EP1752639A2 - method of scaling of driver's intention - Google Patents

Abstract

The method of driver requirement prioritisation involves determining the drivers wishes to define the position of a movable control between a rest and fully actuated position. It involves determining the actual recallable value of an operating parameter, where, below this value for the parameter a switch from a static to a dynamic prioritisation. In the lower values of the parameter, the operation is static with the maximum correlation of the movable control to a maximum theoretical value.

Description

The invention relates to a method for driver descaling in motor vehicles.

A driver descaling is required to link the gradual gradual operation of controls by the driver with a desired effect in the clearest possible way.

In particular, in the operation of the gas and brake good metering is required, which leads to a predictable acceleration or deceleration of the motor vehicle. Only this predictability of the reaction of the motor vehicle allows by habituation and learning effects, the formation of a tailored to the particular vehicle driving feeling, which gives the driver concerned a responsiveness that enables even in critical driving situations to appropriate responses.

Originally a corresponding scaling was effected by the fact that the controls, for example in the form of pedals, were connected by mechanical fasteners directly with deflectable functional parts. An actuation of the controls thus automatically led to a metered deflection of the associated functional part, such as a limiting the air flow flap of a carburetor. By means of a suitable adjustment, it was possible to ensure that the entire available pedal stroke was available for a finely metered actuation of the operating element.

Modern systems of engine control work usually without direct mechanical connection of a control element with a corresponding deflectable functional part. The operable by the driver controls should, however, in terms of their functionality correspond to those of conventional systems, so as not to require much habituation when changing the vehicle type.

In the case of the accelerator, for this purpose, the position of the pedal is detected by corresponding sensors and translated into a position signal clearly describing the position of the pedal. From the position of the accelerator pedal can be derived simultaneously, which value of a parameter relevant for the drive of the vehicle requests the driver. By a corresponding scaling of this driver request can be achieved that a derived from the position signal of the accelerator pedal signal, which is supplied to the engine control, leading to a driver's request corresponding setting of this parameter, if the desired value can be provided.

Particularly in the case of torque-related interpretations of the driver's request, two methods have hitherto been established for scaling the torque requested by the driver.

It is known to use a fixed maximum torque value and equal to the maximum torque to be requested. This maximum requirement is present, for example, when the gas pedal is fully passed as a position-relevant control element. The current value of the torque requested by the driver is determined by this method, taking the position of the pedal derived in proportion to the full throttle position of the fraction of the maximum value of the torque that is actually requested by the driver.

In modern motor vehicles, however, numerous other measured variables flow into the control of the torque to be delivered in addition to the respective current driver's request, which can sometimes lead to a significant reduction in the maximum torque released. Such a limitation of the torque has a higher priority than the driver's request. Whenever the driver's desired torque is greater than the maximum possible torque, resulting in a scaling with a constant maximum value, a free travel or play on the accelerator, which limits the possibilities of influencing the driver on the driving behavior of the guided vehicle, at least temporarily. This is a significant disadvantage of the method, in particular because some measures that temporarily lead to a reduction of the maximum available torque are not consciously perceived by the driver or not at all.

Therefore, methods of dynamic scaling of the driver's intention are known. In this case, taking into account all measured variables that can contribute to limiting the maximum torque, the current maximum retrievable torque is determined. This maximum retrievable torque is assigned to the maximum request by the driver. The respective current value of the torque requested by the driver is also determined according to this method by deducing from the position of the pedal in relation to the full throttle position the fraction of the maximum value of the torque, which in this case is current and dependent on various influencing variables, which is actually requested by the driver becomes. In this way, a free passage on the accelerator pedal is prevented. The disadvantage of this method, however, is that no absolute calibration of the driver's request is possible. The driver's request can be distorted by the engine dynamics, which is influenced by a wide variety of boundary conditions, such as a Rauchdichtbegrenzungsfunktion. Many influencing factors sometimes change the scaling in short periods of time, as a result of which the response of the engine changes constantly in the perception of the driver. Since these changes are only partially predictable, they may have a negative effect on the expression of the already mentioned driving feeling, which may affect safety in critical driving situations. This disadvantage can also be compensated only imperfectly by automatic control and safety systems.

