DE102015212024A1 - Method for controlling and / or regulating the power of an engine - Google Patents

Abstract

The invention relates to a method for controlling and / or regulating the power of at least one motor (910, 920), in particular at least one motor (910, 920) of a motor vehicle (900), comprising the steps of: detecting a working position (S) along a pedal travel (PW) of an accelerator pedal (100) movable in an actuation direction (280) between an initial position (A) and an end position (E); Determining a power demand (PS) to the at least one engine (910, 920) using a first dependency relationship (510) between the work position (S) and the power request (P). In order to inform an operator of the accelerator pedal (100) by haptic information that the driving operation is at higher power requirements, e.g. is switched from one engine (910) to another engine (920) or another engine is switched on or that a gear shift to lower gears for a better acceleration (kick-down) and to prevent at the same time in a jerky trespassing the accelerator pedal (100) an unintentional sudden increase in power of the at least one motor (910, 920) is effected or that an overtaking without dead time can be performed immediately, it is provided that the accelerator pedal (100) an actuator element (300) for acting on the Having accelerator pedal (100) with a counter to the actuation direction (280) acting force (F). In this case, after applying a force (F) to the accelerator pedal (100) by means of the Aktuatorelements (300) in a shift range (SB) along the pedal travel (PW), the power requirement (P) to the at least one motor (910, 920) using a further dependency relationship (550) between the working position (S) and the power requirement (P) determined. In this case, along the pedal travel (PW), a partial area (TB) extends between a first partial area end point (TB1) and a second partial area end point (TB2). In this case, the first derivation of the power requirement (P) according to the working position (S) of the further dependency relationship (550) in the partial area (TB), in particular in each point of the partial area, compared to the first derivative of the power requirement (P) after the working position (S ) of the first dependency relationship (510) in the same subarea.

Description

Field of the invention

The invention relates to a method for controlling and / or regulating the power of an engine. The invention further relates to a power control arrangement for a motor and a computer program product containing a program code which, when executed on a data processing unit, performs such a method.

State of the art

In a conventional passive accelerator pedal for controlling the power of a motor, e.g. a motor vehicle (motor vehicle), the driver works against a spring, which is integrated in the pedal mechanism. The spring force is approximately proportional to the pedal travel. Through this proportional force, the driver can adjust the accelerator pedal position exactly and thus precisely meter the power requirement, for example a torque request, to the engine.

Electronic accelerator pedals are no longer directly mechanically connected to a component on the engine, which converts the power requirement of the engine in the required power, such as a throttle valve. Rather, the accelerator pedal is provided with at least one sensor and only electronically connected to an element which converts the power requirement to the motor in the required power. In order to determine the power demand on the motor from a pedal position and to transmit this to the motor, a method is usually carried out in a control unit.

In such methods, a sensor detects a pedal position or working position of the pedal between a starting position and an end position. In a further step, a power demand is determined on the engine using a dependency relationship between the work position and the power demand on the engine. The dependency relationship is usually designed such that the power demand on the motor is maximum when the accelerator pedal is moved to the end position. Control parameters for a control element, for example a throttle flap, can then be determined from the determined power requirement and transmitted to the control element. For the end position of the accelerator pedal, the full load point of the engine can be adjusted.

A power control arrangement on which such a method is carried out is disclosed in U.S.P. DE 10 2010 062 363 A1 described.

Disclosure of the invention

The invention is based on the recognition that situations may arise in the operation of motor vehicles in which the driver is to be alerted to a change in the driving state or to an upcoming shift. In an exemplary situation, in vehicles having automatic transmissions, driving situations may occur in which the driver wants to cause a sudden large increase in the power demand on the engine, e.g. when applying for overtaking. To do so, a shift in the transmission (which is considered to be part of the engine here) may be necessary, e.g. downshifting by one or more gears. In a hybrid or electric vehicle, the overtaking operation may be facilitated by a so-called "boost" process, e.g. by connecting another motor (e.g., electric motor to internal combustion engine). Another exemplary situation involves driving with a hybrid-powered vehicle, that is, a first engine configured as an internal combustion engine and one or more engines configured as electric motors (e.g., one on each of a plurality of wheels). Here, depending on the condition of the battery, i. at low power requirements, the electric motor or the electric motors can be used. If the power demand exceeds a certain limit (this limit may depend, for example, on the maximum retrievable power of the electric motor and / or the battery state of charge or also on external parameters such as the temperature), then the electric motor can switch over to the internal combustion engine or the internal combustion engine becomes the electric motor switched on. So there is a switching process instead of a first mode and another mode.

The switching operations described above can be identified by signals to the driver. In order not to overstrain the driver with additional optical or acoustic signals, haptic information that the driver can tactually perceive may be well suited. Thus, the information can be transmitted to the driver that a switching operation is carried out when it calls a relation to the current power demand increasing power demand or moves the accelerator pedal on the current position.

So-called active accelerator pedals have an actuator element and can generate such signals and transmit them to the driver, for example by applying the accelerator pedal or a footplate of the accelerator pedal with a vibration or by applying a defined force profile to the accelerator pedal, which requires the driver a defined increased expenditure of force in order to move the accelerator pedal beyond an example dependent on the driving situation position further towards the end position. Such a force profile may have an impressed on the normal force-displacement curve force peak, which must be overcome before the accelerator pedal can be moved to the position lying behind the force peak. It may happen that a particularly "crisp" or "athletic" felt force profile should be impressed, for example with a force peak or force peak very steep dropping force applied by the actuator element, ie: within a very short distance of the accelerator pedal after reaching of the maximum force, the original force-displacement characteristic of the accelerator pedal is reached again.

At the same time, it may either be desirable for the so-called longitudinal dynamics of the vehicle to be maintained or not to be changed unintentionally abruptly. The longitudinal dynamics mean the speed of the vehicle along its longitudinal axis. A change in the longitudinal dynamics thus corresponds to a positive or negative acceleration. Alternatively, it may e.g. in the initiation of the overtaking operation, it is desirable that the additionally required power be available without dead time, or that a very large movement of the accelerator pedal be required to effect a desired power demand, e.g. in a "boost" process.

In the first case, it may happen that the driver wants to trigger the switching process and thus moves the accelerator pedal beyond the point of the maximum force. It may then happen that he unintentionally moves the accelerator pedal to a working position in a steeply sloping force profile, which does not actually meet his desire for the power requirement - he can, so to speak, "override" the accelerator pedal or the accelerator pedal can to higher values of the pedal travel " fall through". This can happen if the operator of the accelerator pedal does not take back in time the force that was necessary to exceed the force maximum of the force profile. Or even if the driver is e.g. is informed by a vibration and in a kind of "startle reaction" suddenly pushes the accelerator pedal.

By such a "trespassing" or a "falling through" of the accelerator pedal can lead to a sudden or sudden increase in the power demand on the engine. This can be e.g. make noticeable in a sudden or sudden acceleration of the vehicle, which can be perceived as unpleasant.

In the second case, it may be desirable that the overtaking or switching on a further engine (boost process) should take place without delay and also immediately an increased power requirement should be available.

