Method and auxiliary device for controlling a drive system of a motor vehicle and motor vehicle designed accordingly

Abstract

The invention relates to a method and an assistance device (9) for controlling a drive system (2) of a motor vehicle (1). The invention also relates to a correspondingly designed motor vehicle (1). In the method, a suppression torque (14) requested by a driving assistance system (8) and a driver desired torque (15) resulting from the position of an accelerator pedal (7) are combined by a blending regulator (12) to form a total target torque (16) when the accelerator pedal (7) is simultaneously operated. The blending regulator (12) is designed to reduce the proportion of the suppression torque (14) in the resulting total target torque (16) in favor of the driver desired torque (15) as the operation of the accelerator pedal (7) increases, thereby producing a linearly rising curve of the total target torque (16) as the operation of the accelerator pedal (7) increases.

Description

Technical Field

[0001] This invention relates to a method for controlling a drive system of a motor vehicle and corresponding auxiliary devices. The invention also relates to a motor vehicle of a corresponding design. Background Technology

[0002] Today, motor vehicles are increasingly equipped with automated functions and systems for vehicle guidance or driving tasks. However, these vehicles can still be manually controlled by the driver. This can lead to overlapping or even contradictory control inputs from automated vehicle guidance systems and the driver. This, in turn, can result in unexpected or uncomfortable reactions from the vehicle.

[0003] For example, DE 102016221 723 B4 describes a control system for a vehicle, which has a first module for motion control functions of the vehicle, a second module for controlling actuators, a third module for presetting a vehicle operation strategy to be implemented, and a fourth module integrated into the second module for coordinating torque. Therefore, it should be able to better meet the motion requirements of the vehicle's actuators. Summary of the Invention

[0004] The objective of this invention is to enable drivers of motor vehicles to perform comfortable, simple, and precise longitudinal control of the vehicle using the accelerator pedal.

[0005] This task is accomplished through the main and supplementary claims or through the independent claims. Further possible embodiments of the invention are disclosed in the dependent claims, the specification, and the drawings. Features, advantages, and possible embodiments described within the scope of the description of one of the subjects of the independent claims are at least similarly considered to be features, advantages, and possible embodiments of the other independent claims and each possible combination of the subjects of the independent claims, where necessary, in conjunction with the corresponding subjects of one or more dependent claims.

[0006] The method according to the invention is used to control the drive system of a motor vehicle and can be automatically and continuously executed during the operation of the motor vehicle, for example, by an auxiliary device designed by the motor vehicle to perform the method. In the method steps according to the invention, a torque required by at least one driving assistance system or output as a target parameter, which inhibits the movement or forward motion of the motor vehicle, i.e., forward movement, is monitored. Here, the driving assistance system is designed for at least auxiliary or semi-automatic longitudinal guidance or longitudinal adjustment of the motor vehicle. The driving assistance system may, for example, directly or indirectly require the inhibiting torque according to its design. A direct requirement may, for example, mean outputting the inhibiting torque as a target or rated value to the drive system or outputting a control signal to the drive system or at least one actuator of the drive system, wherein the control signal results in, or at least generates, a corresponding inhibiting torque without further influence. An indirect requirement for the inhibiting torque may, for example, mean that the driving assistance system outputs other parameters from which a corresponding inhibiting torque is generated. The inhibiting torque required by the driving assistance system may also be referred to herein as the driving assistance system torque or simply as the FAS torque. For example, the inhibiting torque may be a negative drive torque and / or braking torque. The required damping torque can be the torque needed to achieve the rated acceleration of the motor vehicle set or sought to be achieved by the driver assistance system. The damping torque considered here can be a single torque required by a single driver assistance system or a single driver assistance function, or a combination or sum of torques possibly required by multiple individual driver assistance functions. Here, monitoring of such damping torque or the corresponding requirement or signal is continuously performed, i.e., for example, continuously or automatically at a corresponding preset signal processing frequency.

