DE102021209652A1 - Motor vehicle having a gear selector lever, a clutch pedal and an electric motor which is controlled in such a way that it outputs a torque curve of an internal combustion engine - Google Patents

Abstract

A motor vehicle (10) is disclosed, having an electric motor (11) which can be connected to drive wheels (12) in a torque-transmitting manner, having• at least one first gas pedal (13),• at least one first clutch pedal (21),• and a gear selector lever (20 ), wherein the gas pedal (13) is connected to a control unit (14) in a signal-transmitting manner, wherein the control unit (14) is designed to control the electric motor (11) in such a way that a drive torque (M 12) corresponding to a gas pedal position (X13) is applied the drive wheels (12) is output, wherein the drive torque (M12) is output according to a torque curve (29) of a digitally implemented internal combustion engine (25) based on the accelerator pedal position (X13).

Description

technical field

The disclosure relates to an electrically powered motor vehicle with an automatic transmission or with only one gear. Furthermore, the disclosure relates to a possibility of obtaining an unrestricted driving license with an electrically powered motor vehicle or of making it possible to experience the behavior of a motor vehicle with a clutch and a manual transmission.

EP3805607 A1 refers to an electrically powered motor vehicle with a two-stage transmission. The transmission gear is switched automatically. A clutch for the non-positive connection of the electric motor to the drive wheels of the motor vehicle is not necessary, since an electric motor, unlike an internal combustion engine, can accelerate the motor vehicle from a standstill.

Description

Legislators in many countries only grant unrestricted driving licenses for motor vehicles if driving lessons and a driving test have been taken with a manual motor vehicle with a clutch. If the driving lessons and the driving test are completed in a motor vehicle with automatic transmission, the driver's license will be restricted to the operation of motor vehicles with automatic transmission.

However, electric vehicles and many hybrid vehicles are equipped with an automatic transmission, so that driving schools have to use classic vehicles with combustion engines, clutches and transmissions. Many electric vehicles even have only one gear between the drive motor and the drive wheels. From a standing start, ie even at a speed of zero revolutions per minute, the electric drive motor develops sufficient torque to drive a motor vehicle. Therefore, there is no need to run the engine and, if necessary, to continuously couple the drive motor to the drive wheels via a friction clutch until a transmission input shaft and a drive output shaft rotate at the same speed. The necessary skill in handling the clutch or friction clutch cannot be learned on electrically driven motor vehicles because the clutch is not necessary or missing here. The disclosure is based on the object of specifying an electric motor vehicle and a method for controlling an electric motor vehicle with which this disadvantage can be remedied.

The object is solved with the features of the independent claims. The dependent claims form advantageous developments of the disclosure. The dependent claims can be combined with one another in a technologically meaningful manner. The description, in particular in connection with the figures, additionally characterizes and specifies the disclosure.

Accordingly, a motor vehicle is provided, having an electric motor which can be connected to drive wheels in a torque-transmitting manner, having at least one first accelerator pedal, at least one first clutch pedal, and a gear selector lever, the accelerator pedal being connected to a control unit in a signal-transmitting manner, the control unit being designed to Control electric motor so that according to an accelerator pedal position, a drive torque is output to the drive wheels, wherein the drive torque is output according to a torque curve of a digitally implemented internal combustion engine based on the accelerator pedal position.

It can be assumed that vehicles with clutches and variable speed transmissions will become increasingly rare with increasing electrification. However, since novice drivers often only have limited funds to purchase a motor vehicle, the skills learned using the invention for operating used vehicles are essential.

Another target group are motorists who regard vehicles with manual transmissions as particularly appealing and do not want to miss out on the experience of shifting gears.

While the vehicle can be driven with a clutch and with gear changes, it can also optionally retain an electric drive characteristic. Operation with the clutch and gear changes can be activated via a control unit. In particular, a simulation solution implemented purely via software can be easily switched off if the driver no longer wants it.