There may therefore be a need to provide a method for controlling the power of an engine, with which an influence or change in the longitudinal dynamics is avoided, which actually does not correspond to the driver's request or unnecessary "dead times" are avoided when initiating an overtaking. Such a method is intended to contribute to a sudden and / or unwanted increase in the power demand on the engine, even in the event of a sudden "crossing" of the accelerator pedal beyond a desired position as a result of the transmission of a haptic signal or should the method be unnecessary "Dead times" or delays in initiating the "boost" process can be avoided.

Advantages of the invention

This need can be met by the subject matter of the present invention according to the independent claims. Advantageous embodiments of the present invention are described in the dependent claims.

According to a first aspect of the invention, a method is proposed for controlling and / or regulating the power of a motor which, compared with the prior art, advantageously switches between operating states of the at least one motor or between two or generally a plurality of motors . Can bring the operator of the accelerator pedal by applying an opposing force on the accelerator pedal haptically without causing a jerky or sudden change in the longitudinal dynamics of the vehicle against the driver's request. Respectively, e.g. when a "boost" process is triggered, which immediately initiates a desired change in the longitudinal dynamics, without any time delays or a significant change in the working position of the accelerator pedal is necessary.

A transmission coupled to the engine is considered to belong to the term "engine".

• – Erfassung einer Arbeitsstellung (S) entlang eines Pedalwegs (PW) eines in einer Betätigungsrichtung zwischen einer Ausgangsstellung (A) und einer Endstellung (E) beweglichen Fahrpedals,
• – Ermittlung einer Leistungsanforderung (PS) an den wenigstens einen Motor unter Verwendung einer ersten Abhängigkeitsbeziehung (510) zwischen der Arbeitsstellung (S) und der Leistungsanforderung (P).

This is achieved in that the method for controlling and / or regulating the power of at least one motor, in particular at least one motor of a motor vehicle, comprises the following steps:

• Detecting a working position (S) along a pedal travel (PW) of an accelerator pedal which is movable in an actuating direction between an initial position (A) and an end position (E),
• Determination of a power request (PS) to the at least one engine using a first dependency relationship ( 510 ) between the working position (S) and the power requirement (P).

According to the invention, it is provided that the accelerator pedal has an actuator element for acting on the accelerator pedal with a force (F) acting counter to the actuating direction. In this case, a force (F) can be applied to the accelerator pedal by means of the actuator element, the force (F) acting in a shift range (SB) along the pedal travel (PW). Upon application of force (F), the power demand (P) to the at least one engine is determined using another dependency relationship between the work position (S) and the power demand (P). In this case, along the pedal travel (PW), a partial area (TB) extends between a first partial area end point (TB1) and a second partial area end point (TB2). In this case, the first derivation of the power requirement (P) after the working position (S) of the further dependency relationship ( 550 ) in the subarea (TB), in particular in each point of the subarea, in relation to the first derivation of the power request (P) after the working position (S) of the first dependency relationship ( 510 ) in the same subarea.

Here, "PS" denotes the power demand (P) at the point "S" of the pedal stroke, or more generally "Px" the power demand (P) at the point "x" of the pedal stroke.

In other words, by the method after activating the actuator element to apply a force acting generally as a haptic signal (eg, a vibration or a force profile), a further dependency relationship between the power demand and the working position is provided in the subregion (TB) a representation in an XY diagram (X-axis corresponds to the working position (S), Y-axis corresponds to the power requirement (P)) has a flatter curve or a smaller slope (m) than in the same sub-area (TB) of the first dependency relationship , Because the derivation of the power requirement according to the working position corresponds in this X-Y diagram just the slope according to the formula m = dP / dS. The further dependency relationship is thus modified in relation to the first dependency relationship such that a plateau (at zero slope) or at least one flattening is set in the subregion, e.g. a plateau-like flattening.

The switching region (SB), in which the force applied by the actuator element acts, can be very small or even substantially punctiform along the pedal travel. This can e.g. then be the case when the haptic signal is a vibration, a call waiting or a similar signal.

As a partial area (TB), e.g. a section along the pedal travel (PW) between the starting position (A) and the end position (E) are understood. The partial area in the X-Y diagram described above thus corresponds to a section along the X-axis, which is then assigned values of the power requirement on the Y-axis.

The first subscale end point (TB1) may coincide with or slightly above the home position (A). The second partial endpoint (TB2) may coincide with, or be slightly lower than, the end position (E). Preferably, neither the first Teilbereichsendpunkt (TB1) nor the second Teilbereichsendpunkt (TB2) is at the starting position (A) or at the end position (E). Particularly preferably, the two partial area end points (TB1, TB2) have a distance of at least 5% of the pedal travel (PW) from the starting position (A) and the end position (E).

The second partial area end point (TB2) may be at least 1% and at most 50% above the first partial area end point (TB1), preferably at least 1% and at most 30% or at least 1% and at most 15%. The percentages are to be understood as relative indications and are oriented along the pedal travel (PW). Lies as e.g. the first partial endpoint (TB1) at a value of 30% along the pedal travel. Then, a distance of 10% from the first partial endpoint (TB1) corresponds to a position of 33% along the pedal travel.

It should be understood that in the presence of more than one engine, the power demand of the first and further dependency relationships may be communicated to each of the engines so that in aggregate the desired power demand is communicated to the engine (s).

The method may provide that at least one point (PP) of the sub-area (TB) of the further dependency relationship, in particular the first or second sub-area end point (TB1, TB2), the same power requirement (P) is assigned as the same point (PP) in the first dependency relationship ,

According to a second aspect of the invention, a power control arrangement is proposed for at least one engine, in particular for at least one engine of a motor vehicle, which Compared to the prior art advantageously a switching operation between operating conditions of the at least one motor or between two motors the driver or operator of the accelerator pedal by applying a counterforce on the accelerator pedal can bring haptically note, without causing a jerky or sudden change the longitudinal dynamics of the vehicle against the driver's request comes or without the switching process, a time delay arises.

This is achieved by configuring the power control arrangement for at least one engine such that it carries out a method according to the first aspect of the invention for controlling and / or regulating the power of the at least one motor. In this case, the power drive arrangement comprises an accelerator pedal that is movable between an initial position (A) and an end position (E) along a pedal travel (PW). It further comprises a sensor for detecting a working position (S) of the accelerator pedal along the pedal travel (PW). It also comprises a control unit for determining the power requirement (P) to the engine. The power demand determination (PS) control unit uses a first dependency relationship between the power demand (P) and the work position (S) or another dependency relationship between the power demand (P) and the work position (S).

According to a third aspect of the invention, a computer program product is proposed which, in comparison to the prior art, advantageously brings a switching process between operating states of the at least one motor or between two motors to the driver or operator of the accelerator pedal by applying an opposing force to the accelerator pedal can, without causing a jerky or sudden change in the longitudinal dynamics of the vehicle against the driver's request or without a time delay arises during the switching process.

This is achieved by the computer program product containing a program code which, when executed on a data processing unit, performs a method according to the first aspect of the invention.

Compared to the prior art, this provides a method for controlling and / or regulating the power of an engine or provides a power control arrangement for a motor or a computer program product in which the power requirement is or does not abruptly change becomes. In the case of a vehicle operated by the at least one engine, this causes the longitudinal dynamics to be maintained or not to be changed abruptly. If the driver is e.g. as a result of the activation of the actuator and the transmission of the haptic signal (eg an opposing force, a knock or a vibration), for example, suddenly or suddenly the accelerator pedal moves to a working position that is greater than he intended, so he the accelerator pedal As a result of the method, this jerk or sudden increase in the power requirement is prevented or reduced by using the further dependency relationship. Alternatively, the method reduces or eliminates an unnecessary "dead time" between the desire to initiate the shift (e.g., a "boost" operation) and the provision of an additionally increased power demand.

