Method and assistance device for controlling a drive system of a motor vehicle and motor vehicle equipped 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 configured motor vehicle (1). In the method, when an inhibiting torque (14) is requested by a driver assistance system (8) and an accelerator pedal (7) is simultaneously actuated, the inhibiting torque (14) is combined with a driver-desired torque (15) resulting from the position of the accelerator pedal (7) by means of a cross-fade controller (12) to form a total target torque (16). The cross-fade controller (12) is configured to reduce a proportion of the inhibiting torque (14) in the resulting total target torque (16) in favor of the driver-desired torque (15) with increasing actuation of the accelerator pedal (7) in such a way that a profile of the total target torque (16) increases linearly with increasing actuation of the accelerator pedal (7).

Description

[0001] The present invention relates to a method and a corresponding assistance device for controlling a drive system of a motor vehicle. The invention further relates to a correspondingly configured motor vehicle.

[0002] Motor vehicles today are increasingly equipped with functions and systems for automating vehicle guidance or driving tasks. However, these vehicles can still be manually controlled by a driver. This can lead to simultaneous control inputs from an automated vehicle guidance system and the driver, which can overlap or even contradict each other. This, in turn, can lead to unexpected or uncomfortable reactions from the vehicle.

[0003] For example, DE 10 2016 221 723 B4 describes a control system for a vehicle with a first module for motion control functions of the vehicle, a second module for controlling actuators, a third module for specifying a vehicle operating strategy to be implemented, and a fourth module for coordinating torques integrated into the second module. This is intended to enable improved implementation of motion requirements on the vehicle's actuators.

[0004] The object of the present invention is to enable a driver of a motor vehicle to comfortably, easily and precisely control the longitudinal direction of the motor vehicle by means of its accelerator pedal.

[0005] This object is achieved by the main claim and the subsidiary claims, or rather by the independent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description, and the figures. Features, advantages, and possible embodiments presented in the description for one of the subject matters of the independent claims are to be regarded, at least analogously, as features, advantages, and possible embodiments of the respective subject matters of the other independent claims, as well as any possible combination of the subject matters of the independent claims, optionally in conjunction with one or more of the subclaims.

[0006] The method according to the invention is used to control a drive system of a motor vehicle and can be carried out automatically and continuously during operation of the motor vehicle, for example by an assistance device of the motor vehicle set up to carry out the method. In one method step of the method according to the invention, a torque which inhibits the movement or propulsion, i.e. the propulsion of the motor vehicle, and which is requested by at least one driver assistance system or output as a target value, is monitored. The driver assistance system is set up for at least assisted or partially automated longitudinal guidance or longitudinal control of the motor vehicle. Depending on the design, the driver assistance system can request the inhibiting torque directly or indirectly, for example. A direct request can, for example, involve outputting the inhibiting torque as a target or setpoint value to the drive system or outputting a control signal to the drive system orat least one actuator of the drive system, wherein this control signal then results in the corresponding inhibiting torque being produced or at least would be produced without further influences. An indirect request for the inhibiting torque can, for example, mean that the driver assistance system outputs a different variable from which the respective inhibiting torque is produced. The inhibiting torque requested by the driver assistance system can also be referred to here as the driver assistance system torque or, for short, as the FAS torque. For example, the inhibiting torque can be a negative drive torque and / or a braking torque. The requested inhibiting torque can be the torque that is or would be necessary to achieve a target acceleration of the motor vehicle provided or aimed for by the driver assistance system. The inhibiting torque considered here can be an individual one from an individual driver assistance system orIt can be a torque requested by a single driver assistance function or a combination or sum of several torques, possibly requested by several individual driver assistance functions. Monitoring for such an inhibiting torque or corresponding requests or signals is therefore carried out continuously, for example, continuously or automatically with a corresponding predefined signal processing frequency.

