EMULATING DRIVING CHARACTERISTICS WITH AN ELECTRIC VEHICLE

Abstract

A method for controlling an electric vehicle is created according to several aspects. The method may include adjusting the operation of one or more electric motors of the electric vehicle to induce a loss of traction at a first wheel on a first side of the electric vehicle. The method may further include adjusting the operation of an electric steering system of the electric vehicle to induce a yaw movement of the electric vehicle. One direction of the yaw movement is directed away from the first side of the electric vehicle.

Description

INTRODUCTION

[0001] The present invention relates to a method for controlling an electric vehicle. The present disclosure relates to systems and methods for increasing the performance and providing entertainment for a vehicle.

[0002] Document US 2024 / 0075936A1 discloses a method for controlling the drive of a vehicle that performs torque command tracking control. Document US 2023 / 0063054A1 discloses a method for controlling an electrified vehicle. Document DE 102021209652A1 discloses a method for controlling an electric motor of a motor vehicle.

[0003] To enhance driving pleasure and passenger entertainment, vehicles can be equipped with performance-enhancing features designed to provide unique experiences. For example, vehicles may be equipped with launch control systems to offer an improved experience when accelerating quickly from a standstill or from low speeds. In one non-restrictive example, launch control may be designed to deliver the maximum possible acceleration based on the vehicle's capabilities and road conditions. In another example, vehicles may be equipped with performance-oriented driving modes, such as a sport mode, a track mode, and / or the like.Performance-oriented driving modes can offer improved acceleration, braking, handling, aerodynamics, and / or similar enhancements. Advances in electric drive and control systems have resulted in electric vehicles with clearly defined, smooth, and predictable driving characteristics. However, automotive enthusiasts may still desire driving characteristics more typical of vehicles with internal combustion engines.

[0004] Although current performance and entertainment systems and methods fulfill their intended purpose, one object of the invention is therefore to provide a new and improved method for controlling an electric vehicle. SUMMARY

[0005] The aforementioned problem is solved by the features of claim 1. Advantageous embodiments of the invention are specified in the dependent claims.

[0006] A method for controlling an electric vehicle is provided. The method includes adjusting the operation of one or more electric motors of the electric vehicle to induce a loss of traction at a first wheel of the electric vehicle on a first side of the electric vehicle. The method further includes adjusting the operation of an electric steering system of the electric vehicle to induce a yaw movement of the electric vehicle. The direction of the yaw movement is away from the first side of the electric vehicle.

[0007] According to one aspect of the present disclosure, adjusting the operation of one or more electric motors may further comprise limiting a first torque applied to the first wheel of the electric vehicle based on a first torque limit. Adjusting the operation of one or more electric motors may further comprise limiting a second torque applied to a second wheel of the electric vehicle based on a second torque limit. The second torque limit is less than or equal to the first torque limit for at least one portion of an acceleration period. The second torque limit increases during the acceleration period.

[0008] According to a further aspect of the present disclosure, limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further comprise applying the first torque to the first wheel using a first electric motor of one or more electric motors, at least partially based on the first torque limitation. Limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further comprise applying the second torque to the second wheel using a second electric motor of one or more electric motors, at least partially based on the second torque limitation.

[0009] According to another aspect of the present disclosure, limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further include applying a third torque to a differential of the electric vehicle using a third electric motor of one or more electric motors. The differential is mechanically connected to the third electric motor, the first wheel, and the second wheel. Limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further include applying a braking torque to the second wheel in order to limit the second torque at least partially based on the second torque limitation and to limit the first torque at least partially based on the first torque limitation.

[0010] According to another aspect of the present disclosure, the method may also include increasing a slip threshold of a traction control system of the electric vehicle for the first wheel during the acceleration period.

[0011] According to another aspect of the present disclosure, limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further comprise providing an substantially step-like increase in the first torque limit during the acceleration period using one or more electric motors in response to receiving an accelerator pedal input. Limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further comprise providing an initial, substantially ramp-like increase in the second torque limit during the acceleration period using one or more electric motors in response to receiving the accelerator pedal input.

[0012] According to another aspect of the present disclosure, limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further comprise providing a second, essentially ramped increase of the first torque limitation during the acceleration period using one or more electric motors in response to receiving an accelerator pedal input. Limiting the first torque applied to the first wheel and limiting the second torque applied to the second wheel may further comprise providing a third, essentially ramped increase of the second torque limitation during the acceleration period using one or more electric motors in response to receiving the accelerator pedal input.The start time of the third, essentially ramp-like increase occurs after the start time of the second, essentially ramp-like increase.

[0013] According to another aspect of the present disclosure, adjusting the operation of the electric steering system may further include providing a steering torque using the electric steering system in response to receiving an accelerator pedal input. The steering torque turns one or more wheels of the electric vehicle away from the front of the electric vehicle.

[0014] According to a further aspect of the present disclosure, the provision of steering torque may also include the provision of steering torque using the electric steering system. An amount of steering torque is determined, at least in part, based on the amount of accelerator pedal input.

[0015] According to another aspect of the present disclosure, the method may further comprise adapting a torque-speed curve of one or more electric motors, at least partially, on the basis of a reference torque-speed curve obtained from a reference vehicle with an internal combustion engine.

[0016] A system for controlling an electric vehicle is created according to several aspects. The system can include one or more electric motors mechanically connected to a first rear wheel on one side of the electric vehicle and a second rear wheel on the other side. The system can further include an electric steering system mechanically connected to one or more front wheels of the electric vehicle. The system can also include a controller electrically connected to the one or more electric motors and the electric steering system. The controller is programmed to adjust the operation of the one or more electric motors of the electric vehicle in such a way as to induce a loss of traction at the first rear wheel.The controller is further programmed to adjust the operation of the electric vehicle's electric steering system in such a way as to induce a yaw movement of the electric vehicle. The direction of the yaw movement is away from the front side of the electric vehicle.

[0017] According to another aspect of the present disclosure, the controller is further programmed to limit a first torque applied to the first rear wheel of the electric vehicle based on a first torque limit, in order to adapt the operation of the one or more electric motors. The controller is further programmed to limit a second torque applied to the second rear wheel of the electric vehicle based on a second torque limit, in order to adapt the operation of the one or more electric motors. The second torque limit is less than or equal to the first torque limit for at least one segment of an acceleration period. The second torque limit increases during the acceleration period.

[0018] According to another aspect of the present disclosure, the system may further comprise an accelerator pedal position sensor electrically connected to the controller. To limit the first torque applied to the first rear wheel and the second torque applied to the second rear wheel, the controller is further programmed to provide, during the acceleration period using one or more electric motors, a substantially stepwise increase in the first torque limit in response to receiving an accelerator pedal input via the accelerator pedal position sensor.To limit the first torque applied to the first rear wheel and the second torque applied to the second rear wheel, the controller is further programmed to provide an initial, essentially ramp-like increase of the second torque limit in the second torque during the acceleration period using one or more electric motors in response to receiving the accelerator pedal input using the accelerator pedal position sensor.