By determining the power requirement (P) to the motor as a function of the working position (S) using the further dependency relationship, the longitudinal dynamics of the vehicle can advantageously be maintained at least over a portion of the pedal travel, or can be changed significantly less than with an increase in the Working position in the case of a "violation" or "diarrhea" of the accelerator pedal as a result of acted upon by the actuator element force to transmit a haptic signal (eg a knock or a force profile) using the first dependency relationship would be the case. Because the fact that the first derivation of the power requirement (P) after the working position (S) in the further dependency relationship in the sub-area (TB) is less than in the same sub-area of the first dependency relationship, the power demand is advantageous at an increase in the working position of the accelerator pedal the engine only slightly increased. If the slope or the first derivative is zero in the subarea, the power requirement is not changed at all if the working position within the subarea changes. Advantageously, the power request (P), which is set from the first dependency relationship, initially remains at at least one point of the subarea when the power request (P) is determined from the further dependency relationship.

Thus, advantageously, e.g. an unintentional leap in power demand due to a really unintentional "trespassing" or a "diarrhea" of the accelerator pedal are intercepted. Thus, there is no reaction of the vehicle which is perceived as unpleasant or uncomfortable or alarming, for example due to jerky or suddenly increased longitudinal dynamics (for example in the form of an acceleration).

Alternatively, after acting on the accelerator pedal with the force by means of the actuator element and the use of the further dependency relationship can be achieved that with a further actuation of the accelerator pedal along the operating direction directly, ie without further time delays or a longer pedal travel, a higher power requirement is retrievable.

Advantageous developments of the invention are the subject of the dependent claims.

The method may provide that the first derivative of the power requirement (P) after the working position (S) of the further dependency relationship in the partial area (TB) is less than the first derivative of the power requirement (P) after the working position (S) in the same partial area of the first dependency relationship.

The method may provide that the average derivative of the further dependency relationship in the subarea is less than the averaged derivative (e.g., arithmetic mean or weighted average) of the first dependency relationship in the subarea.

The method may provide that the first derivative of the power requirement (P) after the working position (S) of the further dependency relationship in the sub-area (TB) is at least 30% less than the first derivative of the power requirement (P) after the work position (S) in FIG the same subset of the first dependency relationship or that the first derivative of the power request (P) after the working position (S) of the further dependency relationship in the subregion (TB) is zero.

As a result, the change in the longitudinal dynamics can advantageously be selectively adjusted when the accelerator pedal is crossed, so that this change is not perceived as unpleasant. If the first derivative is zero, the longitudinal dynamics does not change at all when the accelerator pedal is actuated in the partial region.

The method may provide that the first derivative of the power request (P) after the work position (S) of the further dependency relationship ( 550 ) in the partial area (TB) is greater, in particular at least 30% greater, than the first derivative of the power requirement (P) after the working position (S) in the same subarea of the first dependency relationship ( 510 )

As a result, it can advantageously be achieved that immediately when the accelerator pedal is moved to a position in the partial area, the power demand on the engine or on the engines increases relative to the power requirement at the same position in the first dependency relationship. As a result, targeted e.g. an overtaking process is initiated by a temporally instantaneous "boosting". Because for the desired power requirement, the accelerator pedal now does not have to be moved as far along the direction of actuation as when using the first dependency relationship. The action of force by means of the actuator element may be e.g. be caused by a force profile or knocking or vibrating.

The method may provide that the further dependency relationship ( 550 ) between the second partial area end point (TB2) and the end position (E) from the first dependency relationship ( 510 ) results in a compression along the axis with the values of the working position (S) and along the axis with the values of the power requirement (P) from the first dependency relationship ( 510 ), in particular by a linear compression.

By a compression advantageously a particularly simple modification of the further dependency relationship with respect to the first dependency relationship is made possible. Further advantageously, the longitudinal dynamics of the vehicle or the power demand on the engine for the driver or for the operator of the accelerator pedal also change very little even after leaving the partial area, ie also for accelerator pedal positions or working positions (S) above the second partial range end point (TB2). Furthermore, such compression can advantageously ensure that the power requirement of the further dependency relationship at the starting point (A) and at the end point (E) is the same as in the first dependency relationship. Also, this does not result in a jump in the power requirement (P) during the transition from the working position at the second sub-range end point (TB2) to higher working positions, the further dependency relationship is thus advantageously continuous.

A linear compression in an XY diagram or a characteristic field of value pairs (X, Y) for mapping one value range to another is the multiplication of one of the two values or both values of each value pair or the distance of these values from a reference point in Compression area with a constant factor to understand. The constant factor for the X values may be different than the constant factor for the Y values. A pair of values (X, Y) thus becomes a pair of values (a1 * (X-c1), a2 * (Y-c2)), where a1 and a2 are the constant factors and c1 and c2 are constants to represent situations in which an area does not start from zero. If only linear compression is performed along one of the two axes, then one of the two constant factors is 1 (one). At a On the other hand, the factors a1, a2 can be variable as a function of the value X and Y, respectively, in the case of non-linear compression.

A development of the method provides that the shift range (SB) extends between a first waypoint (WP1) and a third waypoint (WP3), wherein the acted upon by the actuator element to the accelerator pedal force (F) a local maximum force (FLmax) on a second waypoint (WP2), wherein in particular the first waypoint (WP1) is closer to the starting position (A) than the third waypoint (WP3). Advantageously, the driver is thus haptically indicated on reaching the first waypoint (WP1) that a switching operation can take place in a further movement of the accelerator pedal. This happens because he has to muster a growing force for further movement of the accelerator pedal to the second waypoint (WP2). After reaching the second waypoint (WP2), the applied force drops more or less steeply to the third waypoint (WP3), where the force-displacement characteristic curve is e.g. again coincides with the force-displacement curve, which was also specified without the actuator element - this course can be perceived as a "kick-down".

The first waypoint may e.g. as the beginning of the imprinting of the force, i. be considered as the beginning of the deviation from the "normal" force-displacement curve. The third waypoint may e.g. as the end of imprinting the force, i. the end of the deviation from the "normal" force-displacement curve can be considered. From the first waypoint (WP1) to the second waypoint (WP2), the counterforce then rises through the actuator element up to the force maximum (FLmax). From the second waypoint (WP2) to the third waypoint (WP3), the counterforce then drops again.

A development of the method provides that the position of the first waypoint (WP1), the second waypoint (WP2) and the third waypoint (WP3) along the pedal travel (PW) can be variable. As a result, advantageously e.g. in the case of automatic vehicles, the "kick-down" point caused by the application of force is adapted to the current gear. In hybrid vehicles, the power point at which e.g. is switched from the electric motor to the internal combustion engine or at the e.g. the electric motor is switched on to the internal combustion engine for "boosting", to which operating conditions (for example the battery level) are adapted. At e.g. low battery charge or capacity or e.g. at low outside temperature, e.g. the switching range is closer to the starting point (A) than with a high battery charge. Also, e.g. In urban traffic, the applied maximum force can be increased in order to make it particularly clear to the driver that the operating mode of the electric motor should be maintained. Also, the distances of the three waypoints (WP1, WP2, WP3) from each other can be used to adjust the feel of the haptic signal, e.g. between "comfort" with flat slopes (derivative of the force (F) following the path (S)) or "sporty" with steep slopes, e.g. a rapid drop in power from the second to the third waypoint. The method can then also variably determine the position of the subarea in the further dependency relationship. This advantageously allows many situations and driving conditions to be covered flexibly by the method.

