Method and apparatus for dynamically adjusting drive pedal characteristics

Abstract

A method for dynamically adjusting a drive pedal characteristic (2) of a vehicle, in particular an OPD characteristic of the vehicle, where the drive pedal characteristic (2) defines a correlation between a drive pedal position and a deceleration demand, comprises the steps of: providing a first adjustment point (AP1) of the drive pedal characteristic (2) defined by a first drive pedal position and a first deceleration demand; providing a second adjustment point (AP2) of the drive pedal characteristic (2) defined by a second drive pedal position and a second deceleration demand; receiving a current drive pedal position as a driver input; adjusting a calculation method for calculating a current deceleration demand, where the calculation method is based on the current drive pedal position and the first and second adjustment points (AP1, AP2); calculating a current deceleration demand according to the adjusted calculation method; and outputting the current deceleration demand to the vehicle. The invention also relates to a device and a vehicle.

Description

Technical Field

[0001] The present invention relates to a method and a device for dynamically adjusting the characteristics of a drive pedal. Furthermore, the present invention relates to a vehicle configured to be able to dynamically adjust the characteristics of a drive pedal. Background Art

[0002] In particular, the present invention aims to dynamically adjust the characteristics of one-pedal driving (OPD).

[0003] The OPD function is mainly a driver comfort function. It allows the vehicle driver to control the acceleration and deceleration requirements using a single pedal, where a deceleration requirement is generated when the pedal is released or when the pedal is only operated between the 0% (fully released) pedal position and a defined pedal position threshold. The deceleration requirement caused by the OPD function (releasing the accelerator pedal or drive pedal) must be designed in a way that ensures the driver's comfort under changing driving conditions. Another purpose of the OPD function can be to use the brake pedal only in emergency situations when the deceleration caused by the deceleration requirement of the OPD function is insufficient.

[0004] According to the prior art, OPD systems typically have a fixed and constant deceleration requirement characteristic when the pedal position is below a predetermined pedal position threshold, or have a linear deceleration requirement from a minimum deceleration requirement at the predetermined pedal position threshold to a maximum deceleration requirement when the accelerator pedal is fully released.

[0005] Both versions of such prior art systems are shown in Figure 1 In.

[0006] On the axis extending to the right, the input values from the drive pedal are shown, ranging from 0% to 100%, where the maximum input value of 100% is on the right. For comparison, on the axis extending to the left, the input values of the brake pedal are shown as ranging from 0% to 100%, where the maximum input value of 100% is at the 100% brake pedal input on the left.

[0007] On the axis extending upwards, the acceleration requirements from 0% to 100% are shown, where the maximum acceleration requirement is at the top 100% of the axis. On the axis extending downwards, the deceleration requirements from 0% to 100% are shown, where the maximum deceleration requirement is at the lowest point 100% of the axis.

[0008] Typically, the pedal characteristic describes the correlation between the input value of the pedal (pedal input or pedal position), i.e., the driver's input, in particular the amount by which the driver presses the pedal, and the output value of the pedal. The output value of the pedal is provided to other systems or devices of the vehicle, such as a deceleration device and a braking unit or braking system, particularly as a deceleration demand value or an acceleration demand value corresponding to the input value. Regarding the OPD, the output value of a pedal, particularly the drive pedal, may include a deceleration demand value or an acceleration demand value depending on the input value.

[0009] In Figure 1 it, a brake pedal characteristic 1 and a drive pedal characteristic 2 are shown. The brake pedal characteristic 1 extends from a zero brake pedal deceleration demand at an input value of 0% to a 100% brake pedal deceleration demand corresponding to the overall maximum deceleration demand at a brake pedal input value of 100%. This point, i.e., the maximum deceleration demand point, is marked with A.