[0007] Furthermore, the method according to the invention monitors the position, i.e., the angle or degree of actuation, of the accelerator pedal of the motor vehicle. Here, corresponding monitoring or tracking of the position, or the value or signal indicating or representing that position, can be performed automatically and continuously. Because the position of the accelerator pedal can be determined or influenced by the driver of the motor vehicle, the corresponding current driver-desired torque can be determined from the corresponding position of the accelerator pedal. Therefore, this driver-desired torque is the driving torque required to achieve or realize the speed or acceleration of the motor vehicle correspondingly desired by the driver, at least without the simultaneous action of control measures or interventions from a driver assistance system.

[0008] In another step of the method according to the invention, when the required restraining torque is detected, i.e., different from zero, and when the driver of the motor vehicle simultaneously operates the accelerator pedal, the required restraining torque and the driver's desired torque generated from the corresponding current position of the accelerator pedal are combined or mixed by means of a preset, correspondingly designed fusion regulator to form a total constant torque. Operating the pedal here means that the position of the pedal is different from its stationary or zero position when there is no driving force applied to the accelerator pedal. In the case described here, the driving assistance system can set or require restraint, i.e., deceleration, of the motor vehicle while the driver desires acceleration or at least to maintain the current speed as indicated by operating the accelerator pedal.

[0009] If a damping torque set or required by a driver assistance system that seems to contradict the driver's expectations is suddenly canceled, for example, this can lead to an uncomfortable acceleration shock, and the driver must, if necessary, adjust the position of the accelerator pedal to set the vehicle's actual desired speed or acceleration. Therefore, simple, intuitive, predictable, and precise manual control of the vehicle is either impossible or only difficult for the driver to achieve.

[0010] To address this problem, according to the present invention, a blend regulator is used to combine the damping torque with the driver's desired torque. Here, the blend regulator is designed to reduce the proportion of the damping torque in the total constant torque in favor of the driver's desired torque, with increasing or stronger actuation of the accelerator pedal, i.e., with increasing or greater actuation angle of the accelerator pedal from its rest or zero position. Specifically, the blend regulator is designed to perform this such that the total constant torque is obtained as a curve that at least substantially increases linearly with increasing or stronger actuation of the accelerator pedal. The total constant torque and thus the actual movement of the vehicle can thus be smooth or shock-free. At least initially, i.e., at the beginning of the described situation, the total constant torque may differ not only from the damping torque required by the driver assistance system but also from the driver's desired torque. In particular, the total constant torque may also differ at least partially or generally from a simple summation of the FAS torque and the driver's desired torque. In the fusion regulator, for different combinations of torques proposed herein, for example, a corresponding preset calculation algorithm and / or a preset characteristic curve or preset property curve can be executed, thereby characterizing or presetting the fusion or mixing of different torques to be performed.

[0011] The fusion regulator, for example, can output the corresponding total rated torque and / or the different proportions of different torques included in the total rated torque as target or rated parameters to the drive system. The fusion regulator can also determine control parameter values ​​or corresponding control signals that differ from the actual total rated torque or the proportions of different torques in the total rated torque, and output them to one or more actuators in the drive system or its actuators to achieve the generation or attainment of the corresponding determined proportions of the total rated torque and different torques.

[0012] Therefore, in the corresponding method steps of the method according to the invention, the drive system or one or more actuators of the drive system or the corresponding control device or regulator of the drive system is controlled or manipulated according to the corresponding output value of the fusion regulator corresponding to the total rated torque or the division of the total rated torque to the damping torque and the driver's desired torque, in order to set the corresponding currently determined total rated torque.

[0013] The present invention enables predictable, precise, and comfortable control of a motor vehicle, i.e., the corresponding influence on the speed of the motor vehicle, to be achieved by the driver manually operating the accelerator pedal, even when there are competing or contradictory control presets between the motor vehicle's driving assistance system and the driver.

