Method for controlling and / or regulating the power of an engine

Abstract

Method for controlling and / or regulating the power of at least one engine (910, 920), in particular at least one engine (910, 920) of a motor vehicle (900), comprising the steps: -- Detection of a working position (S) along a pedal travel (PW) of an accelerator pedal (100) movable in an actuating direction (280) between an initial position (A) and an end position (E), -- Determining a power requirement (PS) for the at least one engine (910, 920) using a first dependency relationship (510) between the working position (S) and the power requirement (P), characterized in that the accelerator pedal (100) has an actuator element (300) for applying a force (F) acting counter to the actuation direction (280) to the accelerator pedal (100), wherein after the force (F) has been applied to the accelerator pedal (100) by means of the actuator element (300) in a switching range (SB) along the pedal travel (PW), the power requirement (P) to the at least one motor (910, 920) is determined using a further dependency relationship (550) between the working position (S) and the power requirement (P), wherein a partial area (TB) extends along the pedal travel (PW) between a first partial area end point (TB1) and a second partial area end point (TB2), wherein the first derivative of the power requirement (P) according to the working position (S) of the further dependency relationship (550) in the sub-area (TB), in particular at each point of the sub-area, is changed compared to the first derivative of the power requirement (P) according to the working position (S) of the first dependency relationship (510) in the same sub-area.

Description

Field of the invention

[0001] The invention relates to a method for controlling and / or regulating the power of an engine. The invention further relates to a power control arrangement for an engine and a computer program product containing program code that, when executed on a data processing unit, implements such a method. State of the art

[0002] With a conventional passive accelerator pedal for controlling or regulating the power of an engine, such as a motor vehicle, the driver works against a spring integrated into the pedal mechanism. The spring force is approximately proportional to the pedal travel. This proportional force allows the driver to precisely adjust the accelerator pedal position and thus precisely dose the power demand, such as torque, to the engine.

[0003] Electronic accelerator pedals are no longer directly mechanically connected to a component on the engine that converts the engine's power demand into the required output, such as a throttle valve. Instead, the accelerator pedal is equipped with at least one sensor and is only electronically connected to an element that converts the engine's power demand into the required output. To determine the engine's power demand from a pedal position and transmit this to the engine, a process is usually carried out in a control unit.

[0004] In such methods, a sensor detects a pedal position or working position of the pedal between an initial position and an end position. In a further step, a power requirement is determined by using a dependency relationship between the working position and the power requirement to the engine. The dependency relationship is usually designed such that the power requirement to the engine is maximum when the accelerator pedal is moved to the end position. From the determined power requirement, control parameters for a control element, such as a throttle valve, can then be determined and transmitted to the control element. The full load point of the engine can be set for the end position of the accelerator pedal.

[0005] A power control arrangement on which such a method is carried out is described in DE 10 2010 062 363 A1.

[0006] From DE 10 2010 039 376 A1 a method for operating a drive train of a motor vehicle is known.

[0007] A method for operating a hybrid vehicle is known from DE 10 2011 005 803 A1. Disclosure of the invention

[0008] The invention is based on the realization that situations can arise during the operation of motor vehicles in which the driver needs to be made aware of a change in the driving condition or of an impending gear change. In an example situation, driving situations can arise in vehicles with automatic transmissions in which the driver wants to suddenly and sharply increase the power demand on the engine, e.g. when attempting to overtake. This may require a gear change in the transmission (which is regarded here as belonging to the engine), e.g. downshifting by one or more gears. In a hybrid or electric vehicle, the overtaking maneuver can be facilitated by a so-called "boost" process, e.g. by switching on an additional motor (e.g. electric motor in addition to the combustion engine).Another example situation relates to driving a vehicle with a hybrid drive, i.e. with a first motor that is in the form of an internal combustion engine and one or more motors that are in the form of electric motors (e.g. one on each wheel). Depending on the condition of the battery, the electric motor or motors can be used initially, i.e. when power requirements are low. If the power requirement exceeds a certain limit (this limit can depend, for example, on the maximum power available from the electric motor and / or the battery charge level or on external parameters such as temperature), the vehicle can switch from the electric motor to the internal combustion engine or the internal combustion engine can be connected to the electric motor. A switching process therefore takes place between a first operating mode and a further operating mode.

[0009] The gearshifts described above can be indicated to the driver by signals. To avoid overwhelming the driver with additional visual or acoustic signals, haptic information that the driver can perceive tactilely can be a good option. This can inform the driver that a gearshift is about to occur when the driver requests a higher power demand than the current one or when the accelerator pedal is moved beyond its current position.

[0010] So-called active accelerator pedals have an actuator element and can generate such signals and transmit them to the driver, for example by subjecting the accelerator pedal or a pedal plate to vibration or by applying a defined force profile to the accelerator pedal, which requires the driver to exert a defined, increased amount of force in order to move the accelerator pedal further towards the end position beyond a position dependent, for example, on the driving situation. Such a force profile can have a force peak imposed on the normal force-displacement curve, which must be overcome before the accelerator pedal can be moved to the position beyond the force peak. It can happen that a force profile perceived as particularly "crisp" or "sporty" is to be imposed, e.g. with a force application by the actuator element that drops very steeply after the force maximum or peak, i.e.: within a very short distance of the accelerator pedal after reaching the maximum force, the original force-displacement characteristic of the accelerator pedal is reached again.

[0011] At the same time, it may be desirable to maintain the so-called longitudinal dynamics of the vehicle or to prevent them from undergoing unwanted sudden changes. Longitudinal dynamics refers to the speed of the vehicle along its longitudinal axis. A change in longitudinal dynamics thus corresponds to a positive or negative acceleration. Alternatively, it may be desirable, for example, when initiating an overtaking maneuver, for the additional power required to be available without any dead time or without requiring a very large movement of the accelerator pedal to achieve the desired power demand, e.g., during a "boost" process.

[0012] In the first case, it may happen that the driver wants to initiate a gear change and thus moves the accelerator pedal beyond the point of maximum force. This can then happen that, with a steeply declining force profile, the driver unintentionally moves the accelerator pedal to a working position that does not actually correspond to the desired power requirement – ​​they can, so to speak, "overpress" the accelerator pedal, or the accelerator pedal can "fall through" to higher pedal travel values. This can happen if the accelerator pedal operator does not release the force on the accelerator pedal in time to exceed the maximum force of the force profile. Or if the driver is alerted, for example, by a vibration and suddenly presses the accelerator pedal hard in a kind of "startle reaction."

[0013] Such "over-pressing" or "dropping" of the accelerator pedal can result in a jerky or sudden increase in the engine's power demand. This can manifest itself, for example, in jerky or sudden acceleration of the vehicle, which can be perceived as unpleasant.

[0014] In the second case, it may be desirable that the overtaking process or the switching on of another engine (boost process) should take place without any time delay and that an increased power requirement should also be available immediately.

[0015] There may therefore be a need to provide a method for controlling the power of an engine that prevents any influence on or changes to the longitudinal dynamics that do not actually correspond to the driver's wishes, or to avoid unnecessary "dead times" when initiating an overtaking maneuver. Such a method should contribute to preventing a sudden and / or unwanted increase in the power demand on the engine, even in the event of a sudden "overstep" of the accelerator pedal beyond a desired position, by transmitting a haptic signal, and should avoid unnecessary "dead times" or time delays when initiating the "boost" process. Advantages of the invention

[0016] This need can be met by the subject matter of the present invention according to the independent claims. Advantageous embodiments of the present invention are described in the dependent claims.