In principle, the described problems can also be transferred to scaling systems that are not based or not based only on a torque-related interpretation of the driver's request.

The object of the invention is to provide a possibility, while substantially avoiding an idle travel on the accelerator pedal, to perform a scaling of a driver's request, which leads to a driver's predictable engine response when a specific value of a technical parameter relevant to driving a vehicle is requested.

This object is achieved by a method having the features of claim 1. The dependent claims 2 to 14 give advantageous embodiments of the method according to the invention.

The invention is based on the fact that in many driving situations the driver requests a value of a parameter relevant to the drive of the vehicle, which is significantly below the maximum value of this parameter, which can be made available on the motor side. In addition, the requested value is frequently below the maximum value of the parameter relevant for driving the vehicle taking into account all influencing factors of the engine control, since an accomplished driver tries to avoid borderline situations that would lead to a collision of the driver's request with the control-technically determined limit values ,

The invention further assumes that in all cases in which the value requested by the driver request of a parameter relevant for the drive of the vehicle is below the maximum permissible value, it is unimportant whether the maximum permissible value of this parameter corresponds to the scaling of the driver's request Takes into account. According to the invention, when a value of a parameter relevant to the drive of the vehicle is required, which is clearly below the maximum permissible value, a scaling takes place by means of a permanently predetermined maximum value, irrespective of whether this fixed maximum value could actually be called up. In this way results in this range of values a response of the engine, which is characterized by a high reproducibility regardless of current limitations of the relevant parameter for driving the vehicle.

When the driver requires a higher value of the parameter relevant for driving the vehicle, a change to a dynamic scaling of the driver's intention takes place in order to avoid the disadvantageous effects of an idle travel on the accelerator pedal. With this dynamic scaling, according to the invention, the maximum permissible value of the parameter relevant to the drive of the vehicle is taken into account in the respective situation.

The invention relates to a method for parameter-related driver command scaling in motor vehicles, in which the position of a movable control element is determined to determine the driver's request, which can be moved from a rest position to a maximum deflection, wherein a theoretical maximum value of at least one relevant to the drive of the vehicle Parameters, in particular of the torque, set and an actually retrievable value of this parameter is determined, below the actual retrievable value of the relevant parameter for the drive of the vehicle, a change from a static to a dynamic Fahrerwunschskalierung, wherein in a lower range of this parameter a static scaling is performed such that the maximum deflection of the movable control element is assigned to the theoretical maximum value of the relevant parameter for driving the vehicle and when exceeded a threshold value of the driver's request in an upper range of values, a dynamic scaling is performed such that the maximum deflection of the movable control element is associated with an actually retrievable value of the relevant parameter for driving the vehicle. The movable control element is in many cases an accelerator pedal whose position is monitored by means of conventional sensors.

In particular, a torque, a rotational speed, an acceleration, a force and / or a power can be included in the scaling as parameters relevant to the drive of the vehicle. It is equally possible for the realization of the scaling to win the respective parameters motor- or gearbox-related. Using the torque as an example, this means that either the torque produced by the combustion process (TQI = indicated torque), the clutch torque (TQ = TQI minus internal engine losses and possibly losses due to auxiliary equipment such as air conditioning systems) or a torque applied in the transmission or powertrain can be.

An optimal utilization of the engine-side resources results when during dynamic scaling the maximum deflection of the movable control element is assigned to the respectively maximum actual retrievable value of the parameter relevant for driving the vehicle. It is also advantageous if the threshold value at which the change from static to dynamic driver command scaling takes place is derived from the maximum actual callable value of the parameter relevant to the drive of the vehicle.

For this purpose, it is advantageous if the maximum actually retrievable value of the relevant parameter for the drive of the vehicle is cyclically updated in order to enable permanent availability and reliable dynamic scaling. The intervals between the individual updates should be at least significantly below the reaction times of the driver.

