Method for operating a drive wheel

Abstract

Method for operating a drive wheel (10), in particular a vehicle (200), comprising - Setting (110) a rotational speed of a drive wheel (10), in particular of a vehicle (200), resulting in an actual rotational speed gradient (n_dot_ist), o by a speed controller (20) based on a target speed specification (n_target,A), which is specified in particular by a control unit (ECU), or o by a user, in particular a driver of the vehicle (200), - Acquiring (120) the actual rotational speed gradient (n_dot_ist) of the drive wheel (10), - Determining (130) a deviation between a target speed gradient (n_dot_target) and the actual speed gradient (n_dot_actual), - Determining (140) a target speed trajectory (n_target) as a function of the target speed gradient (n_dot_target), - Controlling (150) the speed controller (20) depending on the target speed trajectory (n_target) in order to set the target speed trajectory (n_target).

Description

[0001] The invention relates to a method for operating a drive wheel according to the independent method claim, a corresponding computer program product, a computer-readable data carrier, a control unit for carrying out the method, and a corresponding vehicle with a corresponding control unit.

[0002] In vehicles, especially those with high-performance engines, a surface with low friction (e.g., slippery surfaces) can cause the wheels to "spin," meaning the torque transmitted from the engine to the drive wheels can no longer be transferred to the surface and is almost entirely lost to wheel acceleration. Simultaneously, the vehicle cannot achieve any significant acceleration. Current technology employs chassis control systems (e.g., TCS: Traction Control System) to mitigate this problem.

[0003] These chassis control systems can generally be deactivated by the driver. However, particularly with high-performance engines, the high drive torque and comparatively low effective inertia often result in very high wheel acceleration even with very small accelerator pedal inputs when the wheels are "sliding off." This makes it difficult for the driver to control this condition via the accelerator pedal. Furthermore, existing systems and / or procedures cannot specify an optimized target engine speed trajectory (especially in this respect), particularly when these systems are deactivated.

[0004] DE 10 2013 223 625 A1 discloses a method for operating a vehicle's powertrain. DE 10 2012 018 222 A1 discloses a method for controlling the speed of a drive motor, and DE 10 2021 115 307 A1 discloses a method for controlling the starting process of a motor vehicle. DE 10 2009 005 378 A1 describes a powertrain for a vehicle.

[0005] It is therefore an object of the present invention to overcome at least one of the disadvantages described above, at least partially. In particular, it is an object of the invention to provide an improved operation of a drive wheel. Furthermore, it may be an object to improve safety and / or the driving experience.

[0006] The foregoing problem is solved by a method for operating a drive wheel according to the independent method claim, a computer program product with the features of the independent computer program product claim, a computer-readable data carrier with the features of the independent claim relating to a computer-readable data carrier, a control unit with the features of the independent claim relating to a control unit, and a vehicle with the features of the independent vehicle claim. Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings.Features and details described in connection with the method according to the invention naturally also apply in connection with the computer program product according to the invention and / or in connection with the computer-readable data carrier according to the invention and / or in connection with the control unit according to the invention and / or in connection with the vehicle according to the invention, and vice versa, so that the disclosure relating to the individual aspects of the invention always refers to each other. In particular, advantages described within the first, second, third, fourth, and / or fifth aspect also apply to the first, second, third, fourth, and / or fifth aspect.

[0007] The above problem is solved according to a first aspect by a method for operating, in particular for controlling and / or regulating, a drive wheel, in particular of a vehicle, comprising - Setting an actual rotational speed of a drive wheel, especially of a vehicle, resulting in an actual rotational speed gradient, ◯ by a speed controller based on a target speed specification, which is specified in particular by a control unit (or another control unit), or ◯ by a user, in particular a driver of the vehicle, for example via an input device and / or control device, e.g. a (gas) pedal, - Recording the actual rotational speed gradient of the drive wheel, - Determining a deviation between a (desired) target speed gradient and the actual speed gradient, - Determining a (desired) target speed trajectory as a function of the (desired) target speed gradient, - Controlling the speed controller depending on the target speed trajectory in order to set the target speed trajectory, especially of the drive wheel.

[0008] The procedure described in the first aspect can be computer-implemented and / or performed repeatedly. Operation can include control and / or regulation. This advantageously allows for the (targeted) setting of a rotational speed and / or a speed gradient. The control unit can implement the procedure, particularly where appropriate, for example by controlling the sensor and / or the speed controller.

