EP2451688A1

EP2451688A1 - Device for generating an additional restoring force at the gas pedal and method for the operation thereof

Info

Publication number: EP2451688A1
Application number: EP10728710A
Authority: EP
Inventors: Thomas Brandt; Frank Drews; Tobias DÜSER; Jens SCHRÖTER; Christian Zingel; Alexander Schwarz; Sascha Ott; Andreas Zell; Carmelo Leone
Original assignee: Conti Temic Microelectronic GmbH
Current assignee: Conti Temic Microelectronic GmbH
Priority date: 2009-07-09
Filing date: 2010-07-07
Publication date: 2012-05-16
Also published as: US20120167708A1; DE102010031080A1; JP2012533012A; WO2011003956A1

Abstract

The invention relates to a device for generating an additional restoring force at the gas pedal for motor vehicles, wherein a position change of the gas pedal with respect to the starting position thereof, which change is brought about by a corresponding actuating force against a restoring force, results in an increase in the driving force of the driving motor, and wherein a restoring force brings the gas pedal back in the direction of the starting position thereof as the actuating force decreases, and wherein an actuator is provided, which applies an additional restoring force acting in the restoring direction of the gas pedal. The present invention further relates to a method for the operation of said device. In order to drive the motor vehicle in an energy-efficient manner, according to the invention the amount of the additional restoring force (F) on the gas pedal (1) is designed such that the gas pedal (1) assumes a position that shifts the operating point of the driving motor into a range having higher efficiency. To this end, acceleration travel, constant travel or deceleration travel is detected depending on the traffic situation, and the additional restoring force (F) on the gas pedal (1) is designed such that the motor vehicle can be driven more energy-efficiently.

Description

Device for generating an additional restoring force on the accelerator pedal and method for its operation

The invention relates to a device for generating an additional restoring force on the accelerator pedal for motor vehicles, wherein a brought about by a corresponding actuation force change in position of the accelerator pedal against its initial position against a restoring force to increase the driving force of the drive motor and with decreasing actuation force a restoring force the accelerator pedal in the direction of his Starting position returned and wherein an actuator is provided which applies an acting in the return direction of the accelerator pedal additional restoring force. Moreover, the present invention relates to a method for their operation.

From DE 32 32 160 Al therefore a method is known in which the restoring force of the accelerator pedal is variable and gives the driver a haptic feedback. The restoring force of the accelerator pedal is determined in the region of the entire pedal travel as a function of parameters which determine the engine torque and the engine torque. Play speed, set automatically. In the previously known method, the driver information, such as gear selection, in the form of the pedal travel superimposed movements, such as vibrations, transmitted.

From an Internet publication (http: // www. Niεsan- global.com/EN/NEWS/2008/ STORY / 080804-02-Θ .html) a so-called ECO pedal is known. This ECO pedal calculates a target corridor for accelerator pedal position, which is limited by a maximum accelerator pedal position. If the vehicle driver is in the said target corridor during an acceleration process or during a constant speed journey, only a warning light in a display instrument illuminates green. When the driver approaches an upper threshold, the indicator light starts to flash and an additional restoring force on the accelerator pedal indicates that it is leaving the efficient area. If the driver therefore reduces the accelerator pedal position, the additional restoring force disappears. Conversely, if the driver exceeds the threshold value, an increased additional restoring force is applied to the accelerator pedal, which is composed of the normal passive operating force of the pedal and the additional restoring force when the threshold value is reached. The threshold value is calculated from the consumption and efficiency of the drive train. An adaptation of the shift strategy is not provided in the prior art ECO pedal, however. In addition, only a target corridor is specified, which is calculated according to minimum specific consumption and does not sufficiently take into account the dynamics of the acceleration. An interaction with other road users does not take place. It has been found that the known methods do not meet a number of practical demands. It is therefore an object of the present invention to provide a method and a device that achieve a higher energy saving of the drive motor.