A particularly simple realization of the method according to the invention results if the threshold value at which the change from static to dynamic scaling takes place is smaller by a fixed factor than the respective maximum actual retrievable value of the parameter relevant for driving the vehicle.

Alternatively, there is a particularly comfortable realization of the method according to the invention, if it is possible to react directly by selecting the appropriate threshold value for different boundary conditions which influence the engine management. In this case, it is advantageous if the threshold value at which the change from static to dynamic scaling takes place is likewise smaller by a factor than the respective maximum actual retrievable value of the parameter relevant for the drive of the vehicle Factors included in engine speed and / or selected gear and / or transmission status and / or active emergency and / or vehicle speed and / or engine temperature and / or accelerator pedal position and / or various power limitations; Depending on the speed, fuel consumption and / or torque and / or the total weight of the vehicle and / or the road gradient and / or the wind speed.

Both in terms of static and dynamic scaling, the invention can be realized with a linear scaling.

In a particularly powerful variant, the scaling takes place in the dynamic scaling area in accordance with a function stored as a data record or a stored one Characteristic field, which allow assignment of the respective driver's request to actually retrieved values of the relevant parameter for the drive of the vehicle (eg torque). In particular, the variant with a stored characteristic field opens up the possibility that in the selection of the respective characteristic measured variables are included, the engine speed and / or the selected gear and / or the transmission status and / or active emergency and / or vehicle speed and Depending on the engine temperature and / or the accelerator pedal position and / or different limits of power, speed, fuel consumption and / or torque and / or the total weight of the vehicle and / or the road gradient and / or the wind speed.

In order to avoid an abrupt change in the response, it is advantageous if the transition from the static scaling to a theoretical fixed value for dynamic scaling to a currently retrievable value of the relevant parameter for the drive of the vehicle (eg torque) so that the requested Value of the relevant for the drive of the vehicle parameters also in the transition region in the form of a continuous function depends on the driver's request. In this way, jerky acceleration or deceleration of the vehicle can be avoided.

The embodiment of a torque-related driver command scaling the invention is described in detail.