[0017] According to a first aspect of the invention, a method for controlling and / or regulating the power of an engine is proposed which, compared to the prior art, can advantageously make a switching process between operating states of at least one engine or between two or generally a plurality of engines haptically known to the driver or operator of the accelerator pedal by applying a counterforce to the accelerator pedal, without resulting in a jerky or sudden change in the longitudinal dynamics of the vehicle that contradicts the driver's wishes. Or, e.g. when a "boost" process is triggered, a desired change in the longitudinal dynamics begins immediately, without any time delays or a significant change in the operating position of the accelerator pedal being necessary.

[0018] A gearbox or manual transmission coupled to the engine is considered to belong to the term “engine”.

[0019] This is achieved in that the method for controlling and / or regulating the power of at least one engine, in particular at least one engine of a motor vehicle, comprises the following steps: ▪ Detection of a working position (S) along a pedal travel (PW) of an accelerator pedal movable in an actuation direction between an initial position (A) and an end position (E), ▪ Determining a power requirement (PS) for the at least one engine using a first dependency relationship (510) between the working position (S) and the power requirement (P).

[0020] According to the invention, the accelerator pedal has an actuator element for applying a force (F) to the accelerator pedal that acts counter to the actuation direction. A force (F) can be applied to the accelerator pedal by means of the actuator element, the force (F) acting in a switching range (SB) along the pedal travel (PW). After the force (F) has been applied, the power requirement (P) to the at least one motor is determined using a further dependency relationship between the working position (S) and the power requirement (P). A sub-range (TB) extends along the pedal travel (PW) between a first sub-range end point (TB1) and a second sub-range end point (TB2).The first derivative of the performance requirement (P) according to the working position (S) of the further dependency relationship (550) in the sub-area (TB), in particular at each point of the sub-area, is changed compared to the first derivative of the performance requirement (P) according to the working position (S) of the first dependency relationship (510) in the same sub-area.

[0021] Where “PS” denotes the power requirement (P) at point “S” of the pedal travel or, more generally, “Px” denotes the power requirement (P) at point “x” of the pedal travel.

[0022] In other words, after the activation of the actuator element for applying a force that generally acts as a haptic signal (e.g., a vibration or a force profile), the method provides a further dependency relationship between the power requirement and the working position, which, in the sub-area (TB), when displayed in an XY diagram (X-axis corresponds to the working position (S), Y-axis corresponds to the power requirement (P)), has a flatter curve or a lower gradient (m) than in the same sub-area (TB) of the first dependency relationship. This is because the derivative of the power requirement with respect to the working position in this XY diagram corresponds precisely to the gradient according to the formula m = dP / dS. The further dependency relationship is therefore modified compared to the first dependency relationship in such a way that a plateau (with a gradient of zero) or at least a flattening is set in the sub-area, e.g.,a plateau-like flattening.

[0023] The switching range (SB) in which the force applied by the actuator element acts can be very small or even essentially point-like along the pedal travel. This can be the case, for example, if the haptic signal is a vibration, a knock, or a similar signal.

[0024] A subrange (TB) can be understood, for example, as a section along the pedal travel (PW) between the starting position (A) and the end position (E). In the XY diagram described above, the subrange thus corresponds to a section along the X-axis, to which values ​​of the power requirement are then assigned on the Y-axis.

[0025] The first partial range end point (TB1) may coincide with the starting position (A) or be slightly above it. The second partial range end point (TB2) may coincide with the end position (E) or be slightly below it. Preferably, neither the first partial range end point (TB1) nor the second partial range end point (TB2) is located at the starting position (A) or the end position (E). Particularly preferably, the two partial range end points (TB1, TB2) are at a distance of at least 5% of the pedal travel (PW) from the starting position (A) and the end position (E).

[0026] The second partial range end point (TB2) can be at least 1% and at most 50% higher than the first partial range end point (TB1), preferably at least 1% and at most 30% or at least 1% and at most 15%. The percentage values ​​are to be understood as relative values ​​and are oriented along the pedal travel (PW). For example, if the first partial range end point (TB1) is at a value of 30% along the pedal travel, a distance of 10% from the first partial range end point (TB1) corresponds to a position of 33% along the pedal travel.

[0027] It should be understood that if more than one motor is present, the power requirement of the first and the further dependency relationship can be transmitted to each of the motors, so that in total the desired power requirement is transmitted to the motor(s).

[0028] The method can provide that at least one point (PP) of the sub-area (TB) of the further dependency relationship, in particular the first or second sub-area end point (TB1, TB2), is assigned the same performance requirement (P) as the same point (PP) in the first dependency relationship.

[0029] According to a second aspect of the invention, a power control arrangement for at least one engine, in particular for at least one engine of a motor vehicle, is proposed which, in comparison to the prior art, can advantageously make a switching process between operating states of the at least one engine or between two engines haptically known to the driver or operator of the accelerator pedal by applying a counterforce to the accelerator pedal, without there being a jerky or sudden change in the longitudinal dynamics of the vehicle contrary to the driver's wish or without there being a time delay during the switching process.

[0030] This is achieved in that the power control arrangement for at least one engine is designed in such a way that a method according to the first aspect of the invention for controlling and / or regulating the power of the at least one engine is carried out thereon. The power control arrangement comprises an accelerator pedal movable between an initial position (A) and an end position (E) along a pedal travel (PW). It further comprises a sensor for detecting an operating position (S) of the accelerator pedal along the pedal travel (PW). It further comprises a control unit for determining the power requirement (P) to the engine. The control unit for determining the power requirement (PS) uses a first dependency relationship between the power requirement (P) and the operating position (S) or a further dependency relationship between the power requirement (P) and the operating position (S).

[0031] According to a third aspect of the invention, a computer program product is proposed which, in comparison to the prior art, can advantageously haptically inform the driver or operator of the accelerator pedal of a switching process between operating states of the at least one engine or between two engines by applying a counterforce to the accelerator pedal, without resulting in a jerky or sudden change in the longitudinal dynamics of the vehicle contrary to the driver's wishes or without a time delay occurring during the switching process.

[0032] This is achieved in that the computer program product contains a program code which, when executed on a data processing unit, carries out a method according to the first aspect of the invention.

[0033] Compared to the prior art, this provides a method for controlling and / or regulating the power of an engine or a power control arrangement for an engine or a computer program product is provided, in which the power requirement is stabilized and does not change jerkily. In a vehicle operated with at least one engine, this has the effect of stabilized longitudinal dynamics and does not change jerkily. If, for example, as a result of the activation of the actuator and the transmission of the haptic signal (e.g. a counterforce, a knock or a vibration), the driver jerks or suddenly moves the accelerator pedal into a working position that is greater than he actually intended, i.e. he “oversteps” the accelerator pedal and as a result actually causes an equally jerky orIf there is a sudden increase in the power demand on the engine, the method prevents or mitigates this jerky or sudden increase in the power demand by using the additional dependency relationship. Alternatively, the method reduces or avoids an unnecessary or undesirable "dead time" or time delay between the desire to initiate the switching process (e.g., a "boost" process) and the provision of an additionally increased power demand.