This object is achieved by a method and a device having the features of the independent patent claims. It is provided that the size of the additional restoring force is configured on the accelerator pedal such that the accelerator pedal assumes a position that shifts the operating point of the drive motor in a region with higher efficiency. It takes into account the possibility that a trend that passes quickly through areas of higher, more specific consumption into the area of very low consumption, is in total energy-saving.

An advantageous development provides that the size of the additional restoring force is set to the accelerator pedal in dependence on the driving situation and the traffic situation of the motor vehicle. In this case, a negative, additional restoring force on the accelerator pedal causes the driver to exercise an actuating force in the direction of increasing the driving force of the drive motor.

A basic idea of the invention is that the driving situation of the motor vehicle is subdivided into at least one of an acceleration drive, a constant drive and a deceleration drive. It is provided that the size of the additional restoring force is configured on the accelerator pedal during an acceleration ride such that the accelerator pedal assumes an optimal position, wherein this optimum position of the accelerator pedal is determined as a function of the efficiency of the drive motor and preferably with the aid of predetermined characteristic maps. During a deceleration travel, the magnitude of the additional restoring force on the accelerator pedal is made such that the accelerator pedal assumes an unactuated position. To initiate the deceleration travel a Ausrollweg is calculated in front of a stationary or moving in the direction of travel of the motor vehicle obstacle and compared with a predetermined rolling curve of the motor vehicle.

It is provided that the driving situation is determined on the one hand on the basis of dynamic variables such as driving speed, longitudinal acceleration, lateral acceleration and yaw moment and on the other hand based on in-vehicle variables such as engine control parameters and transmission control parameters.

In a particularly advantageous embodiment of the invention, the traffic situation is determined by an environment sensor for detecting the road, the route, the traffic signs and / or the stationary or moving obstacles or road users. Alternatively or additionally, the traffic situation is determined with the aid of an electronically stored road map in conjunction with a satellite-supported position determination. Likewise, mobile radio-based or car-to-car communication-based systems for determining the traffic situation could be used here as a supplement or as an alternative. It is essential to the invention that, depending on the traffic situation, an acceleration drive, a constant drive or a deceleration drive is detected and the additional restoring force on the accelerator pedal is designed such that the motor vehicle is guided in an energy-efficient manner. A further measure for the energy-efficient operation of the motor vehicle is achieved by proposing to the driver of the gear to be selected a manual transmission during an acceleration drive, a constant travel and a deceleration drive.

Said object is also achieved by a device, wherein means are provided which make the size of the additional restoring force on the accelerator pedal such that the accelerator pedal assumes a position which shifts the operating point of the drive motor in a region with higher efficiency.

Depending on the driving situation and / or the traffic situation, the means detect an acceleration drive, a constant drive or a deceleration drive and design the additional restoring force (F) on the accelerator pedal such that the motor vehicle is guided in an energy-efficient manner.

In a particularly advantageous development, it is provided that the means are designed as regulators,

- wherein the first controller outputs an optimal accelerator pedal position during acceleration corresponding additional restoring force (F) on the accelerator pedal, and

- The second controller an additional restoring force

(F) presses the accelerator pedal to the following drive behind another road user, and

- wherein third controller outputs an additional restoring force (F) to the accelerator pedal for deceleration of the motor vehicle, so that the accelerator pedal assumes an unactuated position, and - The fourth controller an additional restoring force

(F) outputs to the accelerator so that a speed set by a cruise control is realized, and

- In which a higher-level control unit is provided which activates or deactivates one or more controllers on the basis of the driving situation and / or the traffic situation.

An environment sensor system is provided, which provides the superordinated control unit with information about the lane, the routing, the traffic signs and / or the stationary or moving obstacles or traffic participants.

The invention will be described below with reference to embodiments shown in the drawing. In the drawing show

Fig.l is a schematic representation of a pedal system and a device for generating an additional restoring force;

A schematic sectional view of the pedal system of Figure 1 to explain the operation.

