the second end of the accelerator pedal is connected to the vehicle chassis through a rotating pair, the first end of the accelerator pedal is suspended, and the vertical distance between the first end of the accelerator pedal and the brake pedal is smaller than the second end of the accelerator pedal. Vertical distance from the brake pedal.
  • the accelerator pedal is connected to the vehicle chassis through a rotary pair, one end of the rotary pair is fixedly connected to the first position of the accelerator pedal, the other end of the rotary pair is fixedly connected to the vehicle chassis, and the accelerator pedal and the brake pedal are connected through a slider , the slider is socketed at the second position of the accelerator pedal, and the slider is hinged with the brake pedal.
  • the accelerator pedal and the brake pedal can be linked with each other, so that the accelerator pedal will automatically return to the initial position during the movement of the brake pedal, which ensures the effectiveness of the braking process and improves the safety during the braking process. sex.
  • the vehicle control device further includes a second displacement sensor, one end of the second displacement sensor is fixed on the non-depressed surface of the accelerator pedal, and the other end of the second displacement sensor is fixed on the vehicle chassis or the brake pedal , the second displacement sensor is used to detect the rotational displacement of the accelerator pedal.
  • the displacement on the accelerator pedal can be converted into an acceleration value by means of the second displacement sensor.
  • the vehicle control device further includes: a second pressure sensor, and the second pressure sensor is arranged on the non-depressed surface of the accelerator pedal.
  • the validity of the acceleration signal can be determined by the pressure value detected by the second pressure sensor.
  • the vehicle control device further includes a first elastic component, one end of the first elastic component is fixed on the vehicle chassis, and the other end is fixed to the first end of the brake pedal.
  • the brake pedal can be automatically reset through the first elastic component.
  • the vehicle control device further includes a second elastic assembly, the second elastic assembly is arranged on the rotating pair, and the accelerator pedal is rotated and reset by the second elastic assembly.
  • the brake pedal can be automatically reset through the second elastic component.
  • the second end of the brake pedal is connected to the booster system.
  • the brake pedal is boosted by the power assist system, so that the control of the brake pedal is more convenient.
  • the embodiment of the present application also provides a vehicle control method, the method is applied to any one of the above-mentioned vehicle control devices, and the method includes:
  • Vehicle braking is controlled according to the first horizontal displacement and the first pressure value.
  • the driver can directly control the movement of the brake pedal under the foot to achieve braking, so that the driver can complete the acceleration control without moving the foot
  • the switching operation between braking and braking control greatly shortens the actual braking distance of the vehicle and reduces the safety risk in emergency situations.
  • controlling braking or acceleration of the vehicle according to the first horizontal displacement and the first pressure value includes:
  • the validity of the braking signal can be accurately determined through the pressure value, which improves the safety during the vehicle braking control process.
  • the above vehicle control method further includes:
  • Using the above method can further accurately determine the driver's acceleration intention.
  • the method further includes:
  • the method further includes:
  • the vehicle is controlled to accelerate according to the acceleration signal.
  • the embodiment of the present application also provides a vehicle control device, including at least one processor coupled with at least one memory:
  • At least one processor is used to execute computer programs or instructions stored in at least one memory, so that the vehicle control device executes the method provided in the above second aspect or any possible design of the second aspect.
  • the embodiment of the present application also provides a readable storage medium, including programs or instructions.
  • programs or instructions When the programs or instructions are executed, the method provided in the second aspect or any possible design of the second aspect be executed.
  • the embodiment of the present application also provides a vehicle, including: a controller, a power system, a braking system, an accelerator pedal, and a brake pedal;
  • the power system and the braking system are used to receive control commands, and perform acceleration control or braking control according to the received control commands;
  • the controller is configured to execute the method provided in the second aspect or any possible design of the second aspect.
  • Fig. 1 is the structural representation of accelerator pedal and brake pedal on the vehicle
  • Fig. 2 is one of the structural schematic diagrams of a vehicle control device provided by the embodiment of the present application.
  • Fig. 3 is the second structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Fig. 4 is the third structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Fig. 5a is one of the schematic diagrams of the connection structure between a vehicle control device and a governance system provided by the embodiment of the present application;
  • Figure 5b is the second schematic diagram of the connection structure between a vehicle control device and a management system provided by the embodiment of the present application;
  • Fig. 6 is the fourth structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Fig. 7 is the fifth structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Fig. 8 is the sixth structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Figure 9a is the third schematic diagram of the connection structure between a vehicle control device and a management system provided by the embodiment of the present application.
  • Figure 9b is the fourth schematic diagram of the connection structure between a vehicle control device and a management system provided by the embodiment of the present application.
  • Fig. 10 is the seventh structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Fig. 11 is the eighth structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Fig. 12 is the ninth structural schematic diagram of a vehicle control device provided by the embodiment of the present application.
  • Figure 13a is the fifth schematic diagram of the connection structure between a vehicle control device and a management system provided by the embodiment of the present application;
  • Figure 13b is the sixth schematic diagram of the connection structure between a vehicle control device and a management system provided by the embodiment of the present application;
  • FIG. 14 is a flow chart of a vehicle control method provided by an embodiment of the present application.
  • Fig. 15 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.
  • the driver when the driver needs to change the current speed of the vehicle, the driver can adjust the speed of the vehicle by changing the opening value of the accelerator pedal.
  • the controller detects that the opening value of the accelerator pedal has changed, the controller will control the engine to output the corresponding torque control, adjust the speed by adjusting the gearbox and drive the wheels to rotate, thereby changing the speed of the vehicle to meet the power of the driver need.
  • the driver when the driver needs to change the current speed of the vehicle, the driver can adjust the speed of the vehicle by changing the opening value of the accelerator pedal.
  • the controller detects that the opening value of the accelerator pedal changes, the controller controls the motor to output a corresponding torque control, so that the motor increases the speed to drive the wheels to rotate, thereby changing the speed of the vehicle.
  • the driver can control the vehicle to decelerate by changing the opening value of the brake pedal.
  • the controller detects that the opening value of the brake pedal changes, the controller controls the braking device to perform corresponding braking, thereby reducing the speed of the vehicle.
  • the accelerator pedal and the brake pedal on the vehicle are shown in Figure 1.
  • the driver needs to put his foot Moving from the accelerator pedal to the brake pedal, that is, when the driver controls the vehicle from acceleration to braking, the driver's foot action can be decomposed into three actions: lifting, turning, and pressing, namely: release the accelerator pedal, turn the right
  • the three actions of stepping on the foot and depressing the brake pedal because there is a certain distance between the current accelerator pedal and the brake pedal, the driver must turn his foot when completing the above three actions, resulting in a reaction during the braking process The increased distance further increases the actual braking distance and increases the safety risk in emergency situations.
  • the present application provides a vehicle control device, which includes a brake pedal and an accelerator pedal.
  • the part of the accelerator pedal is projected on the brake pedal, that is, the brake pedal is located below the accelerator pedal.
  • FIG. 2 it is a schematic structural diagram of a control device provided by the embodiment of the present application, which device includes: a brake pedal 21, an accelerator pedal 22, a first pressure sensor 23, a first displacement sensor 24, the brake pedal 21
  • the pedal is connected to the vehicle chassis 25 via a moving pair, and at least part of the accelerator pedal 22 is projected on the brake pedal 21 .
  • the first end of the accelerator pedal 22 is connected to the brake pedal 21 through a rotary pair, so that the opening of the accelerator pedal 22 can be adjusted through the rotary pair.
  • the second end of the accelerator pedal 22 is suspended, and the vertical distance between the first end of the accelerator pedal 22 and the brake pedal 21 is smaller than the vertical distance between the second end of the accelerator pedal 22 and the brake pedal 21 . That is to say, the first end of the accelerator pedal 22 is an end close to the brake pedal 21 , and the second end of the accelerator pedal 22 is an end far away from the brake pedal 21 .
  • the brake pedal 21 is located between the accelerator pedal 22 and the vehicle chassis 25, and the part of the accelerator pedal 22 is projected vertically on the brake pedal 21.
  • the accelerator pedal 22 is located above the brake pedal 21,
  • the brake pedal 21 is located directly below the accelerator pedal 22, and if the vertical projection of the accelerator pedal 22 is located on the brake pedal 21 above, the brake pedal 21 is located obliquely below the accelerator pedal 22.
  • the relative positional relationship between the brake pedal 21 and the accelerator pedal 22 is only explained through the vertical projection of the accelerator pedal 22, and the absolute position between the two is not limited. In different actual scenarios, the relative position can be adjusted.
  • the brake pedal 21 since the brake pedal 21 is connected to the vehicle chassis 25 through a moving pair, the brake pedal 21 can move relative to the vehicle chassis 25, and the corresponding braking force is determined by detecting the amount of movement of the brake pedal 21, so A first displacement sensor 24 is arranged on the brake pedal 21, and the displacement of the brake pedal 21 is detected by the first displacement sensor 24, and then the braking force is determined through the displacement.
  • the driver can control the movement of the brake pedal 21 to achieve the brake of the vehicle.
  • the driver pushes the brake pedal 21 in the horizontal direction in FIG.
  • the displacement of the pedal 21 since there is a mapping relationship between the displacement of the brake pedal 21 and the braking force, after the displacement is detected by the first displacement sensor 24, the braking force corresponding to the displacement can be determined according to the mapping relationship , so as to control the vehicle braking according to the braking force.
  • the driver can control the brake pedal 21 and the accelerator pedal 22 at the same time with the same foot, so the driver can complete acceleration and braking without moving the foot. switching between controls.