[0034] By determining the power demand (P) on the engine as a function of the working position (S) with the aid of the further dependency relationship, the longitudinal dynamics of the vehicle can advantageously be maintained at least over a section of the pedal travel or can be changed to a considerably lesser extent than would be the case if the working position were increased in the event of the accelerator pedal being "over-pressed" or "fallen through" as a result of the force applied by the actuator element to transmit a haptic signal (e.g. a knock or a force profile) using the first dependency relationship. Because the first derivative of the power demand (P) with respect to the working position (S) in the further dependency relationship is lower in the sub-area (TB) than in the same sub-area of ​​the first dependency relationship, the power demand on the engine is advantageously only slightly increased when the working position of the accelerator pedal is increased.If the gradient or the first derivative in the sub-range is zero, the power requirement is not changed at all when the working position is changed within the sub-range. Advantageously, the power requirement (P) set from the first dependency relationship initially remains constant at at least one point in the sub-range when the power requirement (P) is determined from the further dependency relationship.

[0035] This advantageously allows for an unintentional, sudden increase in power demand resulting from an inadvertent "over-pressing" or "dropping" of the accelerator pedal to be absorbed. This prevents the vehicle from reacting in a way that would be perceived as unpleasant, uncomfortable, or frightening, for example, due to a sudden or jerky increase in longitudinal dynamics (e.g., in the form of acceleration).

[0036] Alternatively, after applying the force to the accelerator pedal by means of the actuator element and using the further dependency relationship, it can be achieved that upon further actuation of the accelerator pedal along the actuation direction, a higher power requirement can be called up immediately, ie without further time delays or a longer pedal travel.

[0037] Advantageous further developments of the invention are the subject of the subclaims.

[0038] The method can provide that the first derivative of the performance requirement (P) with respect to the working position (S) of the further dependency relationship in the sub-area (TB) is lower than the first derivative of the performance requirement (P) with respect to the working position (S) in the same sub-area of ​​the first dependency relationship.

[0039] The method may provide that the averaged derivative of the further dependency relationship in the sub-area is smaller than the averaged derivative (e.g. arithmetic mean or a weighted mean) of the first dependency relationship in the sub-area.

[0040] The method can provide that the first derivative of the power requirement (P) with respect to the working position (S) of the further dependency relationship in the sub-area (TB) is at least 30% lower than the first derivative of the power requirement (P) with respect to the working position (S) in the same sub-area of ​​the first dependency relationship or that the first derivative of the power requirement (P) with respect to the working position (S) of the further dependency relationship in the sub-area (TB) is zero.

[0041] This allows the change in longitudinal dynamics when the accelerator pedal is over-pressed to be adjusted in a targeted manner so that this change is not perceived as unpleasant. If the first derivative is zero, the longitudinal dynamics do not change at all when the accelerator pedal is depressed in a specific range.

[0042] The method can provide that the first derivative of the power requirement (P) according to the working position (S) of the further dependency relationship (550) in the sub-area (TB) is greater, in particular at least 30% greater, than the first derivative of the power requirement (P) according to the working position (S) in the same sub-area of ​​the first dependency relationship (510),

[0043] This advantageously ensures that, immediately upon moving the accelerator pedal to a position within the partial range, the power demand on the engine(s) increases compared to the power demand at the same position in the first dependency relationship. This allows, for example, an overtaking maneuver to be initiated in a targeted manner by instantaneous "boosting." This is because, to achieve the desired power demand, the accelerator pedal no longer needs to be moved as far along the actuation direction as when using the first dependency relationship. The force applied by the actuator element can be caused, for example, by a force profile, knocking, or vibration.

[0044] The method can provide that the further dependency relationship (550) between the second sub-range end point (TB2) and the end position (E) results from the first dependency relationship (510) by a compression along the axis with the values ​​of the working position (S) and along the axis with the values ​​of the power requirement (P) from the first dependency relationship (510), in particular by a linear compression.

[0045] Compression advantageously enables particularly simple modification of the further dependency relationship compared to the first dependency relationship. Furthermore, the longitudinal dynamics of the vehicle or the power demand on the engine for the driver or accelerator pedal operator change very little in this way even after leaving the partial range, i.e., even for accelerator pedal positions or working positions (S) above the second partial range end point (TB2). Furthermore, such compression can advantageously ensure that the power demand of the further dependency relationship at the starting point (A) and the end point (E) is the same as for the first dependency relationship.This also means that there is no jump in the performance requirement (P) during the transition from the working position at the second sub-range end point (TB2) to higher working positions, and the further dependency relationship is therefore advantageously continuous.

[0046] A linear compression in an XY diagram or a characteristic diagram consisting of pairs of values ​​(X, Y) for mapping one value range to another is the multiplication of one of the two values ​​or both values ​​of each pair of values ​​or the distance of these values ​​from a reference point in the compression range by a constant factor. The constant factor for the X values ​​can be different from the constant factor for the Y values. A pair of values ​​(X, Y) thus becomes the value pair (a1*(X-c1), a2*(Y-c2)), where a1 and a2 are the constant factors and c1 and c2 are constants to represent situations in which a range does not start at zero. If linear compression occurs only along one of the two axes, one of the two constant factors is 1 (one). In a non-linear compression, on the other hand, the factors a1 and a2 can vary depending on the value X or Y.

[0047] A further development of the method provides that the switching range (SB) extends between a first path point (WP1) and a third path point (WP3), wherein the force (F) applied by the actuator element to the accelerator pedal has a local force maximum (FLmax) at a second path point (WP2), wherein in particular the first path point (WP1) is closer to the starting position (A) than the third path point (WP3). Advantageously, the driver is given a haptic indication upon reaching the first path point (WP1) that a switching operation can take place upon further movement of the accelerator pedal. This occurs because the driver must apply an increasing force to move the accelerator pedal further up to the second path point (WP2). After reaching the second path point (WP2), the applied force drops more or less steeply until the third path point (WP3), where the force-displacement characteristic curve, for example,again corresponds to the force-displacement characteristic curve that was also specified without the actuator element - this curve can be perceived as a "kick-down".

[0048] The first waypoint can be considered, for example, the beginning of the force application, i.e., the beginning of the deviation from the "normal" force-displacement curve. The third waypoint can be considered, for example, the end of the force application, i.e., the end of the deviation from the "normal" force-displacement curve. From the first waypoint (WP1) to the second waypoint (WP2), the counterforce exerted by the actuator element increases up to the force maximum (FLmax). From the second waypoint (WP2) to the third waypoint (WP3), the counterforce then decreases again.

[0049] A further development of the method provides that the position of the first waypoint (WP1), the second waypoint (WP2) and the third waypoint (WP3) along the pedal travel (PW) can be variable. This makes it advantageous, for example in automatic vehicles, to adapt the "kick-down" point caused by the application of force to the currently used gear. In hybrid vehicles, the power point at which, for example, switching takes place from the electric motor to the combustion engine or at which, for example, the electric motor is connected to the combustion engine for "boosting", can be adapted to the operating conditions (e.g. the battery charge level). For example, with low battery charge or capacity or, for example, at low outside temperatures, the switching range can be closer to the starting point (A) than with a high battery charge.In city traffic, the maximum applied force can be increased in order to make it particularly clear to the driver that the operating mode of the electric motor should be maintained. The perception of the haptic signal can also be adjusted via the distances between the three waypoints (WP1, WP2, WP3) from one another, e.g. between "Comfort" with gentle gradients (derivation of the force (F) according to the distance (S)) or "Sporty" with steep gradients, e.g. a rapid drop in force from the second to the third waypoint. The method can then also variably define the position of the sub-area in the further dependency relationship. This advantageously allows many situations and driving conditions to be covered flexibly by the method.