A further development of the method provides that the first partial area end point (TB1) corresponds to the first waypoint (WP1) and that the second partial area end point (TB1) corresponds at least to the third waypoint (WP3),
or that the first partial endpoint (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2) and that the second partial endpoint (TB1) corresponds at least to the third waypoint (WP3)
or that the first partial area end point (TB1) corresponds to the second waypoint (WP2) and that the second partial area end point (TB1) corresponds at least to the third waypoint (WP3). In this case, the second partial area end point may be selected such that it is at most 20%, preferably at most 10%, above the third waypoint (WP3).

By the expression "a point X corresponds at least to the point Y" is to be understood that the position of the point X along the pedal travel (PW) at least corresponds to the position of the point Y. So point X along the pedal travel is then at the same position or closer to the end position (E) than the point Y.

If the accelerator pedal is "overrun", it may "fall through" beyond the third waypoint, although the driver actually only wanted to move it to the third waypoint (WP3). The fact that the second Teilbereichsendpunkt (TB2) corresponds at least to the position of the third waypoint is advantageously causes that in a "trespassing" or "falling through" of the accelerator pedal to the position in which the accelerator pedal "broke" the low slope of Part of the further dependency relationship is maintained and thus the performance requirement does not or only slightly increases compared to the beginning of the sub-area (TB). In the case of a "boost" operation, this advantageously avoids the fact that the power requirement is called up over a large area along the pedal travel. Advantageously, the second partial area end point / TB2) lies at the third waypoint (WP3) or at most by 10% or at most 20% above the third waypoint (WP3).

Due to the fact that the first partial area end point (TB1) corresponds to the first waypoint (WP1), it is advantageously effected that the power requirement is no longer or only slightly increased with increasing working position already at the beginning of the switching area (SB) at the first waypoint (WP1). Thus, advantageously in the shift range (SB), preferably in the entire shift range (SB), the power requirement is not or only slightly increased and the driver can quickly pass through the shift range. Due to the fact that the first partial area end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2), it is advantageously effected that the power requirement according to the first dependency relationship also continues a distance along the pedal travel (PW) after the start of the switching area is. Thus, the driver is still a distance from the onset of aktuierten counterforce an increase in the power requirement available before the further dependency relationship begins with the flatter slope or the constant power requirement.

Alternatively, it can be advantageously effected that, immediately after reaching the position of application of an increasing force (at the first waypoint (WP1)), the operator of the accelerator pedal has an increased power demand, e.g. as part of a "boost" process. If the first sub-area end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2), the operator can still decide in a small piece of the pedal travel (PW), after sensing an increasing counterforce along the pedal travel (PW) he really wants to trigger the switching process and thereby eg initiates the "boost" process.

The fact that the first sub-area end point (TB1) corresponds to the second waypoint (WP2) advantageously has the effect that the driver does not effect any or only a slight increase in the power requirement until the applied local maximum force is exceeded until the second sub-area end (TB2). If the switching operation is e.g. on reaching or exceeding the second waypoint (WP2) triggered (switching point), so the driver can be taught the feeling continuously with increasing working position of the accelerator pedal to the switching point to effect an increase in power demand while preventing "falling through" the accelerator pedal after the second waypoint (WP2) an unwanted acceleration is effected.

A further development of the method provides that the further dependency relationship ( 550 ) is used when the working position (S) exceeds a tripping working position (S0), wherein the tripping work position (S0) is equal to the first sub-range end point (TB1), or wherein the tripping work position (S0) is smaller than the first Subset endpoint (TB1), in particular less than 20% lower.

A development of the method provides that the further dependency relationship is only used when the working position (S) occupies a position in a Pedalwegintervall (PWI), which is from the release work position (S0) to a final working position (S_End ), wherein the final working position (S_End) corresponds to at least the second partial area end point (TB2).

This advantageously has the effect that the situation deviates from the first dependency relationship only on a case-by-case basis and only when it has been reached, for example. the first subset endpoint (TB1) the further dependency relationship is used. It can be achieved that the further dependency relationship is no longer used as soon as the working position is not in the pedal travel interval (PWI). The further dependency relationship can thus be used purely situationally as a function of the accelerator pedal position. If the triggering operating position (S0) is smaller than the first subregional endpoint (TB1), then advantageously more time is available to modify the first dependency relationship towards the further dependency relationship.

A development of the method provides that the further dependency relationship is only used if the working position (S) has exhibited a value which is smaller than the triggering work position (S0) immediately before entry into the pedal travel interval (PWI). This advantageously has the effect that when the accelerator pedal is released from a higher working position (S) than the triggering operating position (S0), the currently valid dependency relationship can always be used and no change in the driving behavior occurs. In other words, the method only effects a modification towards the further dependency relationship if the counterforce has to be overcome by the actuator

A development of the method provides that the dependency relationships between the power requirement (P) and the working position (S) are stored as a pedal line in a memory, wherein in the pedal characteristic values of power requirements values of pedal positions are assigned, or that the dependency relationships between the Power requirement (P) and the working position (S) are stored as a map in a memory, wherein in the map values of performance requirements values of pedal positions are assigned, or that the dependency relationships between the power requirement (P) and the Working position (S) are stored as one or more functional relationships in a memory, which can be calculated from the functional context or from the functional relationships from the value of a pedal position, a value for the power requirement (P). This advantageously has the effect that the dependency relationships are accessible in a simple and fast manner, for example for a control unit or a control unit.

A development of the power control arrangement provides that, when determining a working position (S) which is greater than or equal to the second waypoint (WP2), the power requirement (PS) associated with the working position (S) is at least partially transmitted to a second motor. As a result, when the second waypoint (WP2), that is to say the local force maximum, is reached or exceeded, it can be advantageous, for example. be switched by an electric drive partially or completely to an internal combustion engine. It is also conceivable that the switching operation consists in connecting a motor to another motor, e.g. in the "boost" process. Here, e.g. To quickly increase the power requirement, an electric motor can be connected to an internal combustion engine or another electric motor.

drawings

Other features and advantages of the present invention will become apparent to those skilled in the art from the following description of exemplary embodiments, which are not to be construed as limiting the invention with reference to the accompanying drawings.

Show it:

1a a schematic representation of a power control arrangement for at least one engine of a motor vehicle;

1b a force-displacement diagram of the accelerator pedal with and without applied force profile and a corresponding thereto first dependency relationship between a power demand and a working position in a representation as a pedal characteristic;

2a a force-displacement diagram of the accelerator pedal with applied force profile and the corresponding further dependency relationship according to an embodiment;

2 B a detail of a force-displacement diagram of the accelerator pedal with acted upon force profile and the corresponding further dependency relationship according to another embodiment;

2c a detail of a force-displacement diagram of the accelerator pedal with acted upon force profile and the corresponding further dependency relationship according to another embodiment;

2d a detail of a force-displacement diagram of the accelerator pedal with acted upon force profile and the corresponding further dependency relationship according to another embodiment;

3 a section of a force-displacement diagram of the accelerator pedal with acted upon force profile and the corresponding further dependency relationship according to another embodiment.