[0007] Furthermore, in the method according to the invention, the position, i.e. an actuation angle or degree of actuation of an accelerator pedal of the motor vehicle is monitored. Accordingly, corresponding monitoring or tracking of the position or of a value or signal indicating or representing this position can be carried out automatically and continuously. Since the position of the accelerator pedal can be determined or influenced by the driver of the motor vehicle, a current driver command torque can be determined from the respective position of the accelerator pedal. This driver command torque is therefore a drive torque that is or would be necessary to achieve or realize a speed or acceleration of the motor vehicle desired by the driver, at least without simultaneously effective control measures or control interventions by the driver assistance system.

[0008] In a further method step of the method according to the invention, when a requested inhibiting torque is detected, i.e. one different from zero, and the accelerator pedal is simultaneously actuated by the driver of the motor vehicle, the requested inhibiting torque and the driver's desired torque resulting from the current position of the accelerator pedal are combined or mixed to form an overall target torque by means of a predetermined, appropriately configured fader. Actuation of the accelerator pedal here means that the position of the accelerator pedal is different from its rest or zero position, which is achieved without any actuation force from the driver acting on the accelerator pedal. In the situation described here, the driver assistance system can therefore provide or initiate inhibition, i.e. braking of the motor vehicle.while the driver wishes to accelerate or at least maintain the current speed, as indicated by the operation of the accelerator pedal.

[0009] If, for example, the braking torque provided or required by the driver assistance system, which apparently contradicts the driver's wishes, were suddenly removed, this could lead to an uncomfortable acceleration jolt, and the driver might have to adjust the accelerator pedal position to set the actual desired speed or acceleration of the vehicle. This would make simple, intuitive, predictable, and precise manual control of the vehicle impossible or difficult for the driver.

[0010] To counteract this problem, the invention uses a fader to combine the inhibiting torque with the driver's desired torque. The fader is configured to reduce a portion of the inhibiting torque in the total target 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 fader is configured to do this in such a way that the total target torque increases at least essentially linearly with increasing or stronger actuation of the accelerator pedal. The total target torque, and thus also the actual movement of the motor vehicle, can thus be free of jumps and jerks.At least initially, i.e., at the beginning of the described situation, the total target torque can differ both from the inhibiting torque requested by the driver assistance system and from the driver's desired torque. In particular, the total target torque can also differ, at least in certain areas or typically, from a simple sum of the ADAS torque and the driver's desired torque. For the combination of the various torques proposed here, the blender can, for example, execute a corresponding predefined calculation algorithm and / or evaluate or apply a predefined characteristic curve or map, which characterizes or predetermines the blending or mixing of the various torques to be performed.

[0011] The crossfader controller can then, for example, output the respective total target torque and / or the various respective components of the various torques contained therein as a target or setpoint value to the drive system. Likewise, the crossfader controller can, for example, determine a control parameter value or a corresponding control signal that differs from the actual total target torque or the components of the various torques therein and output it to the drive system or one or more of its actuators in order to result in or adjust the total target torque and the respective determined components of the various torques.

[0012] In a corresponding method step of the method according to the invention, the drive system or one or more actuators of the drive system or corresponding control devices or controllers of the drive system can then be controlled or actuated according to the respective output of the crossfader controller corresponding to the total target torque or the division of the total target torque between the inhibiting torque and the driver's desired torque in order to set the respective currently determined total target torque.

[0013] The present invention makes it possible to achieve a predictable, precise and comfortable control of the motor vehicle, i.e. a corresponding influence on the speed of the motor vehicle by manually actuating the accelerator pedal, even in situations with competing or contradictory control specifications of a driver assistance system and a driver of the motor vehicle.