[0010] The drive pedal characteristic 2 extends between the 0% and 100% input values of the drive pedal. The shown drive pedal characteristic 2 shows a typical OPD characteristic according to the prior art, where, by the input of the drive pedal, the driver can accelerate and decelerate the vehicle by operating the drive pedal only between the 0% and 100% input values. Between the input value of 0% and point B, the drive pedal generates a deceleration demand. This means that if the driver operates the drive pedal in this section, a deceleration demand, for example from the drive pedal, will be output. In addition, between point B and point C, the drive pedal characteristic 2 is zero. This means that in this section, the drive pedal characteristic 2 generates neither a deceleration demand nor an acceleration demand. Generally, this is the section that causes the vehicle to coast. In the section defined by point C and point D, where point D is the maximum acceleration demand point, the input value of the drive pedal causes a drive demand by the drive pedal characteristic 2. [[ID=X]] [[ID=Y]]

[0011] Between the input value of 0% and point B, a typical OPD characteristic version according to the prior art is shown. The solid line represents a linear deceleration demand starting from the minimum deceleration demand at a predetermined pedal position threshold (point B) to the maximum deceleration demand when the drive pedal is fully released. A second version according to the prior art is represented by a dashed line, where when the pedal position is below a predetermined drive pedal position, a fixed and constant deceleration demand value is output. This predetermined drive pedal position is marked with point B'.

[0012] However, both methods of implementing the drive pedal characteristic to generate a deceleration demand for certain drive pedal positions are preset methods and thus cannot achieve a drive pedal characteristic that depends on the driving situation. As professional drivers report, these methods do not produce a comfortable feeling in all driving situations or all driving conditions. Summary of the Invention

[0013] Accordingly, the object of the present invention is to overcome this problem by allowing the characteristics of the drive pedal to be adjusted.

[0014] This object is achieved by the subject matter of the independent claims. Advantageous embodiments are the subject matter of the dependent claims.

[0015] A method for dynamically adjusting the characteristics of a drive pedal of a vehicle, in particular the OPD characteristics of a vehicle, is disclosed, wherein the drive pedal characteristics define the correlation between the drive pedal position and the deceleration demand.

[0016] The method comprises the following steps:

[0017] - Step S1: Providing a first adjustment point of the drive pedal characteristics defined by a first drive pedal position and a first deceleration demand;

[0018] - Step S2: Providing a second adjustment point of the drive pedal characteristics defined by a second drive pedal position and a second deceleration demand;

[0019] - Step S3: Receiving the current drive pedal position as a driver input;

[0020] - Step S4: Adjusting the calculation method for calculating the current deceleration demand, wherein the calculation method is based on the current drive pedal position and the first adjustment point and the second adjustment point;

[0021] - Step S5: Calculating the current deceleration demand according to the adjusted calculation method; and

[0022] - Step S6: Outputting the current deceleration demand to the vehicle.

[0023] The order of the steps is not limited to the above order. On the contrary, steps S1 and S2 can be carried out simultaneously, or step S2 can be carried out before step S1. In addition, step S3 can be carried out before step S1 or before step S2 or before steps S1 and S2.

[0024] The method is preferably configured to be executed by a device as described below. The device preferably comprises an electronic control device for executing the method, and / or the device is configured as a drive pedal.

[0025] All method steps S1 to S6 can be executed by one device. However, certain method steps or all method steps can also be executed by different devices.

[0026] Outputting the current deceleration demand to the vehicle according to step S6 means outputting the deceleration demand as a value (in particular, a target value) to other devices and systems of the vehicle. For example, the control device of the vehicle can use this value as the target value for the closed-loop or open-loop control of a deceleration device (such as a motor used as a generator or a hydraulic or electric retarder) or a service brake (such as a hydraulic, pneumatic or electro-mechanical friction brake).

[0027] The following explains the adjustment related to the characteristics of the drive pedal. The drive pedal characteristics can be configured as OPD characteristics. That is, the deceleration demand generated by the OPD characteristics is sufficient to decelerate the vehicle during normal (non-emergency) traffic conditions. However, the more general term "drive pedal characteristics" includes, in addition to the OPD characteristics, other drive pedal characteristics that generate a deceleration demand that is not sufficient to decelerate the vehicle in every normal (non-emergency) traffic situation.