  • the first displacement sensor 24 is arranged on the non-pedaling surface of the brake pedal 21. As shown in FIG. The surface that is not in contact with the driver's feet is the non-pedaling surface.
  • the first displacement sensor 24 can be disposed at any position on the non-depressed surface of the brake pedal 21 , and is not limited to the position shown in FIG. 2 .
  • the first displacement sensor 24 is divided into a first part and a second part, wherein the first part is fixedly arranged on the chassis 25 of the vehicle, and the second part is fixedly arranged on the brake pedal 21.
  • the brake pedal 21 moves, the second part
  • the second part of a displacement sensor 24 moves relative to the first part, and the displacement of the brake pedal 21 is detected through the relative movement of the first part and the second part.
  • the driver in order to accurately respond to the driver's brake operation on the vehicle, in this application, it is determined whether the driver has a braking demand through pressure detection, specifically through the brake pedal 21 set
  • the first pressure sensor 23 is used to detect the pressure value, and the pressure value threshold is set in the controller. If it is detected that the pressure value is greater than the pressure value threshold, it is determined that the braking signal is valid, that is, when the pressure value is detected to be greater than the pressure value threshold, The braking is completed according to the braking force corresponding to the displacement.
  • the position of the first pressure sensor 23 is not limited to the position shown in FIG. 23 can accurately detect the pressure value applied by the driver on the accelerator pedal 22.
  • the vehicle control device further includes a second pressure sensor 26 , and the second pressure sensor 26 is arranged on the accelerator pedal 22 .
  • the second pressure sensor 26 It is provided on the non-depressing surface of the accelerator pedal 22, wherein the surface of the accelerator pedal 22 in contact with the driver's foot is the pedaling surface, and the surface not in contact with the driver's foot is the non-depressing surface.
  • the pressure value of the accelerator pedal 22 can be detected by the second pressure sensor 26 .
  • the pressure value can be used to determine whether the acceleration signal is valid.
  • the vehicle control device further includes a first elastic assembly 27 and a second elastic assembly 28, one end of the first elastic assembly 27 is fixed on the vehicle chassis 25, and the other end is fixed at the first end of the brake pedal 21. After the brake pedal 21 moves, the moved brake pedal 21 can be reset through the first elastic component 27 .
  • the first elastic component 27 may be a spring or other component with a rebound function.
  • the second elastic assembly 28 is arranged on the rotating pair. After the accelerator pedal 22 rotates, the second elastic assembly 28 will be double compressed. When the driver's pressure on the accelerator pedal 22 is reduced, the accelerator pedal 22 can pass through the first The second elastic component 28 resets.
  • the second end of the brake pedal 21 of the vehicle control device is connected to the booster system, and the connection method is a fixed connection method, such as riveting, clamping, etc. Way.
  • the main force system provides mechanical assistance for the movement of the brake pedal 21, thus making the manipulation of the brake pedal 21 more convenient.
  • FIG. 6 it is a schematic structural diagram of a control device provided by the embodiment of the present application, which includes: a brake pedal 61, an accelerator pedal 62, a first pressure sensor 63, and a first displacement sensor 64, the brake pedal
  • the 61 pedal is connected to the vehicle chassis 65 through a moving pair, and at least part of the accelerator pedal 62 is projected on the brake pedal 61 .
  • the second end of the accelerator pedal 62 is connected to the chassis 65 of the vehicle through a rotary pair, so that the opening of the accelerator pedal 62 can be adjusted through the rotary pair.
  • the first end of the accelerator pedal 62 is suspended, and the vertical distance between the first end of the accelerator pedal 62 and the brake pedal 61 is smaller than the vertical distance between the second end of the accelerator pedal 62 and the brake pedal 61 . That is to say, the first end of the accelerator pedal 62 is an end close to the brake pedal 61 , and the second end of the accelerator pedal 62 is an end far away from the brake pedal 61 .
  • the brake pedal 61 is located between the accelerator pedal 62 and the vehicle chassis 65, and part of the accelerator pedal 62 is projected vertically on the brake pedal 61.
  • the accelerator pedal 62 is located above the brake pedal 61.
  • the vehicle chassis not only includes the chassis below the driver's feet, but also includes the area below the steering wheel of the vehicle.
  • the vehicle chassis to which the accelerator pedal 62 is connected is the area under the steering wheel of the vehicle.
  • the brake pedal 61 is arranged below the accelerator pedal 62.
  • the brake pedal 61 is under the driver's foot, so the driver can control it with the same foot. pedal 61 and accelerator pedal 62. Therefore, the driver does not need to move his feet when the vehicle is switched from acceleration control to braking control, which reduces the driver's reaction time, actually greatly shortens the vehicle braking distance, and reduces the safety risk in emergency situations.
  • the brake pedal 61 is located directly below the accelerator pedal 62, and if the vertical projection of the accelerator pedal 62 is located on the brake pedal 61 above, the brake pedal 61 is located obliquely below the accelerator pedal 62.
  • the relative positional relationship between the brake pedal 61 and the accelerator pedal 62 is only illustrated through the vertical projection of the accelerator pedal 62, and the absolute position between the two is not limited. In different actual scenarios, the relative position can be adjusted.
  • a first displacement sensor 64 is arranged on the brake pedal 61, and the first displacement sensor 64 is arranged on the non-depressed surface of the brake pedal 61. As shown in FIG. The surface that is not in contact with the driver's feet is the non-pedaling surface.
  • the first displacement sensor 64 is divided into a first part and a second part, wherein the first part is fixedly arranged on the chassis 65 of the vehicle, and the second part is fixedly arranged on the brake pedal 61.
  • the brake pedal moves, the second part of the first displacement sensor 64 moves relative to the first part, and the displacement of the brake pedal 61 is detected through the relative movement of the first part and the second part.
  • the driver can control the movement of the brake pedal 61 to achieve the brake of the vehicle. Specifically, as shown in FIG. 6, if the driver pushes the brake pedal 61 in the horizontal direction in FIG. 61, since there is a mapping relationship between the displacement of the brake pedal 61 and the braking force, after the displacement is detected by the first displacement sensor 64, the braking force corresponding to the displacement can be determined according to the mapping relationship, Thereby controlling the vehicle braking according to the braking force. With the structure shown in FIG. 6 , the driver can simultaneously control the brake pedal 61 and the accelerator pedal 62 with the same foot, so the driver can switch between acceleration and braking without moving the foot.
  • the first pressure set on the brake pedal 61 Sensor 63 is used to detect the pressure value, and the pressure value threshold is set in the controller. If the pressure value is detected to be greater than the pressure value threshold, it is determined that the braking signal is valid, that is, when the detected pressure value is greater than the pressure value threshold, according to the displacement The braking force corresponding to the amount completes the braking.
  • the position of the first pressure sensor 63 is not limited to the position shown in FIG. 63 can accurately detect the pressure value applied by the driver's foot to the brake pedal 61.
  • the vehicle control device further includes a second pressure sensor 66, which is arranged on the accelerator pedal 62, specifically, the second pressure sensor 66 It is provided on the non-depressing surface of the accelerator pedal 62, wherein the surface of the accelerator pedal 62 in contact with the driver's foot is the pedaling surface, and the surface not in contact with the driver's foot is the non-depressing surface.
  • the pressure value of the accelerator pedal 62 can be detected by the second pressure sensor 66 .
  • the pressure value can be used to determine whether the acceleration signal is valid.
  • the vehicle control device further includes a first elastic assembly 67 and a second elastic assembly 68.
  • One end of the first elastic assembly 67 is fixed on the vehicle chassis 65, and the other end is fixed at the first end of the brake pedal 61. After the brake pedal 21 moves, the moved brake pedal 61 can be reset through the first elastic component 67 .
  • the second elastic assembly 68 is arranged on the rotating pair, so that the accelerator pedal 62 can be reset through the second elastic assembly 68.
  • the first elastic component 67 may be a spring or other component with a rebound function.
  • the second end of the brake pedal 61 of the vehicle control device is connected to the booster system, and the connection method is a fixed connection method, such as riveting, clamping, etc. .
  • the main force system provides mechanical assistance for the movement of the brake pedal 61, thus making the manipulation of the brake pedal 61 more convenient.
  • the device includes: a brake pedal 101, an accelerator pedal 102, a first pressure sensor 103, a first displacement sensor 104, the brake pedal
  • the pedal 101 is connected to the vehicle chassis 105 through a moving pair, and at least part of the accelerator pedal 102 is projected on the brake pedal 101 .
  • the brake pedal 101 is located between the accelerator pedal 102 and the vehicle chassis 105, and the part of the accelerator pedal 102 is projected vertically on the brake pedal 101.
  • the accelerator pedal 102 is located above the brake pedal 101.
  • the brake pedal 101 is located directly below the accelerator pedal 102, and if the vertical projection of the accelerator pedal 102 is located on the brake pedal 101 above, the brake pedal 101 is located obliquely below the accelerator pedal 102.
  • the relative positional relationship between the brake pedal 101 and the accelerator pedal 102 is only explained through the vertical projection of the accelerator pedal 102, and the absolute position between the two is not limited. In different actual scenarios, the relative position can be adjusted.
  • the first end of the accelerator pedal 102 is connected to the vehicle chassis 105 through a rotary pair, the second end of the accelerator pedal 102 is suspended in the air, one end of the rotary pair is fixedly connected to the first position of the accelerator pedal 102, and the other end of the rotary pair
  • the vehicle chassis 105 is fixedly connected, so that the accelerator pedal 102 realizes the adjustment of the opening value through the rotation pair.
  • the accelerator pedal 102 is connected with the brake pedal 101 through the slider 100 , the slider 100 is sleeved on the second position of the accelerator pedal 102 and hinged with the brake pedal 101 .
  • the vertical distance between the first end of the accelerator pedal 102 and the brake pedal 101 is smaller than the vertical distance between the second end of the accelerator pedal 102 and the brake pedal 101 . That is to say, the first end of the accelerator pedal 102 is the end close to the brake pedal 101 , and the second end of the accelerator pedal 102 is the end far away from the brake pedal 101 .
  • the driver when the driver controls the vehicle to accelerate, the driver can step on the accelerator pedal 102 clockwise, and the accelerator pedal 102 drives the brake pedal 101 to move to the left through the slider 100;
  • the brake pedal 101 can be stepped on in the horizontal direction as shown in FIG.
  • the accelerator pedal 102 drives the brake pedal to move horizontally through the slider 100 . Therefore, the structure can make the brake operation more simple and convenient, and is convenient for the driver to operate.
  • the brake pedal 101 since the brake pedal 101 is connected to the vehicle chassis 105 through a moving pair, the brake pedal 101 can move relative to the vehicle chassis 105, and the corresponding braking force is determined by detecting the amount of movement of the brake pedal 101, so A first displacement sensor 104 is provided on the brake pedal 101, and the displacement of the brake pedal 101 is detected by the first displacement sensor 104, and then the braking force is determined through the displacement.