[0014] The present invention also relates to an auxiliary device for controlling a drive system of a motor vehicle. This may, for example, mean or include: providing corresponding control signals or control parameters, such as target or total torque, which may consist, for example, positive and / or negative drive torque and / or braking torque required by the driver of the motor vehicle and / or one or more driver assistance systems of the motor vehicle; or outputting or providing control signals or control parameters that enable the setting of such target or total torque by the drive system or its actuators. The auxiliary device according to the invention includes an input interface for at least detecting torque data and accelerator pedal data, the torque data determining or describing at least one torque directly or indirectly required by at least one driver assistance system to inhibit the forward motion of the motor vehicle; the accelerator pedal data describing or determining the current position of the accelerator pedal of the motor vehicle, i.e., the current operating angle or current operating intensity, or the corresponding or corresponding driver-desired torque. Furthermore, the auxiliary device has signal and / or data processing means for processing the detected data and generating corresponding output values ​​for setting or achieving a corresponding target or total fixed torque for the drive system or motor vehicle, and an output interface for outputting the corresponding output values ​​to, for example, the drive system or one or more controllers, regulators, or actuators of the drive system. The signal and / or data processing means is or includes a fusion regulator for combining the damping torque and the driver's desired torque. Here, the auxiliary device according to the invention is designed to automate the method according to the invention, particularly automatically.

[0015] For this purpose, the signal and / or data processing device may be, for example, a processing device, such as a microchip, microprocessor, or microcontroller, and includes a computer-readable data memory connected thereto. A corresponding operating or computer program may be stored in the data memory, which encodes or implements the method steps, measures, processes, or procedures or corresponding control instructions described in conjunction with the method according to the invention. The operating or computer program may be executed by means of the processing device to perform the corresponding method or implement the execution of the method. The signal and / or data processing device may also be or include digital and / or analog circuitry that implements or maps a fusion regulator. Input and output interfaces may be separate interfaces, or combined or integrated as a common, for example, bidirectional interface. The interfaces may be implemented entirely or partially in hardware and / or software.

[0016] In a possible design of the invention, the fusion regulator is designed to combine or mix the suppressing torque with the driver's desired torque using a factor that determines the corresponding proportional distribution or use of different torques in the total rated torque, and the value of the factor increases favorably for the driver's desired torque as the accelerator pedal is operated, i.e., as the accelerator pedal angle or operating angle increases. This factor can act as a weighted factor or a mixing factor for different torques. The fusion regulator or auxiliary device can be designed to continuously redetermine the corresponding currently used value of this factor. To this end, the fusion regulator or auxiliary device can determine the corresponding currently used value of the factor, for example, by calculating using a preset calculation function or by using a preset table, preset characteristic curve, or preset feature curve. The fusion regulator can process or consider at least or exactly three values: the position of the accelerator pedal or the corresponding driver's desired torque, the FAS torque, and the aforementioned factor. The corresponding currently used value of the factor can depend on one or both of the other two parameters. The value of the factor can, for example, change from 0 to 1 or from 0% to 100% as the accelerator pedal is operated. When the factor is 0, the total constant torque corresponds exactly to the suppressing torque, while when the factor is 1 or 100%, the total constant torque corresponds to the driver's desired torque. However, other implementations or realizations are also possible. The design proposed herein enables the particularly simple and efficient implementation of the invention. Furthermore, this allows for a particularly simple adaptability to the behavior of the auxiliary device, i.e., corresponding flexibility.

[0017] In another possible design of the invention, the value of the factor increases in a predetermined manner, decreasing progressively with increasing accelerator pedal operation, and non-linearly. However, the value of the factor can also increase monotonically or strictly monotonically with increasing accelerator pedal operation. In particular, the value of the factor, or the function or characteristic curve describing the factor based on the accelerator pedal position or the driver's desired torque, can differentiate smoothly or continuously, i.e., without jumps or bends. Through the design proposed herein, a particularly comfortable, shock-free, and smooth response to accelerator pedal operation, and a response that can be precisely controlled by the driver, i.e., the correspondingly comfortable motion behavior of the vehicle, can be achieved.