[0050] A further development of the method provides that the first sub-area end point (TB1) corresponds to the first waypoint (WP1) and that the second sub-area end point (TB1) corresponds at least to the third waypoint (WP3), or that the first sub-area end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2) and that the second sub-area end point (TB1) corresponds at least to the third waypoint (WP3) or that the first sub-area endpoint (TB1) corresponds to the second waypoint (WP2) and that the second sub-area endpoint (TB1) corresponds at least to the third waypoint (WP3). The second sub-area endpoint can be selected such that it is at most 20%, preferably at most 10%, above the third waypoint (WP3).

[0051] The expression "a point X corresponds at least to point Y" means that the position of point X along the pedal travel (PW) corresponds at least to the position of point Y. Therefore, point X, viewed along the pedal travel, is at the same position or closer to the end position (E) than point Y.

[0052] If the accelerator pedal is "over-pressed" or "falls through", it can "fall through" beyond the third waypoint, even though the driver actually only intended to move it to the third waypoint (WP3). The fact that the second sub-range end point (TB2) corresponds at least to the position of the third waypoint has the advantage that if the accelerator pedal is "over-pressed" or "falls through", the slight gradient of the sub-range of the further dependency relationship is maintained up to the position in which the accelerator pedal was "over-pressed", and thus the power demand does not increase or only increases slightly compared to the start of the sub-range (TB). In the case of a "boost" process, this advantageously prevents the power demand from being called up over too large a range along the pedal travel. For this purpose, the second sub-range end point (TB2) is advantageously located at the third waypoint (WP3) or at most 10% or 20% above the third waypoint (WP3).

[0053] The fact that the first sub-range end point (TB1) corresponds to the first way point (WP1) has the advantageous effect that from the start of the shift range (SB) at the first way point (WP1) the power requirement is no longer increased or only increased slightly with increasing working position. This advantageously means that in the shift range (SB), preferably in the entire shift range (SB), the power requirement is only increased slightly or not at all, and the driver can quickly pedal through the shift range. The fact that the first sub-range end point (TB1) lies between the first way point (WP1) and the second way point (WP2) has the advantageous effect that the power requirement is still valid for a distance along the pedal travel (PW) after the start of the shift range.This means that the driver still has a section of the path from the onset of the actuated counterforce to increase the power requirement before the further dependency relationship with the flatter gradient or the constant power requirement sets in.

[0054] Alternatively, this can advantageously be achieved by allowing the accelerator pedal operator to request an increased power demand, e.g., as part of a "boost" process, immediately upon reaching the position of application of an increasing force (at the first waypoint (WP1)). If the first partial range end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2), the operator can still decide, within a small section of the pedal travel (PW), after sensing an increasing counterforce along the pedal travel (PW), whether to actually initiate the gearshift and thereby initiate, for example, the "boost" process.

[0055] The fact that the first sub-range end point (TB1) corresponds to the second way point (WP2) has the advantageous effect that the driver only causes no or only a slight increase in the power requirement once the applied local force maximum has been exceeded up to the second sub-range end (TB2). If the gearshift is triggered, for example, when the second way point (WP2) is reached or exceeded (shift point), the driver can be given the feeling of continuously increasing the power requirement with increasing working position of the accelerator pedal up to the shift point, while at the same time preventing unwanted acceleration from being caused when the accelerator pedal "falls through" after the second way point (WP2).

[0056] A further development of the method provides that the further dependency relationship (550) is used when the working position (S) exceeds a triggering working position (S0), wherein the triggering working position (S0) is equal to the first partial range end point (TB1), or wherein the triggering working position (S0) is smaller than the first partial range end point (TB1), in particular by at most 20% smaller.

[0057] A further development of the method provides that the further dependency relationship is only used when the working position (S) occupies a position in a pedal travel interval (PWI) which extends from the triggering working position (S0) to an end working position (S_End), wherein the end working position (S_End) corresponds at least to the second partial range end point (TB2).

[0058] This advantageously ensures that the first dependency relationship is only deviated from on a case-by-case basis, and that the further dependency relationship is only used when, for example, the first partial range end point (TB1) is reached. This can ensure that the further dependency relationship is no longer used as soon as the working position is not within the pedal travel interval (PWI). The further dependency relationship can thus be used purely on a case-by-case basis, depending on the accelerator pedal position. If the triggering working position (S0) is smaller than the first partial range end point (TB1), more time is advantageously available to modify the first dependency relationship towards the further dependency relationship.

[0059] A further development of the method provides that the further dependency relationship is only used if the working position (S) immediately before entering the pedal travel interval (PWI) had a value that was smaller than the triggering working position (S0). This advantageously ensures that when the accelerator pedal is released from a higher working position (S) than the triggering working position (S0), the currently valid dependency relationship can always be used and there is no change in driving behavior. In other words, the method only effects a modification to the further dependency relationship when the counterforce must be overcome by the actuator.

[0060] A further development of the method provides that the dependency relationships between the power requirement (P) and the working position (S) are stored as a pedal characteristic curve in a memory, wherein in the pedal characteristic curve values ​​of power requirements are assigned to values ​​of pedal positions, or that the dependency relationships between the power requirement (P) and the working position (S) are stored as a characteristic map in a memory, wherein in the characteristic map values ​​of power requirements are assigned to values ​​of pedal positions, or that the dependency relationships between the power requirement (P) and the working position (S) are stored as one or more functional relationships in a memory, wherein a value for the power requirement (P) can be calculated from the functional relationship or from the functional relationships from the value of a pedal position.This advantageously ensures that the dependency relationships are accessible in a simple and quick manner, for example for a control device or a control unit.

[0061] A further development of the power control arrangement provides that when an operating position (S) is determined which is greater than or equal to the second travel point (WP2), the power requirement (PS) assigned to the operating position (S) is transmitted at least in part to a second motor. This advantageously makes it possible, for example, to switch partially or completely from an electric drive to an internal combustion engine when the second travel point (WP2), i.e. the local power maximum, is reached or exceeded. It is also conceivable for the switching process to consist of connecting one motor to another, for example during the "boost" process. Here, for example, an electric motor can be connected to an internal combustion engine or another electric motor to quickly increase the power requirement. Drawings

[0062] They show: Fig. 1a is a schematic representation of a power control arrangement for at least one engine of a motor vehicle; Fig. 1b a force-displacement diagram of the accelerator pedal with and without an applied force profile and a corresponding first dependency relationship between a power requirement and a working position in a representation as a pedal characteristic curve; Fig. 2a shows a force-displacement diagram of the accelerator pedal with applied force profile and the corresponding further dependency relationship according to one embodiment; Fig. 2b shows a section of a force-displacement diagram of the accelerator pedal with an applied force profile and the corresponding further dependency relationship according to a further embodiment; Fig. 2c shows a section of a force-displacement diagram of the accelerator pedal with an applied force profile and the corresponding further dependency relationship according to a further embodiment; Fig. 2d shows a section of a force-displacement diagram of the accelerator pedal with an applied force profile and the corresponding further dependency relationship according to a further embodiment; Fig. 3 a section of a force-displacement diagram of the accelerator pedal with applied force profile and the corresponding further dependency relationship according to a further embodiment.

[0063] All figures are merely schematic representations of the methods, devices, or computer program products according to the invention, or their components, according to exemplary embodiments of the invention. In particular, distances and size relationships are not shown to scale in the figures. Corresponding elements in the various figures are provided with the same reference numerals.