[0019] According to another aspect of the present disclosure, the controller for adapting the operation of the electric steering system is further programmed to provide a steering torque using the electric steering system in response to receiving the accelerator pedal input via the accelerator pedal position sensor. The steering torque turns one or more front wheels of the electric vehicle away from the front of the electric vehicle.

[0020] According to another aspect of the present disclosure, the controller for providing the steering torque is further programmed to provide the steering torque using the electric steering system. An amount of the steering torque is determined, at least in part, based on the amount of accelerator pedal input.

[0021] According to another aspect of the present disclosure, the controller is further programmed to adapt a torque-speed curve of one or more electric motors, at least partially, on the basis of a reference torque-speed curve obtained from a reference vehicle with an internal combustion engine.

[0022] According to another aspect of the present disclosure, the system further comprises a traction control system that is electrically connected to the controller. The controller is further programmed to increase a slip threshold of a traction control system of the electric vehicle for the first rear wheel during the acceleration period.

[0023] A method for controlling an electric vehicle is provided according to several aspects. The method may include identifying a rapid acceleration state of the electric vehicle. The method may further include adjusting the operation of one or more electric motors of the electric vehicle to induce a loss of traction at a first rear wheel of the electric vehicle on a first side of the electric vehicle during an acceleration period in response to the identification of the rapid acceleration state. The method may further include adjusting the operation of an electric steering system of the electric vehicle to induce a yaw movement of the electric vehicle during the acceleration period in response to the identification of the rapid acceleration state. The direction of the yaw movement is away from the first side of the electric vehicle.The method may further include increasing a slip threshold of a traction control system of the electric vehicle for the first rear wheel during the acceleration period. The method may further include adjusting a torque-speed curve of one or more electric motors during the acceleration period, at least partially, based on a reference torque-speed curve obtained from a reference vehicle with an internal combustion engine.

[0024] According to a further aspect of the present disclosure, adjusting the operation of the one or more electric motors may further comprise providing a second, essentially ramp-like increase of a first torque limit applied to the first rear wheel during the acceleration period using the one or more electric motors in response to receiving an accelerator pedal input. Adjusting the operation of the one or more electric motors may further comprise providing a third, essentially ramp-like increase of a second torque limit applied to a second rear wheel during the acceleration period using the one or more electric motors in response to receiving the accelerator pedal input. The slope of the third, essentially ramp-like increase differs from the slope of the second, essentially ramp-like increase.

[0025] According to a further aspect of the present disclosure, adjusting the operation of the electric steering system may also include providing a steering torque using the electric steering system in response to receiving an accelerator pedal input. The steering torque turns one or more wheels of the electric vehicle away from the front of the vehicle. The magnitude of the steering torque is determined at least partially based on the magnitude of the accelerator pedal input.

[0026] Further areas of application will become apparent from the present description. It should be understood that the description and the specific examples serve only as illustrations. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings described here are for illustrative purposes only; they show: Fig. 1 a schematic representation of a system for controlling an electric vehicle according to a first exemplary embodiment; Fig. 2 a schematic representation of the system for controlling an electric vehicle according to a second exemplary embodiment; Fig. 3 a flowchart of a method for controlling an electric vehicle according to an exemplary embodiment; Fig. 4 a torque-speed diagram according to an exemplary embodiment; Fig. 5 a flowchart of a first method for applying a first torque and a second torque according to an exemplary embodiment; Fig. 6 a torque limitation diagram according to a first embodiment; Fig. 7 a torque limitation diagram according to a second embodiment; Fig. 8 a flowchart of a second first method for applying the first torque and the second torque according to an embodiment; and Fig. 9 a torque limitation diagram according to a third embodiment. DETAILED DESCRIPTION

[0028] The following description serves only as an example.

[0029] According to aspects of the present disclosure, advances in electric drive and control systems have led to electric vehicles with well-defined, smooth, and predictable driving characteristics. However, car enthusiasts may desire the unadulterated, often less predictable driving characteristics of classic cars, such as American muscle cars from the 1960s. Therefore, the present disclosure provides a new and improved system and method for controlling an electric vehicle that enables the emulation of the driving characteristics of other vehicles.

[0030] With reference to Fig. Figure 1 is a system for controlling an electric vehicle and is generally designated by reference numeral 10. A first exemplary embodiment 10a of the system 10 is shown with an exemplary vehicle 12. Although a passenger car is shown, it should be noted that the vehicle 12 can be any type of vehicle without deviating from the scope of this disclosure. According to one exemplary embodiment, the vehicle 12 is an electric vehicle. The first exemplary embodiment 10a of the system 10 generally comprises a controller 14, one or more vehicle sensors 16, an electric steering system 18, a traction control system 20, and several powertrain components 22.

[0031] The controller 14 is used to implement a method 100 for controlling an electric vehicle, as described below. The controller 14 comprises at least one processor 24 and a non-volatile, computer-readable storage device or non-volatile, computer-readable storage media 26. The processor 24 can be a custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the controller 14, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally, an instruction-executing device.

[0032] The computer-readable storage device or computer-readable storage media 26 may, for example, include volatile and non-volatile memory in a read-only memory (ROM), a random-access memory (RAM), and a maintenance memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables while the processor 24 is turned off.The computer-readable storage device or computer-readable storage media 26 may be implemented using a number of storage devices such as PROMs (programmable read-only memories), EPROMs (electrically programmable ROMs), EEPROMs (electrically erasable PROMs), flash memory or other electrical, magnetic, optical or combined storage devices capable of storing data, some of which represent executable instructions used by the controller 14 to control various systems of the vehicle 12.

[0033] The controller 14 can also consist of multiple controllers that communicate electrically with each other. The controller 14 can be connected to additional systems and / or controllers of the vehicle 12, which allows the controller 14 to access data such as speed, acceleration, braking, and steering angle of the vehicle 12.

[0034] The controller 14 communicates electrically with the one or more vehicle sensors 16, the electric steering system 18, the traction control system 20, and the multiple powertrain components 22. According to an exemplary embodiment, the electrical communication is established, for example, using a CAN network, a FLEXRAY network, a local area network (e.g., WiFi, Ethernet, and the like), a serial peripheral network (SPI), or the like. It is understood that various additional wired and wireless techniques and communication protocols for communicating with the controller 14 are within the scope of this disclosure. It is further understood that, within the scope of this disclosure, the electrical communication also includes the transmission of power and / or energy between electrical devices (e.g., using conductive wires and / or wireless power transmission techniques).