All figures are merely schematic representations of the inventive methods, devices or computer program products or their components according to embodiments of the invention. In particular, distances and size relationships are not shown to scale in the figures. In the various figures, corresponding elements are provided with the same reference numerals.

In 1a is a highly simplified representation of a power control arrangement 950 shown. The power control arrangement 950 For example, in a motor vehicle 900 with a first engine 910 , which may be embodied for example as an internal combustion engine and / or electric motor, are used. It can also be provided a plurality of motors, for example at several wheels an electric motor and an internal combustion engine.

The car 900 can also have another engine 920 have shown (dashed lines). This can also be designed as an internal combustion engine and / or electric motor. Is eg the first moto 910 an electric motor and the second motor 920 an internal combustion engine, so may the power control arrangement 950 toggle between the two motors depending on the power demand. That is: up to a certain limit of the power requirement, the vehicle is operated for example alone with the electric motor. If the power requirement exceeds this limit, it will be partially or completely switched over to the internal combustion engine. This means that the power demand is partially or completely transferred to or retrieved from the other engine.

About the power control arrangement 950 can by means of, for example, a foot 140 a driver operated electronic accelerator pedal 100 the power of the engine 910 or the engines 910 and 920 controlled and / or regulated. This is done by a sensor 200 a working position (S) of an accelerator pedal 100 or accelerators 100 detected and depending on the working position (S) of the accelerator pedal 100 the power of the engine 910 or the engines 910 and 920 of the motor vehicle 900 controlled and / or regulated. In an internal combustion engine as engine 910 For example, a throttle element, not shown here, for example, a throttle valve is moved by an actuator and in an electric motor, the electrical power supplied to the electric motor is controlled and / or regulated accordingly. In an initial position (A) of the accelerator pedal 100 is from the engine 910 . 920 For example, the minimum power, for example, as idle gas requested (internal combustion engine) or as a stationary or de-energized motor (electric motor), while in an end position (E) of the accelerator pedal 100 from the engine 910 . 920 For example, a maximum power request (Pmax) is requested, which may correspond to a full load point of the engine. The starting position (A) can correspond to a value of 0% of the total pedal travel (PW). The end position can correspond to a value of 100% of the total pedal travel (PW). For example, if the pedal travel is 90 degrees between the home position (A) and the end position (E), 0 degrees equals 0 percent and 90 degrees equals 100 percent. The car 900 thus has an electronic gas system or an electronic accelerator pedal. The accelerator pedal 100 is movable between the home position A and the end position E along a pedal travel (PW). The direction from the starting position (A) to the end position (E) corresponds to the actuating direction 280 of the accelerator pedal.

In the illustrated embodiment, the accelerator pedal 100 at a warehouse 110 around a rotation axis 112 between the starting position (A) and the end position (E) pivotally mounted. With an elastic element 120 which, for example, as a spring 121 can be trained, can on the accelerator pedal 100 a restoring force in the direction of the starting position (A) are applied, ie opposite to the actuating direction 280 , This results in a linear, in 1b shown above force-displacement curve: with a specific on the pedal in the direction of actuation 280 applied force is a defined working position S of the accelerator pedal 100 achieved according to the force-displacement curve.

The feather 121 is doing a spring storage 124 and on the accelerator pedal 100 attached and thus forms a return device. From a sensor 200 , which may be formed, for example, as a Hall sensor or as a resistance potentiometer, is a working position (S) of the accelerator pedal 100 For example, as a rotation angle 130 (α) of the accelerator pedal 100 detected. In other embodiments, the accelerator pedal 100 also generate a linear motion and the sensor 200 be formed such that it detects, for example, a distance to which the accelerator pedal 100 is moved. The from the sensor 200 recorded data on the working position (S) of the accelerator pedal 100 be using a in 1a schematically illustrated signal line 210 to a control unit 500 transmitted. The control unit 500 can, for example, as a control unit or as an on-board computer of the motor vehicle 900 be educated. The control unit 500 may have a memory, not shown, for storing data and / or functions and a processor, not shown. Depending on the sensor 200 recorded data on the working position (S) of the accelerator pedal 100 and using a first dependency relationship stored, for example, in the memory 510 between the power demand (PS) and the working position (S) is dependent on the working position (S) of the accelerator pedal 100 the power of the engine 910 of the motor vehicle 900 controlled and / or regulated.

At the first dependency relationship 510 it may be, for example, a pedal characteristic in which values of power requirements (PS) values of working positions (S) are assigned. It may be the first dependency relationship 510 also be a map, where in the map values of power requirements (PS) values of working positions (S) or pedal positions are assigned. The first dependency relationship 510 can also be designed as a functional context, in which from the value of a working position (S) or a pedal position, a value for the power demand (PS) can be calculated. It is possible to have such dependency relationships, for example, the first dependency relationship 510 to apply in a diagram in which, for example, on the x-axis, the values of the pedal position or the working position (S) of the accelerator pedal 100 and the values of the power demand (PS) assigned to these values are shown on the y-axis. Such representations in diagram form for the first dependency relationship 510 as well as for other dependency relations are in the 1b and 2a to 2d shown.

In the 1a is the accelerator pedal 100 in its initial position (A) shown as a solid line. The accelerator pedal 100 is shown for its end position (E) in the form of a dashed line and with the reference numeral 100b designated. A between the initial position (A) and the end position (E) lying working position (S) of the accelerator pedal 100 is as a dash-dotted line by the reference numeral 100a shown. For the end position (E) this is as a spring 121 trained elastic element 120 represented in a compressed form as a dashed line.

The accelerator pedal 100 the power control arrangement 500 is formed in the illustrated embodiment as an active accelerator pedal. This is under the accelerator pedal 100 on the foot 140 opposite side, an actuator element 300 intended. The actuator element 300 For example, it can be designed as a motor, which by means of a transmission element 310 the one from the foot 140 opposite side of the accelerator pedal 100 subjected to a force in addition to the force of the elastic element 120 acts, ie contrary to the direction of actuation 280 of the accelerator pedal. The application of force or the haptic signal transmission (eg a knocking, a vibration or a force profile impressed along a region of the pedal travel) by means of the actuator element 300 and the transmission element 310 can be done situationally. It can, for example, the current driving situation or operating situation (currently used Gand of the transmission, battery capacity for an electric motor, current position of the vehicle, eg inner city, outside temperature, speed, acceleration, distance from the car in front, detected dangerous situation, detection of an uneconomic driving style, etc .) and / or depend on the achievement of a certain working position (S) of the accelerator pedal.

1b shows the first dependency relationship in the lower part 510 in a diagram in which on the X-axis, the working position (S) or the pedal position, which from the sensor 200 is detected, is shown. The working position (S) can lie between the initial position (A) shown in the origin and the end position (E). The initial position (A) corresponds to 1b while 0% of the pedal travel (PW) and the end position (E) corresponds to 100% of the pedal travel (PW). Depending on the embodiment of the accelerator pedal 100 For example, the working position (S) can be measured as a rotation angle α in degrees or, for example, as a distance S in a unit of length, eg in millimeters. On the Y-axis is that of the engine 910 or from the engines 910 and 920 to be requested power P in Newton meters or in watts or the requested torque T applied in Newton meters. Each working position (S) is assigned a performance requirement (PS). Here, PS denotes the power demand P at the point S of the pedal travel (PW). The relationship between working position (S) and power demand (P) can be determined by the illustrated solid line, a pedal characteristic, the first dependency relationship 510 be read or determined. The dependency relationship has increasing power requirements for increasing accelerator pedal positions and reaches the maximum power requirement (PE = Pmax) for the end position (E).