[0064] In Fig. Figure 1a shows a highly simplified representation of a power control arrangement 950. The power control arrangement 950 can be used, for example, in a motor vehicle 900 with a first engine 910, which can be embodied, for example, as an internal combustion engine and / or electric motor. A plurality of motors can also be provided, e.g., an electric motor and an internal combustion engine on several wheels.

[0065] The motor vehicle 900 can also have a further motor 920 (shown in dashed lines). This can also be designed as an internal combustion engine and / or electric motor. If, for example, the first motor 910 is an electric motor and the second motor 920 is an internal combustion engine, the power control arrangement 950 can switch back and forth between the two motors depending on the power requirement. This means that up to a certain limit of the power requirement, the motor vehicle is operated, for example, solely with the electric motor. If the power requirement exceeds this limit, it switches partially or completely to the internal combustion engine. This means that the power requirement is partially or completely transferred to the other motor or retrieved from it.

[0066] The power of the motor 910 or of the motors 910 and 920 can be controlled and / or regulated via the power control arrangement 950 by means of an electronic accelerator pedal 100, which is actuated, for example, by a driver's foot 140. For this purpose, a sensor 200 detects an operating position (S) of an accelerator pedal 100 or gas pedal 100, and the power of the motor 910 or of the motors 910 and 920 of the motor vehicle 900 is controlled and / or regulated depending on the operating position (S) of the accelerator pedal 100. In the case of an internal combustion engine as the motor 910, for example, a throttle element (not shown here), for example a throttle valve, is moved by an actuator, and in the case of an electric motor, the electrical power supplied to the electric motor is controlled and / or regulated accordingly. In an initial position (A) of the accelerator pedal 100, the engine 910, 920, for example, requests the minimum power, for example as idle (combustion engine) oras a stationary or de-energized motor (electric motor), while in an end position (E) of the accelerator pedal 100, for example, a maximum power requirement (Pmax) is requested from the motor 910, 920, which can correspond to a full load point of the engine. The starting position (A) can correspond to a value of 0% of the total pedal travel (PW). The end position can correspond to a value of 100% of the total pedal travel (PW). If the total pedal travel is, for example, 90°, ie: the pedal can be moved 90° between the starting position (A) and the end position (E), 0° corresponds to a value of 0% and 90° to a value of 100%. The motor vehicle 900 thus has an electronic gas system or an electronic accelerator pedal. The accelerator pedal 100 is movable between the starting position A and the end position E along a pedal travel (PW). The direction from the starting position (A) to the end position (E) corresponds to the actuation direction 280 of the accelerator pedal.

[0067] In the illustrated embodiment, the accelerator pedal 100 is pivotally mounted on a bearing 110 about a rotational axis 112 between the initial position (A) and the end position (E). With an elastic element 120, which can be designed, for example, as a spring 121, a restoring force can be applied to the accelerator pedal 100 in the direction of the initial position (A), i.e., opposite to the actuation direction 280. This results in, for example, a linear, in Fig. 1b above shown force-displacement characteristic curve: with a certain force applied to the pedal in the actuation direction 280, a defined working position S of the accelerator pedal 100 is reached according to the force-displacement characteristic curve.

[0068] The spring 121 is attached to a spring bearing 124 and to the accelerator pedal 100 and thus forms a return device. A sensor 200, which can be designed, for example, as a Hall sensor or a resistance potentiometer, detects an operating position (S) of the accelerator pedal 100, for example as a rotation angle 130 (α) of the accelerator pedal 100. In other embodiments, the accelerator pedal 100 can also generate a linear movement and the sensor 200 can be designed such that it detects, for example, a distance by which the accelerator pedal 100 is moved. The data recorded by the sensor 200 regarding the operating position (S) of the accelerator pedal 100 are transmitted by means of a Fig. 1a, to a control unit 500. The control unit 500 can be designed, for example, as a control unit or as an on-board computer of the motor vehicle 900. The control unit 500 can have a memory (not shown) for storing data and / or functions, as well as a processor (not shown). Depending on the data recorded by the sensor 200 regarding the operating position (S) of the accelerator pedal 100 and using a first dependency relationship 510, for example stored in the memory, between the power demand (PS) and the operating position (S), the power of the engine 910 of the motor vehicle 900 is controlled and / or regulated depending on the operating position (S) of the accelerator pedal 100.

[0069] The first dependency relationship 510 can, for example, be a pedal characteristic curve in which values ​​of power requirements (PS) are assigned to values ​​of working positions (S). The first dependency relationship 510 can also be a characteristic map in which values ​​of power requirements (PS) are assigned to values ​​of working positions (S) or pedal positions. The first dependency relationship 510 can also be designed as a functional relationship in which a value for the power requirement (PS) can be calculated from the value of a working position (S) or a pedal position. It is possible to plot such dependency relationships, for example the first dependency relationship 510, in a diagram in which, for example, the values ​​of the pedal position orthe working position (S) of the accelerator pedal 100 are shown, and on the y-axis, the power requirement (PS) values ​​associated with these values. Such diagrammatic representations for the first dependency relationship 510, as well as for other dependency relationships, are shown in the . Fig. 1b and 2a to 2d.

[0070] In the Fig. In Figure 1a, the accelerator pedal 100 is shown in its initial position (A) as a solid line. The accelerator pedal 100 is shown in its end position (E) as a dashed line and designated by reference numeral 100b. An operating position (S) of the accelerator pedal 100, located between the initial position (A) and the end position (E), is shown as a dash-dotted line with reference numeral 100a. For the end position (E), the elastic element 120, designed as a spring 121, is shown in a compressed form as a dashed line.

[0071] The accelerator pedal 100 of the power control arrangement 500 is designed as an active accelerator pedal in the illustrated embodiment. For this purpose, an actuator element 300 is provided below the accelerator pedal 100, on the side facing away from the foot 140. The actuator element 300 can, for example, be designed as a motor which, by means of a transmission element 310, applies a force to the side of the accelerator pedal 100 facing away from the foot 140. This force acts in addition to the force of the elastic element 120, i.e., counter to the actuation direction 280 of the accelerator pedal. The application of force or the haptic signal transmission (e.g., a knock, a vibration, or a force profile impressed along a region of the pedal travel) by means of the actuator element 300 and the transmission element 310 can be situation-dependent. It can, for example, depend on the current driving situation orOperating situation (currently used gear of the transmission, battery capacity for an electric motor, current position of the vehicle, e.g. inner city, outside temperature, speed, acceleration, distance from the vehicle in front, recognized dangerous situation, recognition of an uneconomical driving style, etc.) and / or from reaching a certain working position (S) of the accelerator pedal.

[0072] Fig. The lower part of Figure 1b shows the first dependency relationship 510 in a diagram, in which the working position (S) or the pedal position, which is detected by the sensor 200, is shown on the X-axis. The working position (S) can lie between the starting position (A) shown at the origin and the end position (E). The starting position (A) corresponds in Fig. 1b represents 0% of the pedal travel (PW) and the end position (E) corresponds to 100% of the pedal travel (PW). Depending on the design of the accelerator pedal 100, the working position (S) can be measured, for example, as a rotation angle α in degrees or, for example, as a distance S in a unit of length, e.g., in millimeters. The power P to be requested from the motor 910 or from the motors 910 and 920 in Newton meters or in watts, or the requested torque T in Newton meters, is plotted on the Y-axis. Each working position (S) is assigned a power requirement (PS). PS denotes the power requirement P at point S of the pedal travel (PW). The relationship between the working position (S) and the power requirement (P) can be read or determined using the illustrated solid line, a pedal characteristic curve, the first dependency relationship 510.The dependency relationship shows increasing power requirements for increasing accelerator pedal positions and reaches the maximum power requirement (PE = Pmax) for the end position (E).