[0035] The one or more vehicle sensors 16 are used to acquire information relevant to the vehicle 12. According to an exemplary embodiment, the one or more vehicle sensors 16 comprise at least one accelerator pedal position sensor 28.

[0036] The accelerator pedal position sensor 28 is used to measure the position of the accelerator pedal of the vehicle 12. According to an exemplary embodiment, the accelerator pedal position sensor 28 is an electromechanical sensor that converts a mechanical movement of the accelerator pedal into an electrical signal. According to a non-limiting example, the accelerator pedal position sensor 28 comprises a potentiometer having at least a first terminal electrically connected to a wiper and a second terminal. The wiper of the potentiometer is fixed to the accelerator pedal (e.g., by means of a mechanical connection, a gear, and / or the like). Therefore, an electrical resistance measured between the first terminal (i.e., the wiper) and the second terminal is proportional to the position of the accelerator pedal.Accordingly, the controller 14 determines the position of the accelerator pedal by measuring the electrical resistance between the first and second terminals of the potentiometer. It should be understood that additional sensors for measuring the position of the accelerator pedal (e.g., rotary encoders, proximity sensors, and the like) are within the scope of this disclosure.

[0037] According to a further exemplary embodiment, the one or the vehicle sensors 16 further comprise sensors for determining performance data about the vehicle 12. According to a non-limiting example, the one or the multiple vehicle sensors 16 further comprise an engine speed sensor, an engine torque sensor, one or more wheel speed sensors, a sensor for the voltage and / or current at the electric drive motor, an accelerator pedal position sensor, a brake position sensor, a coolant temperature sensor, a cooling fan speed sensor and / or a transmission oil temperature sensor.

[0038] According to a further exemplary embodiment, the one or the vehicle sensors 16 further comprise sensors for determining information about an environment inside the vehicle 12. According to a non-limiting example, the one or the vehicle sensors 16 further comprise a seat occupancy sensor, a cabin air temperature sensor, a cabin motion detection sensor, a cabin camera, a cabin microphone and / or the like.

[0039] According to another exemplary embodiment, the one or more vehicle sensors 16 further comprise sensors for determining information about an environment surrounding the vehicle 12. According to a non-limiting example, the one or more vehicle sensors 16 further comprise at least one ambient air temperature sensor, an air pressure sensor, a global navigation satellite system (GNSS), and / or a photo and / or video camera positioned to observe the environment in front of the vehicle 12.

[0040] According to a further embodiment, at least one of the one or more vehicle sensors 16 is a perception sensor capable of perceiving objects and / or measuring distances in the vicinity of the vehicle 12. According to a non-limiting example, the one or more vehicle sensors 16 comprise a stereo camera with distance-measuring capabilities. According to one example, at least one of the one or more vehicle sensors 16 is fixed inside the vehicle 12, for example, in the headliner of the vehicle 12, and has a view through a windshield of the vehicle 12. According to another example, at least one of the one or more vehicle sensors 16 is fixed outside the vehicle 12, for example, on the roof of the vehicle 12, and has a view of the area surrounding the vehicle 12.It is understood that various additional types of perception sensors, such as LiDAR sensors, ultrasonic distance sensors, radar sensors, and / or time-of-flight sensors, are within the scope of this disclosure. The one or more vehicle sensors 16 are, as explained above, in electrical communication with the controller 14.

[0041] The electric steering system 18 is used to control the direction of travel and the yaw movement of the vehicle 12 based on occupant inputs, inputs from an advanced driver assistance system (ADAS), and / or inputs from an automated driving system (ADS). According to an exemplary embodiment, the electric steering system 18 comprises a steering actuator 30 and a steering mechanism 32.

[0042] The steering actuator 30 is used to supply force or torque to the steering mechanism 32. According to one exemplary embodiment, the steering actuator 30 is an electric motor, comprising, for example, a DC electric motor, an AC electric motor, a linear actuator, and / or any other type of electric machine capable of supplying force or torque to the steering mechanism 32. According to another embodiment, the steering actuator 30 is an electro-hydraulic actuator comprising an electric hydraulic pump that is in fluid communication with one or more hydraulic actuators, such as a hydraulic motor, a hydraulic piston, and / or the like. The steering actuator 30 is mechanically coupled to the steering mechanism 32 via one or more shafts, gears, rods, belts, chains, and / or the like.According to a non-restrictive example, the steering actuator 30 is in electrical communication with the controller 14 and the operation of the steering actuator 30 is controlled by the controller 14 on the basis of occupant inputs, inputs from an Advanced Driver Assistance System (ADAS) and / or inputs from an Automated Driving System (ADS).

[0043] The steering mechanism 32 is used to rotate one or more front wheels 34 of the vehicle 12 using the force or torque supplied by the steering actuator. According to one exemplary embodiment, the steering mechanism 32 comprises one or more mechanical components, such as shafts, gears, rods, belts, chains, and / or the like, designed to rotate the one or more front wheels 34 of the vehicle 12. According to a non-limiting example, the steering mechanism 32 is a rack and pinion steering system. According to another non-limiting example, the steering mechanism 32 is a recirculating ball steering system. It is understood that various additional and / or alternative types, configurations, and operating principles of the steering mechanism 32 are within the scope of this disclosure.

[0044] The traction control system 20 is used to prevent wheel slip and improve the stability of the vehicle 12. According to an exemplary embodiment, the traction control system 20 is an electronic control system that communicates electrically with the one or more vehicle sensors 16, the multiple powertrain components 22, and the controller 14. According to a non-limiting example, the traction control system 20 uses the wheel speed sensors of the one or more vehicle sensors 16 to monitor the rotational speed of each wheel and compares the rotational speeds to detect wheel slip. According to a non-limiting example, wheel slip is detected when a percentage difference between the wheel rotational speeds exceeds a slip threshold.When wheel slip is detected, the traction control system adjusts one or more of the multiple drivetrain components 22 to apply a braking torque to the slipping wheel and can also modulate drive force to maintain traction. It is understood that various additional and / or alternative types, configurations, and operating principles of the traction control system 20 are within the scope of this disclosure. The traction control system 20 communicates electrically with the controller 14. The controller 14 can control the operation of the traction control system 20 (e.g., by adjusting the slip threshold).

[0045] The multiple drivetrain components 22 are used to propel and brake the vehicle 12. According to an exemplary embodiment, the multiple drivetrain components 22 comprise a rear drive system 36, a first rear brake 38a, a second rear brake 38b, a first front brake 38c, and a second front brake 38d.