Provision can also be made to install a conventional friction clutch that separates the electric motor and the transmission. By installing a mechanical clutch, the vehicle fulfills one of the partial requirements of the legislator in a way that is easy to understand. Even all legal requirements would be met if a possibly technically simplified variable speed transmission were also available, but this increases the technical structure and - except for a possible extension of the speed range of the motor vehicle - is dispensable and can be simulated by controlling the torque curve.

In one embodiment, it is provided that the clutch pedal is connected to the control unit in a signal-transmitting manner, with a digitally implemented clutch being provided in the control unit, and with the drive torque also being controlled in accordance with the travel of the clutch pedal.

A clutch or friction clutch therefore does not have to be physically present in the motor vehicle. A friction behavior of the clutch or a pressure point at which the clutch begins to produce a power flow between an engine output shaft and an input shaft connected to the wheels is only simulated. In addition, a corresponding engine noise can be output via loudspeakers to give an impression of a high-revving combustion engine.

The need to press the clutch pedal every time you start and stop is the central requirement of the legislator in order to learn how to drive a motor vehicle with a manual transmission. Furthermore, the clutch pedal has to be actuated when changing gears, which is necessary due to the engine speed range limited by n1 and n2.

In one embodiment, it is provided that the gear selector lever is connected to a control unit in a signal-transmitting manner, with a digitally implemented transmission being stored in the control unit, and with the drive torque also being reduced or increased according to a gear engaged on the gear selector lever.

In some configurations, electric vehicles have no transmission at all or only a reduction gear with a single gear that cannot be separated during operation, in other configurations at least a two-stage transmission. However, this is switched on automatically, mostly without the driver being able to influence it at all. The transmission within the meaning of the disclosure is a virtually implemented, digital transmission. Depending on the gear that the learner driver or driver has selected, the transmission ratio between the virtual combustion engine and the drive wheels changes. In the case of a high transmission ratio, for example in third or fifth gear, the internal combustion engine can usually not, or only very weakly, drive a motor vehicle from a standing start. If the learner driver or driver selects a correspondingly high gear, the control unit gives a command to the electric motor to output a low starting torque to the drive wheels or not to drive them at all, even if the clutch pedal and the accelerator pedal are operated correctly.

The gear selector lever is only used to virtually output a selected gear to the control unit, so that it can specify the drive torque and the drive speed based on the gear engaged. If the driver does not change from first gear to second gear, starting at a speed at which the virtual internal combustion engine reaches its maximum speed, the starting torque is reduced in such a way that the motor vehicle merely maintains its speed.

The gear selector therefore does not have to be coupled to a physically existing gearbox. Each gear corresponds to a gear ratio that either increases or decreases the speed and torque of the combustion engine. The electric motor can completely simulate the behavior of a combustion engine with a gearbox that can be connected to it.

In one embodiment, a second clutch pedal is provided on a passenger side, the second clutch pedal being connected to the control unit in a signal-transmitting manner and being designed to actuate the virtual clutch in a manner analogous to the first clutch pedal.

• • Erfassen einer Gaspedalstellung zumindest eines ersten Gaspedals,
• • Ansteuern des Elektromotors so, dass entsprechend einer Gaspedalstellung ein Antriebsdrehmoment an die Antriebsräder ausgegeben wird, wobei das Antriebsdrehmoment ausgegeben wird entsprechend eines Drehmomentverlaufs eines digital implementierten Verbrennungsmotors basierend auf der Gaspedalstellung.

Furthermore, a method for controlling an electric motor of a motor vehicle is disclosed, with the steps:

• • detecting an accelerator pedal position of at least one first accelerator pedal,
• • Activation of the electric motor in such a way that a drive torque is output to the drive wheels in accordance with an accelerator pedal position, the drive torque being output in accordance with a torque curve of a digitally implemented internal combustion engine based on the accelerator pedal position.