[0073] In the upper part of the Fig. Figure 1b shows the "normal" force-displacement characteristic curve 512 (solid line) associated with the accelerator pedal, as well as a force-displacement characteristic curve 552 (dashed line) modified by the actuator element 300. The force in Newtons is plotted on the Y-axis, while the displacement or working position S in mm or the angle of rotation α in degrees is plotted on the X-axis. The range plotted on the X-axis corresponds to the range plotted on the X-axis from the lower part.

[0074] The "normal" force-displacement characteristic curve 512 is generated solely by the elastic element 120, 121 and is linear, for example. This means that for an increasing displacement or a working position S, an increasing force F must be applied in the actuation direction 280. Depending on the working position S set by the applied force, a power requirement PS is then retrieved or determined from the first dependency relationship 510 and transmitted to the at least one motor 910, 920.

[0075] In order to indicate an impending gear change when the power requirement continues to increase (e.g. in an automatic transmission to a lower gear for overtaking or when switching from electric motor operation to combustion engine operation or when switching on an additional motor to trigger a "boost" process), a force profile can be impressed on the "normal" force-displacement characteristic curve 512 of the accelerator pedal 100 by means of the actuator element 300. This can be applied as a "kick-down" force profile and is additionally applied to the "normal" force-displacement characteristic curve, for example, between a first path point (WP1) and a third path point (WP3) along the pedal travel. At a second path point (WP2), the applied force profile reaches a local maximum (FLmax). The force profile has the shape of a triangle, for example. The force-displacement characteristic curve modified in this way thus has a force peak between the first waypoint (WP1) and the third waypoint (WP3).The perceived character of such a force profile, or kick-down force profile, can be adjusted by adjusting the gradient of the right flank of the force profile in the figure (between the second waypoint (WP2) and the third waypoint (WP3)). The steeper the gradient, the more "sporty" the exceeding of the shift point, as indicated by the force profile, feels.

[0076] It is understood that the haptic signal, according to which the further dependency relationship 550 is used, can also be a vibration or a knock instead of the force profile. This also applies to the embodiments described below.

[0077] The first waypoint (WP1) can, for example, be located at a point along the pedal travel (PW) that is at least 3% and at most 40% shorter than the point along the pedal travel (PW) at which the third waypoint (WP3) is located. Preferably, the first waypoint (WP1) is located at a point along the pedal travel (PW) that is at least 5% and at most 20% shorter than the point at which the third waypoint (WP3) is located.

[0078] If the driver now wants to consciously initiate or confirm the gearshift process or if he wants to call up a power requirement that corresponds to a working position SD that lies behind the force profile (i.e., for values ​​greater than the third waypoint (WP3)), he must first apply an increased force along the actuation direction 280 to the accelerator pedal 100.

[0079] However, there is the possibility that the accelerator pedal 100, after reaching the local force maximum (FLmax) at the second travel point (WP2), remains subjected to a force (F) that causes the movement of the accelerator pedal 100 into an actual working position (SI) that is greater than the desired working position (SD) - corresponding to the jump along the pedal travel (PW) indicated by the arrow 600. The accelerator pedal 100 can therefore be "overstepped" or "fall through." This, in turn, causes a power requirement (PSI) to be set in the first dependency relationship 510 that is greater than the actually desired power requirement PSD. This can result in unwanted acceleration or a change in the longitudinal dynamics. If the switching point is exceeded (e.g.If a "boost" process is to be triggered (e.g., from the first waypoint (WP1) or at the second waypoint (WP2)), it may be desirable to have greater power available immediately and not only after a longer period of further movement of the accelerator pedal. In other words, an unnecessary time delay ("dead time") or an unnecessary distance should be avoided, and the longitudinal dynamics of the vehicle should be deliberately and significantly altered.

[0080] With the proposed method, the longitudinal dynamics can be smoothed or stabilized after activation of the actuator element 300, or a "dead time" when a power "boost" is activated can be avoided. Then, for example, the method for controlling and / or regulating the power of the at least one motor 910, 920 can dynamically (i.e., situationally controlled) and, if necessary, temporarily use a further dependency relationship 550 between the working position (S) and the power requirement (PS) instead of the first dependency relationship 510. This further dependency relationship can be a modification of the first dependency relationship in a partial range of the pedal travel (PW).

[0081] Fig. 2a shows in the upper part a force-displacement characteristic curve 552 modified by a force application by means of the actuator element 300 (in the area between the first waypoint (WP1) and the third waypoint (WP3). In the lower part of the figure, the corresponding first dependency relationship 510 is shown as a dashed line in an XY diagram, but here together with the further dependency relationship 550 as a solid line.

[0082] The further dependency relationship 550 is modified compared to the first dependency relationship 510. The further dependency relationship 550 has a partial range (TB) that extends along the pedal travel (PW) between a first partial range end point (TB1) and a second partial range end point (TB2). In the illustrated embodiment, the first partial range end point (TB1) coincides with the first waypoint (WP1) and the second partial range end point (TB2) coincides with the third waypoint (WP3). Thus, the shift range (SB) and the partial range (TB) are congruent along the X-axis. In other embodiments, the partial range (TB) can also be offset from the shift range (SB) or lie within the shift range (SB). The shift range (SB) can also lie within the partial range (TB) (always relative to a range of the pedal travel).

[0083] Within the subrange (TB), the further dependency relationship 550 is plateau-like. The derivative of the power requirement (P) with respect to the working position (S) or the angle of rotation (Alpha) is essentially zero (dP / dS ≈ 0 or dP / dAlpha ≈ 0), in particular exactly zero (dP / dS = 0 or dP / dAlpha = 0). In other words, when the working position (S) changes from the second subrange endpoint (TB2) to the first subrange endpoint (TB1), the power requirement (P) does not change (at dP / dS = 0) and (PTB2 corresponds to PTB1) or changes only very slightly (at dS / dS ≈ 0). As can be clearly seen in the figure, in the further dependency relationship 550, the derivative of the power requirement (P) with respect to the working position (S) in the sub-area (TB) is lower than in the section of the first dependency relationship 510 lying between the first sub-area end point (TB1) and the second sub-area end point (TB2).

[0084] In the working position area (S) from the starting position (A) to the first sub-area end point (TB1), the first dependency relationship 510 and the further dependency relationship 550 are identical. However, other courses of the further dependency relationship 550 with respect to the first dependency relationship 510 are also possible here.

[0085] The first sub-range endpoint (TB1), which lies at lower pedal travel values ​​than the second sub-range endpoint (TB2), can be viewed as the starting point for the dynamic change from the first dependency relationship 510 to the further dependency relationship 550. The position of the first sub-range endpoint (TB1) can, for example, be given by the position of the first waypoint (WP1). In the further dependency relationship 550, the first sub-range endpoint (TB1) is assigned the same power requirement as in the first dependency relationship 510, namely the power requirement PTB1. This point is labeled "PP" in the figure.