[0046] The rear drive system 36 is used to provide torque to drive a first rear wheel 40a and a second rear wheel 40b (i.e., the rear wheels). The first rear wheel 40a is located on a first side 42a of the vehicle 12. The second rear wheel 40b is located on a second side 42b of the vehicle 12. According to the first exemplary embodiment 10a of the system 10, the rear drive system 36 is a first exemplary rear drive system 36a. The first exemplary rear drive system 36a comprises a first electric motor 44a and a second electric motor 44b. The first electric motor 44a is used to provide torque to drive (i.e., accelerate) the first rear wheel 40a. The second electric motor 44b is used to provide torque to drive (i.e., accelerate) the second rear wheel 40b.

[0047] According to an exemplary embodiment, the first electric motor 44a and the second electric motor 44b are electric machines such as three-phase AC electric motors or DC electric motors. The first electric motor 44a and the second electric motor 44b communicate electrically with the controller 14. The first electric motor 44a and the second electric motor 44b are controlled by the controller 14 based on inputs from occupants, inputs from an advanced driver assistance system (ADAS), and / or inputs from an automated driving system (ADS).

[0048] With reference to Fig. Figure 2 shows a schematic representation of a second exemplary embodiment 10b of the system 10. The second exemplary embodiment 10b of the system 10 generally comprises the controller 14, the one or more vehicle sensors 16, the electric power steering system 18, the traction control system 20, and the multiple powertrain components 22. The second exemplary embodiment 10b of the system 10 is similar to the first exemplary embodiment 10a of the system 10, except that in the second exemplary embodiment 10b of the system 10, the rear drive system 36 is a second exemplary rear drive system 36b. Apart from the differences in the rear drive system 36, the entire preceding and subsequent disclosure applies to both the first exemplary embodiment 10a of the system 10 and the second exemplary embodiment 10b of the system 10, unless otherwise stated.

[0049] The second exemplary rear drive system 36b comprises a single electric motor, designated as the third electric motor 44c, and a differential 46. The third electric motor 44c is used to provide torque to drive (i.e., accelerate) both the first rear wheel 40a and the second rear wheel 40b via the differential 46. According to one exemplary embodiment, the third electric motor 44c is an electric machine, such as a three-phase AC electric motor or a DC electric motor. The third electric motor 44c communicates electrically with the controller 14. The controller 14 controls the third electric motor 44c based on occupant inputs, inputs from an advanced driver assistance system (ADAS), and / or inputs from an automated driving system (ADS). The third electric motor 44c is mechanically coupled to the differential 46, as described below.

[0050] The differential 46 is used to transmit torque between the third electric motor 44c and both the first rear wheel 40a and the second rear wheel 40b. According to an exemplary embodiment, the differential 46 comprises a first port 48a, a second port 48b, and a third port 48c. The differential 46 further comprises mechanical components such as gears, chains, belts, torque converters, and / or the like, which enable torque transmission from the third port 48c to the first port 48a and to the second port 48b. According to a non-limiting example, the differential 46 is designed to transmit torque from the third port 48c to the first rear wheel 40a, which is connected to (i.e., mechanically connected to) the first port 48a, and to the second rear wheel 40b, which is connected to (i.e., mechanically connected to) the second port 48b.in mechanical connection with it), to transmit. The differential gear 46 comprises mechanical components that allow the first rear wheel 40a to rotate independently of the second rear wheel 40b (e.g., at different speeds and / or in different directions).

[0051] With renewed reference to Fig. 1 and Fig. 2. It should be mentioned that the system 10 is either the first exemplary rear drive system 36a (i.e., as in the first exemplary embodiment 10a of the in Fig. 1 system 10) or the second exemplary rear drive system 36b (i.e., as in the second exemplary embodiment 10b of the one shown in Fig. 2 shown system 10). As explained above, the first exemplary embodiment 10a of system 10 and the second exemplary embodiment 10b of system 10 are similar except for differences in the rear drive system 36. Differences in operation between the first exemplary embodiment 10a of system 10 and the second exemplary embodiment 10b of system 10 are explained in more detail below.

[0052] The first rear brake 38a, the second rear brake 38b, the first front brake 38c, and the second front brake 38d are used to provide a torque for braking (i.e., decelerating) the vehicle 12. The first rear brake 38a is operable to exert a braking torque on the first rear wheel 40a. The second rear brake 38b is operable to exert a braking torque on the second rear wheel 40b. The first front brake 38c is operable to exert a braking torque on a first front wheel 50a of one or more front wheels 34. The first front wheel 50a is located on the first side 42a. The second front brake 38d is operable to exert a braking torque on a second front wheel 50b of one or more front wheels 34. The second front wheel 50b is located on the second side 42b. The first rear brake 38a and the second rear brake 38b are also referred to as rear brakes.The first front brake 38c and the second front brake 38d are also referred to as front brakes.

[0053] According to an exemplary embodiment, the first rear brake 38a, the second rear brake 38b, the first front brake 38c, and the second front brake 38d are hydraulically actuated brakes connected to a central vehicle hydraulic system (not shown). The hydraulically actuated brakes can be actuated by a brake pedal force exerted by an occupant or by an electronically controlled hydraulic pump and / or distribution system that can individually control the brake pressure exerted on the first rear brake 38a, the second rear brake 38b, the first front brake 38c, and the second front brake 38d. According to another embodiment, the first rear brake 38a, the second rear brake 38b, the first front brake 38c and the second front brake 38d are self-contained electromechanical brakes (EMB) or electrohydraulic brakes (EHB) that are individually electronically controlled as part of a brake-by-wire system.It is understood that any braking system capable of exerting an individually electronically controllable braking torque on each of the first rear wheel 40a, the second rear wheel 40b, the first front wheel 50a and the second front wheel 50b, including, for example, regenerative braking systems, falls within the scope of this disclosure.

[0054] In any case, the first rear brake 38a, the second rear brake 38b, the first front brake 38c and the second front brake 38d are in direct or indirect electrical communication with the controller 14, which enables electronically controlled individual actuation of the first rear brake 38a, the second rear brake 38b, the first front brake 38c and the second front brake 38d to exert a braking torque on the first rear wheel 40a, the second rear wheel 40b, the first front wheel 50a and the second front wheel 50b.

[0055] With reference to Fig. Figure 3 shows a flowchart of the method 100 for controlling an electric vehicle. The method 100 begins at block 102 and proceeds to block 104. In block 104, the controller 14 identifies a rapid acceleration state of the vehicle 12. Within the scope of this disclosure, the rapid acceleration state means that the vehicle 12 is designed for rapid acceleration from a stationary or slow state. According to one exemplary embodiment, the rapid acceleration state is activated by an occupant of the vehicle 12 (e.g., by selecting a rapid acceleration option using a physical button and / or a software button or switch). According to another exemplary embodiment, the rapid acceleration state is identified using the accelerator pedal position sensor 28.According to a non-restrictive example, the controller 14 uses the accelerator pedal position sensor 28 to detect a large change in accelerator pedal position over a relatively short period. The rapid acceleration state is identified as a response to a determination that the magnitude of the change in accelerator pedal position over a predetermined period (e.g., one second) is greater than or equal to a predetermined accelerator pedal position change threshold.