[0028] The deceleration of the vehicle caused by the current deceleration demand output by method step S6 can be caused by a motor used as a generator or a hydraulic or electric retarder or a service brake (such as a hydraulic, pneumatic or electro-mechanical friction brake).

[0029] According to step S4, the calculation method is adjusted to calculate the current deceleration demand, wherein the calculation method is based on the current drive pedal position and a first adjustment point and a second adjustment point. The adjustment of this calculation method changes or adjusts the characteristics of the vehicle because the response of the drive pedal characteristics to the current drive pedal position between the first adjustment point and the second adjustment point is adjusted.

[0030] Preferably, this method is carried out during the operation of the vehicle. That is, when the vehicle is being driven by the driver. That is, this method is mainly for adjusting the drive pedal characteristics when the driver is controlling the moving vehicle so that the driver always has a drive pedal suitable for the current situation.

[0031] Preferably, a third adjustment point for the drive pedal characteristics is provided, and the adjustment of the calculation method according to step S4 is also based on the third adjustment point. This allows for better adjustment of the calculation method according to step S4. The third adjustment point can be specified in detail as follows. The third adjustment point can be defined by a third drive pedal position and a third deceleration demand.

[0032] Preferably, the first adjustment point defines a transition from a portion of the drive pedal characteristic that includes a deceleration requirement, particularly a portion that includes only a deceleration requirement, to a portion of the drive pedal characteristic that includes an acceleration requirement, particularly a portion that includes only an acceleration requirement, or to a portion of the drive pedal characteristic that includes no acceleration or deceleration requirement, particularly a portion that includes a zero requirement. Thus, the first adjustment point can define a transition of the drive pedal characteristic to the coasting portion (no acceleration or deceleration requirement) of the drive pedal characteristic as the drive pedal position increases, or to a portion of the drive pedal characteristic where, as the drive pedal position increases, the deceleration requirement changes to an acceleration requirement. In particular, the first adjustment point can define the transition by increasing the drive pedal input from the portion of the drive pedal characteristic having a deceleration requirement to the coasting portion having zero deceleration requirement.

[0033] Preferably, the first adjustment point is the point on the drive pedal characteristic having the lowest deceleration requirement value. This point can belong to the portion of the drive pedal characteristic that includes only a deceleration requirement.

[0034] Preferably, the second adjustment point of the drive pedal characteristic defines the deceleration requirement at a drive pedal position of 0%. This describes the situation where the drive pedal is fully released.

[0035] Preferably, the second adjustment point is the point on the drive pedal characteristic having the highest deceleration requirement value. Preferably, this point is corresponding to the lowest drive pedal position that defines the drive pedal characteristic. In particular, the lowest drive pedal position is a drive pedal input of 0%.

[0036] The method described so far preferably uses a drive pedal characteristic having a first adjustment point and a second adjustment point. These points and the current drive pedal position are used as a basis for calculating the current deceleration requirement. For example, between the first and second adjustment points, interpolation is performed to calculate the current deceleration requirement corresponding to the current drive pedal position. Adjusting this method may include the following aspects.

[0037] Preferably, in step S4, the first adjustment point and / or the second adjustment point and / or the third adjustment point are reset. Resetting one, several, or all of these points adjusts the calculation method because the drive pedal characteristic depends on these points.

[0038] Preferably, the drive pedal positions that define the drive pedal characteristic are set to reset the first adjustment point and / or the second adjustment point and / or the third adjustment point. Each adjustment point is defined by a pair of drive pedal positions and a corresponding deceleration requirement, thus resulting in adjustment points that are part of the drive pedal characteristic. Setting a new drive pedal position means that the corresponding adjustment point will move to another drive pedal position in the drive pedal characteristic. This can allow adjustment of the driving pedal threshold, for example, the transition from a section that only includes deceleration requirements to a section that only includes acceleration requirements or to the coasting section of the drive pedal characteristic.