[0009] A drive wheel can be a component in a (vehicle) drivetrain, a driven wheel (e.g., tire or rim) of a vehicle, a rotating mass, and / or a motor. In other words, preferably a vehicle drive wheel is used, although the method can also be applied to other rotatable devices. The rotational speed profile within a vehicle drivetrain (engine speed, wheel speed, etc.) can be adjusted depending on the torque provided by the drive and the torque transmitted to the ground. The quantities used, in particular rotational speed, speed gradient, and / or rotational trajectory, can be at least partially time-dependent. Furthermore, a gradient can have a (mathematical) derivative of a rotational speed, in particular a time derivative. The gradient of the (interesting) rotational speed can be determined by appropriate methods such as...can be determined by analytical derivation estimation and / or numerical derivation with any necessary filtering.

[0010] The rotational speed, particularly the initial setting, can be an actual rotational speed or correspond to it. The speed controller can be configured to move the drive wheel (e.g., by applying a drive torque), in particular to accelerate and / or decelerate it, and / or to set a rotational speed or acceleration. The speed controller can be controlled, for example, via a data connection, by a control unit and / or another (separate) control unit. It may be provided that a (first) control unit is provided and / or at least another (separate) control unit, as is the case, for example, in (modern) vehicles. These may be connected to the speed controller to set a rotational speed of the drive wheel. Preferably, the method and / or the control unit can thereby achieve a rotational speed or acceleration set by the other control unit and / or the user (in particular, the driver).The speed gradient can be improved, preferably to prevent and / or reduce "stalling" and / or wheel spin. In other words, it may be provided that (initially) a user and / or another control unit sets the speed. The control unit can then improve operation, particularly by detecting a deviation (see below).

[0011] It may be provided that the target speed gradient is supplied to the speed controller, e.g., by the control unit, particularly after its determination and / or before its activation. For example, at least one, preferably several, target speed gradient(s) may be stored in the control unit, which may be specific to an environmental parameter (see below) and / or at least one driving mode (e.g., "sporty", "fuel-efficient", etc.) of the vehicle.

[0012] The method, particularly the control mechanism, can be configured to make the acceleration of the wheels "controllable" for the driver in the event of wheel slippage. It can be designed to limit wheel acceleration and / or speed gradients, preferably so that the driver is able to adjust the wheel slip to the desired level using the accelerator pedal. This improves the controllability of wheel acceleration in vehicles with high drive power on surfaces with low friction. This can be achieved through the method, particularly the control mechanism. It can be designed so that the control unit, especially during the control phase, takes over operation, deactivates the other control unit, and / or reduces its control and / or regulation (essentially "overrides"), for example, temporarily.Alternatively or additionally, it may be provided that the control unit, especially during activation, takes over operation, switches off a pedal position or its influence and / or reduces its control and / or regulation, for example temporarily.

[0013] The target speed trajectory can, at least section by section (especially over time), exhibit a (desired) speed, in particular a target speed. A (desired) speed gradient, in particular a target speed gradient, can be taken into account and / or maintained. These gradients can be limited or restricted (either downwards and / or upwards). For example, they can be stored and / or predefined by the control unit.

[0014] It is particularly advantageous if the target speed gradient and / or the target speed trajectory are continuous and / or differentiable. This allows for a particularly smooth transition during control. In other words, the control can have a gradual transition, which is preferably barely or not at all perceptible to users, especially the driver or vehicle occupants. This can improve driving comfort. Furthermore, safety can be improved, as, for example, no (excessive) reaction from the user is to be expected.

[0015] Controlling the speed controller can change the drive torque of the drive wheel, in particular decrease or increase it. Preferably, this control can include limiting the actual speed and / or the actual speed gradient. This can reduce and / or prevent wheel spin and / or stalling. Furthermore, it can prevent and / or reduce (undesirable) jerky driving behavior. It can also be provided that the setting of (technically or mechanically) unfavorable, damaging, and / or unrealizable speeds and / or speed gradients is prevented.

[0016] It may be designed so that the process is always executed by the control unit and / or cannot be disabled. In other words, it may be designed so that a user cannot prevent the process from running. The control unit can be programmed accordingly. This can reduce wear and tear and / or increase safety.