In the upper part of the 1b is the accelerator pedal associated "normal" force-displacement curve 512 (solid line) and one through the actuator 300 modified force-displacement characteristic 552 (dashed line). The force in Newton is plotted on the Y-axis, the path or the working position S in mm and the rotation angle α in degrees on the X-axis. The area plotted on the X-axis corresponds to the area plotted in the X-axis from the lower part.

The "normal" force-displacement curve 512 becomes alone by the elastic element 120 . 121 causes and runs, for example, linear. That is: for a rising path or a working position S must be an increasing force F in the direction of actuation 280 be applied. The working position S set by the applied force then becomes a power demand PS from the first dependency relationship 510 accessed or determined and to the at least one engine 910 . 920 transmitted.

In order to indicate a switching operation imminent with a further increase in power demand (eg in an automatic transmission in a lower gear for an overtaking process or when switching from an electric motor operation to internal combustion engine operation or when switching on a further motor to trigger a "boost" operation) can by means of the actuator 300 the "normal" force-displacement curve 512 of the accelerator pedal 100 a force profile to be impressed. This can be applied as a "kick-down" force profile and is additionally acted upon eg between a first waypoint (WP1) and a third waypoint (WP3) along the pedal travel to the "normal" force-displacement curve. At a second waypoint (WP2), the applied force profile reaches a local maximum (FLmax). The force profile has, for example, the shape of a triangle. The thus modified force-displacement characteristic curve thus has a force peak between the first waypoint (WP1) and the third waypoint (WP3). By the slope of the right in the figure edge of the force profile (between the second waypoint (WP2) and the third waypoint (WP3)), the perceived nature of such a force profile or kick-down force profile can be adjusted. The steeper the flank falls, the more "sporty" the crossing of the switching point made felt by the force profile feels like.

It is understood that the haptic signal, according to which the further dependency relationship 550 is used, even a vibration or a Call waiting can be in place of the force profile. This also applies to the embodiments described below.

For example, the first waypoint (WP1) may be at a point on the pedal travel (PW) that is at least 3% and at most 40% less than the point along the pedal travel (PW) where the third waypoint (WP3) lies. Preferably, the first waypoint (WP1) is at a point on the pedal travel (PW) which is at least 5% and at most 20% less than the point at which the third waypoint (WP3) is located.

Will the driver now deliberately trigger the switching process or confirm or wants to retrieve a power demand that corresponds to a working position SD, which is behind the force profile (ie at values greater than the third waypoint (WP3)), he must first increased Force along the direction of actuation 280 on the accelerator pedal 100 muster.

However, there is a possibility that the accelerator pedal 100 after reaching the local maximum force (FLmax) at the second waypoint (WP2) with a force (F) is applied to the movement of the accelerator pedal 100 in an actual working position (SI), which is greater than the desired working position (SD) - as indicated by the arrow 600 displayed jump along the pedal travel (PW). The accelerator pedal 100 can thus be "transgressed" or "fail". This in turn causes in the first dependency relationship 510 the setting of a power request (PSI) that is greater than the actual desired power request PSD. An unwanted acceleration or change in the longitudinal dynamics can be the result. If a "boost" process is to be triggered by the exceeding of the switching point (eg from the first waypoint (WP1) or the second waypoint (WP2)) then it may be desired that a larger power should be called up immediately and not only after a longer movement of the accelerator pedal. It should be avoided in other words an unnecessary delay ("dead time") or an unnecessary way and the longitudinal dynamics of the vehicle should be deliberately changed greatly.

With the proposed method, the longitudinal dynamics after activation of the actuator element 300 be smoothed or solidified or a "dead time" when connecting a power "Boosts" be avoided. Then, for example, the method for controlling and / or regulating the power of the at least one motor 910 . 920 dynamically (ie, situationally controlled) and possibly temporarily instead of the first dependency relationship 510 another dependency relationship 550 between the working position (S) and the power requirement (PS). This further dependency relationship may be a modification of the first dependency relationship in a partial area of the pedal travel (PW).

2a shows in the upper part by a force application by means of the actuator element 300 modified force-displacement characteristic 552 (in the area between the first waypoint (WP1) and the third waypoint (WP3).) In the lower part of the figure is the corresponding first dependency relationship 510 shown as a dashed line in an XY diagram, but here together with the further dependency relationship 550 as a solid line.

The further dependency relationship 550 is opposite to the first dependency relationship 510 modified. The further dependency relationship 550 has a partial area (TB) extending along the pedal travel (PW) between a first partial area end point (TB1) and a second partial area end point (TB2). In the illustrated embodiment, the first partial endpoint (TB1) coincides with the first waypoint (WP1) and the second partial endpoint (TB2) with the third waypoint (WP3). Thus, the switching area (SB) and the sub-area (TB) are congruent along the X-axis. In other embodiments, the subregion (TB) may also be offset from the switching region (SB) or lie within the switching region (SB). Also, the shift range (SB) may be within the range (TB) (always related to a range of the pedal travel).

Within the subarea (TB) is the further dependency relationship 550 The derivative of the power requirement (P) after the working position (S) or the rotation angle (alpha) is substantially zero (dP / dS ≈ 0 or dP / dAlpha ≈ 0), in particular exactly zero (dP / dS = 0 or dP / dAlpha = 0). In other words, when the working position (S) changes from the second partial end point (TB2) to the first partial end point (TB1), the power requirement (P) does not change (at dP / dS = 0) and (PTB2 corresponds to PTB1) or only very slightly (at dS / dS ≈ 0). As can be clearly seen in the figure, is in the further dependency relationship 550 the derivation of the power requirement (P) after the working position (S) in the sub-area (TB) is less than in the section of the first dependency relationship lying between the first sub-area end point (TB1) and the second sub-area end point (TB2) 510 ,

In the range of the working position (S) from the starting position (A) to the first partial range end point (TB1) are the first dependency relationship 510 and the more dependency relationship 550 identical. Nevertheless, others can do the same here Gradients of the further dependency relationship 550 regarding the first dependency relationship 510 to be possible.

The first sub-area end point (TB1), which is at lower values of the pedal travel than the second sub-area end point (TB2), may be used as a starting point for the dynamic change from the first dependency relationship 510 for further dependency relationship 550 be considered. The location of the first partial area end point (TB1) can be given, for example, by the position of the first waypoint (WP1). The first subarea endpoint (TB1) is in the further dependency relationship 550 Assigned the same performance request as in the first dependency relationship 510 , namely the power requirement PTB1. This point is labeled "PP" in the figure.

