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    • 专利摘要:
    A method of controlling and / or regulating the power of at least one engine comprising: grasping an active position (S) along the accelerator pedal stroke (PW), and determining a power demand (PS) at least one motor using a first functional relationship (510) between the active position (S) and the power demand (P). The accelerator pedal has an actuator element for applying a force acting in the opposite direction to the actuating direction. In a switching range (SB) along the path (PW), the power demand (P) of at least one motor with another functional relationship (550) is determined. The partial range (TB) is between a first and a second end point (TB1, TB2). The derivative of the demand (P) after the active position (S) of the other relation (550) is modified in the partial range (TB), with respect to the derivative of the demand (P) after the active position (S ) of the first relationship (510).
    公开号:FR3037909A1
    申请号:FR1656000
    申请日:2016-06-28
    公开日:2016-12-30
    发明作者:Udo Sieber；Markus Deissler；Ulrich Bauer
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to a method of controlling and / or regulating the power of an engine. The invention also relates to a device for controlling the power of an engine and a computer program product with a program code for executing such a method. State of the art In the case of a conventional passive accelerator pedal used to control or regulate the power of an engine, for example that of a motor vehicle engine, the driver acts against a spring integrated in the mechanism of the pedal. The force developed by the spring is substantially proportional to the pedal stroke. This proportional force allows the driver to precisely adjust the position of the accelerator pedal and thus the power demand, for example the torque demand transmitted to the engine. The accelerator electronic pedals are not mechanically linked, directly to a component of the engine that would convert the power demand applied to the engine to the requested power, as does, for example, a throttle flap. On the other hand, the accelerator pedal is provided with at least one sensor electronically connected to an element that converts the power demand applied to the motor to obtain the required power. To determine the power demand for the engine from the pedal position, and transmit this information to the engine, the control unit usually applies a method. Such a method uses a sensor that determines the position of the pedal or active position of the pedal between the rest position and the end position. In another step, and using the functional relationship between the active position and the power demand for the engine precisely this power demand for the engine is formed. The functional relationship is usually designed to be maximum for the engine when the accelerator pedal is in its end position. From the obtained power demand, control parameters of the control element such as the throttle flap can be determined and these parameters can be transmitted to the control element. For the end position of the accelerator pedal, the maximum load point of the motor is set. Such a power control device applied to this method is described in the document DE 10 2010 062 363 A1. Object of the invention Based on the fact that in the operation of motor vehicles there are situations in which the attention of the The driver must be drawn to a change in the driving state or an imminent gear shifting maneuver. For example, in the case of a vehicle equipped with an automatic gearbox, the driver may be in a situation with a sharp sharp increase in the power demand for the engine, for example to launch an overtaking maneuver. For this it is necessary to switch the gearbox (this component is considered part of the engine), for example downshift one or more gear ratios. In the case of hybrid vehicles or electric vehicles, this overtaking maneuver is facilitated by an amplification operation (boost). This consists, for example, in addition of connecting another motor (for example an electric motor in combination with the internal combustion engine). Another example given by way of example is that of the driver of a hybrid-powered vehicle, that is to say composed of a first engine in the form of an internal combustion engine and several engines in the form of engines. electrodes, (for example each equipping a wheel). Depending on the state of the battery in the case of low power demands, it will be possible to activate the electric manners. If, however, the power demand exceeds a certain threshold (this threshold may depend on the maximum available power of the electric motor and / or the state of charge of the battery or even on external parameters such as temperature), then it will be possible to go from the electric motor to the internal combustion engine or back from the internal combustion engine to the electric motor. This corresponds to a switching operation between the first mode of operation and another mode of operation.
