Control device and method for controlling driving of a motor vehicle

Abstract

The present invention relates to a control device (10) for a motor vehicle, the control device being designed to: read out the current position of an input element (16) that can be adjusted from its starting position to its end position, and output at least one control signal (18) to at least one vehicle component (20) of the motor vehicle if the control device (10) reads out that the input element (16) is adjusted into a sliding area, thereby controlling the at least one vehicle component (20) so that the motor vehicle can continue to move forward when idling; determine whether the current adjustment speed is lower than a predetermined comparison speed, and output at least one control signal (18) to at least one vehicle component (20) if the input element (16) is in a first intermediate area between a braking area and a sliding area or in a second intermediate area between a sliding area and an acceleration area, and the current adjustment speed is lower than the comparison speed.

Description

Technical Field

[0001] The present invention relates to a control device for a motor vehicle and an acceleration control system for a motor vehicle. The present invention also relates to a method for controlling the driving of a motor vehicle. Background Art

[0002] Accelerator pedals are known from the prior art, such as WO 2015 / 039799 A1, and the driver of a motor vehicle equipped with an accelerator pedal can selectively trigger acceleration, deceleration, and coasting / slow coasting of the motor vehicle by actuating the accelerator pedal. Driving a motor vehicle controlled by actuating the accelerator pedal is often also referred to as "single-pedal driving." Summary of the Invention

[0003] The present invention provides a control device for a motor vehicle with the features of claim 1 , an acceleration control system for a motor vehicle with the features of claim 6 , and a method for controlling the travel of a motor vehicle with the features of claim 8 .

[0004] The present invention makes it possible for the driver of a motor vehicle equipped with an input element, such as the aforementioned accelerator pedal, to easily "find" the glide range of the input element in order to trigger coasting / coasting of their motor vehicle. While only highly experienced drivers are usually able to easily find the glide range of their motor vehicle's input element and thus promptly trigger coasting / coasting of their motor vehicle, the present invention makes it possible for less experienced drivers to also trigger coasting of their motor vehicle without any problems. The present invention thus makes it easy to request an energy-saving driving mode for the driver and thus also facilitates more frequent request of this driving mode, thereby reducing the motor vehicle's energy consumption. Furthermore, the present invention improves driving comfort for the driver of a motor vehicle using the present invention.

[0005] In one advantageous embodiment, the control device is designed such that if the control device detects that the input element is in the first intermediate range or the second intermediate range and determines that the current adjustment speed of the input element exceeds a predetermined comparison speed, the output of at least one actuation signal to at least one vehicle component is inhibited. The embodiment of the control device described herein can therefore be specifically adapted for two situations: in the first case, the driver does not actuate the input element sufficiently when attempting to adjust the input element into the coasting range, and thus adjusts the input element into the first intermediate range at a current adjustment speed below the predetermined comparison speed; or in the first case, the driver actuates the input element too forcefully, and thus adjusts the input element into the second intermediate range at a current adjustment speed below the comparison speed; and in the second case, the driver requests a deceleration or acceleration of the motor vehicle by rapidly adjusting the input element into the first or second intermediate range.

[0006] The control device includes, for example, a high-pass filter designed to filter out signals corresponding to the current adjustment speed of the input element that is lower than the comparison speed. A control device constructed in this manner can be manufactured relatively simply and cost-effectively. Furthermore, a control device equipped with such a high-pass filter requires less installation space.

[0007] The control device is preferably designed to determine a positive setpoint speed change of the motor vehicle at least if the control device reads that the input element is moved from its starting position into the acceleration range, and to determine a negative setpoint speed change of the motor vehicle at least if the control device reads that the input element is moved from the acceleration range into the braking range, and to actuate at least one vehicle component and / or at least one further vehicle component of the motor vehicle as a function of the determined setpoint speed change. The control device according to the invention described herein thus ensures that the input element cooperating therewith also performs the full function of a conventional accelerator pedal.