A schematic representation of several controllers and a higher-level control unit;

4 shows a time-distance diagram for calculating a Ausrollweges; FIG. 5 is a diagram showing one with a shown velocity. the distance driven the cumulative consumption in a traffic situation with a temporary speed limit;

6 a of FIG. 5 corresponding diagram in a traffic situation "Stop & Go" and

FIG. 7 shows a diagram corresponding to FIG. 6 in the traffic situation "stop & go" with a shorter total distance traveled than in FIG. 6.

1 shows a compact pedal system for generating an additional restoring force F on the accelerator pedal 1. For this purpose, a force restoring device is integrated in the housing 3. The pedal system essentially comprises a pedal lever 11 for implementing the driver's request in the speed of the motor vehicle. An electric motor 4, in particular a torque motor as a further component of the force restoring device can exert a restoring force on the pedal lever 11 or on the accelerator pedal 1 in the direction of a speed reduction in the energized state. On the electric motor 4, a drive pulley 6 is rotatably arranged, which can exert the restoring force on the pedal lever 1 and on the accelerator pedal 1 by means of a drive roller 7. A control unit 10 for controlling the electric motor 4 is also integrated in the housing 3.

Fig. 2 shows a pedal system with a pedal lever 1 in its zero position PN. That is, the foot of the driver on the pedal lever 1 exerts no force in the direction of increasing speed and the drive motor of the motor vehicle rotates at the idle speed. The pedal lever 1 is pivotable about the pivot point P, from a zero position PN to the end position PE, which translates into engine speed, from idle to full throttle. In this case, in the pivot point P of the pedal lever 1, a leg spring is arranged as a pedal return spring 2 such that it presses the pedal lever 1 in its zero position PN. Alternatively, a linear acting spring as a pedal lever return spring 2 in particular outside the pivot point P would be conceivable. The electric motor 4 is pivotable about its pivot point M, from its end position ME to its zero position MN. In the case described, the pivot points P and M of the pedal lever 1 and the electric motor 4 are locally separated. But it would be quite possible a pedal system in which the two pivot points P and M coincide.

On the electric motor 4, a motor return spring 8 is arranged such that the drive pulley 6 of the electric motor 4 by means of the drive roller 7, the pedal lever 1 also pushes in the direction of its zero position PN, especially if the electric motor 4 is not energized. Here, in each case one end of the pedal return spring 2 or motor return spring 8, at least in the pressure direction of the spring 2, 8 fixedly connected to the housing 3. The angle range, which is determined by the respective zero position MN, PN and end position ME, PE of the springs 2, 8, is greater in the motor return spring 8 both with respect to the zero position MN and with respect to the end position ME than in the case of the pedal return spring 2 in that the drive pulley 6 rests on the pedal lever 1 via the drive pulley 7 at all times. That is, the motor return spring 8 is always biased at least in the de-energized state of the electric motor 4.

For controlling the electric motor 4 by means of a control unit 10 integrated in the pedal system, it is advantageous to use the respective winches. kellage both the pedal lever 1 and the electric motor 4 each to be detected by a corresponding sensor, for example by a Hall sensor. However, corresponding sensors are not shown in Figs. 1 and 2.

The method described below is based on two fundamental ideas: The first idea is to divide the travel movement of a motor vehicle into several driving situations and to recommend an accelerator pedal position for each driving situation, which is taken into account taking into account a particularly efficient energy consumption of the drive motor. The recommended accelerator pedal position corresponds to the magnitude of the additional restoring force (F) on the accelerator pedal. The second idea is to network with an environment sensor for detecting the traffic situation for the purpose of energy saving of the drive motor. The environment sensor detects other road users as well as traffic signs that indicate, for example, a speed limit.

The powertrain in the motor vehicle, consisting of drive motor and gear, has different efficiencies at different engine torques and speeds. In operation, due to a lack of system know-how, operating points are often approached by the driver with very low efficiency. This results in an increased fuel consumption.