    [0002] 3037909 3 The switching operations mentioned above may be signaled to the driver. However, in order not to excessively stress the driver by additional optical or acoustic signals, he may be given haptic information that he can perceive in a tactile manner, which would be particularly suitable. It could thus transmit to the driver information indicating that a communication maneuver would be performed if he suddenly actuated the accelerator pedal beyond its current position to meet a demand for increasing power over the demand. current power. The so-called active accelerator pedals comprise an actuator element and make it possible to generate such signals to be transmitted to the driver, for example by requesting the accelerator pedal or the pedal mounting plate by means of vibrations or by applying a profiling profile. defined force, to the accelerator pedal, so that the driver is forced to exert a greater force to move for example the pedal beyond the position depending on the driving situation, to the end position . Such a force profile may have a maximum applied to the normal force-travel curve and will have to be overcome before the accelerator pedal can be moved to a position beyond this point of force. It may be necessary to apply a force profile considered as that of a particularly reactive or sporty mode, for example, the application of a force which falls in a very sudden manner after the maximum of the force or the point of the force using the actuator element, that is to say on a very narrow stroke of the accelerator pedal after having reached the maximum of the force to rejoin the original characteristic force-stroke of the accelerator pedal.
    [0003] At the same time, it may be desirable to maintain the longitudinal dynamics of the vehicle and not to modify it abruptly and unsolicited the longitudinal dynamics and the vehicle speed along its longitudinal axis. Changing the longitudinal dynamics corresponds to a positive or negative acceleration. Alternatively, for example, when an overtaking maneuver is initiated, it may be desirable to have the additional power required without dead time or without the need for a large movement of the accelerator pedal to produce the desired speed. desired power demand, for example in an amplification maneuver (Boost). In the first case, it may happen that the driver initiates the switching operation and thus moves the accelerator pedal beyond the point corresponding to the maximum of the force. It may then happen that for a force profile dropping abruptly, the accelerator pedal accidentally arrives at an active position which does not correspond strictly to the power demand, that is, ie the accelerator pedal is somehow "crushed" or that the accelerator pedal can reach important values of the pedal stroke. This can occur if the driver, acting on the accelerator pedal, does not stop sufficiently in time to exert a force on the pedal and which was necessary to exceed the maximum of the force profile. This can also happen if the driver is for example informed by a vibration and he thrusts too hard the accelerator pedal because of a "fright reaction". Such crushing of the accelerator pedal may produce a sudden or sudden increase in the power demand applied to the engine. This may for example result in a sudden acceleration or rapid acceleration of the vehicle which will be perceived as being unpleasant. In the second case, it is desirable that the overtaking maneuver or the activation of another motor (boost amplification phase) is done without loss of time and that a higher power demand can be applied immediately.
    [0004] It is also necessary to develop a method for controlling the power of an engine that avoids influencing or modifying the longitudinal dynamics that does not correspond strictly to the driver's request or to avoiding unnecessary "dead time". in launching an overtaking maneuver.
    [0005] Such a method, even in the event of a sudden crushing of the accelerator pedal beyond the desired position, as a consequence of the transmission of a haptic signal, must also make it possible to avoid an abrupt increase and / or Unwanted power demand for the engine and thus to avoid for the process, useless dead times or delays in the launch of the amplification maneuver (Boost). DESCRIPTION AND ADVANTAGES OF THE INVENTION For this purpose, the present invention relates to a method of the type defined above, characterized in that the accelerator pedal 10 comprises an actuator element for applying to the accelerator pedal a force acting in the opposite direction to the actuating direction, after application of the force on the accelerator pedal by the actuator element, in a switching range along the pedal stroke, the power demand is determined. at least one motor using another functional relationship between the active position and the power demand, a partial range between a first end point and a second partial range end point extending along the pedal stroke, modifies the first derivative of the power demand 20 after the active position of the other functional relationship in the partial range, in particular at each point of the pl partial age with respect to the first derivative of the power demand after the active position of the first functional relationship in the same partial range. In other words, the subject of the invention is a method 25 for controlling and / or regulating the power of an engine which, by comparison with the state of the art, advantageously allows switching between operating states. of at least one engine or two, or generally a set of engines, by the driver operating the accelerator pedal even solicited by an antagonistic force informing it haptically, and without this being translated then by a sudden or sudden change in the longitudinal dynamics of the vehicle contrary to what the driver wants. By way of example, when triggering an amplification maneuver (boost) which requires an immediate modification of the longitudinal dynamics, without delay or without a significant change in the active position of the pedal acceleration is necessary. It should be noted here that the gearbox, or more generally, the transmission are means considered as belonging to the concept of "engine". In the above development, the term "PS" refers to the "P" power demand at the "S" point of the pedal stroke and, in general, the expression "Px" refers to the power demand (P ) at the "x" point of the pedal stroke.