[0008] The control device is preferably additionally configured to determine a negative target speed change for the motor vehicle if the control device detects that the input element has been adjusted from the acceleration range into the first intermediate range and determines that the current adjustment speed of the input element exceeds a predetermined comparison speed, to determine a positive target speed change for the motor vehicle if the control device detects that the input element has been adjusted from at least its starting position into the second intermediate position and determines that the current adjustment speed of the input element exceeds the predetermined comparison speed, and to actuate at least one vehicle component and / or at least one further vehicle component of the motor vehicle in accordance with the determined target speed change. Thus, when actuating the input element that cooperates with the embodiment of the control device described herein, the driver can easily request a deceleration of his vehicle by quickly adjusting the input element into the first intermediate range and to easily request an acceleration of his vehicle by quickly adjusting the input element into the second intermediate range.

[0009] An acceleration control system for a motor vehicle also ensures the advantages described above, comprising such a control device, an input element that can be adjusted from its starting position to its end position by actuation by the driver of the motor vehicle, and at least one sensor. The input element can be, for example, an accelerator pedal.

[0010] Furthermore, implementing a corresponding method for controlling the travel of a motor vehicle also creates the advantages described above. It is expressly noted that the method for controlling the travel of a motor vehicle can be expanded according to the aforementioned specific embodiments of the control device and / or acceleration control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Further features and advantages of the present invention will be explained below with reference to the accompanying drawings.

[0012] Figures 1a to 1c A schematic diagram showing an embodiment of a control device or an acceleration control system equipped with the control device and a coordinate system for explaining the working method of the control device; and

[0013] Figure 2 is a flow chart for explaining one embodiment of a method for controlling travel of a motor vehicle. DETAILED DESCRIPTION

[0014] Figures 1a to 1c A schematic diagram of an embodiment of a control device or an acceleration control system equipped with the control device and a coordinate system for explaining the mode of operation of the control device are shown.

[0015] exist Figure 1aThe control device 10 schematically shown in FIG. 1 can be used on / in a motor vehicle, wherein the scope of use of the control device 10 is not limited to a specific motor vehicle model. The control device 10 is designed to read out, by means of at least one sensor signal 12 provided by at least one sensor 14, the movement of the vehicle from its starting position X by means of an actuation by the driver of the vehicle. initial Adjust to final position X end The current position of the input element 16. The input element 16 can be, for example, an accelerator pedal 16. The at least one sensor 14 can accordingly be a pedal sensor, an accelerator pedal sensor, a pedal travel sensor, and / or a lever travel sensor. However, it should be noted that the scope of use of the control device 10 is not limited to the configuration of the input element 16 cooperating therewith as an accelerator pedal 16. Starting position X initial This may be a position of input element 16 in which input element 16 is in a non-actuated state.

[0016] If the control device 10 reads from the at least one sensor signal 12 that the input element 16 is adjusted to enter a braking region brake and acceleration zone accelerate The sliding area between coast , the control device 10 is designed to output at least one actuation signal 18 to at least one vehicle component 20 of the motor vehicle, wherein the at least one vehicle component 20 can be actuated by means of the at least one actuation signal 18 such that the motor vehicle can continue to move forward while idling. For example, the control device 10 can be designed to output at least one actuation signal 18 to a clutch 20 (as at least one vehicle component 20) of a drive train 22 of the motor vehicle. In this case, the at least one actuation signal 18 can be a shift signal 18, by means of which the clutch 20 can be shifted into a disengaged state. The at least one actuation signal 18 can thus be used to selectively disengage the drive train 22 of the motor vehicle, thereby releasing the frictional connection between the motor vehicle's (not shown) drive engine and the motor vehicle's (not shown) transmission or the motor vehicle's (not shown) wheels. This results in a reduction in motor drag during slow coasting, allowing the motor vehicle to continue driving for a longer period of time and in an energy-efficient manner. Advantageous slow coasting of the motor vehicle can also be achieved if an inverter or an electric vehicle motor controller (as at least one vehicle component 20) is actuated by means of the at least one actuation signal 18. A slow coasting of the motor vehicle is achieved by setting the inverter or the electric vehicle motor controller to the lowest possible torque (ideally 0 Nm).