[0014] The present invention also relates to an assistance device for a motor vehicle for controlling a drive system of the motor vehicle. This can, for example, mean or include providing corresponding control signals or control variables, such as a target or total desired torque, which can be composed, for example, of positive and / or negative drive torques and / or braking torques or the like requested 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 variables that cause the drive system or its actuators to set such a target or total desired torque.The assistance device according to the invention comprises an input interface for detecting at least torque data which determine or indicate at least one torque which is directly or indirectly requested by at least one driver assistance system and which inhibits the movement of the motor vehicle, and accelerator pedal data which indicate or determine a current position, i.e. a current actuation angle or a current actuation force of the accelerator pedal of the motor vehicle or a driver request torque corresponding thereto or corresponding thereto. Furthermore, the assistance device has a signal and / or data processing device for processing the detected data and for generating a corresponding output for setting or effecting the respective target or total desired torque for the drive system orthe motor vehicle and an output interface for outputting the respective output, for example, to the drive system or one or more control units, controllers, or actuators of the drive system. The signal and / or data processing device is or comprises a fader for combining the inhibiting torque and the driver's desired torque. The assistance device according to the invention is configured to execute the method according to the invention, in particular automatically.

[0015] For this purpose, the signal and / or data processing device can, for example, comprise a processing device, such as a microchip, microprocessor, microcontroller, or the like, and a computer-readable data memory connected thereto. A corresponding operating or computer program can then be stored in this data memory, which codes or implements the method steps, measures, sequences, or processes described in connection with the method according to the invention, or corresponding control instructions. This operating or computer program can then be executable by means of the processing device in order to carry out the corresponding method or to effect its execution. The signal and / or data processing device can also be or comprise a digital and / or analog circuit that implements or maps the crossfader.The input interface and the output interface can be separate interfaces or combined or integrated into a common, e.g., bidirectional interface. The interfaces can each be implemented entirely or partially in hardware and / or software.

[0016] In one possible embodiment of the present invention, the crossfader is designed to combine or mix the inhibiting torque and the driver's desired torque using a factor which determines the respective proportional distribution or use of the various torques in the overall target torque and whose value increases in favor of the driver's desired torque with increasing actuation of the accelerator pedal, i.e. with increasing accelerator pedal or actuation angle. This factor can therefore function as a weighting factor or mixing factor for the various torques. The crossfader or the assistance device can be designed to continuously redetermine the value of this factor to be used at any given time. For this purpose, the crossfader orthe assistance device can calculate the value of the factor to be used at any given time, for example using a predefined calculation function or determining it using a predefined table or a predefined characteristic curve or a predefined characteristic map. The crossfader can process or take into account at least three variables, namely the position of the accelerator pedal or the corresponding driver desired torque, the ADAS torque and the specified factor. The value of the factor to be used at any given time can depend on one or both of the other two variables. For example, the value of the factor can run from 0 to 1 or from 0% to 100% with increasing actuation of the accelerator pedal. With a factor value of 0, the total target torque can correspond entirely to the inhibiting torque, whereas with a factor value of 1 or 100%, the total target torque can correspond to the driver desired torque. Other implementations orImplementations may be possible. The embodiment of the present invention proposed here can enable a particularly simple and efficient way of implementing the present invention. Furthermore, it can achieve particularly simple adaptability of the behavior of the assistance device, thus providing corresponding flexibility.

[0017] In a further possible embodiment of the present invention, the value of the factor increases in a predetermined manner with increasing actuation of the accelerator pedal, degressively and not linearly. Here, too, the value of the factor can increase with increasing actuation of the accelerator pedal, in particular monotonically increasing or strictly monotonically increasing. In particular, the value of the factor or a function or characteristic curve describing it as a function of the position of the accelerator pedal or the driver's desired torque can be smoothly or continuously differentiable, i.e. in particular free of jumps or kinks. The embodiment of the present invention proposed here makes it possible to achieve a particularly comfortable, in particular jerk-free and smooth, response of the motor vehicle to actuations of the accelerator pedal, which can be controlled particularly precisely by the driver, i.e. a correspondingly comfortable movement behavior of the motor vehicle.