[0018] In another possible design of the invention, to completely reduce the suppressing torque, a specific position range of the accelerator pedal is preset, i.e., preserved. This position range is located at the beginning of the adjustment or actuation path of the accelerator pedal and is smaller than the entire possible position range, i.e., the entire possible adjustment or actuation path or range of the accelerator pedal. Therefore, the preset position range extends from the rest or zero position of the accelerator pedal given without pedal actuation towards its maximum actuation direction, i.e., from 0° or 0% of the accelerator pedal angle or actuation angle, without reaching the maximum actuation position or maximum accelerator pedal angle or actuation angle. The fusion regulator is designed here to combine the suppressing torque and the driver-desired torque such that the suppressing torque disappears just or at the latest at the end of the preset position range, and from there, i.e., as the actuation of the accelerator pedal increases further, the total fixed torque corresponds to the driver-desired torque. Therefore, the suppressed FAS torque to be reduced can start from the rest or zero position of the accelerator pedal until it decreases to zero at the other end of the preset position range. From this point, the total fixed torque follows the torque curve that would also be generated or appear when the accelerator pedal is actuated without the activity or intervention of at least one driver assistance system. The remaining position range of the accelerator pedal is then determined to construct the maximum or maximum possible total driving torque of the vehicle. Through the design proposed herein, on the one hand, the described comfortable and precisely controllable behavior of the vehicle can be achieved, and on the other hand, effective and comprehensive performance development of the vehicle can be realized.

[0019] In a possible improvement of the invention, the preset position range includes up to 20%, particularly about 10%, of the total possible position range of the accelerator pedal. Therefore, over a large portion of the total possible position range, the total constant torque can substantially correspond to the driver's desired torque indicated by the position of the accelerator pedal. Consequently, the corresponding behavior of the vehicle can correspond remarkably accurately to the driver's expectations without compromising comfort.

[0020] In another possible design of the invention, the auxiliary device is designed to first determine the proportions of the total rated torque, the damping torque, and the driver's desired torque to be used within the total rated torque, and then dynamically select, i.e., specify or determine, which actuators(s) should be used to set or achieve the determined proportions. In other words, the total rated torque or its distribution across different types of torque can be determined agnostively with respect to the actuators of the drive system or motor vehicle. Subsequently, which actuators(s) are used to achieve this can be determined or adapted based on the relevant circumstances, such as the current state or operating data of the motor vehicle and / or the corresponding environmental conditions. Therefore, different actuators or different distributions of torque to actuators can be used under different conditions of the same total rated torque. Thus, the invention can be applied or implemented with particular flexibility and adaptability to various situations, or in different conditions and operating states of the motor vehicle. Furthermore, the invention can therefore be integrated particularly easily into existing motor vehicle or vehicle design concepts, because the system or function for determining the use and interaction of different actuators to achieve or set separately preset rated torques does not necessarily need to be adapted.

[0021] In a possible improvement of the invention, the auxiliary device is designed to, when selecting a single actuator or multiple actuators to be used, take into account the current local speed limit of the vehicle and / or the current state of charge of the traction battery and / or the acoustic effects of using different actuators, especially using multiple actuators simultaneously or in combination, particularly relative to or with respect to preset acoustic target values ​​or thresholds, for example, for volume or sound characteristics or the spectral distribution of sound energy generated by the actuators or during the operation of the vehicle. The auxiliary device can also be designed, in particular, to preferentially use the motor of the vehicle. If the suppressing torque is achieved, for example, not only by the brake actuator of the vehicle, i.e., the braking device, but also by the power generation or regenerative operation of the motor, then to reduce the suppressing torque, the effect or power of the brake actuator can be reduced first, and only subsequently the power generated or regenerated by the motor can be reduced. To establish or provide the driver's desired torque in a hybrid vehicle, the motor of the hybrid vehicle can also be used first as the drive machine, and then the internal combustion engine of the vehicle is used or invoked only when the driver's desired torque exceeds the maximum driving torque that can be provided by the motor. However, different scenarios can arise by considering other parameters or parameters mentioned herein. For example, the generator's output power or regenerative braking power can be reduced to decrease the damping torque when the traction battery reaches a preset state of charge. Overall, the design proposed herein enables particularly comfortable and efficient operation of motor vehicles.