[0017] The slow gliding of a motor vehicle described here is often also referred to as coasting. (During the slow gliding of a motor vehicle described here, only rolling friction and air friction oppose the forward motion of the motor vehicle.) Other names for this type of slow gliding of a motor vehicle are "freewheeling," "high-speed free gliding," or "coasting." Glide zone coast It is often also called the "zero point area" or "virtual zero point area".

[0018] The vehicle's drive motor can be an internal combustion engine, which can continue to operate in idle mode while the vehicle is coasting, a process often also referred to as coasting. The internal combustion engine can also be (completely) shut down during coasting, which is also referred to as motor-off coasting, achieving even greater energy savings than coasting. Alternatively, the drive motor can also be an electric drive motor, which can preferably also be used as a motor in recuperation mode to brake the vehicle, so that during braking, the vehicle's kinetic energy can be converted into storable electrical energy.

[0019] The control device 10 is further designed to determine, using a signal 12a determined or provided about the current adjustment speed of the input element 16, whether the current adjustment speed of the input element 16 falls below a predetermined comparison speed. If the control device 10 reads from the at least one sensor signal 12 that the input element 16 is in the braking range brake and sliding areas coast The first intermediate area between 1 or in the sliding area coast and acceleration zone accelerate The second intermediate area between 2 and simultaneously determines that the current adjustment speed of the input element 16 is lower than the comparison speed, the control device is also designed to send at least one actuation signal 18 to at least one vehicle component 20, such as a clutch 20, an inverter or an electric vehicle motor controller.

[0020] It is often difficult for the driver to adjust the input element 16 of his vehicle to the coasting range. coast Although the driver is trying to adjust his input element 16 to the coasting area coast The control device 10 assists the driver in this attempt in the following way: the control device is designed to recognize that the input element 16 is in the middle range. 1 or in the second middle area 2 and the input element 16 is (simultaneously) moved at a current adjustment speed that is lower than the comparison speed, and the control device is additionally designed to move the input element 16 in the first intermediate region 1 or in the second middle area 2 and the current adjustment speed of the input element is lower than the comparison speed, indicating that the driver wants to trigger the coasting of his motor vehicle. The control device 10 thus recognizes that the driver is trying to find the coasting area when actuating the input element 16. coast The control device 10 advantageously reacts by outputting at least one control signal 18 to at least one vehicle component 20. Control device 10 thus greatly facilitates the driver's ability to initiate coasting of the vehicle by actuating input element 16. The advantageous embodiment of control device 10 also helps the driver to coast his vehicle more frequently and thus to use an energy-efficient and possibly also less-emission-intensive driving mode more frequently.

[0021] The control device 10 is also advantageously designed such that if the control device 10 reads from the at least one sensor signal 12 that the input element 16 is in the first intermediate region 1 or in the second middle area 2, and at the same time it is determined that the current adjustment speed of the input element 16 is higher than the predetermined comparison speed, then the output of at least one actuation signal 18 to at least one vehicle component 20 is prohibited. The control device 10 is therefore designed to distinguish between an attempt to adjust the input element 16 into the coasting range and an attempt to adjust the input element 16 into the coasting range. coast The input element 16 is slowly actuated and the input element 16 is quickly actuated to request a deceleration or acceleration of the motor vehicle.

[0022] exist Figures 1a to 1c In the embodiment described here, the control device 10 is also designed to move the input element 16 from its starting position X at least if the control device 10 reads from the at least one sensor signal 12. initial Adjusting the entry into the acceleration zone accelerate At least if the control device 10 reads from the at least one sensor signal 12 that the input element 16 is moving from the acceleration range accelerate Adjusting to enter the braking area brake, the control device 10 determines a negative setpoint speed change for the motor vehicle. In both cases, the control device 10 is additionally designed to actuate at least one (schematically indicated) vehicle component 24 of the motor vehicle according to a fixed setpoint speed change using at least one control signal 26. If the control device 10 determines a positive setpoint speed change for the motor vehicle, the control device actuates the at least one vehicle component 24 using the at least one control signal 26 to accelerate the motor vehicle. However, if the control device 10 determines a negative setpoint speed change for the motor vehicle, the control device actuates the at least one vehicle component 24 using the at least one control signal 26 to brake / decelerate the motor vehicle.