[0056] In any case, the rapid acceleration behavior of vehicle 12 (i.e., rapid forward acceleration from a steady or slow state) is triggered by an accelerator pedal input (i.e., actuation of the accelerator pedal) provided by the occupant of vehicle 12 and detected by the accelerator pedal position sensor 28. If the rapid acceleration state is not identified in block 104, procedure 100 proceeds to enter a standby state in block 106. If the rapid acceleration state is identified in block 104 and the accelerator pedal input is received, procedure 100 proceeds through blocks 108, 110, 112, and 114.

[0057] In block 108, the controller 14 applies a first torque to the first rear wheel 40a based on a first torque limit. The controller 14 also applies a second torque to the second rear wheel 40b based on a second torque limit. The application of the first and second torques is explained in more detail below. After block 108, the process 100 transitions to standby mode in block 106.

[0058] In block 110, the controller 14 instructs the traction control system 20 to increase the slip threshold of the first rear wheel 40a. According to a non-restrictive example, the slip threshold of the first rear wheel 40a is increased to fifteen percent. By increasing the slip threshold, the first rear wheel 40a can experience greater slip before the traction control system 20 intervenes to reduce the slip. The adjustment of the slip threshold is explained in more detail below. After block 110, the procedure 100 enters the standby state in block 106.

[0059] In block 112, the controller 14 instructs the electric steering system 18 to deliver a steering torque. According to an exemplary embodiment, the steering torque turns the one or more front wheels 34 away from the first side 42a of the vehicle 12 (i.e., the one or more front wheels 34 would, from the perspective of Fig. 1-2 and, from the perspective of an occupant in the vehicle facing forward, turn to the right). According to another exemplary embodiment, the steering torque turns the one or more front wheels 34 away from the second side 42b of the vehicle 12 (i.e., the one or more front wheels 34 would, from the perspective of Fig. 1-2 and, from the perspective of an occupant in the vehicle facing forward, turn left). According to an exemplary embodiment, the magnitude of the steering torque is determined at least partially based on the magnitude of the accelerator pedal input detected in Block 104 to initiate the rapid acceleration behavior. According to a non-limiting example, the magnitude of the steering torque varies directly with the magnitude of the accelerator pedal input detected in Block 104, such that a larger accelerator pedal input results in a greater steering torque. The application of the steering torque is explained in more detail below. After Block 112, the method 100 proceeds to enter the ready state in Block 106.

[0060] In block 114, the controller 14 adjusts a torque-speed curve of the first electric motor 44a, the second electric motor 44b, and / or the third electric motor 44c. Within the scope of this disclosure, the torque-speed curve of a motor characterizes the motor's performance in terms of how the motor's torque output changes with the motor speed.

[0061] With reference to Fig. Figure 4 shows an exemplary torque-speed diagram 400 with a typical electrical torque-speed curve 402 and a reference torque-speed curve 404. The exemplary torque-speed diagram 400 has an x-axis 406 representing the motor speed (e.g., in revolutions per minute) and a y-axis 408 representing the motor torque (e.g., in newton-meters). According to an exemplary embodiment, the typical electrical torque-speed curve 402 represents a typical torque-speed curve of an electric motor (i.e., the first electric motor 44a, the second electric motor 44b, and / or the third electric motor 44c). The typical electrical torque-speed curve 402 is characterized in that the maximum torque is immediately available at low motor speeds, followed by a decrease in torque with increasing motor speed. It goes without saying that the in Fig. The typical electric torque-speed curve shown in Figure 402 is merely an example and the actual typical torque-speed curve of the first electric motor 44a, the second electric motor 44b and / or the third electric motor 44c may differ from it.

[0062] The reference torque-speed curve 404 represents a typical torque-speed curve of an internal combustion engine (e.g., a gasoline engine). The reference torque-speed curve 404 is characterized in that lower torque is available at low engine speeds, with the engine torque reaching a peak value within a certain engine speed range (sometimes referred to as the "power band"), followed by a decrease in torque with increasing engine speed. According to an exemplary embodiment, the reference torque-speed curve 404 is obtained from a reference vehicle (not shown) with an internal combustion engine (not shown). According to a non-limiting example, the reference vehicle is tested on a dynamometer (not shown) to obtain the reference torque-speed curve 404. It is understood that the in Fig. The reference torque-speed curve shown in Figure 404 is only exemplary and the actual torque-speed curve obtained from the reference vehicle may differ from it.

[0063] According to an exemplary embodiment, the controller 14 limits the torque delivered by the first electric motor 44a, the second electric motor 44b, and / or the third electric motor 44c at low motor speeds to adjust the torque-speed curve of the first electric motor 44a, the second electric motor 44b, and / or the third electric motor 44c such that the torque-speed curve of the first electric motor 44a, the second electric motor 44b, and / or the third electric motor 44c is closer to that of the reference torque-speed curve 404. In other words, using software-based motor control, the controller 14 emulates the torque-speed characteristics of the reference vehicle's power unit using the first electric motor 44a, the second electric motor 44b, and / or the third electric motor 44c. With further reference to Fig. 3. The procedure 100 transitions to standby mode in block 106 after block 114.

[0064] With reference to Fig. Figure 5 is a flowchart of a first exemplary embodiment 500 of block 108 (i.e., a first method for applying the first torque and the second torque). According to an exemplary embodiment, the first exemplary embodiment 500 of block 108 is used with the first exemplary embodiment 10a of system 10, which includes the first exemplary rear drive system 36a. The first exemplary embodiment 500 of block 108 begins at blocks 502 and 504. With reference to Fig. 5 and with further reference to Fig. 1 and Fig. 3. In Block 502, the controller 14 uses the first electric motor 44a to apply the first torque to the first rear wheel 40a based on the first torque limit. According to an exemplary embodiment, the first torque limit is equal to a maximum output torque of the first electric motor 44a, as determined by the torque-speed curve discussed above with respect to Block 114. Examples of the first torque limit are explained in more detail below. Following Block 502, the first exemplary embodiment 500 of Block 108 is completed, and the method 100 continues as explained above.

[0065] In Block 504, the controller 14 uses the second electric motor 44b to apply the second torque to the second rear wheel 40b based on the second torque limit. According to one exemplary embodiment, the second torque limit is less than or equal to the first torque limit. The first torque limit is higher than the second torque limit to induce a loss of traction in the first rear wheel 40a. According to one exemplary embodiment, the second torque limit increases over time. Examples of the second torque limit are explained in more detail below. After Block 504, the first exemplary embodiment 500 of Block 108 is completed, and the method 100 continues as described above.