By the method described in more detail below, the operating points are reproducibly shifted in areas of higher efficiency, reduces the losses and thereby reduced fuel and energy consumption. This is done by direct guidance of the driver. The instructions of the driver In this case, the tool guide is effected via a device for generating an additional restoring force F on the accelerator pedal 1, as has been described with reference to FIGS. 1 and 2. By a positive or negative, additional restoring force F on the accelerator, the driver is given to give lower or stronger gas. While a positive additional restoring force F on the accelerator pedal 1 causes the vehicle operator to reduce the operating force on the accelerator pedal 1, a negative additional restoring force -F on the accelerator pedal 1 causes the driver to operate the accelerator pedal 1 in the direction of increasing the driving force. This depends on the current driving situation. The driving situation is divided into an acceleration drive, a constant drive and a deceleration drive. The size of the additional restoring force F is set depending on the driving situation and the traffic situation. The traffic situation is determined with the aid of environment sensors, as used in driver assistance systems and so-called adaptive cruise control systems. Alternatively, the traffic situation can be based on an electronically stored road map in conjunction with a satellite-based position determination.

Based on Fig. 3 will now be explained how the size of the additional restoring force F is set depending on the driving situation. As already mentioned, the driving situation of the

Motor vehicle divided into an acceleration drive when accelerating the motor vehicle, a constant drive while driving at a constant speed and a deceleration drive when braking the motor vehicle. In addition, a follow-on journey is defined in which the motor vehicle drives behind another road user and follows this road user. The subsequent journey describes a typical picture of traffic Highways where can not be overtaken. In Fig. 3, four controllers Ri, R ₂ , R ₃ , R ₄ and a higher-level control unit R ₀ are shown. The controllers Ri, R ₂ , R ₃ , R ₄ are responsible for the above-mentioned different driving situations and are called by the higher-level control unit R ₀ . That is, the detection of the driving situation and the decision of which of the following controllers Ri, R ₂ , R ₃ , R ₄ is to be controlled, hits the higher-level control unit R ₀ .

The first regulator R ₁ outputs an additional restoring force F corresponding to the optimum accelerator pedal position during acceleration. The driver is guided by this additional restoring force F to move the accelerator pedal 1 to the optimum position calculated by the first accelerator drive controller R ₁ . This optimal accelerator pedal position during acceleration is determined with the aid of a characteristic field, which was determined in advance on a chassis dynamometer. From the map results in the optimal accelerator pedal position with regard to the efficiency of the drive motor. The second controller R ₂ outputs the control signal for an additional restoring force F for following drive behind another road user. The second controller R ₂ for coordinating the following drive may be identical to a controller of a driver assistance system. The driver assistance system evaluates the data of an environment sensor and constantly calculates the distance to a preceding road user. However, while the driver assistance system causes a deceleration of the motor vehicle, the controller R _{2 is provided} for performing a follow-up trip, that an additional restoring force is output, which causes the driver to select an accelerator pedal position, which prevents too close driving on the person in front. By this measure can be dispensed with a deceleration of the motor vehicle what is advantageous under energy consumption criteria.

The third controller R ₃ is responsible for the initiation of deceleration: If the motor vehicle runs too close to an obstacle, this controller R ₃ becomes active. The controller R ₃ outputs an additional restoring force, so that the accelerator pedal 1 assumes an unactuated position. The driver is thus directed to take his foot completely off the accelerator pedal 1. A Ausrollwegberechnung 12 calculates whether the motor vehicle in the

Coast shutdown of the drive motor should roll out. In this connection, reference is made to the calculation of a Ausrollweges in Fig. 4. Depending on the current distance from the obstacle, the controller selection R ₀ is signaled whether it is necessary to roll out, whether one is in an area in which the vehicle can drive behind the obstacle in subsequent driving or whether it can be accelerated further. It always takes into account the speed of the obstruction obstacle as well as the time T required to reach the speed of the obstacle v _H indernis. In the time-path diagram shown in Fig. 4, the curve provided with the reference numeral 14 designates the movement of the obstacle. The obstacle in this case is a preceding vehicle. The movement of the motor vehicle at the speed v is designated by the reference numeral 15. From the calculated or measured distance s _to the motor vehicle to the obstacle gives the time T, which is required for the preceding vehicle at the speed VHinderms vehicle to roll. Here, a safety distance _S s is SECURITY = v / 2 + x taken into account, which is calculated from half the speed v of the motor vehicle and a trusted path x. Since the rolling takes place in the thrust of the drive motor with simultaneous zero position of the accelerator pedal 1, is a to the aid of the previously mentioned maps of the drive motor necessary.