[0023] The at least one vehicle component 24 controlled by the control device 10 via at least one control signal 26 is a component of the motor vehicle by means of which the motor vehicle can be accelerated, decelerated, or braked. The at least one vehicle component 24 can be controlled / activated via the at least one control signal 26 of the control device 10 such that the motor vehicle can be accelerated, braked, or decelerated by means of the at least one vehicle component 24 with an actual speed change corresponding to a determined target speed change. The at least one vehicle component 24 can be, for example, an electric drive motor, a fuel injection system of an internal combustion engine, an electric brake system, and / or a hydraulic brake system.

[0024] exist Figure 1a The input element 16 schematically shown in FIG. 1 can thus be used by the driver both to request acceleration of his vehicle and to request braking / deceleration of his vehicle. The input element 16 can thus also be installed on the vehicle as the sole speed input element. However, the input element 16 can also selectively be used only to request a deceleration within a predetermined range, for example, within 1.5 m / s. 2 (meters / second squared) to 3 m / s 2 In this case, in addition to the input element 16 , a brake request element such as a brake pedal may be installed on the motor vehicle.

[0025] As an advantageous further development, the control device 10 can also be designed to indicate that the input element 16 has moved from its starting position X initial Adjust to the braking area brake In this case, the control device 10 is designed to, as a response to the acceleration of the input element 16 from its starting position X initial Adjust to the braking area brakeIn the reaction in the vehicle, a positive setpoint speed change of the vehicle is determined and then at least one vehicle component is actuated accordingly by means of at least one control signal 26, so that the driver does not need to first pass through the entire braking area when accelerating his vehicle from the state brake to request the acceleration of his motor vehicle.

[0026] The control device 10 is preferably also designed to detect that the input element 16 is moving from the acceleration range if the control device 10 reads from the at least one sensor signal 12 accelerate Adjust to enter the first middle area 1, and it is determined that the current adjustment speed of the input element 16 is higher than the predetermined comparison speed, a negative setpoint speed change of the motor vehicle is determined. It is accordingly advantageous if the control device 10 reads from the at least one sensor signal 12 that the input element 16 is at least moved from its starting position X initial Adjust to enter the second middle area 2, and determines that the current adjustment speed of the input element 16 is higher than the predetermined comparison speed, the control device 10 then also determines a positive setpoint speed change of the motor vehicle. This design of the control device 10 is more convenient than setting the coasting area coast "Wide" to include the first intermediate area 1. Second middle area 2 and sliding area coast The "extended coasting range" is more advantageous because in this case the driver operating the input element 16 does not have to pass through the "extended coasting range" but only through the coasting range. coast , in order to switch between accelerating the vehicle and braking / decelerating the vehicle. Although the "extended coasting range" makes it easier for the driver to find / discover the "extended coasting range" and request coasting of the vehicle compared to the prior art, the adjustment travel of input element 16 to be initiated by the driver increases with each switch between accelerating the vehicle and braking / decelerating the vehicle.

[0027] Braking area brak e can be obtained from the starting position X initial Extends to the first extreme position X1. Accordingly, the acceleration area accelerate Extends from the second extreme position X2 to the final position X end . First middle area 1 preferably extends from the first extreme position X1 to the third extreme position X3. 2 can also extend from the second extreme position X2 to the fourth extreme position X4. In this case, the sliding area coast Preferably, it extends from the third extreme position X3 to the fourth extreme position X4.