[0017] Within the scope of the invention, it can be advantageous that the detection of the actual rotational speed gradient of the drive wheel is carried out by a sensor, wherein the sensor performs a measurement of an actual rotational speed.

[0018] The sensor can be configured to detect the actual speed gradient and / or the actual speed. The sensor can be connected to the control unit and / or other control units, for example via a data connection, which preferably allows the sensor to be controlled and / or the detected data to be transmitted.

[0019] Within the scope of the invention, it is conceivable that measuring an actual rotational speed includes calculating, in particular by (mathematical and / or temporal) derivation, the actual rotational speed gradient as a function of the actual rotational speed, in particular by the sensor and / or a control unit connected to the sensor.

[0020] Within the scope of the invention, it may be provided that determining a deviation between a (desired) target speed gradient and the actual speed gradient, in particular by a control unit, includes a comparison between the target speed gradient and the actual speed gradient. It can therefore be calculated and / or determined whether (Equation 1) holds true: n˙ist(t)≠n˙soll(t)

[0021] Here, t can be time. Here, n_dot_ist can be = ṅ ist The following applies, and analogously to the other quantities. It can therefore be determined whether ṅ ist (t) and ṅ soll(t) differ from each other, in particular are unequal.

[0022] In this process, a starting time t0 can be determined, which is particularly specific for the time at which the deviation is detected.

[0023] It is also conceivable that the determination, in particular the comparison, includes calculating a difference between the target speed gradient and the actual speed gradient, whereby a deviation is preferably detected if the difference falls below or exceeds a difference limit. This difference limit can be 0. Alternatively, the difference limit can be, for example, 10 revolutions / min / s. Accordingly, the procedure, in particular the determination of a target speed trajectory, can be started when a (certain) deviation is detected.

[0024] It is also conceivable that determining a target speed trajectory as a function of the target speed gradient, especially by a control unit, involves integrating the target speed gradient.

[0025] It can therefore be determined, valid and / or calculable (Equation 2): nset(t)=nact(t0)+∫t0tn˙set(t)dt

[0026] This can n ist (t0) comprise the actual rotational speed at the (start) time t0 (or t0), which can be used in particular as the starting point. Here, n ist (t0) (permanently) should be taken into account during the calculation. Preferably, it may be provided that a calculation of n soll (t) not dependent on n ist (t) and / or other quantities, which are determined in particular by n soll (t) are influenced (e.g., are dependent). This could otherwise lead to undesirable feedback and / or oscillation. In this context, ṅsoll (t) include the (desired) target speed gradient, in particular as a function of time t. Here, n can soll (t) comprise the (desired) target speed trajectory, in particular as a function of time t, which is preferably determined by the control unit and advantageously subsequently set. The target speed trajectory can be determined and / or planned (in advance), in particular as a function of and / or taking into account the target speed gradient. The target speed calculated according to Equation 2 can be provided to the speed controller as a setpoint profile and / or adjusted by it.

[0027] Within the scope of the invention, it is optionally possible to determine a target speed trajectory as a function of the actual speed, in particular an actual speed at a starting time at which a deviation according to Equation 1 is detected, especially for the first time. In other words, a dependency on n can preferably be used. ist (t0) can be used. It may be preferable to avoid any (further) dependency on n. ist (t) to be taken into account.

[0028] Furthermore, within the scope of the invention, it may be provided that the target speed gradient is predetermined as a function of a pedal position P, a vehicle speed (of the vehicle in question, for example in the case of a broken drive wheel, since in this case there can be no (rigid) coupling to the wheel speed), a drive mode, in particular a driving mode of the vehicle, and / or an environmental parameter, for example a coefficient of friction µ of a road surface, in particular by the control unit and / or another control unit.

[0029] It can therefore be determined, valid and / or calculable (Equation 3): n˙soll(t)=n˙soll(t,P,μ,…)

[0030] An environmental parameter can include and / or take into account friction coefficient, slipperiness, temperature, precipitation, humidity, and / or a warning message. When using these dependencies, it may be intended that the target speed gradient does not depend on variables directly influenced by the speed control. This is particularly important because otherwise, using parameters directly influenced by the speed control could result in feedback, causing the target value to depend on an actual value of the controlled system and thus not represent a "true" in the sense of an "independent" target value. If such feedback exists, the desired dynamic behavior, and therefore generally the desired speed gradient, may not be achieved.