• Fig. 1 die Abhängigkeit des tatsächlich abgerufenen Drehmomentes vom jeweiligen Fahrerwunsch bei zeitunabhängiger Begrenzung des Drehmomentes.
• Fig. 2 den zeitlichen Verlauf des tatsächlich abgerufenen Drehmomentes bei zeitabhängiger Begrenzung des Drehmomentes.
• Der Kern der Erfindung wird im vorliegenden Ausführungsbeispiel in einem Verfahren zur drehmomentbezogenen Fahrerwunschskalierung umgesetzt.
• Fig. 1 zeigt in Form eines Diagramms die Abhängigkeit des tatsächlich abgerufenen Drehmomentes vom jeweiligen Fahrerwunsch bei zeitunabhängiger Begrenzung des Drehmomentes über einen vollen Skalierungsbereich. Auf der Ordinate ist das Drehmoment (TORQUE), auf der Abszisse der Fahrerwunsch (FAC_TQ_REQ_DRIV) aufgetragen. Ein Fahrerwunsch von 0 bedeutet, das Gaspedal befindet sich in der Ruhestellung, bei einem Fahrerwunsch von 1 ist das Gaspedal voll durchgetreten.
• Drei Eingangswerte sind für die Ausführung des erfindungsgemäßen Verfahrens erforderlich. Erstens wird ein theoretischer Festwert des Drehmomentes (C_TQ_MAX_SCA) benötigt, der zumindest in der Nähe des theoretischen Maximalmomentes liegen sollte. Das Maximalmoment kann nur unter optimalen Bedingungen abgegeben werden. Zweitens wird ein tatsächlich abrufbarer Wert des Drehmomentes benötigt, der vorteilhafterweise das jeweils maximale tatsächlich abrufbare Drehmoment (TQI_LIM_MIN) beschreibt. Dieser Wert ist im vorliegenden Fall konstant, wie das beispielsweise durch eine Motorbegrenzung mit begrenztem Drehmoment bewirkt werden kann. Den dritten Eingangswert bildet ein Schwellwert, bei dessen Überschreitung ein Wechsel des Skalierungsmodus erfolgt. Dieser Schwellwert ist vorliegend um den konstanten Faktor C_FAC kleiner als der Wert des maximalen tatsächlich abrufbaren Drehmomentes (TQI_LIM_MIN).
• Sowohl unterhalb als auch oberhalb des Schwellwertes (TQI_LIM_MIN*C_FAC) erfolgt eine Skalierung in Form einer linearen Abhängigkeit des angeforderten Drehmomentes vom jeweiligen Fahrerwunsch. Unterhalb des Schwellwertes (TQI_LIM_MIN*C_FAC) erfolgt die Skalierung so, als ob bei maximalem Fahrerwunsch das Drehmoment des theoretischen Festwertes des Drehmomentes (C_TQ_MAX_SCA) in der Nähe des theoretischen Maximalmomentes abgerufen würde. Dieser Idealwert steht jedoch nur in Ausnahmefällen wirklich zur Verfügung. Bereits das Verlassen des optimalen Drehzahlbereiches verschließt dem Fahrer die Möglichkeit, dass absolute Maximum des Drehmomentes wirklich zu nutzen. Für die Skalierung im unteren Drehmomentenbereich spielt es jedoch keine Rolle, ob unter gegebenen Bedingungen das Maximalmoment des Motors tatsächlich abrufbar ist.
• Erst wenn per Fahrerwunsch ein Drehmoment angefordert wird, welches in der Nähe des maximalen tatsächlich abrufbaren Drehmomentes (TQI_LIM_MIN) liegt, erfolgt erfindungsgemäß eine andere Skalierung, wobei der maximale Fahrerwunsch nunmehr dem maximalen tatsächlich abrufbaren Drehmoment (TQI_LIM_MIN) entspricht. Der Wechsel erfolgt im vorliegenden Fall abrupt bei Überschreiten des Schwellwertes (TQI_LIM_MIN*C_FAC), jedoch unter der Randbedingung, dass der Übergang von der statischen Skalierung auf einen theoretischen Festwert des Drehmomentes (C_TQ_MAX_SCA) zur Skalierung auf den aktuellen Maximalwert des abrufbaren Drehmomentes (TQI_LIM_MIN) so erfolgt, dass das angeforderte Drehmoment in der Form einer stetigen Funktion vom jeweiligen Fahrerwunsch (FAC_TQ_REQ_DRIV) abhängt.