  • the driver can control the movement of the brake pedal 101 to achieve the brake of the vehicle.
  • a first displacement sensor 104 is provided on the brake pedal 101, and the displacement of the brake pedal 101 is detected by the first displacement sensor 104, The braking force is determined from this displacement.
  • the first displacement sensor 104 is arranged on the non-pedaling surface of the brake pedal 101, the surface of the brake pedal 101 that is in contact with the driver's foot is the pedaling surface, and the surface that is not in contact with the driver's foot is the non-pedaling surface. tread.
  • the first displacement sensor 104 can be disposed at any position, and is not limited to the position shown in FIG. 10 .
  • the first displacement sensor 104 is divided into a first part and a second part, wherein the first part is fixed on the chassis 105 of the vehicle, and the second part is fixed on the brake pedal 101.
  • the first part is fixed on the chassis 105 of the vehicle
  • the second part is fixed on the brake pedal 101.
  • the brake pedal 101 if the driver pushes the brake pedal 101 horizontally to the left in FIG. 101, since there is a mapping relationship between the displacement of the brake pedal 101 and the braking force, after the displacement is detected by the first displacement sensor 104, the brake corresponding to the detected displacement can be determined according to the mapping relationship. Power, so as to control the vehicle braking according to the braking force.
  • the pressure value can be detected by the first pressure sensor 103 provided on the brake pedal 101, Set the pressure value threshold in the controller. If it is detected that the pressure value is greater than the pressure value threshold, it is determined that the braking signal is valid, that is, when the detected pressure value is greater than the pressure value threshold, the braking is completed according to the braking force corresponding to the displacement. move.
  • the position of the first pressure sensor 103 is not limited to the position shown in FIG. 103 can accurately detect the pressure value of the driver's foot on the brake pedal 102.
  • the vehicle control device further includes a second pressure sensor 112 , the second pressure sensor 112 is arranged on the accelerator pedal 102 , specifically, the second pressure sensor 112 It is provided on the non-depressing surface of the accelerator pedal 102, wherein the surface of the accelerator pedal 102 in contact with the driver's foot is the pedaling surface, and the surface not in contact with the driver's foot is the non-depressing surface.
  • the pressure value of the accelerator pedal 102 can be detected by the second pressure sensor 112 .
  • the pressure value can be used to determine whether the acceleration signal is valid.
  • the vehicle control device further includes a first elastic assembly 107 and a second elastic assembly 108, one end of the first elastic assembly 107 is fixed on the vehicle chassis 105, and the other end is fixed at the first end of the brake pedal 101. After the brake pedal 101 moves, the moved brake pedal 101 can be reset through the first elastic component 107 .
  • the first elastic component 107 may be a spring or other component with a rebound function.
  • the second elastic assembly 108 is disposed on the rotating pair, so that the accelerator pedal 102 can be reset through the second elastic assembly 108 .
  • the second elastic group 108 may be a spring or other component with a rebound function.
  • the second end of the brake pedal 101 of the vehicle control device is connected to the booster system, and the connection method is a fixed connection method, such as riveting, clamping, etc. .
  • the main force system provides mechanical assistance for the movement of the brake pedal 101, thus making the manipulation of the brake pedal 101 more convenient.
  • the embodiment of the present application also provides a vehicle control method, which can be applied to any one of the vehicle control devices in Embodiment 1 to Embodiment 3, as shown in Figure 14, which is a vehicle control device provided in the embodiment of the present application.
  • a flow chart of a vehicle control method, the method comprising:
  • Embodiment 1 to Embodiment 3 if the driver controls the braking of the vehicle, the driver can complete the braking of the vehicle by pushing the brake pedal without moving the foot.
  • the pressure value F 2 on the brake pedal can be detected by the first pressure sensor set on the brake pedal, and the pressure value F2 on the brake pedal can be detected by the first displacement sensor set on the brake pedal.
  • the pressure value F 2 is greater than the first preset pressure value F 01 , that is, determine whether the driver's brake control is effective.
  • the driver can directly control the movement of the brake pedal under the foot, and accurately determine the corresponding braking force according to the movement amount and pressure value of the brake pedal, and generate the corresponding Braking signal, so that the driver does not need to move his feet when the vehicle is converted from acceleration control to braking control, thus greatly reducing the driver's reaction distance, thereby shortening the actual braking distance of the vehicle, and reducing the security risks.
  • the driver can step on the accelerator pedal to complete it.
  • the second pressure value is detected by the second pressure sensor arranged on the accelerator pedal, and the second displacement is detected by the second displacement sensor on the accelerator pedal.
  • the second pressure value is within the set range, and the first
  • an acceleration signal is generated and output.
  • the second pressure value indicates the driver's acceleration intention.
  • the second pressure value is greater than the preset threshold, it indicates that the driver has an acceleration intention.
  • the binary displacement determines the magnitude of the acceleration.
  • the vehicle control device has set the relationship between the displacement and the acceleration, so the acceleration can be accurately determined according to the mapping relationship and the second displacement.
  • a threshold for determining the displacement can be set to determine the acceleration intention, that is, when the second displacement sensor detects that the displacement is greater than the preset displacement, it is determined that the driving The driver's acceleration intention is valid. In this manner, the driver's acceleration intention can be further accurately determined.
  • the acceleration signal after the acceleration signal is generated and output, it is detected whether the pressure value currently detected by the first pressure sensor on the brake pedal is less than the second preset pressure value, if the currently detected pressure value is less than When the second preset pressure value, it is determined that the acceleration signal is invalid; If no pressure value is detected on the brake pedal, it indicates that the driver's acceleration intention is abnormal. At this time, it is determined that the acceleration signal is invalid, thereby improving the safety of the vehicle during driving.
  • the vehicle when the driver detects that the speed of the vehicle is greater than the set speed during the process of controlling the vehicle, whether there is a second braking signal will be detected in real time. signal, the vehicle is controlled to brake according to the second brake signal, and if the second brake signal does not exist, the vehicle is controlled to accelerate according to the acceleration signal. That is to say, in the embodiment of the present application, when the speed of the vehicle exceeds the set speed, braking is prioritized, thereby ensuring that the braking signal can be completed in time during the driving of the vehicle, and improving the safety of the vehicle during driving.
  • Scenario 1 Emergency braking
  • the brake can be completed by electric braking according to the opening degree and the rate of change of the accelerator pedal, so as to realize the single-pedal mode.
  • the brake In the case of emergency braking, it is easier to switch from electric braking to hydraulic braking and electro-hydraulic braking.
  • the driver can complete the operation switching between the accelerator pedal and the brake pedal without moving laterally or turning the right foot, and the switching time is shorter;
  • the acceleration state and the braking state are switched to each other, the driver's actions are more coherent and smooth, and it is in line with the instinctive action response of a person in an emergency state, so it can reduce the driver's misoperation probability in emergency braking scenarios.
  • the embodiment of the present application also provides a vehicle control device, as shown in FIG. 15 , which is the vehicle control 900 provided in the embodiment of the present application.
  • the vehicle control device 900 may be a vehicle control device provided in the embodiment of the present application, capable of realizing the function of the controller in the method provided in the embodiment of the present application.
  • the vehicle control device 900 may be a system on a chip.
  • the system-on-a-chip may be composed of chips, or may include chips and other discrete devices.
  • the vehicle control device 900 includes at least one processor 901 configured to implement or support the vehicle control device 900 to implement the functions of the method provided by the embodiment of the present application.
  • the vehicle control device 900 includes at least one processor 901 configured to implement or support the vehicle control device 900 to implement the functions of the method provided by the embodiment of the present application.
  • the vehicle control device 900 may also include at least one memory 902 for storing program instructions and/or data.
  • the memory 902 is coupled to the processor 901.
  • the coupling in the embodiments of the present application is an indirect coupling or a communication connection between devices, units or modules, which may be in electrical, mechanical or other forms, and is used for information exchange between devices, units or modules.
  • Processor 901 may cooperate with memory 902 .
  • the processor 901 may execute program instructions and/or data stored in the memory 902, so that the vehicle control device implements a corresponding method. At least one of the at least one memory may be included in the processor. It should be noted that the memory 902 is not necessary, so it is shown with a dotted line in FIG. 15 .
  • the vehicle control device 900 may also include a communication interface 903 for communicating with other devices through a transmission medium, so that devices used in the vehicle control device 900 can communicate with other devices.
  • the other device may be a control panel or a terminal.
  • the processor 901 can use the communication interface 903 to send and receive data.
  • the communication interface 903 may specifically be a transceiver.
  • a specific connection medium among the communication interface 903, the processor 901, and the memory 902 is not limited.
  • the memory 902, the processor 901, and the communication interface 903 are connected through a bus 904.
  • the bus is represented by a thick line in FIG. 9, and the connection between other components is only for schematic illustration. , is not limited.
  • the bus can be divided into address bus, data bus, control bus and so on. For ease of representation, only one thick line is used in FIG. 15 , but it does not mean that there is only one bus or one type of bus.
  • An embodiment of the present application also provides a computer program product, including instructions, which, when run on a computer, cause the computer to execute the vehicle control method in the above embodiments.
  • An embodiment of the present application also provides a vehicle, which may include a controller, a power system, a braking system, an accelerator pedal, and a brake pedal;
  • the power system and the braking system are used to receive control commands, and perform acceleration control or braking control according to the received control commands;
  • the controller is used to execute the vehicle control method provided in the above embodiments.
  • the vehicle may further include a casing, a control panel and a power supply.
  • the embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions
  • the device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Regulating Braking Force (AREA)