[0018] In a further possible embodiment of the present invention, a specific position range of the accelerator pedal is predetermined, i.e. reserved, for completely removing the inhibiting torque. This position range is located at the beginning of an 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 extent of the accelerator pedal. The predetermined position range therefore starts from the rest or zero position of the accelerator pedal, which exists without actuation of the accelerator pedal, in the direction of its maximum actuation, i.e. from an accelerator pedal or actuation angle of 0° or 0%, without reaching a maximum actuation position or a maximum accelerator pedal or actuation angle.The crossfader is designed to combine the inhibiting torque and the driver's desired torque in such a way that the inhibiting torque disappears exactly at, or at the latest, the end of the specified position range, and from then on, i.e. as the accelerator pedal is further applied, the total target torque corresponds to the driver's desired torque. The inhibiting ADAS torque to be reduced can therefore be ramped down to zero, starting from the rest or zero position of the accelerator pedal, to the other end of the specified position range. From this point on, the total target torque follows the torque curve that would result or occur when the accelerator pedal is applied, even without any activity or intervention by at least one driver assistance system. The remaining position range of the accelerator pedal is then used to build up the maximum or maximum possible total drive torque of the vehicle.The embodiment of the present invention proposed here makes it possible, on the one hand, to achieve the described comfortable and precisely controllable behavior of the motor vehicle and, on the other hand, to enable the effective full power development of the motor vehicle.

[0019] In a possible refinement of the present invention, the predetermined position range comprises a maximum of 20%, in particular approximately 10%, of the entire possible position range of the accelerator pedal. Thus, over a large portion of the entire possible position range, the total target torque can actually correspond to the driver's desired torque indicated by the accelerator pedal position. Thus, the corresponding behavior of the motor vehicle can correspond particularly precisely to the driver's desired torque without compromising comfort.

[0020] In a further possible embodiment of the present invention, the assistance device is configured to first determine the total target torque and the respective portions of the inhibiting torque and the driver-desired torque to be used in the total target torque, and only then dynamically select, i.e., specify or determine, which actuator or actuators are to be used to adjust or effect the specific portions. In other words, the total target torque or its distribution among the various types of torque can be determined agnostically with respect to the actuators of the drive system or the motor vehicle. Which actuator or actuators are then used for implementation can be determined or adapted depending on the respective situation, i.e., the current status or operating data of the motor vehicle and / or the respective environmental situation or the like.Thus, different actuators or different torque distributions among the actuators can be used in different situations with an identical total target torque. This allows the present invention to be applied or implemented particularly flexibly and in a situation-adapted manner, or even in different situations and operating states of the motor vehicle. Furthermore, the present invention can be integrated particularly easily into existing motor vehicles or vehicle design concepts, since, for example, systems or functions that determine the use and interaction of different actuators to implement or adjust a given target torque do not need to be adapted.

[0021] In a possible development of the present invention, the assistance device is configured to take into account a current local speed limit and / or a current charge state of a traction battery of the motor vehicle and / or acoustic effects of the use of different actuators, in particular the simultaneous or combined use of several actuators, in particular relative to or related to a predetermined acoustic target or threshold value, for example for the volume or sound characteristics or spectral distribution of sound energy generated by the actuators or during operation of the motor vehicle, when selecting the actuator or actuators to be used. In particular, the assistance device can also be configured to prioritize the use of an electric machine of the motor vehicle.If, for example, the inhibiting torque is realized both by a brake actuator, i.e. a braking device of the motor vehicle, and by a generator or recuperative operation of the electric machine, the effect or power of the brake actuator can be reduced first to reduce the inhibiting torque and only then can the power generated or recuperated by the electric machine be reduced. Likewise, for example, to build up or provide the driver's desired torque in a hybrid vehicle, its electric machine can initially be used as the drive motor and only then, when the driver's desired torque exceeds the maximum drive torque that can be provided by the electric machine, can an internal combustion engine of the motor vehicle be used or called in. However, by taking the other variables or parameters mentioned into account as proposed here, different scenarios can also arise.For example, the generator power or recuperation power of the electric motor can initially be reduced to reduce the inhibiting torque when a predetermined charge level of the traction battery is reached. Overall, the embodiment of the present invention proposed here enables particularly comfortable and efficient operation of the motor vehicle.