[0028] Total adjustment stroke / total adjustment angle total At the starting position X initial and the final position X end Total adjustment stroke / total adjustment angle total Preferably, the sliding area from the third limit position X2 to the fourth limit position X4 coast The adjustment path / adjustment angle is at least 20 times, in particular at least 50 times, and especially at least 100 times greater. In this case, the driver operating input element 16 only needs to travel a very small adjustment path / adjustment angle from the third extreme position X3 to the fourth extreme position X4 in order to switch between accelerating and braking / decelerating his vehicle. At the same time, due to the advantageous design of the control device, the driver can easily trigger coasting of his vehicle by operating input element 16. However, the first intermediate area from the first extreme position X1 to the third extreme position X3 1 adjustment stroke / adjustment angle and / or the second intermediate area from the second extreme position X2 to the fourth extreme position X4 2 adjustment stroke / adjustment angle, can be compared with the sliding area from the third limit position X3 to the fourth limit position X4 coast The adjustment travel / adjustment angle is at least 2 times larger, in particular at least 5 times larger, in particular at least 10 times larger. This and the advantageous construction of the control device 10 facilitate the driver's request to coast his motor vehicle.

[0029] Control device 10 can be designed to determine the current adjustment speed of input element 16 based on signal 12a itself. Control device 10 can, for example, determine the time derivative of the position of input element 16 or the position frequency of input element 16 using at least one sensor signal 12. However, such signal 12a can also be provided to control device 10 by an external sensor device and / or computer device. Control device 10 preferably includes a high-pass filter 28, which is designed to filter out signals 12a corresponding to the current adjustment speed of input element 16 that is below a comparison speed. In this case, high-pass filter 28 transmits signals 12a corresponding to the current adjustment speed of input element 16 that is above the comparison speed. High-pass filter 28 thus ensures that even rapid actuation of input element 16, as is often done, in particular to trigger emergency braking of a motor vehicle, serves as a trigger for braking the motor vehicle.

[0030] exist Figure 1b The coordinate system of time t0 and t e Between the driver's operation of the input element 16. Figure 1b The horizontal axis of the coordinate system is the time axis t. Figure 1b The ordinate of the coordinate system represents the (actual) position X of the input element 16 , wherein the input element 16 is shown from the starting position X initial The quotient of the adjustment stroke / adjustment angle of the starting (actual) position X divided by the total adjustment stroke / total adjustment angle total (as a percentage).

[0031] It can be seen that the driver attempts to adjust input element 16 to the coasting range by slowly actuating input element 16 at the latest from time t1 coast However, the driver actuates input element 16 too forcefully between times t1 and t2, for example because he presses input element 16, which is designed as an accelerator pedal, too hard and thus input element 16 replaces the coasting range. coast The ground adjustment entered the second middle area 2. The driver at time t2 and t e The input element 16 is not actuated sufficiently strongly between the times t2 and t3, for example, because the input element 16, which is designed as an accelerator pedal, is not depressed sufficiently strongly. e Unexpected replacement of the sliding area coast Located in the first middle area 1 in.

[0032] exist Figure 1c The coordinate system of the input element 16 at time t0 and t e The corrected position X is derived by means of an algorithm stored in the control device 10 using a high-pass filter 28. corrected . Figure 1c The horizontal axis of the coordinate system is the time axis t. Figure 1c The ordinate of the coordinate system shows the corrected position X of the input element 16 corrected , wherein the input element 16 is shown from its starting position X initial The corrected position X corrected The quotient of the adjustment stroke / adjustment angle divided by the total adjustment stroke / total adjustment angle total (as a percentage).

[0033] As you can see, Figure 1c The values ​​of the coordinate system between time t0 and t1 correspond to Figure 1b The value of the coordinate system between time t0 and t1. But from time t1 onwards, the corrected position X is corrected in this way corrected , so that the corrected position is in the glide area coast The (actual) position X of the input element 16 is, for example, from 21.3% towards time t example Fixed issue with sliding around in the area coast The corrected position X in corrected 20%.

[0034] The control device thus already recognizes at time t1 that the driver wishes his vehicle to coast. Control device 10 accordingly already outputs at least one actuation signal 18 to at least one vehicle component 20, namely clutch 20, at time t1. The vehicle thus already enters an energy-efficient (and possibly also emission-reducing) driving mode at time t1. Therefore, when using control device 10, in contrast to the prior art, there is no need to assume undesired acceleration of the vehicle between time t1 and t2 or a vehicle stall between time t2 and t3. e Thus, when using the control device 10 , the energy waste caused by the undesired acceleration and deceleration of the motor vehicle, which still frequently occurs in the prior art, is prevented.