[0022] The present invention also relates to a motor vehicle having a drive system with multiple actuators for controllably generating positive driving torque on one hand and negative driving torque and / or braking torque on the other. Furthermore, the motor vehicle according to the invention has an accelerator pedal, a sensor system for monitoring the position of the accelerator pedal, and an auxiliary device according to the invention. The auxiliary device according to the invention can be coupled to the sensor system and the drive system, in particular. The auxiliary device can also be part of the drive system and, for example, directly or indirectly coupled to the actuators. The motor vehicle according to the invention can be, in particular, a motor vehicle mentioned in conjunction with the auxiliary device according to the invention.

[0023] In a possible design of the invention, the vehicle has a drive motor and a traction battery coupled thereto, and is designed for regenerative braking. Here, the vehicle is also designed to use regenerative braking only when the accelerator pedal is in a preset position range as mentioned in the invention's auxiliary device, which is located at the beginning of the accelerator pedal's adjustment or actuation path and is smaller than the entire possible position range of the accelerator pedal. This position range may be a preset or reserved position range, as mentioned in the invention's auxiliary device, to reduce damping torque. The design of the present invention enables comfortable and efficient operation of the vehicle. Therefore, it is particularly easy for the driver of the vehicle to understand, and unpredictable, under what circumstances the vehicle regenerates energy. The driver can also reliably and predictably achieve the desired movement of the vehicle by manipulating the accelerator pedal with particular precision, and utilize the full drive power of the vehicle when needed.

[0024] Further features of the invention can be obtained from the claims, drawings, and description thereof. The features and combinations thereof mentioned above in the specification, as well as those subsequently described in and / or shown separately in the drawings, may be used not only in the combinations described separately, but also in other combinations or individually, without departing from the scope of the invention. Attached Figure Description

[0025] Figure 1 A schematic diagram of a motor vehicle is shown, which has a driving assistance system for at least longitudinal guidance and an auxiliary device for smoothly controlling the torque curve when the accelerator pedal is operated.

[0026] Figure 2 An exemplary diagram illustrating the functionality of the auxiliary device in a first operating condition of a motor vehicle is shown; and

[0027] Figure 3 An exemplary illustration is shown to illustrate the functionality of the auxiliary device in a second operating condition of a motor vehicle.

[0028] In the accompanying drawings, identical and functionally identical elements are given the same reference numerals. Detailed Implementation

[0029] Figure 1 A schematic diagram of a motor vehicle 1 with a drive system 2 is shown. Here, the drive system 2 includes an electric motor 3. Furthermore, the motor vehicle 1 also has a traction battery 4 and a braking system 5, which may also be part of the drive system 2. The motor vehicle 1 can be controlled by a driver 6 by operating an accelerator pedal 7, which is coupled to or may be part of the drive system 2. Here, the motor vehicle 1 can also be controlled by a driver assistance system 8 in an assisted or at least semi-automatic operating mode.

[0030] If the operating or control commands of the driver 6 and the driving assistance system 8 contradict or overlap, it may lead to behavior of the vehicle 1 that is not precisely controllable or predictable by the driver 6, or for example, it may lead to driving pressure when the accelerator pedal 7 is manipulated or adjusted. This could be the case, for example, if, when the driver 6 manipulates the accelerator pedal 7 to accelerate the vehicle 1, the negative driving torque or braking torque required by the driving assistance system 8 suddenly decreases or decreases only based on time within a preset fixed time period. Therefore, at the moment the accelerator pedal is manipulated, due to the driver's desired torque 15 (see [reference]) caused by the driver 6 manipulating the accelerator pedal 7, [the torque may decrease]. Figure 2 and Figure 3 ) and the FAS torque 14 caused by the driver assistance system 8 (see Figure 2 and Figure 3 The difference between the two systems can cause a jump in the torque to be achieved on the side of drive system 2 or its actuator (e.g., motor 3 or braking system 5), which may make the driver 6 feel uncomfortable.