Abstract

本申请公开了一种车辆控制装置、方法及存储介质，该车辆控制装置包括制动踏板、加速踏板，该制动踏板通过移动副连接在车辆底盘上，加速踏板的至少部分投影在制动踏板上，基于本申请所提供的装置，驾驶员可以实现同一只脚在不移动的情况下完成车辆制动与车辆加速的切换。从而大大减少了驾驶员的反应距离，进而缩短了车辆的实际制动距离，降低了紧急情况下的安全风险。

Description

一种车辆控制装置、方法及存储介质 技术领域
本申请涉及汽车领域，特别涉及一种车辆控制装置、方法及存储介质。
背景技术
当前，在车辆中加速踏板、制动踏板为相互分离的机构，通过采集相应的踏板开度变化来感知驾驶员的加速和制动意图。对于最常规的从加速状态到制动状态的切换操作过程，驾驶员脚部动作可分解为“抬-转-压”三个动作，即松开加速踏板、转动右脚、踩下制动踏板三个动作。在该过程中，“转动”动作是由于当前加速踏板和制动踏板相互分离的结构形式导致的一个过程，该过程的存在增加了制动过程中的反应距离，实际上导致了车辆的制动距离加大，增加了紧急状况下的安全风险。
发明内容
本申请提供一种车辆控制装置、方法及存储介质，基于该车辆控制装置，可以实现驾驶员在不移动脚部的情况下完成加速控制与制动控制之间的切换操作。
第一方面，本申请的实施例提供了一种车辆控制装置，包括：制动踏板、加速踏板、第一压力传感器、第一位移传感器，所述制动踏板通过移动副连接设置在所述车辆底盘上，所述加速踏板的至少部分投影在所述制动踏板上；所述第一移动传感器以及所述第一压力传感器设置于所述制动踏板上。
由于加速踏板的投影位于制动踏板上，因此制动踏板位于加速踏板下方，因此驾驶员可以同一只脚操控制动踏板以及加速踏板，在无需移动脚部的情况下，就可以实现从加速到制动过程的切换，从而大大缩短实际制动距离，降低了紧急情况下的安全风险。
在一种可能的设计中，加速踏板第一端通过转动副与制动踏板连接，加速踏板的第二端悬空设置，加速踏板第一端与制动踏板之间垂直距离小于加速踏板第二端与制动踏板之间的垂直距离。通过该结构，加速踏板与制动踏板结合为整体，从而更加方便驾驶员的操控。
在一种可能的设计中，加速踏板第一端通过转动副与车辆底盘连接，加速踏板的第二端悬空设置，加速踏板第一端与制动踏板之间垂直距离小于加速踏板第二端与制动踏板之间的垂直距离。
在一种可能的设计中，加速踏板第二端通过转动副与车辆底盘连接，加速踏板的第一端为悬空设置，加速踏板第一端与制动踏板之间垂直距离小于加速踏板第二端与制动踏板之间的垂直距离。
在一种可能的设计中，加速踏板通过转动副连接车辆底盘，转动副的一端固定连接加速踏板的第一位置，转动副的另一端固定连接车辆底盘，加速踏板与制动踏板通过滑块连接，滑块套接在加速踏板的第二位置，滑块与制动踏板铰接。在该结构中，加速踏板与制动踏板可以相互联动，从而在制动踏板移动的过程，加速踏板将自动恢复到初始位置，保证了制动过程的有效性，提升了制动过程中的安全性。
在一种可能的设计中，车辆控制装置还包括第二位移传感器，第二位移传感器的一 端固定在加速踏板的非蹬踏面上，第二位移传感器的另一端固定在车辆底盘或者制动踏板上，第二位移传感器用于检测加速踏板的旋转位移。通过该第二位移传感器可以将加速踏板上的位移量转换为加速值。
在一种可能的设计中，车辆控制装置还包括：第二压力传感器，第二压力传感器设置于加速踏板的非蹬踏面上。通过第二压力传感器上检测到的压力值可以判定加速信号的有效性。
在一种可能的设计中，车辆控制装置还包括第一弹性组件，第一弹性组件的一端固定于车辆底盘上，另一端固定于制动踏板的第一端。通过第一弹性组件可以使制动踏板自动复位。
在一种可能的设计中，车辆控制装置还包括第二弹性组件，第二弹性组件设置于转动副上，加速踏板通过第二弹性组件旋转复位。通过第二弹性组件可以使制动踏板自动复位。
在一种可能的设计中，制动踏板的第二端连接助力系统。通过助力系统为制动踏板提供助力，从而使制动踏板的控制更加便利。
第二方面，本申请实施例还提供了一种车辆控制方法，该方法应用于上述的任一一种车辆控制装置中，方法包括：
获取通过制动踏板上的第一位移传感器检测到的第一水平位移量以及通过第一压力传感器检测到第一压力值；
根据第一水平位移量以及第一压力值，控制车辆制动。
采用第一方面提供的控制装置，并基于上述的方法，驾驶员可以通过直接操控脚部下方的制动踏板移动来实现制动，从而可以实现驾驶员在不移动脚部的情况下完成加速控制与制动控制之间的切换操作，大大缩短了车辆的实际制动距离，降低了紧急情况下的安全风险。
在一种可能的设计中，根据第一水平位移量以及第一压力值，控制车辆制动或者是加速，包括：
判定第一压力值是否大于第一预设压力值；
若是，则根据第一水平位移量确定制动力，生成并输出包含制动力的第一制动信号；
若否，则维持车辆当前状态。
采用上述的方法，可以通过压力值准确的确定制动信号的有效性，提升了车辆制动控制过程中的安全性。
在一种可能的设计中，上述的车辆控制方法还包括：
获取通过加速踏板上的第二压力传感器检测到的第二压力值，以及通过加速踏板上的第二位移传感器检测到的第二位移量；
在第二压力值处于设定范围内，并且第二位移量大于预设阈值时，则生成并输出加速信号。
采用上述的方式可以进一步的准确判定驾驶员的加速意图。
在一种可能的设计中，在生成并输出加速信号之后，方法还包括：
检测制动踏板上的第一压力传感器当前检测到的压力值是否小于第二预设压力值；
若是，则判定加速信号无效；
若否，则判定加速信号有效。
采用上述的方案，若是驾驶员在控制车辆加速，但是制动踏板上未检测到压力值，则说明驾驶员的脚部控制存在异常，此时判定该加速信号无效，从而提升了车辆行驶过程中安全性。
在一种可能的设计中，在生成并输出加速信号之后，方法还包括：
在检测到车辆的车速大于设定速度时，检测是否存在第二制动信号；
若存在，则根据第二制动信号控制车辆制动；
若不存在，则根据加速信号控制车辆加速。
采用上述的方案，在车辆速度超过设定速度时，制动优先，从而保证了车辆行驶过程中能够及时的对制动信号完成制动，提升了车辆行驶过程中的安全性。
第三方面，本申请实施例还提供了一种车辆控制设备，包括至少一个处理器与至少一个存储器耦合：
至少一个处理器，用于执行至少一个存储器中存储的计算机程序或指令，以使得车辆控制设备执行上述第二方面或第二方面中任一可能的设计中提供的方法。
第四方面，本申请实施例还提供了一种可读存储介质，包括程序或指令，当程序或指令被执行时，如上述第二方面或第二方面中任一可能的设计中提供的方法被执行。
第五方面，本申请实施例中还提供了一种车辆，包括：控制器、动力系统、制动系统、加速踏板以及制动踏板；
动力系统以及制动系统用于接收控制的控制指令，并根据接收到的控制指令进行加速控制或者是制动控制；
控制器用于执行上述第二方面或第二方面中任一可能的设计中提供的方法。
本申请的这些方面或其它方面在以下实施例的描述中会更加简明易懂。
附图说明
图1为车辆上的加速踏板以及制动踏板的结构示意图；
图2为本申请实施例提供的一种车辆控制装置的结构示意图之一；
图3为本申请实施例提供的一种车辆控制装置的结构示意图之二；
图4为本申请实施例提供的一种车辆控制装置的结构示意图之三；
图5a为本申请实施例提供的一种车辆控制装置与治理系统连接结构示意图之一；
图5b为本申请实施例提供的一种车辆控制装置与治理系统连接结构示意图之二；
图6为本申请实施例提供的一种车辆控制装置的结构示意图之四；
图7为本申请实施例提供的一种车辆控制装置的结构示意图之五；
图8为本申请实施例提供的一种车辆控制装置的结构示意图之六；
图9a为本申请实施例提供的一种车辆控制装置与治理系统连接结构示意图之三；
图9b为本申请实施例提供的一种车辆控制装置与治理系统连接结构示意图之四；
图10为本申请实施例提供的一种车辆控制装置的结构示意图之七；
图11为本申请实施例提供的一种车辆控制装置的结构示意图之八；
图12为本申请实施例提供的一种车辆控制装置的结构示意图之九；
图13a为本申请实施例提供的一种车辆控制装置与治理系统连接结构示意图之五；
图13b为本申请实施例提供的一种车辆控制装置与治理系统连接结构示意图之六；
图14为本申请实施例提供的一种车辆控制方法的流程图；
图15为本申请实施例提供的一种车辆控制设备的结构示意图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。方法实施例中的具体操作方法也可以应用于装置实施例或系统实施例中。需要说明的是，在本申请的描述中“多个”理解为“至少两个”。“和/或”，描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。A与B连接，可以表示：A与B直接连接和A与B通过C连接这两种情况。另外，在本申请的描述中，“第一”、“第二”等词汇，仅用于区分描述的目的，而不能理解为指示或暗示相对重要性，也不能理解为指示或暗示顺序。
下面结合附图并举实施例，对本申请提供的技术方案做进一步说明。应理解，本申请实施例中提供的系统结构和业务场景主要是为了解释本申请的技术方案的一些可能的实施方式，不应被解读为对本申请的技术方案的唯一性限定。本领域普通技术人员可以知晓，随着系统的演进，以及更新的业务场景的出现，本申请提供的技术方案对于相同或类似的技术问题仍然可以适用。
应理解，本申请实施例提供的技术方案，在以下具体实施例的介绍中，某些重复之处可能不再赘述，但应视为这些具体实施例之间已有相互引用，可以相互结合。
在传统燃油车辆中，在驾驶员需要改变车辆的当前车速时，驾驶员可以通过改变加速踏板的开度值调整车辆的车速。控制器在检测到加速踏板的开度值发生变化时，控制器将控制发动机输出相应的扭矩控制，通过调整变速箱来调整转速并带动车轮旋转，从而改变车辆的转速，实现满足驾驶员的动力需求。
对于电驱动车辆来讲，在驾驶员需要改变车辆的当前车速时，驾驶员可以通过改变加速踏板的开度值调整车辆的车速。控制器在检测到加速踏板的开度值发生变化时，控制器控制电动机输出相应的扭矩控制，从而电动机提升转速带动车轮旋转，进而改变车辆的转速。
同理，在驾驶员需要对车辆进行减速时，驾驶员可以通过改变制动踏板的开度值控制车辆减速。控制器在检测到制动踏板的开度值发生变化时，控制器控制制动装置进行相应的制动，进而降低车辆的速度。
如图1所示，在图1中示出了车辆上的加速踏板以及制动踏板，驾驶员在控制车辆加速的过程中，若是出现紧急情况需要对车辆进行制动时，驾驶员需要将脚从加速踏板移动至制动踏板，也就是驾驶员控制车辆从加速转换为制动时，驾驶员的脚部动作可以分解为抬、转、压三个动作，即：松开加速踏板、转动右脚、踩下制动踏板三个动作，由于当前的加速踏板和制动踏板之间存在一定的距离，因此驾驶员在完成上述的三个动作时必须要转动脚，导致制动过程中的反应距离增加，进一步导致了实际制动距离加大，增加了紧急状况下的安全风险。
基于上述问题，本申请提供了一种车辆控制装置，该车辆控制装置包括制动踏板、加速踏板，加速踏板的部分投影在制动踏板上，也就是制动踏板位于加速踏板下方，驾驶员在驾驶车辆时，驾驶员的同一只脚可以同时踏上加速踏板以及制动踏板，因此驾驶员对车辆由加速控制转换为制动控制时不需要移动脚，从而大大减少了驾驶员的反应距离，进而缩短了车辆的实际制动距离，降低了紧急情况下的安全风险。
下面将结合附图，对本申请实施例进行详细描述。
实施例一：
如图2所示为本申请实施例提供的一种控制装置的结构示意图，该装置包括：制动踏板21、加速踏板22，第一压力传感器23、第一位移传感器24，该制动踏板21踏板通过移动副连接在车辆底盘25上，加速踏板22的至少部分投影在制动踏板21上。