[0039] Alternatively or additionally, the deceleration requirements of the drive pedal characteristic are set to reset the first adjustment point and / or the second adjustment point and / or the third adjustment point. That is, another value, namely the corresponding deceleration requirement that defines the corresponding adjustment point, is reset.

[0040] By resetting the drive pedal positions and deceleration requirements of the corresponding adjustment points, the adjustment points can be freely arranged according to the method.

[0041] Furthermore, it is advantageous to reset the adjustment points according to the current driving or traffic conditions and / or the current environmental influences. Information about these conditions and / or environmental influences may be detected by the vehicle or provided to the vehicle by other sources. Additionally, this information can be provided to the device that executes the method and is configured to take this information into account.

[0042] Preferably, the adjustment of the calculation method according to step S4 is based on at least one of the following:

[0043] - Vehicle speed,

[0044] - Vehicle load,

[0045] - Drive input, such as activating a special mode (such as the OPD mode),

[0046] - Deceleration strategy,

[0047] - Road type,

[0048] - Traffic flow,

[0049] - Ambient temperature,

[0050] - Information about precipitation, such as snow and rain,

[0051] - Friction coefficient of the road.

[0052] In particular, the setting or resetting of the first adjustment point and / or the second adjustment point and / or the third adjustment point can be based on one or more items in this list. Alternatively or additionally, as described below, the adjustment of the trajectory or interpolation method can also be based on one or more items in this list.

[0053] Preferably, in step S4, the locus including the first adjustment point and the second adjustment point of the drive pedal characteristic is set. This may include resetting one or both adjustment points. However, it is also possible to keep the adjustment points in their positions and only adjust at least the shape of the drive pedal characteristic between the two points. For example, when the drive pedal characteristic is provided by a look-up table, it can be switched to another look-up table in step S4. This may be a more decreasing or progressive shape, and thus, the drive pedal characteristic can be adjusted with a lower computational effort.

[0054] Alternatively or additionally, in step S4, the interpolation method is adjusted to generate the current deceleration demand according to step S5. If a look-up table is used as described above, the interpolation method can be adjusted to calculate the deceleration demand values between individual points of the look-up table. Further, if a look-up table is not used, the interpolation method can be adjusted to calculate the deceleration demand values between the adjustment points. The interpolation method can be switched between linear, quadratic, polynomial, etc. methods in step S4. Using the interpolation method, the current deceleration demand for each current drive pedal position can be calculated continuously.

[0055] According to a preferred embodiment, the pedal position of the drive pedal characteristic is set to reset the first adjustment point, the deceleration demand of the first adjustment point of the drive pedal characteristic is zero, the deceleration demand of the drive pedal characteristic is set to reset the second adjustment point, and the pedal position of the second adjustment point of the drive pedal characteristic is zero. According to this embodiment, preferably, the first adjustment point is set as the transition point between the part of the drive pedal characteristic including the deceleration demand and the part of the drive pedal characteristic including the acceleration demand and / or zero deceleration demand. The second adjustment point defines the deceleration demand when the drive pedal is fully released.

[0056] Preferably, the third adjustment point of the drive pedal characteristic is reset. The reset can be similar to resetting the first adjustment point and the second adjustment point. However, the third adjustment point can, for example, define the transition between the part of the drive pedal characteristic including zero deceleration demand (i.e., the coasting part) and the part including only the acceleration demand. That is, the coasting part, or another part of the normal driving pedal characteristic, can be adjusted like a part of the drive pedal characteristic to generate a deceleration demand. Additional adjustment points can also be used.