[0031] To avoid this, the vehicle 1 currently also has an auxiliary device 9. This auxiliary device is coupled to the other devices described above, for example, via the vehicle 1's onboard network. Therefore, the auxiliary device 9 can, for example, detect via interface 10 the corresponding driver-desired torque 15 or a signal indicating that driver-desired torque, and the FAS torque 14 required by the driving assistance system 8 to particularly suppress the forward motion of the vehicle 1, or other data or parameters, such as the operating status of the motor 3 and / or the braking system 5, and / or the charging status of the traction battery 4, and / or other data or parameters regarding the current environmental conditions. The auxiliary device 9 can automatically process the detected data, for example, by means of a data processing unit 11 and a fusion regulator 12. Here, the auxiliary device 9 can calculate factors, i.e., parameter values, which are fused between the driver-desired torque 15 and the FAS torque 14. As the driver-desired torque 15 increases, the factor used for fusion of the two different torques can increase in the direction of the driver-desired torque 15 or in a manner that favors a decrease in the driver-desired torque, in order to achieve a linear total torque curve. Therefore, the fusion regulator 12 can combine the corresponding current driver desired torque 15 and current FAS torque 14.

[0032] To further illustrate, Figure 2 and 3 Schematic diagrams illustrating different exemplary driving or operating conditions of motor vehicle 1 are shown. Here, torque values ​​are recorded on the y-axis and time is recorded on the x-axis.

[0033] These figures show curves of the propulsion torque 13, FAS torque 14, driver-desired torque 15, and total rated torque 16 generated by their combination or mixture and determined by the fusion regulator 12 when the driver 6 does not operate the accelerator pedal 7.

[0034] In addition, the maximum accelerator pedal angle 17 is marked or the time point at which the maximum accelerator pedal angle is reached when the driver 6 operates the accelerator pedal 7.

[0035] As long as the driver's desired torque 15 is zero, the FAS torque 14 exists as the total constant torque 16. However, once the driver 6 actuates the accelerator pedal 7, the position or actuation angle of the accelerator pedal 7 increases, and therefore the corresponding driver's desired torque 15 increases. At the initial actuation of the accelerator pedal 7, the total constant torque 16 is negative, corresponding to the suppressed FAS torque 14. With the increase in actuation of the accelerator pedal 7, the total constant torque 16 increases linearly through a combination or mixture of the negative FAS torque 14 and the positive driver's desired torque 15. This is achieved such that the total constant torque 16 reaches zero just at the limit accelerator pedal angle 17, or becomes positive from or after the limit accelerator pedal angle 17.

[0036] In particular, how to achieve the FAS torque 14 or its proportion in the total rated torque 16 can be dynamically determined afterward, i.e., after the proportion of the total rated torque 16 to be set and the FAS torque 14 in the total rated torque is determined by the auxiliary device 9. Here, for example, it can be determined according to the operating conditions and / or environmental conditions: for example, whether to use only the motor 3, only the braking system 5, or a combination thereof.

[0037] The maximum accelerator pedal angle 17 can be, for example, 10% of the maximum possible operating angle of the accelerator pedal 7. Within the operating or position range of the accelerator pedal 7 from 0% to the maximum accelerator pedal angle 17, a complete reduction of the negative drive torque and braking torque can be automatically achieved.

[0038] In summary, the described examples demonstrate how a new design of collaboration between assisted or automated driving and manual driving can be achieved or utilized compared to conventional schemes to enable comfortable and precisely controllable behavior of motor vehicle 1. List of reference numerals 1 Motor vehicles 2. Drive System 3 motors 4 batteries 5. Braking System 6 drivers 7. Accelerator pedal 8. Driver Assistance Systems 9. Auxiliary devices 10 interfaces 11 Data processing device 12 Fusion Regulator 13. Propulsion torque 14 FAS Torque 15 Driver's Expected Torque 16 Total constant torque 17. Maximum accelerator pedal angle