[0022] The present invention also relates to a motor vehicle having a drive system with multiple actuators for the controllable generation of positive drive torques on the one hand and negative drive torques and / or braking torques on the other. Furthermore, the motor vehicle according to the invention has an accelerator pedal, a sensor system for monitoring a position of the accelerator pedal, and the assistance device according to the invention. The assistance device according to the invention can, in particular, be coupled to the sensor system and the drive system. Likewise, the assistance device can be part of the drive system and then, for example, directly or indirectly coupled to the actuators. The motor vehicle according to the invention can, in particular, be the motor vehicle mentioned in connection with the assistance device according to the invention or correspond thereto.

[0023] In one possible embodiment of the present invention, the motor vehicle has an electric drive motor and a traction battery coupled thereto and is configured for recuperation operation. Furthermore, the motor vehicle is configured here to use recuperation operation only when the accelerator pedal is positioned within a predetermined position range of the accelerator pedal mentioned in connection with the assistance device according to the invention, which is located at the beginning of the adjustment or actuation travel of the accelerator pedal and is smaller than the entire possible position range of the accelerator pedal. This position range can be the position range mentioned in connection with the assistance device according to the invention, which is predetermined or reserved for reducing the inhibiting torque. The embodiment of the present invention proposed here enables comfortable and efficient operation of the motor vehicle.This makes it particularly easy for the driver to understand and predict in which situations the vehicle will recuperate energy. Likewise, the driver can then reliably and predictably implement the desired movement of the vehicle by pressing the accelerator pedal with great precision and utilize the vehicle's full drive power when necessary.

[0024] Further features of the invention may emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures alone, can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0025] The drawing shows: Fig. 1 a schematic representation of a motor vehicle with a driver assistance system for at least assisted longitudinal guidance and an assistance device for the jump-free control of a torque curve when the accelerator pedal is actuated; Fig. 2 an exemplary diagram illustrating the functioning of the assistance device in a first operating situation of the motor vehicle; and Fig. 3 an exemplary diagram illustrating the functioning of the assistance device in a second operating situation of the motor vehicle.

[0026] In the figures, identical and functionally identical elements are provided with the same reference symbols.

[0027] Fig. 1 shows a schematic representation of a motor vehicle 1 with a drive system 2. The drive system 2 here comprises an electric machine 3. The motor vehicle 1 further has a traction battery 4 and a braking system 5, which can also be part of the drive system 2. The motor vehicle 1 can be controlled by a driver 6 by actuating an accelerator pedal 7, which can be coupled to the drive system 2 or be part of the drive system 2. Likewise, the motor vehicle 1 can be controlled here in an assisted or at least partially automated operating mode by a driver assistance system 8.

[0028] If operating or control commands from the driver 6 and the driver assistance system 8 contradict or overlap, this could potentially lead to a behavior of the motor vehicle 1 that cannot be precisely controlled or predicted by the driver 6, or, for example, to a drive pressure when actuating or adjusting the accelerator pedal 7. This can be the case, for example, if, when the driver 6 actuates the accelerator pedal 7 to accelerate the motor vehicle 1, a negative drive torque or braking torque simultaneously requested by the driver assistance system 8 were to be reduced abruptly or purely time-based over a predetermined fixed period of time. It can then be determined by the difference between a driver request torque 15 caused by the driver 6 by actuating the accelerator pedal 7 (see Fig. 2 and Fig. 3) and an FAS moment 14 caused by the driver assistance system 8 (see Fig. 2 and Fig. 3) at the moment of accelerator pedal actuation, there may be a jump in the torque to be implemented on the side of the drive system 2 or of actuators of the drive system 2, such as the electric machine 3 or the braking system 5, which may feel uncomfortable for the driver 6.