[0086] A triggering working position (S0), for example, can also be provided. If the working position S reaches the triggering working position (S0), in particular coming from a lower value than the triggering working position (S0), this can be the point in time or situation in which the method uses the further dependency relationship 550 instead of the first dependency relationship 510 for the power request. In this way, it can be anticipated that the driver may reach the shift range and intend to exceed the shift point at the second waypoint (WP2). The triggering working position (S0) can, for example, coincide with the first waypoint (WP1). However, it can also be at lower values, e.g., at most 20% lower values ​​than the position of the first waypoint (WP1) or at most 10% lower values.

[0087] Furthermore, an end operating position (S_End) can be provided, which lies at values ​​greater than the triggering operating position (S0). A pedal travel interval (PWI) is defined between the triggering operating position (S0) and the end operating position (S_End). It can be provided that the further dependency relationship 550 is only applied if the determined operating position (S) lies within the pedal travel interval (PWI).

[0088] Between the second sub-range end point (TB2) and the end position (E), the further dependency relationship 550 can be formed from the first dependency relationship 510 by a compression along the X-axis. The first dependency relationship 510, which runs between the first sub-range end point (TB1) and the end position (E), is compressed linearly along the X-axis to the area between the second sub-range end point (TB2) and the end position (E). The compression factor for such a linear compression is determined by the relationship: a1 = (E-TB2) / (E-TB1). Each value pair (X1, Y1) of the first dependency relationship 510 from the area between the starting position (A) and the second sub-area end point (TB2) is determined to obtain the further dependency relationship 550 in the area of ​​the starting position (A) and the first sub-area end point (TB1) according to the relationship (X1_new, Y1_new) ≈ (TB2 + a1*(X1-TB1), Y1).This compression is indicated by the horizontal arrows 700 pointing from left to right.

[0089] This compression ensures that the further dependency relationship 550 between the second sub-range end point (TB2) and the end position (E) passes through all values ​​of the power requirement that the first dependency relationship 510 between the first sub-range end point (TB1) and the end position (E) passes through, namely the power requirements PTB1 to PE. Furthermore, it is also ensured that in the event of a sudden or abrupt "fall" of the accelerator pedal 100 to values ​​of the working position (S) above the second sub-range end point (TB2), the power requirement called up there according to the now applicable further dependency relationship 550 is not as high as it would be according to the first dependency relationship 510. Accordingly, the increase in the longitudinal dynamics or the speed is smoothed or stabilized.

[0090] It is of course possible that in the further dependency relationship 550, the area between the second sub-area end point (TB2) and the end position (E) is not (everywhere) obtained by linear compression. In particular, shortly before reaching the second sub-area end point (TB2), the further dependency relationship 550 can take a course such that the transition to the area beyond the sub-area (TB) is continuously differentiable, i.e., the transition is smooth and not angular or sharp. Similarly, the transition from the area below the first sub-area end point (TB1) into the sub-area (TB) can be designed such that the sub-area (TB) transitions continuously differentiable into the part of the further dependency relationship 550 lying above the first sub-area end point (TB1).

[0091] Fig. 2b is analogous to Fig. 2a shows a modified force-displacement characteristic curve 552 in an XY diagram at the top and the first dependency relationship 510 (dashed line) and the further dependency relationship 550 (solid line) at the bottom. However, both diagrams are only shown in sections around the switching range (SB) in order to better illustrate the relationships.

[0092] In contrast to Fig. 2a, the further dependency relationship 550 in the sub-area between the first sub-area end point (TB1) and the second sub-area end point (TB2) has a first derivative (i.e., gradient) of the power requirement (P) with respect to the working position (S) that is different from zero, but smaller than the first derivative of the power requirement (P) with respect to the working position (S) of the first dependency relationship 510 in the same sub-area (TB). In the further dependency relationship 550, the area between the second sub-area end point (TB2) and the end position (E)—not shown here—can result from a linear compression both along the X-axis and along the Y-axis. This is illustrated by the arrows 720 pointing diagonally upwards to the right, each of which has a compression component 700 along the X-axis and a compression component 710 along the Y-axis.By using a gradient other than zero in the partial range, the longitudinal dynamics, the speed, or the power requirement (P) can be slightly increased compared to the power requirement (PTB1) in the event of a jerky or sudden "over-pressing" or "falling through" of the accelerator pedal 100. However, the increase in the power requirement (P) is advantageously not as drastic as would be the case when using the first dependency relationship 510. The triggering working position (S0), the first partial range end point (TB1), and the first waypoint (WP1) coincide in this example.

[0093] Fig. 2c also shows only a section along the x-axis. Fig. 2a, the further dependency relationship 550 differs from the first dependency relationship 510 from Fig. 2c in that, in the further dependency relationship 550, the first sub-range endpoint (TB1) coincides with the second waypoint (WP2) of the force profile. The sub-range (TB) thus extends between the second waypoint (WP2) with its local force maximum and the third waypoint (WP3). The gradient in the sub-range is also zero here. However, Sia can also be selected to be greater than zero in other embodiments.

[0094] Fig. 2d differs from the embodiment of Fig. 2b in that the first sub-range end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2), and that the second sub-range end point (TB2) lies at values ​​above the third waypoint (WP3). For example, the degree of "over-pressing" or "falling through" of the accelerator pedal after exceeding the maximum force at the second waypoint (WP2) can be anticipated. The driver thus "over-presses" the accelerator pedal, but due to the use of the further dependency relationship 550, the power requirement he or she envisions is achieved - at least approximately - (e.g., PTB2) and not the higher and undesirable power requirement that corresponds to the "over-pressing" working position SI in the first dependency relationship 510, which lies, for example, at the second sub-range end point (here, for example, PSI_1 = PTB2_1: shown in italics and in parentheses).

[0095] Fig. 3 differs from the embodiment of Fig. 2b in that the gradient or the first derivative of the power requirement (P) according to the working position (S) of the further dependency relationship (550) in the sub-area (TB) is higher or greater than the first derivative of the power requirement (P) according to the working position (S) of the first dependency relationship (510). It can be, for example, at least 10% higher, preferably at least 30% higher or greater. The average gradient of the further dependency relationship in the sub-area (TB) can also be greater than the average gradient of the first dependency relationship (510) in the sub-area (TB).

[0096] Such a design is suitable, for example, for achieving increased power demand without any delay or with very little pedal travel. For example, it can be used when initiating an overtaking maneuver and the associated triggering of a "boost" process (activation of an additional engine).

[0097] It is understood that in this exemplary embodiment, the further dependency relationship 550 above the second sub-area endpoint (TB2) can also result from a "compression" of the first dependency relationship 510. However, here the curve of the further dependency relationship 550 approaches the curve of the first dependency relationship 510 from above, since it runs above the curve of the first dependency relationship 510 above the first sub-area endpoint (TB1).

[0098] However, if a "boost" process is triggered, it may also be the case that the further dependency relationship 550 can provide a higher power demand P at the end position (E) of the accelerator pedal 100 than the power demand Pmax of the first dependency relationship 510, due to the activation of another motor. In this case, it is not necessary for the further dependency relationship 550 to result from a "compression" of the first dependency relationship 510.

[0099] The further dependency relationship 550 in Fig. 2a considerations regarding the connection points at the first sub-area end point (TB1) and the second sub-area end point (TB2), as well as for obtaining the second sub-area end point (TB2) or the triggering working position (S0) apply to the Fig. 2b, Fig. 2c, Fig. 2d and Fig. 3 shown further dependency relationships 550 analogously.