如图2所示，加速踏板22的第一端通过转动副与制动踏板21连接，从而加速踏板22通过该转动副实现开度值的调整。加速踏板22的第二端悬空设置，加速踏板22第一端与制动踏板21之间垂直距离小于加速踏板22第二端与制动踏板21之间的垂直距离。也就是说，加速踏板22的第一端为接近制动踏板21的一端，加速踏板22的第二端为远离制动踏板21的一端。
在本申请实施例中，制动踏板21位于加速踏板22与车辆底盘25之间，加速踏板22的部分垂直投影在制动踏板21上，简单来讲，加速踏板22位于制动踏板21上方，通过该上述的结构驾驶员的同一只脚可以同时踏上加速踏板以及制动踏板，进而上述描述的结构能够保证驾驶员在不移动脚部的情况下完成加速与制动之间的切换操控。
另外，在本申请实施例中，若是加速踏板22的垂直投影全部位于制动踏板21上，则制动踏板21位于加速踏板22的正下方，若是加速踏板22的垂直投影部分位于制动踏板21上，则制动踏板21位于加速踏板22的斜下方，此处只是通过加速踏板22的垂直投影说明制动踏板21与加速踏板22的相对位置关系，并不是限定两者之间的绝对位置，在不同实际场景下，该相对位置可以进行调整。
这里需要说明是，由于制动踏板21通过移动副连接在车辆底盘25上，因此该制动踏板21可以相对于车辆底盘25移动，通过检测制动踏板21的移动量确定对应的制动力，因此在制动踏板21上设置了第一位移传感器24，通过该第一位移传感器24检测制动踏板21的位移量，然后通过该位移量确定制动力。在车辆需要制动时，驾驶员可以通过操控制动踏板21移动实现车辆的制动。
具体来讲，如图2所示，在图2中若是驾驶员在水平方向上推动制动踏板21时，此时制动踏板21将在水平方向上移动，通过第一位移传感器24检测制动踏板21的位移量，由于制动踏板21的位移量与制动力之间存在映射关系，因此通过第一位移传感器24检测到位移量之后，根据该映射关系可以确定出该位移量对应的制动力，从而根据制动力控制车辆制动，由图2所示的结构，驾驶员可以同一只脚同时操控制动踏板21以及加速踏板22，因此驾驶员无需移动脚部的情况下完成加速与制动之间的切换操控。
在一种可能的实施例中，如图2所示第一位移传感器24设置于制动踏板21的非蹬踏面，如图2所示，制动踏板21与驾驶员脚部接触的面为蹬踏面，而未与驾驶员脚部接触的面为非蹬踏面。该第一位移传感器24可以设置在制动踏板21的非蹬踏面的任一位置，并不限定设置于图2所示的位置上。
另外，第一位移传感器24分为第一部分以及第二部分，其中，第一部分固定设置于车辆的底盘25上，第二部分固定设置在制动踏板21上，在制动踏板21移动时，第一位移传感器24的第二部分相对于第一部分移动，通过第一部分以及第二部分的相对于移动来检测制动踏板21的位移量。
进一步，在一种可能的实施例中，为了准确响应驾驶员对车辆制动操作，因此在本申请中通过压力检测来确定驾驶员是否存在制动需求，具体可以通过制动踏板21上设置 的第一压力传感器23来检测压力值，在控制器中设置压力值阈值，若是检测到压力值大于压力值阈值，则确定该制动信号有效，也就是在检测到压力值大于压力值阈值时，根据位移量对应的制动力完成制动。
需要说明是，第一压力传感器23所设置的位置并不限定为图2所示的位置，该第一压力传感器23可以根据不同的应用场景设置在不同的位置上，只需满足第一压力传感器23可以准确的检测到驾驶员施加在加速踏板22压力值。
在一种可能的实施例中，如图3所示，该车辆控制装置还包括第二压力传感器26，该第二压力传感器26设置于加速踏板22上，具体来说，该第二压力传感器26设置于加速踏板22的非蹬踏面，其中，加速踏板22与驾驶员脚部接触的面为蹬踏面，而未与驾驶员脚部接触的面为非蹬踏面。通过该第二压力传感器26可以检测到加速踏板22所受到的压力值。通过该压力值可以判定加速信号是否有效。
在一种可能的实施例中，如图4所示，该车辆控制装置还包括第一弹性组件27以及第二弹性组件28，第一弹性组件27的一端固定于车辆底盘25上，另一端固定于制动踏板21的第一端。在制动踏板21发生移动之后，通过该第一弹性组件27使移动的制动踏板21可以复位。该第一弹性组件27可以是弹簧等具有回弹功能的组件。
第二弹性组件28设置于转动副上，加速踏板22在发生旋转之后，该第二弹性组28件28将倍压缩，在驾驶员对加速踏板22的压力降低时，加速踏板22可以通过该第二弹性组件28复位。
在一种可能的实施例中，如图5a以及如图5b所示，该车辆控制装置的制动踏板21的第二端连接助力系统，该连接方式为固定连接方式，比如铆接、卡接等方式。该主力系统为制动踏板21的移动提供机械助力，因此使制动踏板21的操控更加便利。
实施例二
如图6所示为本申请实施例还提供的一种控制装置的结构示意图，该装置包括：制动踏板61、加速踏板62，第一压力传感器63、第一位移传感器64，该制动踏板61踏板通过移动副连接在车辆底盘65上，加速踏板62的至少部分投影在制动踏板61上。
如图6所示，加速踏板62的第二端通过转动副与车辆底盘65连接，从而加速踏板62通过该转动副实现开度值的调整。加速踏板62的第一端悬空设置，加速踏板62第一端与制动踏板61之间垂直距离小于加速踏板62第二端与制动踏板61之间的垂直距离。也就是说，加速踏板62的第一端为接近制动踏板61的一端，加速踏板62的第二端为远离制动踏板61的一端。
在本申请实施例中，制动踏板61位于加速踏板62与车辆底盘65之间，加速踏板62的部分垂直投影在制动踏板61上，简单来讲，加速踏板62位于制动踏板61上方，通过该上述的结构驾驶员的同一只脚可以同时踏上加速踏板以及制动踏板，进而上述描述的结构能够保证驾驶员在不移动脚部的情况下完成加速与制动之间的切换操控。
这里需要说明是，在本申请实施例中，车辆底盘不只是包括驾驶员脚部位置下方的底盘，还包括了车辆方向盘下方的区域。在图6中，加速踏板62所连接的车辆底盘为车辆方向盘下方区域。
在本申请实施例中，该制动踏板61设置于加速踏板62的下方，驾驶员在控制加速踏板62时，驾驶员的脚部下方为制动踏板61，因此驾驶员同一只脚可以操控制动踏板61以及加速踏板62。从而驾驶员的对车辆由加速控制转换为制动控制时不需要移动脚部， 减少了驾驶员的反应时间，实际上就大大缩短车辆制动距离，降低了紧急情况下的安全风险。
另外，在本申请实施例中，若是加速踏板62的垂直投影全部位于制动踏板61上，则制动踏板61位于加速踏板62的正下方，若是加速踏板62的垂直投影部分位于制动踏板61上，则制动踏板61位于加速踏板62的斜下方，此处只是通过加速踏板62的垂直投影说明制动踏板61与加速踏板62的相对位置关系，并不是限定两者之间的绝对位置，在不同实际场景下，该相对位置可以进行调整。
这里需要说明是，由于制动踏板61通过移动副连接在车辆底盘65上，因此该制动踏板61可以相对于车辆底盘65移动，通过检测制动踏板61的移动量确定对应的制动力，因此在制动踏板61上设置了第一位移传感器64，第一位移传感器64设置于制动踏板61的非蹬踏面，如图6所示，制动踏板61与驾驶员脚部接触的面为蹬踏面，而未与驾驶员脚部接触的面为非蹬踏面。
在一种可能的实施例中，第一位移传感器64分为第一部分以及第二部分，其中，第一部分固定设置于车辆的底盘65上，第二部分固定设置在制动踏板61上，在制动踏板移动时，第一位移传感器64的第二部分相对于第一部分移动，通过第一部分以及第二部分的相对于移动来检测制动踏板61的位移量。
在车辆需要制动时，驾驶员可以通过操控制动踏板61移动实现车辆的制动。具体来讲，如图6所示，在图6中若是驾驶员在水平方向推动制动踏板61时，此时制动踏板61将在水平方向上移动，通过第一位移传感器64检测制动踏板61的位移量，由于制动踏板61的位移量与制动力之间存在映射关系，因此通过第一位移传感器64检测到位移量之后，根据该映射关系可以确定出该位移量对应的制动力，从而根据制动力控制车辆制动。由图6所示的结构，驾驶员可以同一只脚同时操控制动踏板61以及加速踏板62，因此驾驶员无需移动脚部的情况下完成加速与制动之间的切换操控。
进一步，在一种可能的实施例中，为了准确响应驾驶员对车辆制动操作，因此需要通过压力检测来确定驾驶员是否存在制动需求，具体可以通过制动踏板61上设置的第一压力传感器63来检测压力值，在控制器中设置压力值阈值，若是检测到该压力值大于压力值阈值，则确定该制动信号有效，也就是在检测到压力值大于压力值阈值时，根据位移量对应的制动力完成制动。
需要说明是，第一压力传感器63所设置的位置并不限定为图6所示的位置，该第一压力传感器63可以根据不同的应用场景设置在不同的位置上，只需满足第一压力传感器63可以准确的检测到驾驶员的脚部对制动踏板61所施加的压力值。
在一种可能的实施例中，如图7所示，该车辆控制装置还包括第二压力传感器66，该第二压力传感器66设置于加速踏板62上，具体来说，该第二压力传感器66设置于加速踏板62的非蹬踏面，其中，加速踏板62与驾驶员脚部接触的面为蹬踏面，而未与驾驶员脚部接触的面为非蹬踏面。通过该第二压力传感器66可以检测到加速踏板62所受到的压力值。通过该压力值可以判定加速信号是否有效。
在一种可能的实施例中，如图8所示，该车辆控制装置还包括第一弹性组件67以及第二弹性组件68，第一弹性组件67的一端固定于车辆底盘65上，另一端固定于制动踏板61的第一端。在制动踏板21发生移动之后，通过该第一弹性组件67使移动的制动踏板61可以复位。第二弹性组件68设置于转动副上，从而加速踏板62可以通过该第二弹 性组件68复位。该第一弹性组件67可以是弹簧等具有回弹功能的组件。
在一种可能的实施例中，如图9a以及如图9b所示，该车辆控制装置的制动踏板61第二端连接助力系统，该连接方式为固定连接方式，比如铆接、卡接等方式。该主力系统为制动踏板61的移动提供机械助力，因此使制动踏板61的操控更加便利。
实施例三
如图10所示为本申请实施例还提供的一种控制装置的结构示意图，该装置包括：制动踏板101、加速踏板102，第一压力传感器103、第一位移传感器104，该制动踏板101踏板通过移动副连接在车辆底盘105上，加速踏板102的至少部分投影在制动踏板101上。
在本申请实施例中，制动踏板101位于加速踏板102与车辆底盘105之间，加速踏板102的部分垂直投影在制动踏板101上，简单来讲，加速踏板102位于制动踏板101上方，通过该上述的结构驾驶员的同一只脚可以同时踏上加速踏板以及制动踏板，进而上述描述的结构能够保证驾驶员在不移动脚部的情况下完成加速与制动之间的切换操控。
另外，在本申请实施例中，若是加速踏板102的垂直投影全部位于制动踏板101上，则制动踏板101位于加速踏板102的正下方，若是加速踏板102的垂直投影部分位于制动踏板101上，则制动踏板101位于加速踏板102的斜下方，此处只是通过加速踏板102的垂直投影说明制动踏板101与加速踏板102的相对位置关系，并不是限定两者之间的绝对位置，在不同实际场景下，该相对位置可以进行调整。
如图10所示，加速踏板102的第一端通过转动副连接车辆底盘105，加速踏板102的第二端悬空设置，转动副的一端固定连接加速踏板102的第一位置，转动副的另一端固定连接车辆底盘105，从而加速踏板102通过该转动副实现开度值的调整。加速踏板102与制动踏板101通过滑块100连接，滑块100套接在加速踏板102的第二位置，并与制动踏板101铰接。