[0057] Preferably, since the calculation method is based on the first adjustment point and the second adjustment point, and optionally on the third adjustment point, resetting one, two, or all of these points, for example, may result in an adjustment of the calculation method because the adjustment points can serve as mathematical support points for the drive pedal characteristic. Therefore, resetting one or two of these points will result in different current deceleration demands for calculating the same current drive pedal position. Alternatively or additionally, selecting an adjustment trajectory, such as the adjustment or adjustment interpolation method described above, may also result in an adjustment of the calculation method because this will result in different current deceleration demands for calculating the same current drive pedal position. The modification of the calculation of the current deceleration demand can be regarded as a dynamic adjustment of the drive pedal characteristic.

[0058] According to a preferred embodiment, in step S4, all three adjustment points are reset, where the reset is performed according to one or more of the above aspects. Preferably, according to this embodiment, the first adjustment point marks the transition by increasing the drive pedal input between the deceleration part and the coasting part of the drive pedal characteristic. Preferably, the second adjustment point marks the point of the drive pedal characteristic at 0% drive pedal input. Preferably, the third adjustment point marks the transition by increasing the drive pedal input between the coasting part and the part that only includes the acceleration demand of the drive pedal characteristic.

[0059] According to a further embodiment, a method for dynamically adjusting the drive pedal characteristic of a vehicle, in particular the OPD characteristic of a vehicle, is disclosed, where the drive pedal characteristic defines the correlation between the drive pedal position and the deceleration demand.

[0060] The method includes the following steps:

[0061] - Step S7: Provide a third adjustment point of the drive pedal characteristic defined by a third drive pedal position and a third deceleration demand;

[0062] - Step S3: Receive the current drive pedal position as a driver input;

[0063] - Step S4: Adjust the calculation method to calculate the current deceleration demand, where the calculation method is based on the current drive pedal position and the third adjustment point;

[0064] - Step S5: Calculate the current deceleration demand according to the adjusted calculation method; and

[0065] - Step S6: Output the current deceleration demand to the vehicle.

[0066] This method can be combined with various aspects of the above method or used as a separate method. The adjustment according to step S4 can be performed according to the above aspects related to the third adjustment point.

[0067] There is disclosed a device for performing the above method, wherein the device includes an electronic control device for performing the method, and / or wherein the device is configured to drive a pedal.

[0068] A vehicle, in particular a commercial vehicle, wherein the vehicle is configured to be able to perform the method as described above, or wherein the vehicle includes the device as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0070] Figure 1 The pedal characteristics according to the prior art are shown.

[0071] Figure 2 A flowchart of a method according to a preferred embodiment is shown.

[0072] Figure 3 A method for adjusting the characteristics of a drive pedal according to a first embodiment is shown.

[0073] Figure 4 A method for adjusting the characteristics of a drive pedal according to a second embodiment is shown.

[0074] Figure 5 A method for adjusting the characteristics of a drive pedal according to a third embodiment is shown. DETAILED DESCRIPTION

[0075] Figure 2 A flowchart of a method according to a preferred embodiment is shown.

[0076] A flowchart of a method for dynamically adjusting the characteristics of a vehicle drive pedal, in particular the OPD characteristics of a vehicle, is shown.

[0077] The method includes the following steps:

[0078] - Step S1: Providing a first adjustment point of the drive pedal characteristics defined by a first drive pedal position and a first deceleration requirement;

[0079] - Step S2: Providing a second adjustment point of the drive pedal characteristics defined by a second drive pedal position and a second deceleration requirement;

[0080] - Step S3: Receiving the current drive pedal position as a driver input;

[0081] - Step S4: Adjusting the calculation method for calculating the current deceleration requirement, wherein the calculation method is based on the current drive pedal position and the first adjustment point and the second adjustment point;

[0082] - Step S5: Calculating the current deceleration requirement according to the adjusted calculation method; and

[0083] - Step S6: Output the current deceleration demand to the vehicle.

[0084] In the following figure, various ways of performing the above method or specific aspects of the method are described.