• Fig. 2 zeigt den zeitlichen Verlauf des tatsächlich abgerufenen Drehmomentes bei zeitabhängiger Begrenzung des Drehmomentes und erfindungsgemäßer Skalierung als Resultat einer Simulation. In dieser Darstellung wird das Prinzip des erfindungsgemäßen Übergangs von einer statischen zu einer dynamischen Fahrerwunschskalierung besonders deutlich.
• Im unteren Teil ist der zeitliche Verlauf des Fahrerwunsches (FAC_TQ_REQ_DRIV) bei periodisch betätigtem Gaspedal dargestellt. Dabei wird das Gaspedal innerhalb von zwei Sekunden voll durchgetreten und anschließend innerhalb von zwei Sekunden wieder in die Ausgangsposition überführt. Diese Vorgehensweise wird mehrmals wiederholt.
• Im oberen Teil der Darstellung sind die zeitlichen Verläufe eines für die statische Skalierung erforderlichen theoretischen Festwertes des Drehmomentes (C_TQ_MAX_SCA), des maximalen tatsächlich abrufbaren Drehmomentes (TQI_LIM_MIN) und des tatsächlich angeforderten Drehmomentes (final driver torque request) unter Berücksichtigung der erfindungsgemäßen Skalierung des Fahrerwunsches dargestellt. Während der theoretische Festwert konstant bleibt, wird in der vorliegenden Simulation von einem oszillierenden Wert des maximalen tatsächlich abrufbaren Drehmomentes (TQI_LIM_MIN) ausgegangen.
• Zu Beginn der Betätigung des Gaspedals richtet sich der Fahrerwunsch auf ein Drehmoment, welches deutlich unter dem aktuellen Wert des maximalen tatsächlich abrufbaren Drehmomentes (TQI_LIM_MIN) liegt. In diesem Bereich erfolgt unabhängig vom tatsächlich abrufbaren Drehmoment eine Skalierung auf den theoretischen Wert (C_TQ_MAX_SCA). Fahrerwunsch und tatsächlich abgerufenes Drehmoment steigen linear und proportional zueinander an.
• Im weiteren Verlauf wird per Fahrerwunsch ein Drehmoment angefordert, welches in der Nähe des maximalen tatsächlich abrufbaren Drehmomentes (TQI_LIM_MIN) liegt. Es erfolgt erfindungsgemäß der Übergang zu einer dynamischen Skalierung, wobei der maximale Fahrerwunsch nunmehr dem maximalen tatsächlich abrufbaren Drehmoment (TQI_LIM_MIN), welches selbst von der Zeit abhängig ist, entspricht. Der Wechsel erfolgt im vorliegenden Fall wiederum abrupt bei Überschreiten des ebenfalls zeitabhängigen Schwellwertes (TQI_LIM_MIN*C_FAC), jedoch unter der Randbedingung, dass der Übergang von der statischen Skalierung auf einen theoretischen Festwert des Drehmomentes (C_TQ_MAX_SCA) zur Skalierung auf den aktuellen Maximalwert des abrufbaren Drehmomentes (TQI_LIM_MIN) so erfolgt, dass das angeforderte Drehmoment in der Form einer stetigen Funktion vom jeweiligen Fahrerwunsch (FAC_TQ_REQ_DRIV) abhängt. Der Zeitpunkt des Wechsels zwischen den einzelnen Skalierungsarten ist jeweils am knickförmigen Verlauf der Kurve des tatsächlich angeforderten Drehmomentes ablesbar.
• Während der Phase der dynamischen Skalierung nähert sich bei weiterer Erhöhung des Fahrerwunsches das tatsächlich angeforderte Drehmoment dem jeweils aktuellen Verlauf des Maximalwertes des abrufbaren Drehmomentes (TQI_LIM_MIN) an. Im Fall eines voll durchgetretenen Gaspedals sind beide Werte identisch. Bei abklingendem Fahrerwunsch erfolgt in umgekehrter Weise ein Übergang von der dynamischen zur statischen Skalierung, was sich im linearen Abfall des tatsächlich angeforderten Drehmomentes zeigt.