It can also be provided, for example, a release operating position (S0). If the work position S reaches the release work position (S0), in particular coming from a value lower than the release work position (S0), then this may be the time or situation in which the process for the benefit requirement is the further dependency relationship 550 instead of the first dependency relationship 510 used. Thus, it can be anticipated that the driver may want to reach the shift range and exceed the shift point at the second waypoint (WP2). For example, the trip work position (S0) may coincide with the first waypoint (WP1). However, it may, for example, also be at lower values, eg at the highest 20% lower values than the position of the first waypoint (WP1) or at a maximum of 10% lower values.

Furthermore, an end working position (S_End) can be provided, which is greater than the release operating position (S0). Between the trip work position (S0) and the end work position (S_End), a pedal travel interval (PWI) is defined. It can be provided that the further dependency relationship 550 is only used if the determined working position (S) lies in the pedal travel interval (PWI).

Between the second partial area end point (TB2) and the end position (E), the further dependency relationship can 550 from the first dependency relationship 510 be formed by a compression along the X-axis. This is the first dependency relationship 510 , which extends between the first partial end point (TB1) and the end position (E), compressed linearly along the X axis to the region between the second partial end point (TB2) and the end position (E). The compression factor results from such a linear compression by the relationship: a1 = (E - TB2) / (E - TB1). Each value pair (X1, Y1) of the first dependency relationship 510 from the area between the home position (A) and the second sub-area end point (TB2) becomes the further dependency relationship 550 in the area of the home position (A) and the first partial area end point (TB1) according to the relationship (X1_new, Y1_new) = (TB2 + a1 * (X1-TB1), Y1). This compression is indicated by the left-to-right horizontal arrows 700 indicated.

This compression ensures that the further dependency relationship 550 between the second partial endpoint (TB2) and the end position (E) passes through all the values of the power request that the first dependency relationship 510 between the first Teilbereichsendpunkt (TB1) and the end position (E) passes, namely the power requirements PTB1 to PE. Furthermore, it is also ensured that in the event of a sudden or sudden "falling through" of the accelerator pedal 100 to the values of the working position (S) above the second partial range end point (TB2), there according to the further dependency relationship that now applies 550 The requested performance request is not as high as it was according to the first dependency relationship 510 would. Accordingly, the increase in the longitudinal dynamics or the speed is smoothed or solidified.

It is of course possible that in the further dependency relationship 550 the area between the second partial end point (TB2) and the end position (E) is not obtained (everywhere) by a linear compression. In particular, the further dependency relationship can shortly before reaching the second partial endpoint (TB2) 550 Take such a course that the transition to the area beyond the sub-area (TB) is continuously differentiable, so the transition is smooth and not square or edged. Similarly, the transition from the area below the first partial endpoint (TB1) into the partial region (TB) may be designed such that the partial region (TB) is continuously differentiable into the part of the further dependency relationship that lies above the first partial endpoint (TB1) 550 passes.

2 B provides analogously 2a in a XY diagram above a modified force-displacement curve 552 and below the first dependency relationship 510 (dashed line) and the further dependency relationship 550 (solid line). However, both diagrams are only partially shown around the switching area (SB) in order to better represent the relationships.

In contrast to 2a indicates the further dependency relationship 550 in the partial area between the first partial area end point (TB1) and the second Teilbereichsendpunkt (TB2) a non-zero first derivative (ie slope) of the power requirement (P) to the working position (S), which is smaller than the first derivative of the power requirement (P) to the working position (S) of the first dependency relationship 510 in the same subarea (TB). In the further dependency relationship 550 Now, the area between the second Teilbereichsendpunkt (TB2) and - not shown here - end position (E) result by a linear compression both along the X-axis and along the Y-axis. This is illustrated by the obliquely upward-pointing arrows 720 each a compression component 700 along the X-axis and a compression component 710 along the Y axis. By a non-zero slope in the sub-range can be effected in a jerky or sudden "trespassing" or, "diarrhea" of the accelerator pedal 100 the longitudinal dynamics or the speed or the power requirement (P) is slightly increased compared to the power requirement (PTB1). However, advantageously, the increase in the performance requirement (P) is not as dramatic as using the first dependency relationship 510 the case would be. The trip work position (S0), the first sub-area end point (TB1) and the first waypoint (WP1) coincide in this example.

2c also shows only a section along the X-axis. Across from 2a the further dependency relationship differs 550 versus the first dependency relationship 510 out 2c in that in the further dependency relationship 550 the first sub-area end point (TB1) coincides with the second waypoint (WP2) of the force profile. The partial area (TB) thus extends between the second waypoint (WP2) with its local maximum force and the third waypoint (WP3). The slope in the sub-area here is also zero. However, in other embodiments, Sia may also be chosen to be greater than zero.

2d differs from the embodiment 2 B in that the first partial area end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2) and that the second partial area endpoint (TB2) lies at values above the third waypoint (WP3). Thus, for example, the degree of "transgressing" or "falling through" of the accelerator pedal can be anticipated after the force maximum has been exceeded at the second waypoint (WP2). The driver thus "overrides" the accelerator pedal, but it arises because of the use of the further dependency relationship 550 - at least approximately - the power request it intends (eg PTB2) and not the higher and unwanted power request that is in the first dependency relationship 510 corresponds to the "transgressive" working position SI, which lies, for example, at the second partial range end point (here by way of example PSI_1 = PTB2_1: in italics and shown in parentheses).

3 differs from the embodiment 2 B in that the slope or the first derivative of the power requirement (P) after the working position (S) of the further dependency relationship ( 550 ) in the partial area (TB) compared with the first derivation of the power request (P) after the working position (S) of the first dependency relationship ( 510 ) is higher or greater. It may for example be at least 10% higher, preferably at least 30% higher or greater. The average slope of the further dependency relationship in the subarea (TB) can also be greater than the average slope of the first dependency relationship (FIG. 510 ) in the subarea (TB).

Such an embodiment is e.g. suitable to achieve an increased power requirement without time delay or with a very low pedal travel. For example, It can be used when initiating an overtaking maneuver and the concomitant triggering of a "boost" process (connection of another engine).

It is understood that in this embodiment, the further dependency relationship 550 above the second partial endpoint (TB2) by a "compression" from the first dependency relationship 510 can result. However, here the curve approaches the further dependency relationship 550 the curve of the first dependency relationship 510 from above, since it is above the first subset endpoint (TB1) above the curve of the first dependency relationship 510 If a "boost" process is triggered, however, it can also be that the further dependency relationship 550 at the end position (E) of the accelerator pedal 100 can provide a higher power request P than the power request Pmax of the first dependency relationship 510 , due to the connection of another motor. In this case, it is not necessary that the more dependency relationship 550 by a "compression" from the first dependency relationship 510 results.

The for the further dependency relationship 550 in 2a Considerations regarding the connection points at the first partial area end point (TB1) and at the second partial area end point (TB2), as well as for obtaining the second partial area end point (TB2) or the release operating position (S0) are valid for the 2 B . 2c . 2d and 3 shown further dependency relationships 550 analogous.

Furthermore, it is understood that in the partial area (TB) of the further dependency relationship 550 not everywhere the same slope or derivative of the power requirement (P) after the working position (S) must be given. The slope can vary rather. However, at the second partial area end point (TB2), the power requirement (PTB2) of the further dependency relationship is preferred 550 less than at the same point of employment according to the first dependency relationship 510 (PTB2_1) - in the 2a to 2d on the Y axis in brackets and in italics.

In embodiments, those of 3 at the second partial endpoint (TB2) is the power requirement (PTB2) of the further dependency relationship 550 greater than at the same point in the working position according to the first dependency relationship 510 (PTB2_1).