[0085] Figure 3 A method for adjusting the drive pedal characteristic 2 according to a first embodiment is shown. The axes and the brake pedal characteristic 1 are the same as Figure 1 the same. Therefore, please refer to the corresponding description above. However, Figure 3 and Figure 4 the visualization of the brake pedal characteristic 1 in [figures] should not be construed as limiting the present invention to this brake pedal characteristic 1. On the contrary, the brake pedal characteristic 1 is only used to show an example of a brake pedal characteristic that can be provided together with the shown drive pedal characteristic 2.

[0086] A first adjustment point AP1 is shown. According to this embodiment, the first adjustment point AP1 defines the transition of the drive pedal characteristic 2 from the part with a deceleration demand between 0% drive pedal input and point B to the part with zero deceleration demand, i.e., the coasting part, between point B and point C. That is, according to this embodiment, the first adjustment point AP1 is the same as point B. In the figure, the first adjustment point AP1 is the point with the lowest deceleration demand value in the drive pedal characteristic.

[0087] At a drive pedal position of 0%, three second adjustment points AP2 of the drive pedal characteristic 2 are marked by a dashed box. They are defined by three different deceleration demands, namely LOW, MID, and HIGH.

[0088] Regardless of which one of the second adjustment points AP2 is considered, each of these points defines the point with the highest deceleration demand value in the drive pedal characteristic 2.

[0089] Between the first adjustment point AP1 and each second adjustment point AP2, a linear characteristic of the drive pedal characteristic 2 is shown. This can be achieved by a corresponding look-up table or by performing a corresponding interpolation method between the values of the look-up table or by performing a corresponding interpolation method between the first adjustment point AP1 and one of the second adjustment points AP2.

[0090] In the figure, a method for resetting the second adjustment point AP2 is shown according to step S4. According to the current driving or traffic conditions and / or according to the current environmental impact, one of the second adjustment points AP2 is selected in step S4. Thus, the maximum deceleration value at 0% drive pedal input of the drive pedal characteristic 2 is selected, which will result in the reset of the second adjustment point AP2. Since the second adjustment point AP2 is reset, the connecting line between the first adjustment point AP1 and the second adjustment point AP2 is adjusted, thereby resulting in the adjustment of the drive pedal characteristic 2.

[0091] Figure 4 A method of adjusting the driving pedal characteristics according to the second embodiment is shown.

[0092] According to this embodiment, the first adjustment point AP1 and the second adjustment point AP2 are retained, wherein the first adjustment point AP1 and the second adjustment point AP2 are retained. Figure 3 The first adjustment point AP1 shown is identical, wherein the second adjustment point AP2 is the point at which the traction pedal characteristic 2 has the maximum deceleration demand at 0% traction pedal position.

[0093] According to this embodiment, a trajectory of the traction pedal characteristic 2, including a first adjustment point AP1 and a second adjustment point AP2, is set in step S4. The adjustment points AP1 and AP2 remain in their positions, and only the shape of the traction pedal characteristic 2 between the two adjustment points AP1 and AP2 is adjusted. For example, if the traction pedal characteristic is provided by a lookup table, it can be switched to another lookup table in step S4, resulting in a different trajectory. This can be a more decreasing (lower trajectory) or more gradual (upper trajectory) shape, or a linear shape (intermediate trajectory). By switching lookup tables, the traction pedal characteristic 2 can be adjusted with less computational effort.

[0094] Alternatively or additionally, in step S4, an interpolation method is adjusted, the interpolation method used to generate the current deceleration demand according to step S5. If a lookup table is used, the interpolation method can be adjusted to calculate deceleration demand values between individual points in the lookup table. Furthermore, if a lookup table is not used, the interpolation method can be adjusted to calculate deceleration demand values between adjustment points. The interpolation method can be switched between linear, quadratic, polynomial, and other methods in step S4.

[0095] Figure 3 and Figure 4 The embodiments can also be used in combination. That is, the first adjustment point AP1 and the second adjustment point AP2 can be reset in step S4 by changing their deceleration demand values and / or their driving pedal values, combined with switching to another lookup table and / or another interpolation method to calculate the current deceleration demand.