It shows:

• Fig. 1 shows the dependence of the actually retrieved torque from the driver's request with time-independent limitation of the torque.
• Fig. 2 shows the time course of the actually retrieved torque with time-dependent limitation of the torque.
• The core of the invention is implemented in the present embodiment in a method for torque-related driver command scaling.
• 1 shows, in the form of a diagram, the dependence of the actually retrieved torque on the respective driver request with time-independent limitation of the torque over a full scaling range. On the ordinate is the torque (TORQUE), plotted on the abscissa of the driver's request (FAC_TQ_REQ_DRIV). A driver's request of 0 means the accelerator pedal is in the rest position, with a driver's request of 1, the accelerator pedal is fully depressed.
• Three input values are required for carrying out the method according to the invention. First, a theoretical fixed value of the torque (C_TQ_MAX_SCA) is required, which should at least be close to the theoretical maximum torque. The maximum torque can only be delivered under optimal conditions. Second, an actually retrievable value of the torque is needed, which advantageously describes the respective maximum actual retrievable torque (TQI_LIM_MIN). This value is constant in the present case, as for example by a motor limit can be effected with limited torque. The third input value forms a threshold value, above which a change of the scaling mode takes place. In the present case, this threshold value is smaller than the value of the maximum actual callable torque (TQI_LIM_MIN) by the constant factor C_FAC.
• Both below and above the threshold value (TQI_LIM_MIN * C_FAC), scaling takes place in the form of a linear dependence of the requested torque on the respective driver request. Below the threshold value (TQI_LIM_MIN * C_FAC), the scaling takes place as if the torque of the theoretical fixed value of the torque (C_TQ_MAX_SCA) near the theoretical maximum torque were called up at the maximum driver request. However, this ideal value is really only available in exceptional cases. Already leaving the optimal speed range closes the driver the possibility of really using the absolute maximum of the torque. For the scaling in the lower torque range, however, it does not matter whether the maximum torque of the motor can actually be called up under given conditions.
• Only when a torque is requested by the driver, which is in the vicinity of the maximum torque actually available (TQI_LIM_MIN), according to the invention is a different scale, the maximum driver now corresponds to the maximum torque actually available (TQI_LIM_MIN). The change takes place in the present case abruptly when the threshold value (TQI_LIM_MIN * C_FAC) is exceeded, but under the boundary condition that the transition from the static scaling to a theoretical fixed value of the torque (C_TQ_MAX_SCA) for scaling to the current maximum value of the callable torque (TQI_LIM_MIN) so that the requested torque in the form of a continuous function depends on the respective driver's request (FAC_TQ_REQ_DRIV).
• Fig. 2 shows the time course of the actually retrieved torque with time-dependent limitation of the torque and inventive scaling as a result of a simulation. In this representation, the principle of the inventive transition from a static to a dynamic driver command scaling is particularly clear.
• The lower part shows the chronological progression of the driver's request (FAC_TQ_REQ_DRIV) with the accelerator pedal periodically activated. The accelerator pedal is fully depressed within two seconds and then transferred back to the starting position within two seconds. This procedure is repeated several times.
• The upper part of the illustration shows the time profiles of a theoretical fixed value of the torque (C_TQ_MAX_SCA) required for the static scaling, of the maximum actually callable torque (TQI_LIM_MIN) and of the actually requested torque (final driver torque request) taking into account the inventive scaling of the driver's request , While the theoretical fixed value remains constant, in the present simulation an oscillating value of the maximum actually callable torque (TQI_LIM_MIN) is assumed.
• At the beginning of the operation of the accelerator, the driver's request is based on a torque which is well below the current value of the maximum torque actually available (TQI_LIM_MIN) is located. Scaling to the theoretical value (C_TQ_MAX_SCA) takes place in this area regardless of the torque that can actually be called. Driver request and actually retrieved torque increase linearly and proportionally to each other.
• In the further course, a torque is requested by the driver, which is in the vicinity of the maximum actually retrievable torque (TQI_LIM_MIN). According to the invention, the transition to a dynamic scaling takes place, with the maximum driver request now corresponding to the maximum torque (TQI_LIM_MIN) which can actually be called up, which itself depends on the time. In the present case, the change again takes place abruptly when the likewise time-dependent threshold value (TQI_LIM_MIN * C_FAC) is exceeded, but under the boundary condition that the transition from the static scaling to a theoretical fixed value of the torque (C_TQ_MAX_SCA) for scaling to the current maximum value of the retrievable torque (TQI_LIM_MIN) is such that the requested torque in the form of a continuous function depends on the respective driver request (FAC_TQ_REQ_DRIV). The time of the change between the individual scaling types can be read in each case at the bend-shaped course of the curve of the actually requested torque.
• During the phase of the dynamic scaling, as the driver request is further increased, the actually requested torque approaches the respective current course of the maximum value of the callable torque (TQI_LIM_MIN). In the case of a full throttle, both values are identical. If the driver wishes to decelerate, a transition from the dynamic to the static takes place in the reverse direction Scaling, which shows in the linear decrease of the actually requested torque.