Such a method can control the electric motor on a motor vehicle if a conventional clutch and a conventional transmission are still physically present in order to simulate the idiosyncrasy of an internal combustion engine. A transmission can therefore be present, which translates a clutch output shaft to the drive wheels in accordance with a gear that is actually to be engaged. However, the influence of an actuation of the clutch pedal can also be completely simulated as described above.

• • Erfassen eines Kupplungspedalwegs an einem Kupplungspedal,
• • Ausgeben eines Antriebsmoments entsprechend eines Drehmoments des virtuellen Verbrennungsmotors basierend auf einem Reibmoment einer virtuellen Kupplung und dem Kupplungspedalweg.

This is done through the following steps:

• • detecting a clutch pedal travel on a clutch pedal,
• • Outputting a driving torque corresponding to a torque of the virtual ver internal combustion engine based on a friction torque of a virtual clutch and the clutch pedal travel.

The clutch pedal is depressed to open the virtual clutch. The clutch pedal is released to engage the clutch. The clutch pedal travel is then equal to zero, depending on the definition of an end position. In between, about halfway through the clutch pedal travel, there is a friction point where the virtual clutch begins to create a frictional connection between the virtual combustion engine and the drive wheels. Since there is no physical connection between the virtual combustion engine and the drive wheels, it is simulated by issuing a command to the electric motor to output the drive torque corresponding to a virtual frictional torque in the clutch. The virtual friction torque corresponds to the drive torque that a conventional internal combustion engine would have output at this speed n and this clutch pedal travel.

• • Erfassen eines an dem Gangwahlhebel eingelegten Ganges
• • Ermitteln eines Antriebsmoments anhand des Drehmomentverlaufs des virtuellen Verbrennungsmotors unter Berücksichtigung einer Übersetzung, welche in einem digital implementierten Getriebe hinterlegt wird,
• • Ansteuern des Elektromotors so, dass das Antriebsmoment entsprechend der Übersetzung erhöht oder reduziert wird.

This can also be done taking into account a purely virtual gear, by a

• • Detection of a gear engaged on the gear selector lever
• • Determining a drive torque based on the torque curve of the virtual combustion engine, taking into account a translation that is stored in a digitally implemented transmission,
• • Activation of the electric motor in such a way that the drive torque is increased or reduced according to the translation.

As a result, a shift and clutch unit for an electrically driven motor vehicle can be constructed, having a gear selector lever and a clutch pedal, which can be connected to a control unit in a signal-transmitting manner in order to simulate a drive torque corresponding to a motor vehicle with a clutch, a transmission and an internal combustion engine. An engine noise can also be simulated based on the speed of the virtual combustion engine and on a load point or a torque to be transmitted.

The following is simulated as driving behavior, for example: A vehicle can no longer accelerate in simulated 1st gear at approx. 50 km/h and in 2nd gear at approx. 90 km/h, with a characteristic torque curve as a function of speed even below a maximum speed and the Ganges can be implemented. The curtailment at the simulated speed limit of the internal combustion engine can also be illustrated here by acoustic output and/or speed display.

The disclosed simulation of a motor vehicle with an internal combustion engine also applies to deceleration processes, with a braking effect of an internal combustion engine (towing operation) being simulated as a function of the selected gear by a limit for a negative torque of the electric motor. A completely inappropriately selected gear, which in extreme cases would lead to the destruction of the combustion engine ("overspeed"), should also be simulated, but limited to a harmless vehicle reaction or output in the instrument (e.g. using warning lights).

One embodiment relates to a computer program product with program code means that are stored on a computer-readable data carrier in order to carry out the method described above when the computer program product is executed on a computer, in particular in control electronics of a control system. The control system can be designed and developed as described above.

One embodiment relates to a computer program with encoded instructions for carrying out the method described above when the computer program is executed on a computer, in particular control electronics of a control system. The control system can be designed and developed as described above. The computer program can be stored in particular on the computer program product described above, for example a floppy disk, CD-ROM, DVD, memory, a processor unit connected to the Internet. The computer program can in particular be in the form of a compiled or not yet compiled data sequence, which is preferably based on a higher, in particular object-based, computer language.