    [0006] In other words, after activation of the actuator element to apply a force which generally produces a haptic signal (e.g. a vibration or a force profile) the method applies a further functional relationship between the demand for power and the active position which, in the partial range (TB) according to a representation in a diagram (XY) (the X axis gives the working position (S) and the Y axis gives the power demand (P) ), a flatter curve or slope (m) than the first functional relationship in the same partial range (TB). Indeed, in this diagram (X-Y), the derivative of the power demand after the active position corresponds precisely to the slope according to the formula m = dP / dS. The other functional relationship is modified with respect to the first functional relationship to have a plateau (zero slope) in this partial range or at least to have a flattening, for example a flattening similar to a bearing.
    [0007] The switching range (SB) in which the actuator element applies its force may be very small, or even substantially punctual, along the pedal stroke. This is, for example, the case if the haptic signal is a vibration, shock or signal of this type. The partial range (TB) is for example a part of the pedal stroke (PW) between the starting position (A) and the end position (E). The partial range, in the diagram (XY) described above thus corresponds to a segment along the X axis which are associated values of the power demand on the Y axis. The first end point (TB1 ) of the partial range 35 thus coincides with or is slightly above the starting position (A). The second end point (TB2) of the partial range may correspond to the end position (E) or be slightly below it. Preferably, neither the first end point (TB1) nor the second end point (TB2) are in the starting position (A) or the end position (E). Preferably, the two end points (TB1, TB2) are separated by a distance of at least 5% depending on the pedal stroke (PW), with respect to the starting position (A) and the position end of stroke (E). The second end point (TB2) is at least 1% and at most 50% beyond the first end point (TB1) and preferably it is at least 1% and at least 1%. more than 30% or at least 1% and not more than 15% of the first endpoint. The percentage indications are relative indications and are oriented according to the pedal stroke (PW). If, for example, the first end point 15 (TB1) is at a value of 30% of the pedal stroke, then a distance of 10% from the first end point (TB1) corresponds to a position at 33% along the pedal stroke. It should be noted that in the case of several motors, the power demand of the first functional relationship, according to the other functional relationship, is transmitted to each of the motors so as to transmit the sum of the desired power demand. to one or all engines. According to the method, at least one point (PP) of the partial range (TB) of the other functional relation, in particular for the first 25 and the second end point (TB1, TB2) of the partial range corresponds to lay at the same power demand (P) as the same point (PP) in the first functional relationship. According to another development, the subject of the invention is a device for controlling the power of at least one engine, in particular at least one engine of a motor vehicle, which, in comparison with the state of the technical, advantageously informs of a switching operation between operating states of at least one engine or between two engines for the driver or the one who actuates the accelerator pedal by exerting an unbalanced force on the pedal of accelerator to produce hap-static information without this resulting in a sudden or sudden change in the longitudinal dynamics of the vehicle contrary to what the driver wants or without delaying the switching maneuver. This result is obtained in that the power control device of at least one motor is designed to apply a method as defined above, according to the invention, for controlling and / or regulating the power of at least one motor. The power control device includes an accelerator pedal movable between a starting position (A) and an end position (E) along a pedal stroke (PW). The device further comprises a sensor for capturing the active position (S) of the accelerator pedal along the pedal stroke (PW). It further comprises a control unit for transmitting the power demand (P) to the engine. The control unit for determining the power demand (PS) uses a first functional relationship between the power demand (P) and the active position (S) or other functional relationship between the power demand (P) and the power demand (P). active position (S). According to another development, the subject of the invention is a computer program product which, by comparison with the state of the art, advantageously applies a switching between the operating states of at least one motor or between two motors. informing the driver or the operator of the accelerator pedal by applying an opposing force to the accelerator pedal for haptic information without this causing a sudden or sudden change in the longitudinal dynamics of the vehicle which would be contrary to whatever the driver wishes or without delaying switching. For this, the computer program product comprises a program code executed by a data processing unit which applies the method as defined above.