[0031] The above problem is solved according to a second aspect by a computer program product according to the invention, comprising instructions which, when the computer program product is executed by a computer, cause it to implement the method according to the first aspect.

[0032] This results in the same advantages with regard to a computer program product according to the second aspect as have already been described with regard to a method according to the first aspect.

[0033] The above problem is solved according to a third aspect by a computer-readable data carrier according to the invention, in which instructions are stored which, when executed by a computer, cause it to carry out the method according to the first aspect.

[0034] This results in the same advantages with regard to a computer-readable data carrier according to the third aspect as have already been described with regard to a method according to the first aspect and / or a computer program product according to the second aspect.

[0035] The above problem is solved according to a fourth aspect by a control unit according to the invention, comprising a computing unit and a storage unit in which instructions are stored which, when at least partially executed by the computing unit, carry out a method according to the first aspect.

[0036] This results in the same advantages with regard to a control unit according to the fourth aspect as have already been described with regard to a method according to the first aspect and / or a computer program product according to the second aspect and / or a computer-readable data carrier according to the third aspect.

[0037] The above problem is solved according to a fifth aspect by a vehicle according to the invention comprising a control unit according to the fourth aspect.

[0038] This results in the same advantages with regard to a vehicle according to the fifth aspect as have already been described with regard to a method according to the first aspect and / or a computer program product according to the second aspect and / or a computer-readable data carrier according to the third aspect and / or a control unit according to the fourth aspect.

[0039] Further advantages, features, and details of the invention will become apparent from the following description, in which several embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can each be essential to the invention individually or in any combination. The following is shown: Fig. 1 a procedure Fig. 2 a vehicle Fig. 3 a target rotational speed, in particular according to a function A and B Fig. 4 an actual rotational speed Fig. 5 a target speed gradient, in particular according to a function A and B

[0040] In the following figures, identical reference numerals are used for the same technical features, even in different embodiments.

[0041] Fig. Figure 1 shows a method for operating a drive wheel 10, in particular a vehicle 200, comprising - Setting 110 a rotational speed of a drive wheel 10, in particular of a vehicle 200, thereby creating an actual rotational speed gradient ṅ ist (t) results, ◯ by a speed controller 20 based on a target speed specification n soll,A (t), which is specified in particular by an ECU control unit, or ◯ by a user, in particular a driver of the vehicle 200, - Capture 120 of the actual rotational speed gradient ṅ ist (t) of the drive wheel 10, - Determine 130 a deviation between a target speed gradient ṅ soll (t) and the actual rotational speed gradient ṅ ist (t), - Determine 140 of a target speed trajectory n soll (t) as a function of the target speed gradient ṅ soll (t), - Controlling 150 of the speed controller 20 depending on the target speed trajectory n soll (t) to determine the target speed trajectory n soll (t) to set.

[0042] It may be provided that the recording of 120 of the actual rotational speed gradient ṅ ist (t) of the drive wheel 10 is carried out by a sensor 11, wherein the sensor 11 measures 121 an actual rotational speed n ist (t) carries out.

[0043] Furthermore, it may be provided that the measurement 121 of an actual rotational speed n ist (t) a calculation 122 of the actual rotational speed gradient ṅist (t) as a function of the actual rotational speed n ist (t) includes, in particular, the sensor 11 and / or a control unit ECU connected to the sensor 11.

[0044] It may also be provided that determining 130 of a deviation between a target speed gradient ṅ soll (t) and the actual rotational speed gradient ṅ ist (t), in particular by a control unit ECU, a comparison 131 between the target speed gradient ṅ soll (t) and the actual rotational speed gradient ṅ ist (t) includes. A deviation can be detected if the difference falls below or exceeds a difference limit.

[0045] It is also conceivable that determining 140 of a target speed trajectory n soll (t) as a function of the target speed gradient ṅ soll (t), in particular by means of a control unit ECU, an integration 141 of the target speed gradient ṅ soll (t) includes.