[0100] Furthermore, it is understood that in the sub-area (TB) of the further dependency relationship 550, the same gradient or derivative of the power requirement (P) with respect to the working position (S) need not be present everywhere. Rather, the gradient can vary. Preferably, however, at the second sub-area end point (TB2), the power requirement (PTB2) of the further dependency relationship 550 is smaller than at the same point of the working position according to the first dependency relationship 510 (PTB2_1) - in the Fig. 2a to 2d are shown in brackets and italics on the Y-axis.

[0101] In embodiments similar to those of Fig. 3 correspond to or are similar, the power requirement (PTB2) of the further dependency relationship 550 is preferably greater at the second sub-area end point (TB2) than at the same point of the working position according to the first dependency relationship 510 (PTB2_1).

[0102] The Fig.The first dependency relationships 510 and further dependency relationships 550 shown in Figures 2a to 3 are to be understood as a type of snapshot in time. The determination of the power requirement (P) as a function of the operating position (S) can be carried out again according to the first dependency relationship 510 after exceeding or falling below a certain pedal position (e.g., falling below the trigger operating position (S0) or exceeding the end operating position (S_End)). Alternatively or additionally, the determination of the power requirement according to the first dependency relationship 510 can be carried out again after a defined time interval has elapsed. Such a time interval can be, for example, 100 ms to 2000 ms, preferably 250 ms to 750 ms.

[0103] In other words: depending, for example, on the activation of the actuator element 300 or the working position of the accelerator pedal 100, the first dependency relationship 510 can be dynamically modified to the further dependency relationship 550. Likewise, the further dependency relationship 550 can be dynamically modified back to the first dependency relationship 510 after a certain time has elapsed since the activation of the actuator element 300 or a new, defined working position S has been reached. It is understood that the transition from the first dependency relationship 510 to the further dependency relationship 550 and back can also occur via several intermediate steps (i.e., other dependency relationships).

Claims

[1] Method for controlling and / or regulating the power of at least one engine (910, 920), in particular at least one engine (910, 920) of a motor vehicle (900), comprising the steps: -- Detection of a working position (S) along a pedal travel (PW) of an accelerator pedal (100) movable in an actuating direction (280) between an initial position (A) and an end position (E), -- Determining a power requirement (PS) for the at least one engine (910, 920) using a first dependency relationship (510) between the working position (S) and the power requirement (P), characterized by , that the accelerator pedal (100) has an actuator element (300) for applying a force (F) acting counter to the actuation direction (280) to the accelerator pedal (100), wherein after the force (F) has been applied to the accelerator pedal (100) by means of the actuator element (300) in a switching range (SB) along the pedal travel (PW), the power requirement (P) to the at least one motor (910, 920) is determined using a further dependency relationship (550) between the working position (S) and the power requirement (P), wherein a partial area (TB) extends along the pedal travel (PW) between a first partial area end point (TB1) and a second partial area end point (TB2), wherein the first derivative of the power requirement (P) according to the working position (S) of the further dependency relationship (550) in the sub-area (TB), in particular at each point of the sub-area, is changed compared to the first derivative of the power requirement (P) according to the working position (S) of the first dependency relationship (510) in the same sub-area. [2] Method according to claim 1, characterized by that the first derivative of the performance requirement (P) with respect to the working position (S) of the further dependency relationship (550) in the sub-area (TB) is lower than the first derivative of the performance requirement (P) with respect to the working position (S) in the same sub-area of ​​the first dependency relationship (510). [3] Method according to one of the preceding claims, characterized by , that the first derivative of the power requirement (P) with respect to the working position (S) of the further dependency relationship (550) in the sub-area (TB) is at least 30% lower than the first derivative of the power requirement (P) with respect to the working position (S) in the same sub-area of ​​the first dependency relationship (510) or that the first derivative of the power requirement (P) with respect to the working position (S) of the further dependency relationship (550) in the sub-area (TB) is zero. [4] Method according to claim 1, characterized by that the first derivative of the power requirement (P) according to the working position (S) of the further dependency relationship (550) in the sub-area (TB) is greater, in particular at least 30% greater, than the first derivative of the power requirement (P) according to the working position (S) in the same sub-area of ​​the first dependency relationship (510). [5] Method according to one of the preceding claims, characterized by , that the switching range (SB) extends between a first waypoint (WP1) and a third waypoint (WP3), wherein the force (F) applied by the actuator element (300) to the accelerator pedal (100) has a local force maximum (FLmax) at a second waypoint (WP2), wherein in particular the first waypoint (WP1) is closer to the starting position (A) than the third waypoint (WP3). [6] Method according to claim 5, characterized by that the position of the first waypoint (WP1), the second waypoint (WP2) and the third waypoint (WP3) along the pedal travel (PW) can be variable. [7] Method according to claim 5 or 6, characterized by , that the first sub-area end point (TB1) corresponds to the first waypoint (WP1) and that the second sub-area end point (TB2) corresponds at least to the third waypoint (WP3), or that the first sub-area end point (TB1) lies between the first waypoint (WP1) and the second waypoint (WP2) and that the second sub-area end point (TB2) corresponds at least to the third waypoint (WP3), or that the first sub-area end point (TB1) corresponds to the second waypoint (WP2) and that the second sub-area end point (TB2) corresponds at least to the third waypoint (WP3). [8] Method according to one of the preceding claims, characterized by , that the further dependency relationship (550) is used when the working position (S) exceeds a triggering working position (S0), where the triggering working position (S0) is equal to the first partial range end point (TB1), or wherein the triggering working position (S0) is smaller than the first partial range end point (TB1), in particular by at most 20% smaller. [9] Method according to claim 8, characterized bythat the further dependency relationship (550) is only used when the working position (S) occupies a position in a pedal travel interval (PWI) from the triggering working position (S0) to an end working position (S_End), wherein the end working position (S_End) corresponds at least to the second partial range end point (TB2). [10] Method according to one of the preceding claims, characterized by , that the dependency relationships (510, 550) between the performance requirement (P) and the work position (S) are stored as a pedal characteristic curve in a memory, wherein in the pedal characteristic curve values ​​of power requirements are assigned to values ​​of pedal positions, or that the dependency relationships (510, 550) between the power requirement (P) and the working position (S) are stored as a characteristic map in a memory, wherein in the characteristic map values ​​of power requirements are assigned to values ​​of pedal positions, or that the dependency relationships (510, 550) between the power requirement (P) and the working position (S) are stored as one or more functional relationships in a memory, wherein a value for the power requirement (P) can be calculated from the functional relationship or from the functional relationships from the value of a pedal position. [11] Power control arrangement for at least one engine (910, 920), in particular for at least one engine (910, 920) of a motor vehicle (900), on which a method according to one of the preceding claims is carried out, the power control arrangement comprising: -- an accelerator pedal (100) movable between an initial position (A) and an end position (E) along a pedal travel (PW), -- a sensor (200) for detecting a working position (S) of the accelerator pedal (100) along the pedal travel (PW), -- a control unit (500) for determining the power requirement (PS) to the engine (910), wherein the control unit (500) uses a first dependency relationship (510) between the power requirement (P) and the working position (S) or a further dependency relationship (550) between the power requirement (P) and the working position (S) to determine the power requirement (PS). [12] Power control arrangement according to claim 11 and claim 5, characterized by that when a working position (S) is determined which is greater than or equal to the second waypoint (WP2), the power requirement (PS) assigned to the working position (S) is at least partially transmitted to a second motor. [13] A computer program product containing a program code which, when executed on a data processing unit, carries out the method according to any one of claims 1 to 10.

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