The fourth controller R ₄ in Fig. 3 outputs the control signal for an additional restoring force F, so that a speed set by a cruise control is realized. Cruise control in this context means a controller which implements the setting and maintenance of a desired speed v of the motor vehicle by the driver. The fourth controller R ₄ sets the specifications of the cruise control in a corresponding restoring force on the accelerator pedal 1, and the driver is guided according to this haptic feedback. As already mentioned, the higher-level control unit R ₀ is provided to activate or deactivate one or more controllers R ₁ to R ₄ on the basis of the driving situation or the traffic situation.

In Fig. 3 also a pedal damper 13 is also shown, the disturbing vibrations on the accelerator pedal 1 and too fast changes of the set additional restoring force F attenuates. The pedal damper 13 smoothes with the help of a filter, the requirements for the additional restoring force to give the driver a pleasant pedal feel. The communication paths of said controllers R ₁ to R ₄ and the superordinate control unit R ₀ , the Ausrollwegberechnung 12 and the pedal damper 13 are shown schematically in Fig. 3.

In the higher-level control unit R ₀ , a decision logic is used to decide which controller R ₁ to R ₄ should become active. This logic is based on the Ausrollwegberechnung 12 the information whether an obstacle is applied in which must be rolled out immediately, whether the own vehicle in the Next trip or whether the route is free. If there is an obstacle that requires immediate unrolling, it is recommended that the driver select an accelerator pedal position in the off position by selecting the R ₄ control. If the vehicle is following another vehicle in following drive, controller R _{2 is} activated. In the case of a free route, the driver is automatically given the optimum accelerator pedal course for acceleration until the speed set in the cruise control is reached. During acceleration, the controller R _{1 is} active. Then controller R ₄ becomes active and regulates to the speed set in the cruise control.

In FIGS. 5 to 7, three different traffic situations are explained in order to clarify the method described. In Fig. 5, the traffic situation is traversed with a temporary speed limit. The starting speed is just under 100km / h. At 1000m distance there is an entrance with a speed limit of 50km / h. The length of the village is 1000 meters. Then it can be accelerated again to 100km / h. The total distance of the maneuver is 2800 meters. The speed curve provided with the reference numeral 16 and the associated curve of the cumulative consumption 16 'originate from a comparison vehicle, which has not completed the same route with a device described above and without the method described. Compared to the speed curve 17 and the consumption curve 17 ', which was achieved with the method just described, the following can be seen. Up to the entrance to the waypoint P = 1000m, the driver is introduced more evenly to the imminent speed limit, while the comparison driver stays longer at the high speed of just under 100km / h and only comparatively way late before the village at the waypoint P = IOOOm the speed reduced. The fact that a locality with a speed limit is imminent can take place with the aid of an electronically stored road map in connection with a satellite-based position determination. The guided vehicle driver with the speed curve 17 benefits from the guided fuel cut, as dictated by the regulator R ₃ . The result shows the difference 18 between the "normal" and the "optimized" consumption using the present method. In the village between the waypoints P = 1000m and P = 2000m both speed curves 16 and 17 are congruent at a speed of v = 50km / h. Of the

Consumption of energy or fuel can not differ at the local transit. With the end of the village at the waypoint P = 2000m, the guided driver accelerates faster. The speed curve 17 is therefore located above the comparison curve 16. As has already been mentioned, it may be advantageous to run through operating points of the drive motor with poor efficiency quickly in order to arrive earlier at operating points of the drive motor with particularly good efficiency. Through this guided acceleration ride, which has already been described by means of the regulator R ₁ , the energy is also used very efficiently. This is shown by the difference 18 in cumulative consumption.