[0029] To prevent this, the motor vehicle 1 in this case also has an assistance device 9. This is coupled to the other aforementioned devices, for example, via an on-board electrical system of the motor vehicle 1. Thus, the assistance device 9 can, for example, via an interface 10, detect the respective driver request torque 15 or a signal indicating this, and the ADAS torque 14 requested by the driver assistance system 8, in particular inhibiting the movement of the motor vehicle 1, or also other data or variables, for example, relating to the operating state of the electric motor 3 and / or the braking system 5 and / or the charge state of the traction battery 4 and / or the current ambient situation or the like. The assistance device 9 can then process the detected data automatically, for example, using a data processing device 11 and a fader 12.The assistance device 9 can calculate a factor, i.e., a parameter value, that blends between the driver's desired torque 15 and the ADAS 14 torque. As the driver's desired torque 15 increases, the factor for blending the two different torques can increase progressively toward or in favor of the driver's desired torque 15 in order to achieve a resulting linear overall torque curve. The blend controller 12 can thus combine the current driver's desired torque 15 and the current ADAS torque 14 accordingly.

[0030] For further illustration, show Fig. 2 and Fig. 3 schematic diagrams for various exemplary driving or operating situations of the motor vehicle 1. In each case, a moment value is plotted on the y-axis and time is plotted on the x-axis.

[0031] The diagrams show curves of a thrust torque 13, which would result without actuation of the accelerator pedal 7 by the driver 6, of the FAS torque 14, of the driver's desired torque 15 and of a total target torque 16 resulting from their combination or mixture and determined by the cross-fader controller 12.

[0032] In addition, a limit accelerator pedal angle 17 or a point in time at which this is reached when the accelerator pedal 7 is actuated by the driver 6 is marked.

[0033] As long as the driver's desired torque 15 is zero, the ADAS torque 14 is present as the total target torque 16. However, as soon as the driver 6 depresses the accelerator pedal 7, the position or actuation angle of the accelerator pedal 7 increases, and with it the corresponding driver's desired torque 15. At the time of the initial actuation of the accelerator pedal 7, the total target torque 16 is negative, corresponding to the inhibiting ADAS torque 14. With increasing actuation of the accelerator pedal 7, a linear increase in the total target torque 16 is realized by combining or mixing the negative ADAS torque 14 and the positive driver's desired torque 15. This occurs in such a way that the total target torque 16 reaches zero exactly at the limit accelerator pedal angle 17 or becomes positive from or after the limit accelerator pedal angle 17.

[0034] How, in particular, the ADAS torque 14 or its share of the total target torque 16 is realized can be determined or decided dynamically retrospectively, i.e., after the total target torque 16 to be set and the share of the ADAS torque 14 therein have been determined by the assistance device 9. Thus, depending on the operating state and / or environmental situation, a decision can be made, for example, whether only the electric machine 3 or only the braking system 5, or a combination thereof, is used.

[0035] The limit accelerator pedal angle 17 can, for example, be 10% of the maximum possible actuation angle of the accelerator pedal 7. In the actuation or position range of the accelerator pedal 7 from 0% to the limit accelerator pedal angle 17, a complete reduction of negative drive torques and braking torques can be automatically realized.

[0036] Overall, the described examples show how a newly designed cooperation between assisted or automated and manual driving can be implemented or applied in comparison to conventional approaches in order to achieve a comfortable and precisely controllable behavior of the motor vehicle 1. List of reference symbols 1 motor vehicle 2 drive system 3 electric machine 4 Battery 5 Braking system 6 drivers 7 Accelerator pedal 8 Driver assistance system 9 Assistance facility 10 Interface 11 Data processing facility 12 crossfader controls 13 Thrust torque 14 FAS moment 15 Driver request torque 16 Total target torque 17 Limit accelerator pedal angle QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2016 221 723 B4

[0003]