    [0008] In contrast to the state of the art, the subject of the invention is a method for controlling and / or regulating the power of an engine or an engine power control device or a computer program product. which is made continuous, that is to say without jarring for the demand for power. As a result, for a vehicle driven by at least one motor, the longitudinal dynamics is made continuous, i.e., it operates smoothly. If, as a result of activation of the actuator and haptic signal transmission (e.g., counterforce, shock or vibration), the accelerator pedal suddenly or abruptly switches to an active position. higher than desired, that is, if the accelerator pedal is crushed and therefore the engine receives a corresponding sudden or sudden increase in power demand, the process avoids or reduces this sudden or sudden increase in power demand using the other functional relationship. In a variant, the method avoids any useless or undesired dead time or any delay between the request to initiate the switching maneuver (for example an amplification maneuver, boost) and decreases or avoids the transmission of a request for transmission. increased power additionally. Transmitting the power demand (P) to the motor as a function of the active position (S) through the other functional relationship makes it possible to maintain the longitudinal dynamics of the vehicle, advantageously on at least one segment of the pedal stroke. or decrease in a much smaller way than for an increase in the active position in the case where the accelerator pedal is crushed by the force transmitted by the actuator element to generate a haptic signal (for example a shock or a force profile) if the first functional relationship was applied. Indeed, as the first derivative of the power demand (P) after the active position (S) in the other functional relation whose partial range (TB) is smaller than that of the first functional relation in the even partial range, increasing the active position of the accelerator pedal only slightly increases the demand for power transmitted to the engine. If the slope or the first derivative is zero in the partial range, then if the active position changes in the partial range, the power demand does not change at all. Advantageously, the power demand (P) provided by the first functional relationship remains conserved at at least one point in the partial range if the power demand (P) is obtained from the other functional relationship. Thus, and advantageously, for example, an unexpectedly increased power demand is absorbed, which would result from unwanted crushing of the accelerator pedal. Thus, there will be no uncomfortable or uncomfortable reaction or generating a fear of the driver, for example by sudden and sudden increase in longitudinal dynamics (eg in the form of acceleration).
    [0009] Alternatively, the application by the actuator element of the force to the accelerator pedal and using the other functional relationship, will be able to obtain a higher power demand if the accelerator pedal continues to be operated. in the direction of actuation, directly, that is to say without any further delay or longer pedal stroke. According to another development, the first derivative of the power demand (P) after the active position (S) according to the other functional relationship in the partial range (TB) is smaller than the first derivative of the power demand (P) after the active position (S) in the same partial range for the first functional relation. According to the method, the average derivative according to the other functional relationship in the partial range is smaller than the average derivative (for example the arithmetic mean or the weighted average) according to the first functional relation in the partial range.
    [0010] According to the method, the first derivative of the power demand (P) after the active position (S) according to the other functional relationship of the partial range (TB) is at least 30% less than the first derivative of the power demand (P) after the active position (S) in the same partial range according to the first functional relation or again the first derivative of the power demand (P) after the active position (S) according to the other functional relationship in the partial range (TB) will be zero. This makes it possible to adjust in a targeted manner the variation of the longitudinal dynamics in the event of the accelerator pedal being squeezed so that this variation is not perceived as unpleasant. If the first derivative is zero, the longitudinal dynamics does not change at all when the accelerator pedal is actuated in this partial range. According to the method, the first derivative of the power demand (P) after the active position (S) according to the other functional relation (550) in the partial range (TB) is greater, in particular at least 30% that the first derivative of the power demand (P) after the active position (S) in the same partial range according to the first functional relationship (510).