[0066] With reference to Fig. Figure 6 shows a first exemplary torque limiting diagram 600. The first exemplary torque limiting diagram 600 has an x-axis 602, which indicates time (e.g., in seconds), and a y-axis 604, which indicates the magnitude on a relative scale. It is understood that the first exemplary torque limiting diagram 600 is not necessarily to scale and that all times and magnitudes shown are only examples. The first exemplary torque limiting diagram 600 further includes an exemplary accelerator pedal input 606 over time. According to an exemplary embodiment, the exemplary accelerator pedal input 606 is a step-like increase in the accelerator pedal position at a time t1, which is consistent, for example, with the occupant fully depressing the accelerator pedal to initiate rapid acceleration.It should be understood that the form of the exemplary accelerator pedal input 606 is merely exemplary and that the exemplary accelerator pedal input 606 does not have to change abruptly.

[0067] The first exemplary torque limit diagram 600 further comprises a first exemplary first torque limit 608. According to an exemplary embodiment, the first exemplary first torque limit 608 is a linear, ramp-like increase of the first torque limit, which begins at time t2 and reaches a maximum value (e.g., one hundred percent of the possible torque) at time t3. In the context of this disclosure, "ramp-like" means that the shape of the first torque limit is a ramp function. In the context of this disclosure, "ramp-like" essentially means that the first torque limit is very similar to a ramp function but may also include additional artifacts such as curvature, oscillation, ripple, and / or the like, without deviating from the scope of this disclosure. The time between t1 and t2 is a dead time or response time of the system.It is understood that the first exemplary first torque limit 608 is merely exemplary and that the first exemplary first torque limit 608 may have any slope and / or include piecewise or nonlinear functions.

[0068] According to a further embodiment, the first torque limitation is essentially step-like. Within the scope of this disclosure, step-like means that the form of the first torque limitation is a step-like increase (as illustrated, for example, by the exemplary accelerator pedal input 606). Within the scope of this disclosure, essentially step-like means that the first torque limitation is very similar to a step function response, but may also include additional artifacts such as curvature, oscillation, ripple, and / or the like, without deviating from the scope of this disclosure.

[0069] The first exemplary torque limit diagram 600 further comprises a first exemplary second torque limit 610. According to an exemplary embodiment, the first exemplary second torque limit 610 is a linear, ramp-like increase of the second torque limit, which begins at time t2 and reaches a maximum value (e.g., one hundred percent of the possible torque) at time t5. In the context of this disclosure, "ramp-like" means that the shape of the second torque limit is a ramp-like increase. In the context of this disclosure, "ramp-like" essentially means that the second torque limit is very similar to a ramp function response, but may also include additional artifacts such as curvature, oscillation, ripple, and / or the like, without deviating from the scope of this disclosure. The time between t1 and t2 is a dead time or response time of the system.It is understood that the first exemplary second torque limit 610 is merely an example and that the first exemplary second torque limit 610 may have any slope and / or include piecewise or nonlinear functions. According to a non-restrictive example, the first exemplary second torque limit 610 has a less steep slope than the first exemplary first torque limit 608, such that the second torque limit is less than or equal to the first torque limit, as explained above.

[0070] The first exemplary torque limiting diagram 600 further comprises a first exemplary slip threshold 612 of the first rear wheel 40a. According to an exemplary embodiment, the first exemplary slip threshold 612 is a temporary increase in the slip threshold of the first rear wheel 40a, which begins at time t2 and returns to a base slip threshold at time t4. It should be understood that the timing of the changes in the first exemplary slip threshold 612 is merely exemplary. For example, the first exemplary slip threshold 612 could also begin at time t3 and return to the base slip threshold at time t5 without deviating from the scope of this disclosure.It is understood that the first exemplary slip threshold 612 is merely exemplary and that the first exemplary slip threshold 612 can have any form, including piecewise and / or nonlinear functions.

[0071] The first exemplary torque limiting diagram 600 further comprises a first exemplary steering torque 614. According to an exemplary embodiment, the first exemplary steering torque 614 is a temporary reduction of the steering torque below a base steering torque (e.g., a steering torque of zero or an actual steering torque input by the occupant or an ADAS / ADS system), which begins at time t2 and returns to the base steering torque at time t4. The reduction below the base steering torque corresponds to turning one or more of the front wheels 34 of the vehicle 12 away from the first side 42a of the vehicle 12. It is understood that the timing of the changes in the first exemplary steering torque 614 is merely exemplary.For example, the first exemplary steering torque 614 can also begin at time t2 and return to the base steering torque at time t3 without deviating from the scope of this disclosure. It is understood that the first exemplary steering torque 614 is merely exemplary and that the first exemplary steering torque 614 can have any form, including piecewise and / or nonlinear functions.

[0072] In the first exemplary torque limitation diagram 600, the time between t1 and t5 is referred to as the acceleration period. Within the scope of this disclosure, the acceleration period is a period during which the first torque limitation, the second torque limitation, the slip threshold, and / or the steering torque change from or deviate from their base levels.

[0073] With reference to Fig. Figure 7 shows a second exemplary torque limiting diagram 700. This second exemplary torque limiting diagram 700 has an x-axis 702 representing time (e.g., in seconds) and a y-axis 704 representing the magnitude on a relative scale. It is understood that the second exemplary torque limiting diagram 700 is not necessarily to scale and that all times and magnitudes shown are for illustrative purposes only. The second exemplary torque limiting diagram 700 also includes the exemplary accelerator pedal input 606 over time, as explained above.

[0074] The second exemplary torque limit diagram 700 further comprises a second exemplary first torque limit 706. According to an exemplary embodiment, the second exemplary first torque limit 706 is a linear, ramp-like increase of the first torque limit, which at a time t 2abegins and reaches a maximum value (e.g., one hundred percent of the possible torque) at time t3. The time between t1 and t 2a This is a dead time or reaction time of the system. It is understood that the second exemplary first torque limit 706 is merely an example and that the second exemplary first torque limit 706 can have any slope and / or include piecewise or nonlinear functions.

[0075] According to a further embodiment, the first torque limitation is essentially step-like. Within the scope of this disclosure, step-like means that the form of the first torque limitation is a step-like increase (as illustrated, for example, by the exemplary accelerator pedal input 606). Within the scope of this disclosure, essentially step-like means that the first torque limitation is very similar to a step function response, but may also include additional artifacts such as curvature, oscillation, ripple, and / or the like, without deviating from the scope of this disclosure.