FIGS. 6 and 7 again denote the speed curve with the reference numeral 17 and the associated consumption curve 17 'obtained with the described method and using the described device. A comparison curve without the described method is again denoted by 16 or 16 '. FIG. 6 shows the traffic situation "Stop &Go". provides. From the state is accelerated to 100km / h. Then follows a constant drive, then it is delayed again to 0km / h. The total distance is here 1500 meters. The speed curve 17 obtained according to the described method increases steeply up to the waypoint P = 200m, that is to say the driver will accelerate less strongly here because the controller Ri gives him an additional counterforce F to the accelerator pedal 1, which causes him to accelerate less. The result, however, is that the consumption curves 17 'and 16' differ only very slightly at the waypoint P = 250m. The greater energy savings can be achieved in the deceleration drive of the motor vehicle: While the speed curve 17 is already slowly starting from the waypoint P = 800m down and thus the motor vehicle is comparatively slowly supplied in the guided fuel cut of the drive motor to a standstill, the comparison driver continues until Waypoint P = 1200m with the

Top speed of about 100km / h on and then then reduces its speed faster to be at the target point P = 1500m at a standstill. For this, however, at the waypoint P = 800m, the information must already be available that the vehicle must be at standstill at the target point P = 1500m. This information can be transmitted from a vehicle already at the destination point by car-to-car communication, since the other vehicle is at the end of a traffic jam, for example. The above-mentioned energy saving illustrates the difference 18 between the accumulated consumption curve 17 'according to this method and the comparative consumption curve 16' without driver's instructions.

Almost more clearly, the diagram in Fig. 7 shows the enormous savings potential of energy. Similar to the traffic situation "stop &go" of FIG. 6 is also shown in the illustrated in Fig. 7 Traffic situation accelerates from a standstill to 100km / h. Then follows a constant drive, then it is delayed again to 0km / h. The total distance is here, however, only 1000 meters. The guided acceleration of the regulator R ₁ causes the speed curve 17 to approach the target speed of 100 km / h more slowly than the comparison curve 16. The guided

Fuel cutoff means that the speed is reduced already from the waypoint P = 300m (see speed curve 17). In contrast, the comparison driver remains up to the waypoint P = 750m at the maximum speed of 100km / h and delayed the comparison vehicle only from this waypoint P = 750m. The difference 18 in the cumulative consumption again shows the energy efficiency of the method described and the device presented.

Part of an energy-efficient driving style is that during the described driving situations of the acceleration drive, the constant drive and the deceleration drive, the manual gear to be selected is suggested to the driver.

The core idea of the described method is to expand a device described above for generating an additional restoring force on the accelerator pedal with regard to the functionality of energy-efficient driving. In combination with an environment sensor system or a driver assistance system, various driving situations can thus be traversed in an energy-efficient manner.

The topic of fuel reduction or emission reduction is a global problem of the global automotive industries. The described method and the corresponding device can be used worldwide to significantly reduce the emissions resulting from individual mobility. The procedure and The device can also be used in local passenger transport, for example in buses, and in goods transport, for example in trucks.

Claims

claims

1. A method for operating a device for generating an additional restoring force on the accelerator pedal for motor vehicles, wherein a brought about by a corresponding actuation force change in position of the accelerator pedal (1) against its initial position against a restoring force leads to an increase in the driving force of the drive motor and with decreasing operating force a restoring force the accelerator pedal (1) is returned in the direction of its initial position and wherein an actuator (2) is provided, which acts in the return direction of the accelerator pedal (1) acting additional restoring force (F), characterized in that the size of the additional restoring force (F) the gas pedal

(1) is designed such that the accelerator pedal (1) assumes a position that shifts the operating point of the drive motor in a region with higher efficiency.

2. The method according to claim 1, characterized in that the size of the additional restoring force (F) on the accelerator pedal

(1) is set depending on the driving situation and the traffic situation of the motor vehicle.

3. The method according to claim 1, characterized in that a negative, additional restoring force (F) on the accelerator pedal

(1) causes the operator to exert an operating force in the direction of increasing the driving force of the drive motor.