Claims

1. A method for controlling a drive system (2) of a motor vehicle (1), wherein, During the operation of the motor vehicle (1), automatic - Monitor the torque (14) required by the driving assistance system (8) designed for at least auxiliary longitudinal guidance of the motor vehicle (1) to inhibit the forward motion of the motor vehicle (1). - Monitor the position of the accelerator pedal (7) of the motor vehicle (1), - In the detected required damping torque (14) and when the accelerator pedal (7) is simultaneously operated, the required damping torque (14) and the driver's desired torque obtained from the corresponding current position of the accelerator pedal (7) are combined by means of a fusion regulator to form a total constant torque, the fusion regulator being designed to reduce the proportion of the damping torque (14) in the total constant torque in a way that favors the driver's desired torque as the operation of the accelerator pedal (7) increases, thereby obtaining a curve in which the total constant torque increases linearly with the operation of the accelerator pedal (7), and - The drive system (2) is controlled according to the corresponding output value of the fusion regulator to set the corresponding total torque.

2. An auxiliary device for a motor vehicle (1) for controlling a drive system (2) of the motor vehicle (1), the auxiliary device comprising: an input interface for detecting at least torque data and accelerator pedal data, the torque data determining a torque (14) required by a driving assistance system (8) to inhibit the forward motion of the motor vehicle (1), and the accelerator pedal data determining the current position of the accelerator pedal (7) of the motor vehicle (1) or a corresponding driver-desired torque; a signal and / or data processing device for processing the detected data and generating a corresponding output value for setting a corresponding total rated torque for the drive system (2) using a fusion regulator; and an output interface for outputting the corresponding output value, wherein, The auxiliary device is designed to perform the method according to claim 1.

3. The auxiliary device according to claim 2, characterized in that, The fusion regulator is designed to combine the damping torque (14) and the driver's desired torque by means of a factor whose value increases in favor of the driver's desired torque as the accelerator pedal (7) is operated.

4. The auxiliary device according to claim 2 or 3, characterized in that, The value of the factor increases in a predetermined manner, decreasing and non-linearly, as the operation of the accelerator pedal (7) increases.

5. The auxiliary device according to any one of claims 2 to 4, characterized in that, In order to completely reduce the damping torque (14), the position range of the accelerator pedal (7) is preset at the beginning of the operation path of the accelerator pedal (7) and is smaller than the entire possible position range of the accelerator pedal (7), and the fusion regulator is designed to combine the damping torque (14) and the driver's desired torque such that the damping torque (14) disappears just or at the latest at the end of the preset position range and the total fixed torque corresponds to the driver's desired torque.

6. The auxiliary device according to claim 5, characterized in that, The preset position range includes up to 20%, and especially 10%, of the total possible position range of the accelerator pedal (7).

7. The auxiliary device according to any one of claims 2 to 6, characterized in that, The auxiliary device is designed to first determine the proportions of the damping torque (14) and the driver's desired torque to be used in the total fixed torque, and then dynamically select which actuator(s) should be used to set the determined proportions.

8. The auxiliary device according to claim 7, characterized in that, The auxiliary device is designed to take into account the current local speed limit of the motor vehicle (1) and / or the current state of charge of the traction battery and / or the acoustic effects of different actuators when selecting one actuator to be used or multiple actuators to be used respectively, and to give priority to the use of the motor of the motor vehicle (1) as much as possible.

9. A motor vehicle (1) comprising: a drive system (2) with a plurality of actuators for controllably generating a positive driving torque on one hand and a negative driving torque and / or a braking torque on the other hand; an accelerator pedal (7); a sensor system for monitoring the position of the accelerator pedal (7); and an auxiliary device according to any one of the preceding claims.

10. The motor vehicle (1) according to claim 9, characterized in that, The motor vehicle (1) has a drive motor and a traction battery coupled thereto for recovery operation, and is designed to use recovery operation only when the position of the accelerator pedal (7) is within a preset position range of the accelerator pedal (7), the preset position range being at the beginning of the operation path of the accelerator pedal (7) and smaller than the entire possible position range of the accelerator pedal (7).

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