这里需要说明是，加速踏板102第一端与制动踏板101之间垂直距离小于加速踏板102第二端与制动踏板101之间的垂直距离。也就是说，加速踏板102的第一端为接近制动踏板101的一端，加速踏板102的第二端为远离制动踏板101的一端。
基于上述的结构，当驾驶员控制车辆加速时，驾驶员可以顺时针踩下加速踏板102，加速踏板102通过滑块100带动制动踏板101沿左方移动；当驾驶员控制制动时，驾驶可以向图10所示的水平方向蹬踏制动踏板101，制动踏板101沿水平方向移动，并通过滑块100带动加速踏板102逆时针旋转，或者是驾驶员逆时针踩下加速踏板102，加速踏板102通过滑块100带动制动踏板沿水平方向移动。因此通过该结构可以使制动操作更加的简单便捷，方便驾驶员操作。
这里需要说明是，由于制动踏板101通过移动副连接在车辆底盘105上，因此该制动踏板101可以相对于车辆底盘105移动，通过检测制动踏板101的移动量确定对应的制动力，因此在制动踏板101上设置了第一位移传感器104，通过该第一位移传感器104检测制动踏板101的位移量，然后通过该位移量确定制动力。在车辆需要制动时，驾驶员可以通过操控制动踏板101移动实现车辆的制动。
进一步，在本申请实施例中，为了准确检测制动踏板101的移动，因此在制动踏板101上设置了第一位移传感器104，通过该第一位移传感器104检测制动踏板101的位移量，通过该位移量确定制动力。
如图10所示第一位移传感器104设置于制动踏板101的非蹬踏面，制动踏板101与 驾驶员脚部接触的面为蹬踏面，而未与驾驶员脚部接触的面为非蹬踏面。该第一位移传感器104可以设置在任一位置，并不限定设置于图10所示的位上。
另外，第一位移传感器104分为第一部分以及第二部分，其中，第一部分固定设置于车辆的底盘105上，第二部分固定设置在制动踏板101上，在制动踏板移动时，第一位移传感器104的第二部分相对于第一部分移动，通过第一部分以及第二部分的相对于移动来检测制动踏板101的位移量。
具体来讲，如图10所示，在图10中若是驾驶员在水平向左推动制动踏板101时，此时制动踏板101将水平向左移动，通过第一位移传感器104检测制动踏板101的位移量，由于制动踏板101的位移量与制动力之间存在映射关系，因此通过第一位移传感器104检测到位移量之后，根据该映射关系可以确定出检测出的位移量对应的制动力，从而根据制动力控制车辆制动。
进一步，在一种可能的实施例中，为了准确对车辆制动，因此需要通过压力检测来确定是否进行制动，具体可以通过制动踏板101上设置的第一压力传感器103来检测压力值，在控制器中设置压力值阈值，若是检测到该压力值大于压力值阈值，则确定该制动信号有效，也就是在检测到压力值大于压力值阈值时，根据位移量对应的制动力完成制动。
需要说明是，第一压力传感器103所设置的位置并不限定为图10所示的位置，该第一压力传感器103可以根据不同的应用场景设置在不同的位置上，只需满足第一压力传感器103可以准确的检测到驾驶员的脚部对制动踏板102压力值。
在一种可能的实施例中，如图11所示，该车辆控制装置还包括第二压力传感器112，该第二压力传感器112设置于加速踏板102上，具体来说，该第二压力传感器112设置于加速踏板102的非蹬踏面，其中，加速踏板102与驾驶员脚部接触的面为蹬踏面，而未与驾驶员脚部接触的面为非蹬踏面。通过该第二压力传感器112可以检测到加速踏板102所受到的压力值。通过该压力值可以判定加速信号是否有效。
在一种可能的实施例中，如图12所示，该车辆控制装置还包括第一弹性组件107以及第二弹性组件108，第一弹性组件107的一端固定于车辆底盘105上，另一端固定于制动踏板101的第一端。在制动踏板101发生移动之后，通过该第一弹性组件107使移动的制动踏板101可以复位。该第一弹性组件107可以是弹簧等具有回弹功能的组件。
第二弹性组件108设置于转动副上，从而加速踏板102可以通过该第二弹性组件108复位。该第二弹性组108可以是弹簧等具有回弹功能的组件。
在一种可能的实施例中，如图13a以及如图14b所示，该车辆控制装置的制动踏板101第二端连接助力系统，该连接方式为固定连接方式，比如铆接、卡接等方式。该主力系统为制动踏板101的移动提供机械助力，因此使制动踏板101的操控更加便利。
实施例四
本申请实施例中还提供了一种车辆控制方法，该车辆控制方法可以应用到实施例一至实施例三中任一一种车辆控制装置中，如图14所示为本申请实施例提供的一种车辆控制方法的流程图，该方法包括：
S1，获取通过制动踏板上的第一位移传感器检测到第一水平位移量以及通过第一压力传感器检测到的第一压力值；
S2，根据第一水平位移量以及第一压力值，控制车辆制动。
在实施例一至实施例三所示的车辆控制装置中，若是驾驶员控制车辆制动时，驾驶员可以在不移动脚部的情况下，通过推动制动踏板来完成车辆的制动。
具体来说，驾驶员在推动制动踏板移动时，通过制动踏板上设置的第一压力传感器可以检测制动踏板上的压力值F 2，并且通过制动踏板上设置的第一位移传感器检测到制动踏板的位移量L 1，判定压力值F 2是否大于第一预设压力值F 01，也就是判定驾驶员的制动控制是否有效。
若是F 2＞F 01时，则通过位移量与制动力之间的对应关系，确定该位移量L 1对应的制动力，并生成包含该制动力的第一制动信号；若是F 2＜F 0时，则维持车辆当前的状态。
通过该方法，在车辆需要制动时，驾驶员可以通过直接操控脚部下方的制动踏板移动，并根据制动踏板的移动量以及压力值准确的确定出对应的制动力，以及生成对应的制动信号，从而驾驶员的对车辆由加速控制转换为制动控制时不需要移动脚部，从而大大减少了驾驶员的反应距离，进而缩短了车辆的实际制动距离，降低了紧急情况下的安全风险。
另外，若是驾驶员控制车辆加速时，驾驶员可以蹬踏加速踏板来完成。
具体来讲，通过设置在加速踏板上的第二压力传感器检测第二压力值，以及通过加速踏板上的第二位移传感器检测第二位移量，在第二压力值处于设定范围内，并且第二位移量大于预设阈值时，生成并输出加速信号。具体来讲，该第二压力值说明了驾驶员的加速意图，在该第二压力值大于预设阈值时，则说明驾驶员存在加速意图，此时将获取第二位移量，然后通过该第二位移量确定出加速大小。当然，在该车辆控制装置设置了位移量与加速大小之间的关系，因此根据该映射关系以及第二位移量，就可以准确的确定出加速大小。
进一步，在本申请实施例中，考虑到加速踏板的自由行程，因此可以设置判定位移量阈值来判定加速意图，也就是在第二位移传感器检测到位移量大于预设位移量时，则判定驾驶员的加速意图有效。通过该方式可以进一步的准确判定驾驶员的加速意图。
在一种可能的实施例中，在生成并输出加速信号之后，检测制动踏板上的第一压力传感器当前检测到的压力值是否小于第二预设压力值，若是当前检测到的压力值小于第二预设压力值时，则判定该加速信号无效；若是当前检测到的压力值大于第二预设压力值时，则判定该加速信号有效，也就是说，驾驶员在控制车辆加速，但是制动踏板上未检测到压力值，则说明驾驶员的加速意图存在异常，此时判定该加速信号无效，从而提升了车辆行驶过程中安全性。
在一种可能的实施例中，在驾驶员控制车辆行驶的过程中，在检测到车辆的车速大于设定车速时，将实时的检测是否存在第二制动信号，若是存在该第二制动信号，则根据第二制动信号控制车辆制动，若不存在该第二制动信号，则根据加速信号控制车辆加速。也就是说在本申请实施例中在车辆速度超过设定速度时，制动优先，从而保证了车辆行驶过程中能够及时的对制动信号完成制动，提升了车辆行驶过程中的安全性。
下面通过具体的两种应用场景，对本申请提供的车辆控制方法进行说明。
场景一：紧急制动
驾驶员控制车辆从加速状态切换到制动状态，预对，预对车辆进行紧急制动时，典型地，驾驶员以脚后跟为旋转支点，稍抬起右脚，释放加速踏板，同时以脚后跟为发力点向前驱动制动踏板。整个过程中，F 2和F 3大小激增，典型地，F 3的方向有-X变为X。 由于加速踏板开度不作为制动踏板有效性判定的依据，因此，即使驾驶员在紧急情况下未能有效地先松开油门，在制动踏板行程L 1和制动踏板力F 2达到阈值后，系统依然判定制动信号有效。
场景二：单踏板模式
在上述实施例的车辆控制装置的基础上，在加速信号有效的情况下，可以根据加速踏板的开度以及变化率，通过电制动来完成制动，从而实现单踏板模式，相对于传统装置，在紧急制动情况下，更加容易实现电制动向液制动以及电液制动的切换。
通过本申请所提供的方法，在上述实施例的车辆控制装置的基础上，驾驶员无需横向移动或转动右脚即可完成对加速踏板和制动踏板间的操作切换，切换时间更短；从加速状态与制动状态相互切换时驾驶员动作更加连贯顺畅，且符合人在应急状态下的本能动作反应，因此可以降低紧急制动场景下驾驶员的误操作概率。
本申请实施例还提供一种车辆控制设备，如图15所示，为本申请实施例提供的车辆控制900。其中，车辆控制设备900可以是本申请实施例提供车辆控制装置，能够实现本申请实施例提供的方法中控制器的功能。其中，该车辆控制设备900可以为芯片系统。本申请实施例中，芯片系统可以由芯片构成，也可以包含芯片和其他分立器件。
具体实现，车辆控制设备900包括至少一个处理器901，用于实现或用于支持车辆控制设备900实现本申请实施例提供的方法的功能。具体参见方法示例中的详细描述，此处不做赘述。
车辆控制设备900还可以包括至少一个存储器902，用于存储程序指令和/或数据。存储器902和处理器901耦合。本申请实施例中的耦合是装置、单元或模块之间的间接耦合或通信连接，可以是电性，机械或其它的形式，用于装置、单元或模块之间的信息交互。处理器901可能和存储器902协同操作。处理器901可能执行存储器902中存储的程序指令和/或数据，以使得车辆控制设备实现相应的方法。至少一个存储器中的至少一个可以包括于处理器中。需要说明的是，存储器902不是必须的，所以在图15中以虚线进行示意。
车辆控制设备900还可以包括通信接口903，用于通过传输介质和其它设备进行通信，从而用于车辆控制设备900中的装置可以和其它设备进行通信。示例性地，其它设备可以是控制面板或者终端。处理器901可以利用通信接口903收发数据。通信接口903具体可以是收发器。
本申请实施例中不限定上述通信接口903、处理器901以及存储器902之间的具体连接介质。本申请实施例在图9中以存储器902、处理器901以及通信接口903之间通过总线904连接，总线在图9中以粗线表示，其它部件之间的连接方式，仅是进行示意性说明，并不引以为限。总线可以分为地址总线、数据总线、控制总线等。为便于表示，图15中仅用一条粗线表示，但并不表示仅有一根总线或一种类型的总线。
本申请实施例中还提供一种计算机程序产品，包括指令，当其在计算机上运行时，使得计算机执行上述实施例中的车辆控制方法。
本申请实施例中还提供一种车辆，该车辆可以包括控制器、动力系统、制动系统、加速踏板以及制动踏板；
其中，动力系统以及制动系统用于接收控制的控制指令，并根据接收到的控制指令进行加速控制或者是制动控制；
控制器用于执行上述实施例所提供的车辆控制方法。
可选地，该车辆还可以包括壳体、控制面板和供电电源。
本领域内的技术人员应明白，本申请的实施例可提供为方法、系统、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本申请的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的保护范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (18)