[0076] The second exemplary torque limit diagram 700 further comprises a second exemplary second torque limit 708. According to an exemplary embodiment, the second exemplary second torque limit 708 is a linear, ramp-like increase of the second torque limit, which at time t2b begins and reaches a maximum value (e.g., one hundred percent of the possible torque) at time t5. Therefore, as in Fig. 7 shows the start time of the second exemplary second torque limitation 708 (i.e. t 2a ) after the start time of the second exemplary first torque limitation 706 (i.e. t 2a ) Accordingly, the second torque limit is less than or equal to the first torque limit, as explained above. The first torque limit is higher than the second torque limit in order to cause a loss of traction of the first rear wheel 40a. It is understood that the second exemplary second torque limit 708 is merely exemplary and that the second exemplary second torque limit 708 may have any slope and / or include piecewise or nonlinear functions.

[0077] The second exemplary torque limiting diagram 700 further comprises a second exemplary slip threshold 710 of the first rear wheel 40a. According to an exemplary embodiment, the second exemplary slip threshold 710 is a temporary increase of the slip threshold of the first rear wheel 40a, which at time t 2abegins and returns to a basic slip threshold at time t4. It is understood that the timing of the changes to the second exemplary slip threshold 710 is merely illustrative. For example, the second exemplary slip threshold 710 could also begin at time t3 and return to the basic slip threshold at time t5 without deviating from the scope of this disclosure. It is understood that the second exemplary slip threshold 710 is merely illustrative and that the second exemplary slip threshold 710 could have any form and include piecewise and / or nonlinear functions.

[0078] The second exemplary torque limiting graph 700 further includes a second exemplary steering torque 712. According to one exemplary embodiment, the second exemplary steering torque 712 is a temporary reduction of the steering torque below a base steering torque (e.g., a steering torque of zero or an actual steering torque input by the occupant or an ADAS / ADS system) that occurs at time t 2a begins and returns to the base steering torque at time t4. The reduction below the base steering torque corresponds to turning one or more front wheels 34 of the vehicle 12 away from the first side 42a of the vehicle 12. It is understood that the timing of the changes in the second exemplary steering torque 712 is merely exemplary. For example, the second exemplary steering torque 712 can also occur at time t 2abegin and return to the base steering torque at time t3 without deviating from the scope of this disclosure. It is understood that the second exemplary steering torque 712 is merely exemplary and that the second exemplary steering torque 712 can have any form and may include piecewise and / or nonlinear functions.

[0079] In the second exemplary torque limitation diagram 700, the time between t1 and t5 is referred to as the acceleration period. Within the scope of this disclosure, the acceleration period is a period during which the first torque limitation, the second torque limitation, the slip threshold, and / or the steering torque change from or deviate from their base levels.

[0080] With reference to Fig. Figure 8 is a flowchart of a second exemplary embodiment 800 of block 108 (i.e., a second method for applying the first torque and the second torque). According to one exemplary embodiment, the second exemplary embodiment 800 of block 108 is used with the second exemplary embodiment 10b of system 10, which includes the second exemplary rear drive system 36b. The second exemplary embodiment 800 of block 108 begins at block 802. With reference to Fig. 8 and with further reference to Fig. 2 and Fig. In block 802, the controller 14 uses the third electric motor 44c to apply a third torque to the third terminal 48c of the differential gear 46. According to one exemplary embodiment, the third torque is equal to a maximum output torque of the third electric motor 44c, as determined by the torque-speed curve discussed above with respect to block 114. Following block 802, the second exemplary embodiment 800 continues from block 108 to block 804.

[0081] In Block 804, the controller 14 uses the second rear brake 38b to apply a braking torque to the second rear wheel 40b. According to one exemplary embodiment, the braking torque causes a torque transmission from the second rear wheel 40b, via the differential 46, to the first rear wheel 40a. According to a non-limiting example, the magnitude of the braking torque is determined such that the second torque applied by the third electric motor 44c to at least the second rear wheel 40b is limited, at least partially, based on the second torque limitation, and that the first torque applied by the third electric motor 44c to the first rear wheel 40a is limited, at least partially, based on the first torque limitation. According to Block 804, the second exemplary embodiment 800 of Block 108 is completed, and the method 100 continues as described above.

[0082] With reference to Fig. Figure 9 shows a third exemplary torque limiting diagram 900. This third exemplary torque limiting diagram 900 has an x-axis 902 representing time (e.g., in seconds) and a y-axis 904 representing magnitude on a relative scale. It is understood that the third exemplary torque limiting diagram 900 is not necessarily to scale and that all times and magnitudes shown are for illustrative purposes only. The third exemplary torque limiting diagram 900 further includes the exemplary accelerator pedal input 606 over time, as explained above.

[0083] The third exemplary torque limiting diagram 900 further includes an exemplary third torque 906. According to one exemplary embodiment, the exemplary third torque 906 is a linear, ramp-like increase of the third torque, which begins at time t2 and reaches a maximum value (e.g., one hundred percent of the possible torque) at time t3. The time between t1 and t2 is a dead time or response time of the system. It is understood that the exemplary third torque 906 is merely exemplary and that the exemplary third torque 906 may have any slope and / or include piecewise or nonlinear functions.

[0084] According to a further embodiment, the third torque is essentially stepped. Within the scope of this disclosure, "stepped" means that the form of the third torque is a step-like increase (as illustrated, for example, by the exemplary accelerator pedal input 606). Within the scope of this disclosure, "essentially stepped" means that the third torque is very similar to a step function, but may also exhibit additional artifacts such as curvature, oscillation, waviness, and / or the like, without deviating from the scope of this disclosure.

[0085] The third exemplary torque limiting diagram 900 further comprises a third exemplary slip threshold 908 of the first rear wheel 40a. According to one exemplary embodiment, the third exemplary slip threshold 908 is a temporary increase in the slip threshold of the first rear wheel 40a, which begins at time t2 and returns to a base slip threshold at time t4. It is understood that the timing of the changes of the third exemplary slip threshold 908 is merely exemplary. For example, the third exemplary slip threshold 908 could also begin at time t3 and return to the base slip threshold at time t5 without deviating from the scope of this disclosure.It is understood that the third exemplary slip threshold 908 is merely exemplary and that the third exemplary slip threshold 908 can have any form and may include piecewise and / or nonlinear functions.

[0086] The third exemplary torque limiting diagram 900 further comprises a third exemplary steering torque 910. According to one exemplary embodiment, the third exemplary steering torque 910 is a temporary reduction of the steering torque below a base steering torque (e.g., a steering torque of zero or an actual steering torque input by the occupant or an ADAS / ADS system) that occurs at time t zbegins and returns to the base steering torque at time t4. The reduction below the base steering torque corresponds to turning one or more front wheels 34 of the vehicle 12 away from the first side 42a of the vehicle 12. It is understood that the timing of the changes of the third exemplary steering torque 910 is merely exemplary. For example, the third exemplary steering torque 910 can also begin at time t4 and return to the base steering torque at time t4 without deviating from the scope of this disclosure. It is understood that the third exemplary steering torque 910 is merely exemplary and that the third exemplary steering torque 910 can have any form and may include piecewise and / or nonlinear functions.