The in the 2a to 3 shown first dependency relationships 510 and other dependency relationships 550 are to be understood as a kind of snapshots in the period. The determination of the power requirement (P) as a function of the working position (S) can after. after exceeding or falling below a certain pedal position (eg falling short of the release work position (S0) or exceeding the end work position (S_End)) again according to the first dependency relationship 510 be made. Alternatively or additionally, the determination of the power request for the first dependency relationship 510 be done again after a defined time interval. Such a time interval may be, for example, 100 ms to 2000 ms, preferably 250 ms to 750 ms.

In other words: depending, for example, on the activation of the actuator element 300 or the working position of the accelerator pedal 100 can dynamically modify the first dependency relationship 510 towards the further dependency relationship 550 respectively. Likewise, in a dynamic way from the further dependency relationship 550 back to the first dependency relationship 510 be modified back after a certain time after the activation of the actuator element 300 has elapsed or a new, defined working position S has been achieved. It is understood that the transition from the first dependency relationship 510 for further dependency relationship 550 and back over several intermediate steps (ie other dependency relationships) can take place.

Finally, it should be noted that terms such as "comprising," "comprising," etc., do not exclude other elements, and terms such as "a" or "an" do not exclude a multitude. It should also be appreciated that features described with reference to any of the above embodiments may also be used in combination with other features of other embodiments described above. Reference signs in the claims are not to be considered as limiting.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102010062363 A1 [0005]

Claims (13)

Method for controlling and / or regulating the power of at least one motor ( 910 . 920 ), in particular at least one engine ( 910 . 920 ) of a motor vehicle ( 900 ), comprising the steps of: - detecting a working position (S) along a pedal travel (PW) in an actuating direction ( 280 ) between a starting position (A) and an end position (E) of a movable accelerator pedal ( 100 ), - determination of a power requirement (PS) to the at least one engine ( 910 . 920 ) using a first dependency relationship ( 510 ) between the working position (S) and the power requirement (P), characterized in that the accelerator pedal ( 100 ) an actuator element ( 300 ) for applying the accelerator pedal ( 100 ) with a counter to the direction of actuation ( 280 ) acting force (F), wherein after applying the force (F) to the accelerator pedal ( 100 ) by means of the actuator element ( 300 ) in a shift range (SB) along the pedal travel (PW) the power requirement (P) to the at least one motor ( 910 . 920 ) using another dependency relationship ( 550 ) between the working position (S) and the power demand (P), wherein along the pedal travel (PW) a partial area (TB) extends between a first partial area end point (TB1) and a second partial area end point (TB2), the first derivative of Power requirement (P) after the work position (S) of the further dependency relationship ( 550 ) in the subarea (TB), in particular in each point of the subarea, in relation to the first derivation of the power request (P) after the working position (S) of the first dependency relationship ( 510 ) is changed in the same subarea. Method according to Claim 1, characterized in that the first derivation of the power request (P) according to the working position (S) of the further dependency relationship ( 550 ) in the partial area (TB) is less than the first derivative of the power requirement (P) after the working position (S) in the same subarea of the first dependency relationship ( 510 ). Method according to one of the preceding claims, characterized in that the first derivative of the power requirement (P) after the working position (S) of the further dependency relationship ( 550 ) in the sub-area (TB) is at least 30% less than the first derivative of the power requirement (P) after the work position (S) in the same sub-area of the first dependency relationship ( 510 ) or that the first derivation of the power request (P) after the working position (S) of the further dependency relationship ( 550 ) in the partial area (TB) is zero. Method according to Claim 1, characterized in that the first derivation of the power request (P) according to the working position (S) of the further dependency relationship ( 550 ) in the partial area (TB) is greater, in particular at least 30% greater, than the first derivative of the power requirement (P) after the working position (S) in the same subarea of the first dependency relationship ( 510 ) Method according to one of the preceding claims, characterized in that the switching region (SB) extends between a first waypoint (WP1) and a third waypoint (WP3), whereby that of the actuator element ( 300 ) on the accelerator pedal ( 100 ) acted upon force (F) has a local maximum force (FLmax) at a second waypoint (WP2), in particular, the first waypoint (WP1) is closer to the starting position (A) than the third waypoint (WP3). Method according to one of the preceding claims, characterized in that the position of the first waypoint (WP1), the second waypoint (WP2) and the third waypoint (WP3) along the pedal travel (PW) can be variable. Method according to claim 5 or 6, characterized in that the first sub-area end point (TB1) corresponds to the first waypoint (WP1) and the second sub-area end point (TB1) corresponds to at least the third waypoint (WP3) or the first sub-area end point (TB1) between the first waypoint (WP1) and the second waypoint (WP2) and that the second partial endpoint (TB1) corresponds to at least the third waypoint (WP3) or that the first partial endpoint (TB1) corresponds to the second waypoint (WP2) and that the second Partial end point (TB1) at least the third waypoint (WP3) corresponds. Method according to one of the preceding claims, characterized in that the further dependency relationship ( 550 ) is used when the working position (S) exceeds a tripping working position (S0), wherein the tripping work position (S0) is equal to the first sub-range end point (TB1), or wherein the tripping work position (S0) is smaller than the first Subset endpoint (TB1), in particular less than 20% lower. Method according to claim 8, characterized in that the further dependency relationship ( 550 ) is used only when the working position (S) occupies a position in a pedal travel interval (PWI) from the release work position (S0) to an end work position (S_End), the end work position (S_End) at least the second Subrange endpoint (TB2). Method according to one of the preceding claims, characterized in that the dependency relationships ( 510 . 550 ) between the power demand (P) and the working position (S) as a pedal characteristic are stored in a memory, wherein in the pedal characteristic values of performance requirements values of pedal positions are assigned, or that the dependency relationships ( 510 . 550 ) between the power demand (P) and the working position (S) are stored as a characteristic map in a memory, wherein values of power requirements are assigned values of pedal positions in the characteristic map, or that the dependency relationships ( 510 . 550 ) between the power requirement (P) and the working position (S) as one or more functional relationships are stored in a memory, wherein from the functional relationship or the functional relationships from the value of a pedal position, a value for the power requirement (P) can be calculated. Power control arrangement for at least one motor ( 910 . 920 ), in particular for at least one engine ( 910 . 920 ) of a motor vehicle ( 900 ), on which a method according to any one of the preceding claims is carried out, the power control arrangement comprising: - an accelerator pedal movable between an initial position (A) and an end position (E) along a pedal travel (PW) ( 100 ), - a sensor ( 200 ) for detecting a working position (S) of the accelerator pedal ( 100 ) along the pedal travel (PW), - a control unit ( 500 ) for determining the power requirement (PS) to the engine ( 910 ), wherein the control unit ( 500 ) to determine the performance request (PS) a first dependency relationship ( 510 ) between the performance requirement (P) and the employment position (S) or another dependency relationship ( 550 ) between the power demand (P) and the work position (S). Power control arrangement according to claim 11 and claim 5, characterized in that when determining a working position (S) which is greater than or equal to the second waypoint (WP2), the work position (S) associated power demand (PS) at least partially transmitted to a second motor becomes. A computer program product containing program code which, when executed on a data processing unit, performs the method of any one of claims 1 to 10.

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