[0046] Fig. Figure 2 shows a vehicle 200 with a control unit ECU comprising a processing unit CU and a storage unit MU. The procedure can be applied to the front axle as an example. Alternatively or additionally, a (separate) application for the rear axle and / or individual (drive) wheels is also conceivable. The control unit ECU can be connected to a speed controller 20, in particular to set the rotational speed of a drive wheel 10. The actual rotational speed of the drive wheel 10 can be determined by a sensor 11. The speed controller 20 can also set a rotational speed depending on a pedal position P. A user of the vehicle 200 can specify the pedal position P, for example, by means of an accelerator pedal. The speed controller 20 can also receive a rotational speed setting from another control unit ECU2.It may be intended that (initially) no speed control is active, and, for example, the user specifies a speed by a pedal position P. In this case, the other control unit ECU2 may be "inactive". As part of the procedure, particularly at a start time t0, the control unit ECU can perform a determination of a deviation 130, depending on the previously recorded actual speed gradient, which, for example, increases too sharply (over time), e.g., due to slippery conditions. This is dependent on a target speed gradient ṅ. soll (t), which is, for example, lower than the actual rotational speed gradient ṅ ist (t), can determine 140 a target speed trajectory n soll (t) is carried out. Subsequently, the speed controller 20 can be controlled 150 depending on the target speed trajectory n. soll (t) are carried out to advantageously determine the target speed trajectory n soll (t) to set.

[0047] Fig. 3, Fig. 4, and Fig. Figure 5 shows a rotational speed n of a drive wheel 10 or a rotational speed gradient n(t) over a time t of 4 seconds.

[0048] Fig. Figure 3 shows an example of a case in which an initial target speed specification n soll,A (t) is specified, for example by another control unit ECU2. Therefore, control and / or regulation may (already) be active, but by the other control unit ECU2. A target speed specification can be set n. soll,A (t), for example depending on a function A, can be set via the speed controller 20. Furthermore, a target speed gradient ṅ can be set, in particular by a function B. soll,B (t) or a target speed n soll(t) may be predetermined (quasi “desired”), for example, an upper limit for a speed gradient may be specified to advantageously prevent the drive wheel from breaking away. Assuming that the speed control is defined as the actual speed n Ist , the target speed n soll,A If (t) of the function A is set, then (equation 4) can apply: n˙act(t)=n˙target,A(t)≠n˙target,B(t)

[0049] In this case, ṅ ist (t) is the actual rotational speed gradient. Here, ṅ soll,A (t) is the target speed gradient, in particular of function A. Here, ṅ can be soll,B (t) be the target speed gradient, in particular of function B (quasi desired speed gradient).

[0050] If, for example by determining 130, it is recognized that the desired (actual) speed gradient is not present according to equation 4, then a corresponding target speed profile ṅ can be determined for function B, in particular from the start time t0 of the detection of the deviation between the desired and actual speed gradient. soll,B (t) is generated and preferably switched to this as the input variable in the speed controller. To advantageously avoid and / or reduce jumps in the (curve of the) target speed value and thus corresponding dynamic changes in the actual speed curve, it may be provided that, for determining a target speed, instead of the actual speed, the target speed of function A is used as the starting point. Accordingly, the target speed curve for function B can be: (Equation 5) nset,B(t)=nset,A(t0)+∫t0tn˙set,B(t,FP,μ,…)dt

[0051] This can n soll,B(t) be a target rotational speed, in particular of function B. Here, n can be soll,A (t0) is a target rotational speed, in particular of function A, at the start time t0. Here, ṅ soll,B (t) be a target speed gradient, in particular of function B.

[0052] A target speed specification according to Equation 5 can, when switching between the target speed specification of Function A and the target speed specification of Function B, result in a mathematically continuous, but not necessarily differentiable, curve. Non-differentiable curves can lead to high manipulated variables that may not be controllable by the drive. Accordingly, it may be necessary to generate not only a continuous, but also a differentiable (curve of the) target speed. This can be achieved (precisely) if, at the time of switching to the target speed curve of Function B, both the speed and the speed gradient of Function A are specified for Function B, and, in particular, the speed gradient of Function A is subsequently transformed (from the time of switching) continuously and differentiably into the desired speed gradient of Function B.Mathematically, the desired trajectory can then be derived by (Equation 6):. nset,B(t)=nset,A(t0)+∫t0tn˙set,B(t,FP,μ,…)dtn˙set,B(t,FP,μ,…)differentiablen˙set,B(t0)=n˙set,A(t0).