[0087] The third exemplary torque limiting diagram 900 further includes an exemplary braking torque 912. According to an exemplary embodiment, the exemplary braking torque 912 is a temporary increase in the braking torque above a base braking torque (e.g., a braking torque of zero or an actual braking torque input by the occupant or an ADAS / ADS system) beginning at time t2 and returning to the base braking torque at time t4. The increase above the base braking torque corresponds to the application of the second rear brake 38b to transfer torque from the second rear wheel 40b to the first rear wheel 40a. The transfer of torque from the second rear wheel 40b to the first rear wheel 40a is intended to cause a loss of traction of the first rear wheel 40a.

[0088] It is understood that the timing of the changes in the exemplary braking torque 912 is merely illustrative. For example, the exemplary braking torque 912 could also begin at time t2 and return to the base braking torque at time t3 without deviating from the scope of this disclosure. It is understood that the exemplary braking torque 912 is merely illustrative and that the exemplary braking torque 912 can have any form and may include piecewise and / or nonlinear functions.

[0089] In the third exemplary torque limiting diagram 900, the time between t1 and t4 is referred to as the acceleration period. Within the scope of this disclosure, the acceleration period is a period during which the third torque, the slip threshold, the braking torque, and / or the steering torque change or deviate from their base levels.

[0090] System 10 and Method 100 of the present disclosure offer several advantages. Using System 10 and Method 100, a loss of traction of the first rear wheel 40a is induced. In addition, a yaw movement in a direction away from the first side 42a is induced. The loss of traction of the first rear wheel 40a and the yaw movement emulate the behavior of a classic muscle car, thus providing greater driving pleasure and entertainment for the occupants.

[0091] According to an exemplary embodiment, the system 10 and the method 100 can also be designed to induce a loss of traction in the second rear wheel 40b and cause a yaw movement in the direction of the first side 42a of the vehicle 12. According to a non-limiting example, the occupant can configure parameters such as tire slip (e.g., which tire is slipping, the amount of tire slip, and / or the like) and yaw direction via a human-machine interface. According to another non-limiting example, the controller 14 can randomly select parameters such as tire slip and yaw direction. By using the system 10 and the method 100, the driving experience can therefore be made more interesting and challenging, providing the occupant with additional entertainment.

Claims

[1] Method for controlling an electric vehicle (12) wherein the method comprises: Adapting the operation of one or more electric motors (44a, 44b, 44c) of the electric vehicle (12) to cause a loss of traction of a first wheel (40a, 50a) of the electric vehicle (12) on a first side (42a) of the electric vehicle (12); and Adapting the operation of an electric steering system (18) of the electric vehicle (12) to produce a yaw movement of the electric vehicle (12), wherein one direction of the yaw movement is away from the first side (42a) of the electric vehicle (12). [2] Method according to claim 1, wherein adjusting the operation of one or more electric motors (44a, 44b, 44c) further comprises: Limiting a first torque applied to the first wheel (40a, 50a) of the electric vehicle (12) based on a first torque limit; and Limiting a second torque applied to a second wheel (40b, 50b) of the electric vehicle (12) based on a second torque limit (708), wherein the second torque limit (708) is less than or equal to the first torque limit (706) for at least one section of an acceleration period and wherein the second torque limit (708) increases during the acceleration period. [3] Method according to claim 2, wherein limiting the first torque applied to the first wheel (40a, 50a) and limiting the second torque applied to the second wheel (40b, 50b) further comprise: Applying the first torque to the first wheel (40a, 50a) using a first electric motor (44a) of one or more electric motors (44a, 44b, 44c) at least partially based on the first torque limit (706); and Applying the second torque to the second wheel (40b, 50b) using a second electric motor (44b) of one or more electric motors (44a, 44b, 44c) at least partially on the basis of the second torque limitation (708). [4] Method according to claim 2, wherein limiting the first torque applied to the first wheel (40a, 50a) and limiting the second torque applied to the second wheel (40b, 50b) further comprise: Applying a third torque to a differential gear (46) of the electric vehicle (12) using a third electric motor (44c) of one or more electric motors (44a, 44b, 44c), wherein the differential gear (46) is mechanically connected to the third electric motor (44c), the first wheel (40a, 50a) and the second wheel (40b, 50b); and Applying a braking torque to the second wheel (40b, 50b) to limit the second torque at least partially on the basis of the second torque limit (708) and to limit the first torque at least partially on the basis of the first torque limit (706). [5] The method of claim 2, further comprising: Increasing a slip threshold (710) of a traction control system (20) of the electric vehicle (12) for the first wheel (40a, 50a) during the acceleration period. [6] Method according to claim 2, wherein limiting the first torque applied to the first wheel (40a, 50a) and limiting the second torque applied to the second wheel (40b, 50b) further comprise: Providing an essentially stepwise increase of the first torque limit (706) during the acceleration period using one or more electric motors (44a, 44b, 44c) in response to receiving an accelerator pedal input (606); and Providing an initial essentially ramp-like increase of the second torque limit (708) in the second torque during the acceleration period using one or more electric motors (44a, 44b, 44c) in response to receiving the accelerator pedal input (606). [7] Method according to claim 2, wherein limiting the first torque applied to the first wheel (40a, 50a) and limiting the second torque applied to the second wheel (40b, 50b) further comprise: Providing a second, essentially ramp-like increase of the first torque limit (706) during the acceleration period using one or more electric motors (44a, 44b, 44c) in response to receiving an accelerator pedal input (606); and Providing a third, essentially ramp-like increase of the second torque limit (708) during the acceleration period using one or more electric motors (44a, 44b, 44c) in response to receiving the accelerator pedal input (606), wherein a start time of the third, essentially ramp-like increase occurs after a start time of the second, essentially ramp-like increase. [8] Method according to claim 1, wherein the adjustment of the operation of the electric steering system (18) further comprises: Providing a steering torque (712) using the electric steering system (18) in response to receiving an accelerator pedal input (606), wherein the steering torque (712) turns one or more wheels (40a, 40b, 50a, 50b) of the electric vehicle (12) away from the first side (42a) of the electric vehicle (12). [9] Method according to claim 8, wherein providing the steering torque (712) further comprises: Providing the steering torque (712) using the electric steering system (18), wherein an amount of the steering torque (712) is determined at least partially on the basis of an amount of the accelerator pedal input (606). [10] The method of claim 1, further comprising: Adapting a torque-speed curve of one or more electric motors (44a, 44b, 44c) at least partially on the basis of a reference torque-speed curve (404) obtained from a reference vehicle with an internal combustion engine.

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