[0096] In addition, Figure 3 and Figure 4 In the figure, an optional third adjustment point AP3 is shown at point C. This point can also be reset to adjust the traction pedal characteristic 2. Resetting can be similar to resetting the first adjustment point AP1 and the second adjustment point AP2. However, in the figure, the third adjustment point AP3 defines the transition between the portion of the traction pedal characteristic 2 that includes zero deceleration demand, i.e., the coasting portion, and the portion that includes acceleration demand. In other words, the coasting portion or other portions of the traction pedal characteristic 2 can be adjusted in the same manner to generate a deceleration demand. Other adjustment points can also be used.

[0097] Figure 5 A method for adjusting the characteristics of a drive pedal according to a third embodiment is shown.

[0098] Two curves are shown in the figure, where the axis extending to the right represents the drive pedal position and the axis extending upward represents the vehicle speed.

[0099] The optional left curve C1 shows the correlation between the drive pedal position and the vehicle speed at a first adjustment point, for example Figure 3 or Figure 4 the first adjustment point AP1 as shown in. The curve can be provided as a look-up table on a device set to perform the method, where, when step S4 is executed, the drive pedal position at the first adjustment point AP1 is reset based on the left curve according to the current vehicle speed, as indicated by the arrow, which indicates the selection of the corresponding drive pedal position at 60 km / h.

[0100] The optional right curve C2 shows the correlation between the drive pedal position and the vehicle speed at an optional third adjustment point, for example Figure 3 or Figure 4 the third adjustment point AP3 as shown in. This adjustment point can be reset in step S4 according to the foregoing description of resetting the first adjustment point AP1.

[0101] Other aspects based on which these points and / or the second adjustment point can be considered for resetting may be as follows:

[0102] - Vehicle load,

[0103] - Driver input,

[0104] - Deceleration strategy,

[0105] - Road type,

[0106] - Traffic flow,

[0107] - Ambient temperature,

[0108] - Information about precipitation, such as snow and rain,

[0109] - Friction coefficient of the road.

[0110] The present invention is not limited to the above embodiments. For example, the first adjustment point AP1 does not necessarily lie on the Figure 3 and Figure 4 shown horizontal axis, which represents the drive pedal position. It can also be above or below this axis. In addition, the second adjustment point AP2 does not have to lie on the Figure 3 and Figure 4 shown vertical axis, which represents the deceleration demand. It can also be to the right of this axis.

[0111] In particular,Figure 3 , 4 The aspects shown in and 5 can be combined. For example, the second adjustment point AP2 can be set to one of the LOW, MID, or HIGH levels, e.g., based on vehicle speed and / or vehicle command and / or the coefficient of friction of the road surface. The first adjustment point AP1 and the third adjustment point AP3 can be reset according to Figure 5 the limitations shown. That is, in this embodiment, they are at least based on vehicle speed. Additionally, as Figure 4 shown, the interpolation method or trajectory between the first adjustment point AP1 and the third adjustment point AP3 can be adjusted.