One embodiment relates to a signal sequence with computer-readable instructions for carrying out the method described above when the signal sequence is processed by a computer, in particular by control electronics of a control system. The control system can be designed and developed as described above. The signal sequence can be generated in particular with the aid of the computer program described above and/or with the aid of the computer program product described above. The signal sequence can be provided wirelessly or wired as electrical pulses and/or electromagnetic waves and/or optical pulses.

A means for implementing the method steps within the meaning of the present disclosure can be designed in terms of hardware and/or software, in particular a processing unit, in particular a digital processing unit, in particular a control unit with microprocessors, preferably connected to a memory and/or bus system for data or signals ( CPU) and/or one or more programs or program modules. The CPU can be designed to process commands that are implemented as a program, to detect input signals from a data bus and/or to emit output signals to a data bus. The program can be stored on a storage system. The storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid and/or other non-volatile media. The program may be arranged to embody or be capable of performing the methods described herein such that the CPU can perform the steps of such methods. In one embodiment, one or more, in particular all, steps of the method can be carried out fully or partially automatically, in particular by the controller or its means.

character list

• 1: schematisch ein elektrisch angetriebenes Kraftfahrzeug mit einem Gangwahlhebel und einem Kupplungspedal, wobei mit diesem elektrisch angetriebenen Kraftfahrzeug aus der Wahrnehmung des Fahrers ein Kraftfahrzeug mit einem Schaltgetriebe und einer Kupplung simuliert werden kann;
• 2: einen typischen Drehmomentverlauf eines Verbrennungsmotors, der digital hinterlegt sein kann, um entsprechend einer Drehzahl einen Befehl zur Ausgabe eines Antriebsmoments an den Elektromotor auszugeben; und
• 3: schematisch ein Flussdiagramm eines Verfahrens, das in einer Steuereinheit eines Kraftfahrzeugs entsprechend 1 ablaufen kann, um einen Elektromotor so zu steuern, als wäre das Kraftfahrzeug durch einen Verbrennungsmotor mit einem Schaltgetriebe und einer Kupplung angetrieben.

The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Show it:

• 1 : Schematically an electrically driven motor vehicle with a gear selector lever and a clutch pedal, with this electrically driven motor vehicle being able to simulate a motor vehicle with a manual transmission and a clutch from the perspective of the driver;
• 2 : a typical torque curve of an internal combustion engine, which can be stored digitally in order to output a command for outputting a drive torque to the electric motor in accordance with a speed; and
• 3 : schematically a flow chart of a method corresponding in a control unit of a motor vehicle 1 can be run to control an electric motor as if the motor vehicle were powered by an internal combustion engine with a gearbox and a clutch.

The following description is merely illustrative in nature. For purposes of clarity, the same reference numbers will be used throughout the drawings to designate similar elements. It should be appreciated that some steps within a method may be performed in a different order without changing the principles of the present disclosure. Steps of the method can be multiplications, summations and selections as well as assignments, for example assignment of output values to input values in characteristic diagrams.

1 shows schematically a motor vehicle 10, having an electric motor 11, which can be connected to drive wheels 12 in a torque-transmitting manner. The motor vehicle 10 within the meaning of the disclosure is a motor vehicle in which a conventional transmission with more than two gears for the traction drive can be omitted due to an electric motor 11 .

A first gas pedal 13, at least a first clutch pedal 21, and a gear selector lever 20 are provided. The gear selector lever 20 can have a shift gate with a reverse gear and a plurality of forward gears i1, i2, . . . , i5. The shift gate is designed so that the operator feels a click when the gear is engaged. In this case, the shift gate is H-shaped with additional branches for a fifth gear or a reverse gear, if necessary. The first gear is on the front left at the "H" and the second on the bottom right, the third on the top right and the fourth on the bottom right. For racing sports vehicles with reversed gear arrangements (lower gears at the rear, higher gears at the front), the arrangement can be reversed accordingly. A multidimensional position of the gear selector lever 20 is detected by the control unit 14 and assigned to a gear ratio on the virtual gearbox 24 . It can also be provided that a shifting gate is only simulated in terms of force on one and the same gear selector lever 20 by means of force feedback actuators and that this is not mechanically present at all.