  1. 一种车辆控制装置，其特征在于，所述装置包括：制动踏板、加速踏板、第一压力传感器、第一位移传感器；
    所述制动踏板通过移动副连接设置在所述车辆底盘上，所述加速踏板的至少部分投影在所述制动踏板上,所述第一移动传感器以及所述第一压力传感器设置于所述制动踏板上。
  2. 如权利要求1所述的装置，其特征在于，所述加速踏板第一端通过转动副与所述制动踏板连接，所述加速踏板的第二端悬空设置，所述加速踏板第一端与所述制动踏板之间垂直距离小于所述加速踏板第二端与所述制动踏板之间的垂直距离。
  3. 如权利要求1所述的装置，其特征在于，所述加速踏板第一端通过转动副与所述车辆底盘连接，所述加速踏板的第二端悬空设置，所述加速踏板第一端与所述制动踏板之间垂直距离小于所述加速踏板第二端与所述制动踏板之间的垂直距离。
  4. 如权利要求1所述的装置，其特征在于，所述加速踏板第二端通过转动副与所述车辆底盘连接，所述加速踏板的第一端为悬空设置，所述加速踏板第一端与所述制动踏板之间垂直距离小于所述加速踏板第二端与所述制动踏板之间的垂直距离。
  5. 如权利要求1所述的装置，其特征在于，所述加速踏板通过转动副连接所述车辆底盘，所述转动副的一端固定连接所述加速踏板的第一位置，所述转动副的另一端固定连接所述车辆底盘，所述加速踏板与所述制动踏板通过滑块连接，所述滑块套接在所述加速踏板的第二位置，所述滑块与所述制动踏板铰接。
  6. 如权利要求1-5中任一项所述的装置，其特征在于，所述装置还包括第二位移传感器，所述第二位移传感器的一端固定在所述加速踏板的非蹬踏面上，所述第二位移传感器的另一端固定在所述车辆底盘或者所述制动踏板上。
  7. 如权利要求1-5中任一项所述的装置，其特征在于，所述车辆控制装置还包括：第二压力传感器，所述第二压力传感器设置于所述加速踏板的非蹬踏面上。
  8. 如权利要求1-7中任一项所述的装置，其特征在于，所述车辆控制装置还包括第一弹性组件，所述第一弹性组件的一端固定于所述车辆底盘上，另一端固定于所述制动踏板的第一端。
  9. 如权利要求1-8中任一项所述的装置，其特征在于，所述车辆控制装置还包括第二弹性组件，所述第二弹性组件设置于所述转动副上，所述加速踏板通过所述第二弹性组件旋转复位。
  10. 如权利要求1-9中任一权项所述的装置，其特征在于，所述制动踏板的第二端连接助力系统。
  11. 一种车辆控制方法，所述方法应用于权利要求1-10中任一项所述的车辆控制装置中，其特征在于，所述方法包括：
    获取通过制动踏板上的第一位移传感器检测到的第一水平位移量以及通过第一压力传感器检测到第一压力值；
    根据所述第一水平位移量以及所述第一压力值，控制车辆制动。
  12. 如权利要求11所述的方法，其特征在于，根据所述第一水平位移量以及所述第一压力值，控制车辆制动或者是加速，包括：
    判定所述第一压力值是否大于第一预设压力值；
    若是，则根据所述第一水平位移量确定制动力，生成并输出包含所述制动力的所述第一制动信号；
    若否，则维持车辆当前状态。
  13. 如权利要求11所述的方法，其特征在于，所述方法还包括：
    获取通过加速踏板上的第二压力传感器检测到的第二压力值，以及通过加速踏板上的第二位移传感器检测到的第二位移量；
    在所述第二压力值处于设定范围内，并且所述第二位移量大于预设阈值时，则生成并输出加速信号。
  14. 如权利要求13所述的方法，其特征在于，在生成并输出加速信号之后，所述方法还包括：
    检测所述制动踏板上的第一压力传感器当前检测到的压力值是否小于第二预设压力值；
    若是，则判定所述加速信号无效；
    若否，则判定所述加速信号有效。
  15. 如权利要求13所述的方法，其特征在于，在生成并输出加速信号之后，所述方法还包括：
    在检测到所述车辆的车速大于设定速度时，检测是否存在第二制动信号；
    若存在，则根据所述第二制动信号控制所述车辆制动；
    若不存在，则根据加速信号控制所述车辆加速。
  16. 一种车辆控制设备，其特征在于，包括至少一个处理器与至少一个存储器耦合：
    所述至少一个处理器，用于执行所述至少一个存储器中存储的计算机程序或指令，以使得所述车辆控制设备执行如权利要求11-15中任一项所述的方法。
  17. 一种可读存储介质，其特征在于，包括程序或指令，当所述程序或指令被执行时，如权利要求11-15中任一项所述的方法被执行。
  18. 一种车辆，其特征在于，包括：控制器、动力系统、制动系统、加速踏板以及制动踏板；
    所述动力系统以及所述制动系统用于接收控制的控制指令，并根据接收到的所述控制指令进行加速控制或者是制动控制；
    所述控制器用于执行如权利要求11-15中任一项所述的方法。
PCT/CN2021/130416 2021-11-12 2021-11-12 一种车辆控制装置、方法及存储介质 WO2023082195A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/CN2021/130416 WO2023082195A1 (zh) 2021-11-12 2021-11-12 一种车辆控制装置、方法及存储介质