[0053] The following may apply: n soll,B (t): Target speed Function B n soll,A (t0): Target rotational speed of function A at time t0 ṅ soll,B (t): Target speed gradient Function B ṅ soll,B (t0): Target speed gradient of function B at start time t0 ṅ soll,A (t0): Target speed gradient of function A at start time t0

[0054] For example, according to Fig. 3, from the perspective of a function A, a target speed profile n soll,A (t) can be specified, in particular to the speed controller 20, e.g. by the additional control unit ECU2. The target speed profile n can be specified. soll,A(t) can be set by the speed controller 20. Subsequently, a different, in particular differentiable and / or continuous, target speed profile n can be set by function B, preferably by the control unit ECU (due to a different desired speed gradient). soll,B (t), e.g. according to equation 6, can be determined or planned. This target rotational speed n can then be used. soll,B (t) of function B is specified to the speed controller 20 and set by the speed controller 20.

[0055] Function A specifies a speed ramp for the speed controller starting at time t = 1 s. This ramp is in Fig. Figure 3 illustrates this. For example, at this point in time, function B may not have any special requirements regarding the speed gradient; accordingly, the speed setpoint of function B is not effective (in particular, 0). Therefore, at the (input of) speed controller 20, the target speed setpoint n is set. soll,A(t) the setpoint of function A is specified, which is regulated in particular by the speed controller 20. At time t = 3 s, a speed gradient of 0 rpm / s may be desired by function B or by the control unit ECU, i.e., in particular a constant speed n. Since the target speed gradient ṅ soll,A (t) (of function A) if this is not fulfilled, function B, or the control unit ECU, can set a target speed n. soll (t) are generated, which preferably have a corresponding target speed gradient ṅ soll,B (t) (quasi desired gradients) realized and in particular by switching, controlling 150 of the speed controller 20 depending on the target speed n soll,B (t) is carried out. When determining 140 or calculating the target rotational speed n soll,B(t) (of function B) can be applied to the speed value of the target speed curve of function A at the switching time t = 3 s to obtain a differentiable target speed profile. This can be done in Fig. 3. The jump in the speed specification of function B can be recognized. Furthermore, to determine 140, the target speed gradient n can first be calculated. soll,A (t) (of function A) is taken over and this is transformed to the desired value of 0 rpm / s of function B (decline of ṅ soll,B (t) at t=3s from the intersection point between ṅ soll,A (t) and ṅ soll,B (t)). This can be in Fig. 5 can be taken.

[0056] Fig. Figure 4 shows the (resulting) actual rotational speed n set by rotary control 20. ist (t). More precisely, this can represent the target speed applied to the input of the speed controller over the period t=0...4s, resulting from n soll,A (t) and n soll,B(t), where, particularly with very high control accuracy, the actual speed corresponds to this applied target speed. This can be (essentially) identical to the target speed n specified by the further control unit ECU2 between t=0s and t<3s. soll,A (t) and the target speed n specified by the control unit ECU (switching) between t=3s and t=4s soll,B (t). In other words, a (resulting) target speed profile can be specified at the (input of) the speed controller 20, which is determined by switching the target speed profile of function A to the target speed profile of function B. This resulting target speed profile exhibits, for example, a mathematically differentiable curve, i.e., it contains no jumps and / or no kinks, especially at the switching time t = 3 s. The actual speed n_actual can be set by the speed controller 20 to this resulting target speed profile.

[0057] To ensure controllability, it may be necessary to limit the wheel speed gradient, meaning the gradient of the actual speed should not exceed a desired gradient. Accordingly, equations 1 and 4, which describe the condition for the start time of generating the target speed trajectory and its specification to the speed controller, must be adapted. For the application described, they are as follows (equation 7): n˙ist(t)≥n˙soll(t) or (Equation 8): n˙act(t)=n˙target,A(t)≥n˙target,B(t).