[0035] Figure 2 A flow chart is shown to illustrate one specific embodiment of a method for controlling the travel of a motor vehicle.

[0036] In method step S1 of the method described here, the current position of an input element that can be adjusted from its starting position to its final position by actuation by the vehicle driver is determined. If it is determined in method step S1 that the input element is adjusted into the coasting range between the braking range and the acceleration range, method step S2 is performed. As method step S2, at least one actuation signal is output to at least one vehicle component of the vehicle, wherein the at least one vehicle component is controlled by the at least one actuation signal in such a way that the vehicle continues to move forward while idling.

[0037] At least if it is determined in method step S1 that the input element is in a first intermediate range between the braking range and the coasting range or in a second intermediate range between the coasting range and the acceleration range, method step S3 is performed. In method step S3, it is determined whether the current adjustment speed of the input element is lower than a predetermined comparison speed. If it is determined in method step S3 that the current adjustment speed is lower than the comparison speed, method step S2 is performed.

[0038] If it is determined in method step S1 that the input element is adjusted from the acceleration range into the first intermediate range, but in method step S3 it is determined that the current adjustment speed is higher than the comparison speed, method step S4 can be performed. As method step S4, a negative setpoint speed change of the motor vehicle can be determined.

[0039] If it is determined in method step S1 that the input element is adjusted at least from its starting position into the second intermediate range, but in method step S3 it is determined that the current adjustment speed is higher than the comparison speed, method step S5 can be carried out and a positive setpoint speed change of the motor vehicle can be determined as method step S4.

[0040] After method step S4 or method step S5 has been performed, method step S6 can be performed. In method step S6, at least one vehicle component and / or at least one further vehicle component of the motor vehicle can be actuated according to the determined target speed change.

[0041] If it is also determined in method step S1 that the input element is adjusted from the acceleration range into the braking range, a negative target speed change of the motor vehicle can be determined in method step S4. Correspondingly, if it is determined in method step S1 that the input element is adjusted from its starting position into the acceleration range, a positive target speed change of the motor vehicle is determined in method step S5. In both cases, after carrying out method step S4 or method step S5, at least one vehicle component and / or at least one further vehicle component of the motor vehicle in this method step can be controlled according to the determined target speed change.

[0042] The method described here also creates the advantages mentioned above, but a re-enumeration of the advantages is omitted here.

Claims

1. A control device (10) for a motor vehicle, The control device is designed to: - by means of at least one sensor signal (12) provided by at least one sensor (14), it is possible to read out the position of the vehicle from its starting position (X) by means of the driver of the vehicle initial ) until the final position (X end ) is manipulated to adjust the current position of the input element (16), and - If the control device (10) reads that the input element (16) is adjusted to enter the braking area (Δ brake ) and the acceleration region (Δ accelerate ) between the sliding area (Δ coast ), outputting at least one control signal (18) to at least one vehicle component (20) of the motor vehicle, wherein At least one vehicle component (20) can be controlled by means of at least one control signal (18) in such a way that the motor vehicle can continue to move forward while idling; It is characterized by: The control device (10) is additionally designed to: - determining, by means of a self-determined or provided signal (12a) about the current adjustment speed of the input element (16), whether the current adjustment speed is below a predetermined comparison speed, and - If the control device (10) reads that the input element (16) is in the braking area (Δ brake ) and the sliding area (Δ coast ) or in the first intermediate region (Δ1) between the sliding region (Δ coast ) and the acceleration region (Δ accelerate ) and determines that the current adjustment speed is below the comparison speed, then at least one control signal (18) is output to at least one vehicle component (20).

2. The control device (10) according to claim 1, wherein The control device (10) is designed such that, if the control device (10) reads that the input element (16) is in the first intermediate range (Δ1) or in the second intermediate range (Δ2) and determines that the current adjustment speed of the input element (16) exceeds a predetermined comparison speed, the output of the at least one actuation signal (18) to the at least one vehicle component (20) is inhibited.

3. The control device (10) according to claim 1 or 2, wherein: The control device (10) comprises a high-pass filter (28) designed to filter out a signal (12a) corresponding to a current adjustment speed of the input element (16) that is lower than a comparison speed by means of the high-pass filter (28).