The electric motor 11 is controlled accordingly in such a way that a realistic driving behavior of a motor vehicle with an internal combustion engine or clutch and transmission is simulated. As a rule, a limitation of the capabilities of the electric motor 11 is necessary for this. This would be able to move the motor vehicle 10 from a standing start at zero speed without engaging the clutch, the virtual internal combustion engine 25 cannot do this. When starting the motor vehicle 10, a sufficiently high torque is appropriate 2 to select. The driver influences this via the gas pedal 13. If the clutch pedal 21 or 22 is pressed too far, the virtual internal combustion engine 25 is turned up, which can be seen on the speed display 28 and is also reproduced acoustically via corresponding noises. The sounds can be played back via an audio system, not shown, which has speakers and an ent speaking audio mode and which is connected to the control unit 14 in such a way that an engine noise corresponding to the virtual internal combustion engine 25 can be output.

In one embodiment, the difficulty of clutch actuation can be simulated. In old motor vehicles in particular, a clutch pedal is very difficult to operate and to bring into line with the internal combustion engine 25 . The learner driver can be slowly introduced to a realistically working motor vehicle via a variability of a fault tolerance implemented in the control unit 14 in relation to too rapid engagement of the clutch or too little gas. For example, it can be provided that there are different levels of difficulty. For example, the gear selector lever 20, clutch pedal 21 and transmission 24 components can be learned separately from one another, in that one component initially always functions as if it had been correctly actuated. All components can then be successively switched in such a way that the motor vehicle 10 can be operated like a motor vehicle with an internal combustion engine, clutch or clutch pedal and transmission.

Furthermore, the motor vehicle 10 can drive quite normally in electric mode on journeys to the operating site and outside of a driving school operation or sports operation. For this purpose, the simulated internal combustion engine 25 can be deactivated.

Depending on legal regulations, the gear selector lever 20 can also be configured in the manner of an automatic transmission, with a selection for P, N and D. Other types of gear selection can be provided to simulate a motor vehicle with a double clutch transmission. Furthermore, it can be provided that an engageable reduction gear can be engaged for low-range and high-range gear stages in off-road vehicles.

The accelerator pedal 13 is connected to a control unit 14 in a signal-transmitting manner. The signal-transmitting connection can be made via wiring or via radio. The control unit 14 can detect and process at least one accelerator pedal position X13. The control unit 14 is designed to control the electric motor 11 in such a way that a drive torque M12 is output to the drive wheels 12 in accordance with the accelerator pedal position X13. The drive torque M12 is output according to a torque curve 29 of a digitally implemented internal combustion engine 25 based on the accelerator pedal position X13. A torque curve of a conventional engine is thereby simulated.

Of course, instead of an accelerator pedal position X13, a force with which the accelerator pedal 13 is actuated can also be used as a reference variable for simulating the behavior of the digital internal combustion engine 25. Furthermore, an electronic speed control system can also be simulated, for example a cruise control or adaptive cruise control.

The clutch pedal 21 is connected in a signal-transmitting manner to the control unit 14, a digitally implemented clutch 23 being provided in the control unit 14, the drive torque M12 additionally being controlled in accordance with the clutch pedal travel X21. The clutch pedal 21 can have a spring characteristic or a force feedback actuator in order to simulate a return torque of a mechanical or hydraulic clutch pedal.