[0058] Once equations 1 and 4 are satisfied, the target speed trajectory can be determined. soll (t) according to equations 2 or 5 and / or 6. The determined target speed trajectory can then be specified to the speed controller 20 as the target speed profile, thereby allowing the desired speed gradient to be set. Reference symbol list 10 drive wheel 11 Sensor 20 speed controllers 110 Setting a speed 120 Recording the actual speed gradient 121 Measuring an actual rotational speed 122 Calculating the actual speed gradient 130 Determining a deviation between target speed gradient and actual speed gradient 131 Comparing the target speed gradient and the actual speed gradient 140 Determining a target speed trajectory depending on target speed gradients 141 Integrating the target speed gradient 150 Controlling the speed controller depending on the target speed trajectory 200 vehicles ECU control unit CU computing unit MU storage unit ECU2 further control unit n rotational speed n_dot speed gradient n_dot_ist Actual speed gradient n_dot_soll Target speed gradient n_ist Actual rotational speed n_ist_t0 Actual rotational speed at start time t=0 n_target Target speed trajectory n_soll,A Speed ​​specification according to a function A n_soll,B Speed ​​specification according to a function B n_dot_soll,A speed gradient according to a function A n_dot_soll,B speed gradient according to a function B P pedal position t0 Start time

Claims

[1] Method for operating a drive wheel (10), in particular of a vehicle (200), comprising - Setting (110) a rotational speed of a drive wheel (10), in particular of a vehicle (200), resulting in an actual rotational speed gradient (n_dot_ist), o by a speed controller (20) based on a target speed specification (n_target,A), which is specified in particular by a control unit (ECU), or o by a user, in particular a driver of the vehicle (200), - Acquiring (120) the actual rotational speed gradient (n_dot_ist) of the drive wheel (10), - Determining (130) a deviation between a target speed gradient (n_dot_target) and the actual speed gradient (n_dot_actual), - Determining (140) a target speed trajectory (n_target) as a function of the target speed gradient (n_dot_target), - Controlling (150) the speed controller (20) depending on the target speed trajectory (n_target) in order to set the target speed trajectory (n_target). [2] Method according to claim 1, characterized by , that the detection (120) of the actual rotational speed gradient (n_dot_ist) of the drive wheel (10) is carried out by a sensor (11), wherein the sensor (11) performs a measurement (121) of an actual rotational speed (n_ist). [3] Method according to claim 2, characterized by , that measuring (121) an actual rotational speed (n_is) includes calculating (122) the actual rotational speed gradient (n_dot_is) as a function of the actual rotational speed (n_is), in particular by the sensor (11) and / or a control unit (ECU) connected to the sensor (11). [4] Method according to any one of the preceding claims, characterized by, that determining (130) a deviation between a target speed gradient (n_dot_target) and the actual speed gradient (n_dot_actual), in particular by a control unit (ECU), includes a comparison (131) between the target speed gradient (n_dot_target) and the actual speed gradient (n_dot_actual). [5] Method according to any one of the preceding claims, characterized by , that the determination (130), in particular the comparison (131), includes calculating a difference between the target speed gradient (n_dot_target) and the actual speed gradient (n_dot_actual), preferably detecting a deviation if the difference falls below or exceeds a difference limit. [6] Method according to any one of the preceding claims, characterized by, that determining (140) a target speed trajectory (n_target) as a function of the target speed gradient (n_dot_target), in particular by a control unit (ECU), includes integrating (141) the target speed gradient (n_dot_target). [7] Method according to any one of the preceding claims, characterized by , that the determination (140) of a target speed trajectory (n_target) is carried out as a function of the actual speed (n_actual), in particular an actual speed (n_actual_t0) at a start time (t0) at which a detection (130) of a deviation takes place. [8] Method according to any one of the preceding claims, characterized by, that the target speed gradient (n_dot_soll) is specified depending on a pedal position (P), a vehicle speed, a drive mode, in particular a driving mode of the vehicle (200), and / or an environmental parameter, for example a coefficient of friction of a road surface, in particular by the control unit (ECU) and / or another control unit (ECU2). [9] Computer program product comprising instructions which, when the computer program product is executed by a computer, cause it to implement the method according to any of the preceding claims. [10] A computer-readable data carrier in which instructions are stored which, when executed by a computer, cause it to carry out the method according to one of the preceding claims. [11] Control unit (ECU) comprising a computing unit (CU) and a storage unit (MU) in which instructions are stored which, when at least partially executed by the computing unit (CU), perform a method according to one of the preceding claims. [12] Vehicle (200) comprising a control unit (ECU) according to the preceding claim.

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