4. The control device (10) according to claim 1 or 2, wherein: The control device (10) is designed to: - at least if the control device (10) reads that the input element (16) is moved from its starting position (X initial )Adjust to enter the acceleration area (Δ accelerate ), the positive rated speed change of the motor vehicle is determined; - at least if the control device (10) reads that the input element (16) is moving from the acceleration range (Δ accelerate )Adjust to enter the braking area (Δ brake ), the negative rated speed change of the motor vehicle is determined; and - actuating at least one vehicle component (20) and / or the at least one further vehicle component (24) of the motor vehicle as a function of the determined setpoint speed change.

5. The control device (10) according to claim 4, wherein: The control device (10) is additionally designed to: - If the control device (10) reads that the input element (16) is moved from the acceleration range (Δ accelerate ) is adjusted into a first intermediate range (Δ1) and it is determined that the current adjustment speed of the input element (16) exceeds a predetermined comparison speed, thereby determining a negative setpoint speed change of the motor vehicle; - If the control device (10) reads that the input element (16) is at least moved from its starting position (X initial ) is adjusted into a second intermediate range (Δ2) and it is determined that the current adjustment speed of the input element (16) exceeds a predetermined comparison speed, thereby determining a positive setpoint speed change of the motor vehicle; and - actuating at least one vehicle component (20) and / or the at least one further vehicle component (24) of the motor vehicle as a function of the determined setpoint speed change.

6. Acceleration control systems for motor vehicles, having: A control device (10) according to any one of the preceding claims; By means of the control of the driver of the motor vehicle, the vehicle can be moved from its starting position (X initial ) to the final position (X end ) input element (16); and At least one sensor (14).

7. The acceleration control system according to claim 6, wherein: The input element (16) is an accelerator pedal (16).

8. A method for controlling the movement of a motor vehicle, comprising the following steps: Determine the maneuverability of the vehicle from its starting position (X initial ) to the final position (X end ) of the input element (16); and, If the result is obtained, the input element (16) is adjusted to enter the braking area (Δ brake ) and the acceleration region (Δ accelerate ) between the sliding area (Δ coast ), at least one control signal (18) is output to at least one vehicle component (20) of the motor vehicle, wherein The at least one vehicle component (20) is controlled by means of at least one control signal (18) in such a way that the motor vehicle continues to move forward while idling; It is characterized by the following steps: Determine whether the current adjustment speed of the input element (16) is lower than a predetermined comparison speed (S3); and If it is found that the input element (16) is in the braking area (Δ brake ) and the sliding area (Δ coast ) or in the first intermediate region (Δ1) between the sliding region (Δ coast ) and the acceleration region (Δ accelerate ), and the current adjustment speed is below the comparison speed, at least one control signal (18) is output to at least one vehicle component (20) (S2).

9. The method according to claim 8, wherein - at least if it is found that the input element (16) is moved from its starting position (X initial )Adjust to enter the acceleration area (Δ accelerate ), determining a positive rated speed change of the motor vehicle (S5), - At least if it is found that the input element (16) is from the acceleration region (Δ accelerate )Adjust to enter the braking area (Δ brake ), determining a negative rated speed change of the motor vehicle (S4); and - actuating at least one vehicle component (20) and / or at least one further vehicle component (24) of the motor vehicle as a function of the determined setpoint speed change (S6).

10. The method according to claim 9, wherein - If it is found that the input element (16) is from the acceleration area (Δ accelerate ) is adjusted into the first intermediate range (Δ1), and it is determined that the current adjustment speed exceeds the comparison speed, thereby determining a negative setpoint speed change of the motor vehicle (S4); - If it is found that the input element (16) is at least from its output position (X initial ) is adjusted into the second intermediate region (Δ2), and it is determined that the current adjustment speed exceeds the comparison speed, thereby determining a positive rated speed change of the motor vehicle (S5); and - actuating at least one vehicle component (20) and / or at least one further vehicle component (24) of the motor vehicle as a function of the determined setpoint speed change (S6).

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