Claims

[1] Method for controlling a drive system (2) of a motor vehicle (1), wherein during operation of the motor vehicle (1) - a torque (14) requested by a driver assistance system (8) which is designed to at least assist the longitudinal guidance of the motor vehicle (1) and which inhibits the movement of the motor vehicle (1) is monitored, - the position of an accelerator pedal (7) of the motor vehicle (1) is monitored, - when a requested inhibiting torque (14) is detected and the accelerator pedal (7) is actuated simultaneously, the requested inhibiting torque (14) and a driver-desired torque resulting from the respective current position of the accelerator pedal (7) are combined by means of a fader to form a total target torque, which is designed to reduce a proportion of the inhibiting torque (14) in the total target torque in favor of the driver-desired torque with increasing actuation of the accelerator pedal (7), so that a linearly increasing profile of the total target torque results with increasing actuation of the accelerator pedal (7), and - the drive system (2) is controlled according to a corresponding output of the fader for setting the respective total target torque. [2] Assistance device for a motor vehicle (1) for controlling a drive system (2) of the motor vehicle (1), comprising an input interface for detecting at least torque data which determine a torque (14) requested by a driver assistance system (8) and inhibiting the movement of the motor vehicle (1), and accelerator pedal data which determine a current position of an accelerator pedal (7) of the motor vehicle (1) or a corresponding driver request torque, a signal and / or data processing device for processing the detected data and for generating a corresponding output for setting a respective total target torque for the drive system (2) with a cross-fader, and an output interface for outputting the respective output, wherein the assistance device is configured to carry out the method according to claim 1. [3] Assistance device according to claim 2, characterized bythat the crossfader is designed to combine the inhibiting torque (14) and the driver's desired torque by means of a factor whose value increases in favor of the driver's desired torque with increasing actuation of the accelerator pedal (7). [4] Assistance device according to claim 2 or 3, characterized by that the value of the factor increases in a predetermined manner with increasing actuation of the accelerator pedal (7) in a degressive and non-linear manner. [5] Assistance device according to one of claims 2 to 4, characterized bythat a position range of the accelerator pedal (7), which is located at the beginning of an actuation travel of the accelerator pedal (7) and is smaller than the entire possible position range of the accelerator pedal (7), is predetermined for the complete reduction of the inhibiting torque (14) and the crossfader is set up to combine the inhibiting torque (14) and the driver's desired torque in such a way that the inhibiting torque (14) disappears exactly or at the latest at the end of the predetermined position range and the total desired torque corresponds to the driver's desired torque. [6] Assistance device according to claim 5, characterized by that the predetermined position range comprises a maximum of 20%, in particular 10%, of the total possible position range of the accelerator pedal (7). [7] Assistance device according to one of claims 2 to 6, characterized bythat the assistance device is designed to first determine the respective portions of the inhibiting torque (14) and the driver's desired torque to be used in the total target torque and only then to dynamically select which actuator or actuators are to be used in each case to adjust the determined portions. [8] Assistance device according to claim 7, characterized by that the assistance device is configured to take into account a current local speed limit and / or a current state of charge of a traction battery of the motor vehicle (1) and / or acoustic effects of various actuators when selecting the actuator or actuators to be used in each case and, as far as possible, to prioritize the use of an electric machine of the motor vehicle (1). [9] Motor vehicle (1), comprising a drive system (2) with a plurality of actuators for the controllable generation of positive drive torques on the one hand and negative drive torques and / or braking torques on the other hand, an accelerator pedal (7), a sensor system for monitoring a position of the accelerator pedal (7) and an assistance device according to one of the preceding claims. [10] Motor vehicle (1) according to claim 9, characterized by that the motor vehicle (1) has an electric drive motor and a traction battery coupled thereto for recuperation operation and is designed to use the recuperation operation only when the accelerator pedal (7) is in a position within a predetermined position range of the accelerator pedal (7), which is located at the beginning of an actuation travel of the accelerator pedal (7) and is smaller than the entire possible position range of the accelerator pedal (7).

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