Claims (14)

Method for parameter-related driver command scaling in motor vehicles, in which the position of a movable control element is determined to determine the driver's request, which can be moved from a rest position to a maximum deflection, with a theoretical maximum value of at least one parameter relevant to the drive of the vehicle and set actually retrievable value of this parameter is determined, characterized in that below the actually retrievable value of the relevant parameter for driving the vehicle, a change from a static to a dynamic driver descaling takes place, wherein in a lower value range of this parameter, a static scaling is carried out such that the maximum deflection of the movable control element is assigned to the theoretical maximum value of the parameter relevant to the drive of the vehicle and when a threshold value is exceeded in an upper one Range of values, a dynamic scaling is performed such that the maximum deflection of the movable control element is assigned to an actually retrievable value of the relevant parameter for driving the vehicle. A method according to claim 1, characterized in that the position of the movable control element, the position of an accelerator pedal is determined. Method according to claim 1 or 2, characterized in that during the dynamic scaling the maximum deflection of the movable control element is assigned to the respective maximum actual retrievable value of the relevant parameter for the drive of the vehicle. Method according to one of claims 1 to 3, characterized in that the threshold value at which the change takes place from static to dynamic driver command scaling is derived from the maximum actual retrievable value of the parameter relevant for driving the vehicle. Method according to one of claims 1 to 4, characterized in that the maximum actually retrievable value of the relevant for the drive of the vehicle parameter is updated cyclically. A method according to claim 4 or 5, characterized in that the threshold value at which the change takes place from static to dynamic scaling by a fixed factor is smaller than the respective maximum actual retrievable value of the relevant parameter for driving the vehicle. Method according to Claim 4 or 5, characterized in that the threshold value at which the change from static to dynamic scaling takes place is smaller by a factor than the respectively maximum actual retrievable value of the parameter relevant for the drive of the vehicle, wherein Determining the factor may be included, which depends on the engine speed and / or the selected gear and / or the transmission status and / or active emergency and / or the vehicle speed and / or the engine temperature and / or the accelerator pedal position and / or different limits of power, speed, fuel consumption and / or torque and / or the total weight of the vehicle and / or the road gradient and / or the wind speed depend. Method according to one of claims 1 to 7, characterized in that at least in the range of static scaling, the scaling is linear. Method according to one of claims 1 to 7, characterized in that at least in the range of dynamic scaling, the scaling is linear. Method according to one of Claims 1 to 7, characterized in that the scaling takes place in the region of the dynamic scaling in accordance with a function or a stored characteristic field stored as a data record. A method according to claim 10, characterized in that the scaling takes place via a stored characteristic field, wherein in the selection of the respective characteristic measured variables are included, the engine speed and / or the selected gear and / or the transmission status and / or active emergency and / or the vehicle speed and / or the engine temperature and / or the accelerator pedal position and / or different limits of the power, the rotational speed, the fuel consumption and / or the torque and / or the total weight of the vehicle and / or the road gradient and / or the wind speed depend. Method according to one of Claims 1 to 11, characterized in that the transition from the static scaling to a theoretical fixed value of the parameter for the dynamic scaling relevant to the drive of the vehicle takes place to a currently callable value of the parameter relevant for the drive of the vehicle, the requested value of the parameter relevant for driving the vehicle depends in the form of a continuous function on the respective driver request. Method according to one of Claims 1 to 12, characterized in that a torque, a rotational speed, an acceleration, a force and / or a power are included in the scaling as parameters relevant to the drive of the vehicle. Method for torque-related driver command scaling according to one of claims 1 to 13, characterized in that the position of a movable operating element is determined to determine the driver's request (FAC_TQ_REQ_DRIV), which can be moved from a rest position to a maximum deflection, wherein a theoretical maximum value (C_TQ_MAX_SCA ) of the torque is determined and the value of an actually retrievable torque is determined, wherein below the actually retrievable torque, a change from a static to a dynamic Fahrerwunschskalierung takes place, wherein in a lower torque range, a static Scaling is made such that the maximum deflection of the movable control element is assigned to the theoretical maximum value (C_TQ_MAX_SCA) of the torque and when exceeding a threshold value of the requested torque in an upper torque range, a dynamic scaling is made such that the maximum deflection of the movable control element actually is assigned callable torque.

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