The clutch 23 is not necessarily physically present in the motor vehicle 10 . A friction behavior of the clutch 23 or a pressure point at which the clutch 23 begins to produce a power flow between an engine output shaft and an input shaft connected to the drive wheels 12 is merely simulated. Corresponding to the speed n, a corresponding engine noise can also be output via loudspeakers.

Furthermore, the gear selector lever 20 is connected in a signal-transmitting manner to a control unit 14 , a digitally implemented transmission 24 also being stored in the control unit 14 . The drive torque M12 is additionally reduced or increased according to a gear i1, i2, . . . , i5 engaged on the gear selector lever 20.

Accordingly, the gear selector lever 20 does not have to be coupled to a physically present transmission. Each gear i1, i2, . The behavior of an internal combustion engine 25 with a transmission 24 that can be connected thereto is completely simulated on the electric motor 11 .

A second clutch pedal 22 is also provided on a passenger side 15 for operation as a driving school car. The second clutch pedal 22 is connected to the control unit 14 in a signal-transmitting manner and is designed to actuate the virtual clutch 23 analogously to the first clutch pedal 21 so that a front passenger can intervene in a supportive manner. The control can also be implemented in a transmission control unit that can be operated independently, not shown, that communicates with the control unit 14 in such a way that the subject matter of the disclosure can be implemented. This The transmission control unit could be inserted in a signal line between the gas pedal 13 and the control unit 14 without the software having to be changed in a standard control unit 14 . This aspect simplifies the retrofitting and retrofitting of a motor vehicle with the clutch and shifting simulator according to the disclosure.

2 shows a torque curve 29, which can be stored digitally in the internal combustion engine 25 in order to output a command to output a drive torque M12 to the electric motor 11 in accordance with a speed n. At speeds n below a speed n1, the internal combustion engine 25 does not output any torque M. In real internal combustion engines 25, n1 is around 400 rpm. The internal combustion engine 25 reaches its maximum speed at a speed n2. This is often around 6000 rpm. The torque curve 29 shown is simulated on the electric motor 11 . If this (depending on the virtually engaged gear and the speed v) reaches the rotational speed n2, it no longer accelerates the motor vehicle 10 (although it could do so). If the speed falls below n1, the drive torque M12 is no longer output. The speeds n1 and n2 are only available for the simulated internal combustion engine 25 and can be converted into limit speeds according to the transmission ratio of the simulated gear and possibly the slip of the simulated clutch.

3 shows a method for controlling an electric motor 11 of a motor vehicle 10. The method is described using the reference symbols from FIGS 1 and 2 explained. In step 41 a gear step is determined on the basis of a gear i1, i2, . . . , i5 engaged on the gear selector lever 20.

In step 43, a clutch pedal travel X21 is detected. In step 42, a speed v of the motor vehicle is determined. A speed of the drive wheel 12 can be determined analogously. The torque that the virtual clutch 23 transmits depends on the rotational speed of the drive wheel 12 . Steps 41 and 42 can be omitted if a conventional internal combustion engine is simulated only with an electric motor, but the motor vehicle still has a real clutch and a real transmission. A method in which steps 41 to 43 have been eliminated can control the electric motor 11 on a motor vehicle 10 if a conventional clutch is still physically present. In this case, a transmission can also be present, which converts a clutch output shaft to the drive wheels in accordance with a gear that is actually to be engaged. However, the influence of an actuation of the clutch pedal 21 with a virtual clutch 14 can also be completely simulated by determining the clutch pedal travel X21.

A speed n of the virtual internal combustion engine 25 is determined in step 44 . The speed n can be displayed in a speed display 28 of a tachometer unit 26 .

In step 45, the electric motor 11 is controlled in such a way that a drive torque M12 is output to the drive wheels 12 in accordance with an accelerator pedal position X13. The drive torque M12 is calculated according to a torque curve 29 of the digitally implemented internal combustion engine 25 based on the accelerator pedal position X13, the clutch pedal travel X21 and the gear engaged, and is output to the electric motor 11 .