4. The method according to claim 2, characterized in that the Driving situation of the motor vehicle is divided into an acceleration drive, a cruise and a deceleration drive.

5. The method according to claim 4, characterized in that the size of the additional restoring force (F) on the accelerator pedal

(1) during acceleration travel is designed such that the accelerator pedal (1) assumes an optimal position, this optimal position of the accelerator pedal (1) depending on the efficiency of the drive motor and preferably determined by means of predetermined maps.

6. The method according to claim 4, characterized in that the size of the additional restoring force (F) on the accelerator pedal

(1) during a deceleration drive is designed such that the accelerator pedal (1) assumes an unactuated position.

7. The method according to claim 6, characterized in that for initiating the deceleration a Ausrollweg is calculated in front of a stationary or moving in the direction of travel of the motor vehicle obstacle and is compared with a predetermined rolling curve of the motor vehicle.

8. The method according to any one of claims 4 to 7, characterized in that the driving situation is determined on the one hand on the basis of dynamic variables such as driving speed, longitudinal acceleration, lateral acceleration and yaw moment and on the other hand based on in-vehicle variables such as engine control parameters and transmission control parameters.

9. The method according to claim 2, characterized in that the traffic situation is determined by an environment sensor for detecting the road, the route, the traffic signs and / or the stationary or moving obstacles or road users.

10. The method according to claim 2 or 9, characterized in that the traffic situation is determined by means of an electronically stored road map in conjunction with a satellite-based position determination.

11. The method according to claim 9 or 10, characterized in that depending on the traffic situation an acceleration ride, a cruise or a deceleration drive is detected and the additional restoring force (F) on the accelerator pedal (1) is designed such that the

Motor vehicle is energy-efficient.

12. The method according to claim 4, characterized in that the driver is proposed during an acceleration drive, a cruise and a deceleration drive the driver of the selected gear of a manual transmission.

13. A device for generating an additional restoring force on the accelerator pedal for motor vehicles, wherein a brought about by a corresponding actuating force change in position of the accelerator pedal (1) against its initial position against a restoring force leads to an increase in the driving force of the drive motor and at decreasing operating force a restoring force returns the accelerator pedal (1) in the direction of its initial position and an actuator (2) is provided which applies an additional restoring force (F) acting in the return direction of the accelerator pedal (1), characterized in that means (R ₀ to R ₄ ) are provided, which make the size of the additional restoring force (F) on the accelerator pedal (1) such that the accelerator pedal (1) assumes a position which shifts the operating point of the drive motor in a region with higher efficiency.

14. The apparatus according to claim 13, characterized in that the means (R ₀ to R ₄ ) depending on the driving situation and / or the traffic situation an acceleration ride, a cruise or a deceleration drive recognize and the additional restoring force (F) on the accelerator pedal (1 ) such that the motor vehicle is guided energy-efficiently.

15. Apparatus according to claim 13 or 14, characterized in that the means (R ₀ to R ₄ ) are designed as regulators (Ri to R ₄ ),

- wherein the first controller (Ri) outputs an optimal accelerator pedal position during acceleration corresponding additional restoring force (F) on the accelerator pedal (1), and

- Wherein the second controller (R ₂ ) outputs an additional restoring force (F) on the accelerator pedal (1) for following drive behind another road user, and

- wherein third controller (R ₃ ) an additional restoring force (F) on the accelerator pedal (1) for delaying the Motor vehicle outputs, so that the accelerator pedal (1) assumes an unactuated position, and

- Wherein the fourth controller (R ₄ ) outputs an additional restoring force (F) on the accelerator pedal (1), so that a speed set by a cruise control is realized, and

- With a higher-level control unit (R ₀ ) is provided, which activates or deactivates one or more controllers (Ri to R ₄ ) due to the driving situation and / or the traffic situation.

16. Device according to one of claims 13 to 15, characterized in that an environment sensor is provided, the parent control unit (R ₀ ) information about the road, the route, the traffic signs and / or the stationary or moving obstacles or road users Provides.