[0112] List of Reference Numerals

[0113] 1 Brake pedal characteristic

[0114] 2 Drive pedal characteristic

[0115] 3 Adjusted drive pedal characteristic

[0116] A Maximum deceleration demand point

[0117] AP1 First adjustment point

[0118] AP2 Second adjustment point

[0119] AP3 Third adjustment point

[0120] B Point

[0121] B' Point

[0122] C Point

[0123] C1 Curve

[0124] C2 Curve

[0125] D Maximum acceleration demand point

[0126] S1 - S6 Method steps

Claims

1. A method for dynamically adjusting the drive pedal characteristics (2) of a vehicle, in particular the OPD characteristics of a vehicle, wherein, The drive pedal characteristic (2) defines the correlation between the drive pedal position and the deceleration demand, and the method comprises the following steps: - Step (S1): Providing a first adjustment point (AP1) of the drive pedal characteristic (2) defined by a first drive pedal position and a first deceleration demand; - Step (S2): Providing a second adjustment point (AP2) of the drive pedal characteristic (2) defined by a second drive pedal position and a second deceleration demand; - Step (S3): Receiving the current drive pedal position as a driver input; - Step (S4): Adjusting the calculation method for calculating the current deceleration demand, wherein the calculation method is based on the current drive pedal position and the first adjustment point (AP1) and the second adjustment point (AP2); - Step (S5): Calculating the current deceleration demand according to the adjusted calculation method; and - Step (S6): Outputting the current deceleration demand to the vehicle.

2. The method according to claim 1, wherein a third adjustment point (AP3) for the drive pedal characteristic (2) is provided, wherein the adjustment of the calculation method according to step (S4) is additionally based on the third adjustment point (AP3).

3. The method according to claim 1 or 2, wherein the first adjustment point (AP1) defines a transition from a part of the drive pedal characteristic (2) including a deceleration demand to a part of the drive pedal characteristic (2) including an acceleration demand, or to a part of the drive pedal characteristic (2) including no acceleration or deceleration demand.

4. The method according to any one of the preceding claims, wherein the first adjustment point (AP1) is the point in the drive pedal characteristic (2) having the lowest deceleration demand value.

5. The method according to any one of the preceding claims, wherein the second adjustment point (AP2) of the drive pedal characteristic (2) defines the deceleration demand at a drive pedal position of 0%.

6. The method according to any one of the preceding claims, wherein the second adjustment point (AP2) is the point in the drive pedal characteristic (2) having the highest deceleration demand value.

7. The method according to any one of the preceding claims, wherein the first adjustment point (AP1) and / or the second adjustment point (AP2) are reset in step (S4).

8. The method according to claim 7, wherein the drive pedal position of the drive pedal characteristic (2) is set to reset the first adjustment point (AP1) and / or the second adjustment point (AP2).

9. The method according to claim 7 or 8, wherein the deceleration demand of the drive pedal characteristic (2) is set to reset the first adjustment point (AP1) and / or the second adjustment point (AP2).

10. The method according to any one of the preceding claims, wherein the adjustment of the calculation method according to step (S4) is based on at least one of the following: - vehicle speed, - vehicle load, - driver input, - deceleration strategy, - road type, - traffic flow, - ambient temperature, - information about precipitation, such as snow and rain, - Friction coefficient of the road surface.

11. The method according to any one of the preceding claims, wherein in step (S4), the trajectory of the drive pedal characteristic (2) including the first adjustment point (AP1) and the second adjustment point (AP2) is set.

12. The method according to any one of the preceding claims, wherein in step (S4), the interpolation method is adjusted to generate a current deceleration demand according to step (S5).

13. The method according to claim 6 which refers to any one of the preceding claims, wherein the pedal position of the drive pedal characteristic (2) is set to reset the first adjustment point (AP1), and the deceleration demand at the first adjustment point (AP1) of the drive pedal characteristic (2) is zero, and the deceleration requirement of the drive pedal characteristic (2) is set to reset the second adjustment point (AP2), and the pedal position at the second adjustment point (AP2) of the drive pedal characteristic (2) is zero.

14. The method according to any one of claims 2 to 13, wherein the third adjustment point (AP3) defines the transition from the part of the drive pedal characteristic (2) including no acceleration or deceleration demand to the part of the drive pedal characteristic (2) including an acceleration demand, and / or wherein the third adjustment point (AP3) of the drive pedal characteristic (2) is reset.

15. An apparatus for performing the method according to any one of claims 1 to 14, wherein the apparatus includes an electronic control unit configured to be able to perform the method, and / or wherein the apparatus is configured as a drive pedal.

16. A vehicle, particularly a commercial vehicle, wherein the vehicle is configured to be able to perform the method according to any one of claims 1 to 14, or wherein the vehicle includes the apparatus according to claim 15.

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