The clutch pedal travel X21 of the clutch pedal 21 is taken into account, as is the torque 29 of the virtual internal combustion engine 25. Based on a friction torque of the virtual clutch 23 and the clutch pedal travel X21, the torque M is then also calculated based on the gear engaged on the virtual gearbox 24. The gear engaged at the virtual transmission 24 corresponds to the gear engaged at the gear selector 20 . The gear selector 20 may be a unit that is installed only to conduct a driving lesson with the motor vehicle 10 . The entire function described herein can be deactivated in other operation and the motor vehicle 10 can therefore be operated in normal automatic mode.

The clutch pedal 21 is depressed to open the virtual clutch 23 . To close the clutch 23, the clutch pedal 21 is released. The clutch pedal travel X21 is then equal to zero, depending on the definition of an end position. In between, approximately halfway through the clutch pedal travel X21, there is a friction point at which the virtual clutch 23 begins to create a frictional connection between the virtual internal combustion engine 25 and the drive wheels 12. Since there is no physical connection between the virtual internal combustion engine 25 and the drive wheels 12 , it is simulated by sending a signal to the electric motor 11 to output the drive torque M12 corresponding to a virtual friction torque in the clutch 23 . The virtual friction torque corresponds to the drive torque that a conventional internal combustion engine would have output at this speed n and this clutch pedal travel X21. This can also be done taking into account a purely virtual transmission.

In one embodiment, it can be simulated that the virtually stored internal combustion engine 25 shuts down or no longer transmits torque if the clutch pedal 21 or 22 was released too quickly or if too little gas was applied. For this purpose, a speed n of the virtual internal combustion engine 25 and the position of the clutch pedal 21 are recorded. If the speed n of the internal combustion engine 25 falls below a threshold value (speed n1) as a result of the actuation of the clutch pedal 21 or 22, the jerky stoppage typical of internal combustion engines can occur of the engine can be simulated. This can be supplemented by simulating an engine noise or stuttering. The state of the virtual internal combustion engine 25 can also be displayed on the speed display 28 on the tachometer unit 26 . Furthermore, it can be simulated that the motor vehicle 10 in the disengaged state rolls freely according to an incline of the ground if it is not additionally braked. Driving off on a hill can thus be practiced on motor vehicle 10 . A restart after a simulated stall can also be simulated by actuating a starter button (not shown), which can be provided in the motor vehicle 10 for this purpose. Furthermore, it can be provided that the virtual internal combustion engine 25 only runs virtually when the clutch pedal 21 or 22 has been actuated (fully depressed) or a gear selector lever 20 has been set to neutral.

Battery electric vehicles offer advantages for driving schools, e.g. in terms of operating costs and taxes. In particular, purely simulated embodiments with a gear selector lever 20 and a virtual combustion engine 25, a virtual clutch 22 and a virtual gearbox 24 can be very easily removed from the motor vehicle after the end of a period of use in the driving schools, and the signs of wear known from clutch misuse by novice drivers do not occur either.

Although at least one exemplary embodiment has been presented in the foregoing description as well as the description of the figures, it should be recognized that a large number of variations exist. Furthermore, it should be appreciated that the embodiment(s) are only examples and are not intended to limit the scope, applicability, or precise configuration in any way. Rather, the description and description of the figures provide useful guidance for those skilled in the art for implementing at least one embodiment, it being understood that various changes in form and function of the described features may be made without departing from the scope of the claims and their equivalents .