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2021/130416 WO2023082195A1 (zh) 2021-11-12 2021-11-12 一种车辆控制装置、方法及存储介质

Publications (1)

Publication Number Publication Date
WO2023082195A1 true WO2023082195A1 (zh) 2023-05-19

Family

ID=86334833

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/130416 WO2023082195A1 (zh) 2021-11-12 2021-11-12 一种车辆控制装置、方法及存储介质

Country Status (1)

Country Link
WO (1) WO2023082195A1 (zh)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN201989768U (zh) * 2010-11-14 2011-09-28 江苏技术师范学院 一种汽车线控制动系统的制动踏板装置
WO2013000042A1 (en) * 2011-06-29 2013-01-03 Olofsson Erland Improved accelerator pedal with braking action
CN105799683A (zh) * 2016-02-28 2016-07-27 商洛学院 一种用于车辆的机械电子液压制动系统
CN108454435A (zh) * 2018-03-10 2018-08-28 台州台鹰电动汽车有限公司 基于加速踏板的电动汽车误加速判断系统及其操作方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN201989768U (zh) * 2010-11-14 2011-09-28 江苏技术师范学院 一种汽车线控制动系统的制动踏板装置
WO2013000042A1 (en) * 2011-06-29 2013-01-03 Olofsson Erland Improved accelerator pedal with braking action
CN105799683A (zh) * 2016-02-28 2016-07-27 商洛学院 一种用于车辆的机械电子液压制动系统
CN108454435A (zh) * 2018-03-10 2018-08-28 台州台鹰电动汽车有限公司 基于加速踏板的电动汽车误加速判断系统及其操作方法

Similar Documents

Publication Publication Date Title
US10576956B2 (en) Driver assistance system with increased reliability and availability
US20200298871A1 (en) Vehicle, control system of vehicle, and control method of vehicle
JP6726272B2 (ja) 車速制御方法及び車速制御システム
CN112208545B (zh) 自动行驶系统及自动减速控制装置
CN107031597A (zh) 一种集成式电子液压制动系统及方法
MX2015000845A (es) Dispositivo de generacion de fuerza de frenado de vehiculo.
CN109969150B (zh) 安全行车驾驶辅助方法、系统及车辆
JP6255775B2 (ja) ブレーキ制御装置
US20200298887A1 (en) Vehicle, control system of vehicle, and control method of vehicle
CN113715630B (zh) 一种滑行制动能量回收的控制方法、装置及存储介质
CN108454435A (zh) 基于加速踏板的电动汽车误加速判断系统及其操作方法
JP2000128007A (ja) 車両の転舵制御方法および車両用障害物回避装置
WO2023082195A1 (zh) 一种车辆控制装置、方法及存储介质
CN113954645A (zh) 用于电动汽车的自适应巡航控制回馈制动扭矩监控方法
JP7377940B2 (ja) 制御装置及び車両
JP4613520B2 (ja) 駐車補助制御装置、駐車補助制御システムおよび駐車補助プログラム
CN113895240B (zh) 基于制动踏板解耦的混合动力汽车协调再生制动控制方法
WO2022014230A1 (ja) 移動体の制御装置
JP2023094785A (ja) 運転支援装置、運転支援方法及び、プログラム
JP7414490B2 (ja) 制御装置
CN110667549B (zh) 一种电控制动方法和电控制动装置
CN113665548A (zh) 车辆线控制动方法、系统、设备及存储介质
CN109017735A (zh) 制动系统
JP7387529B2 (ja) 走行制御装置
JP7375924B2 (ja) 車両制御方法及び車両制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21963643

Country of ref document: EP

Kind code of ref document: A1