Reference List

10

motor vehicle

11

electric motor

12

drive wheel

13

accelerator

14

control unit

20

gear selector

21

clutch pedal

22

clutch pedal

23

coupling

24

transmission

25

combustion engine

26

speedometer unit

27

speed indicator

28

speed indicator

29

torque curve

41

Step

42

Step

43

Step

44

Step

45

Step

M

torque

M12

drive torque

n

number of revolutions

n1

number of revolutions

n2

number of revolutions

v

speed

X13

accelerator pedal position

X21

clutch pedal travel

X22

clutch pedal travel

i1, i2, ... , i5

corridor

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• EP 3805607 A1 [0002]

Claims (12)

Motor vehicle (10) having an electric motor (11) which can be connected to drive wheels (12) in a torque-transmitting manner • at least one first gas pedal (13), • at least one first clutch pedal (21), • and a gear selector lever (20), the accelerator pedal (13) being connected to a control unit (14) in a signal-transmitting manner, the control unit (14) being designed to control the electric motor (11) in such a way that according to an accelerator pedal position (X13). Drive torque (M12) is output to the drive wheels (12), wherein the drive torque (M 12) is output according to a torque curve (29) of a digitally implemented internal combustion engine (25) based on the accelerator pedal position (X13). motor vehicle after claim 1 , wherein the clutch pedal (21) is connected to the control unit (14) in a signal-transmitting manner, wherein a digitally implemented clutch (23) is provided in the control unit (14), and wherein the drive torque (M12) additionally corresponds to a clutch pedal travel (X21) on the clutch pedal (21) is controlled. motor vehicle after claim 2 , wherein the gear selector lever (20) is connected to a control unit (14) in a signal-transmitting manner, and wherein a digitally implemented transmission (24) is stored in the control unit (14), and wherein the drive torque (M12) additionally corresponds to a value on the gear selector lever (20 ) engaged gear (i1, i2, ..., i5) is reduced or increased. Motor vehicle (10) according to one of the preceding claims, having a second clutch pedal (22) which is provided on a passenger side (15), the second clutch pedal (22) being connected to the control unit (14) in a signal-transmitting manner and being configured analogously thereto to actuate the virtual clutch (23) to the first clutch pedal (21). Method for controlling an electric motor (11) of a motor vehicle (10), with the steps: • detecting an accelerator pedal position (X13) of at least one first accelerator pedal (13), • Activation of the electric motor (11) in such a way that a drive torque (M12) is output to the drive wheels (12) in accordance with an accelerator pedal position (X13), the drive torque (M12) being output in accordance with a torque curve (29) of a digitally implemented internal combustion engine (25 ) based on accelerator pedal position (X13). procedure after claim 5 , having the steps: • detecting a clutch pedal travel (X21) on a clutch pedal (21), • outputting a drive torque (M12) corresponding to a torque curve (29) of the virtual internal combustion engine (25) based on a friction torque of a virtual clutch (23) and the Clutch Pedal Travel (X21). procedure after claim 6 , Having the steps: • detecting a gear (i1, i2, ..., i5) engaged on the gear selector lever (20), • determining a drive torque (M12) based on the torque curve (29) of the virtual internal combustion engine (25) taking into account a Translation (i1, i2, ..., i5), which is stored in a digitally implemented gearbox (24), • controlling the electric motor (11) in such a way that the drive torque (M12) corresponds to the translation (i1, i2, .. ., i5), is increased or reduced. Shift and clutch unit for an electrically driven motor vehicle (10), having a gear selector lever (20) and a clutch pedal (21), which can be connected in a signal-transmitting manner to a control unit (14) in order to generate a drive torque (M12) corresponding to a motor vehicle with a clutch ( 23), a transmission (24) and an internal combustion engine (25). Control unit (14) for controlling an electric motor (11) according to one of Claims 1 until 4 according to a method according to any one of Claims 5 until 7 . Computer program product with program code means, which are stored on a computer-readable data medium, in order to implement the method according to one of Claims 5 until 7 carried out if the computer program product on a computer, in particular a control unit (14). claim 9 is performed. Computer program with encoded instructions for carrying out the method according to any one of Claims 5 until 7 , if the computer program on a computer, in particular a computer in a control unit (14). claim 9 is performed. Signal sequence with computer-readable instructions for carrying out the method according to any one of Claims 5 until 7 , if the signal sequence from a computer, in particular a control unit (14). claim 9 is processed.

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