    [0011] Advantageously, it results that directly to the movement of the accelerator pedal in a position of the partial range, the power demand transmitted to the engine (s), with respect to the power demand in the same position. in the first functional relation. Thus, and in a targeted manner, for example in the case of an overtaking maneuver, it will be possible to launch an immediate boosting phase (that is to say, not delayed). Indeed, for the desired power demand, the accelerator pedal will not be moved as far in the direction of actuation as if using the first functional relationship. The action of the force by the actuator element 20 may result for example in a force profile or shock or vibration. According to the method, the other functional relationship (550) between the second end point (TB2) and the end position (E) is obtained from the first functional relation (510) by following compression. the axis representing the values of the active position (S) and along the axis representing the values of the power demand (P) from the first functional relation (510), in particular by a linear compression. Compression is advantageously a particularly simple modification to obtain the other functional relation from the first functional relation. Advantageously, in this way, the longitudinal dynamics of the vehicle or the power demand transmitted to the engine by the driver by the driver or the one operating the accelerator pedal will be particularly low even at the output of the partial range, that is, even if the positions of the accelerator pedal or active position (S) are above the second end point (TB2) of the partial range. In addition, such a compression advantageously ensures that the power demand according to the other functional relationship at the starting point (A) and at the end of travel point (E) will be the same as for the first functional relation. Thus, at the transition from the active position by the second end point (TB2) of the partial range to the higher active positions, this will not result in a sudden change in the power demand (P) so that the Another functional relationship remains advantageously continuous. A linear compression in an XY diagram or in a feature field formed by pairs of X, Y values to transpose one range of values to another, multiplying one of the two values or the two values of each pair of values. Their or the distance of these values from a reference point in the compression range correspond to a constant coefficient. The constant coefficient for the X values can be different from the constant coefficient for the Y values. A pair of X, Y values is thus transformed into a pair of values (a1 * (X-c1), a2 * (Y-c2)) ; in this relation a1 and a2 are constant coefficients and and c2 are constants to arrive at situations in which a range does not start at zero. If one of the two axes is linearly compressed, one of the constant factors is equal to 1 (unit). In the case of nonlinear compression, the coefficients a1 and a2 are variable as a function of the X and Y values. A development of the method provides that the switching range (SB) extends between a first running point (WP1) and a third race point (WP3), the actuator element exerting a force (F) on the accelerator pedal with a local maximum (FLmax) 30 a second race point (WP2) and in particular the first point (WP1) is located closer to the start position (A) than the third race point (WP3). Advantageously, when arriving at the first race point (WP1) it will be haptically indicated to the driver that he can switch by continuing to operate the accelerator pedal. This consists of continuing to depress the accelerator pedal to the second race point (WP2) by applying increasing force. Once at the second race point (WP2), the biased force drops more or less abruptly to the third race point (WP3) where the force-stroke characteristic again rejoins the force-stroke characteristic that was predefined in the actuator element (this operation can also be considered as a "Kick-Down" maneuver). The first race point can be considered, for example, as the beginning of the application of the force, that is to say as the beginning of the application of the force, that is to say as the beginning of the application of the force. deviation from the force-stroke curve, normal. The third point of the race is, for example, the end of the application of the force that is to say the end of the deviation of the normal force-stroke curve. Between the first race point (WP1) and the second race point (WP2), the counterforce exerted by the actuator element increases up to the maximum force (FLmax) from the second race point (WP2). ) towards the third race point (WP3), the counterforce decreases again. According to a development of the method, the position of the first race point (WP1), the second point (WP2) and the third race point (WP3) along the pedal stroke (PW) is variable. Thus, and advantageously, for example in the case of vehicles with automatic gearbox, the "Kick-Down" point produced by the application of force will be adapted to the gear ratio used at this time. In hybrid vehicles, the power point which is switched for example from the electric motor to the heat engine or for which, for example, the electric motor is added to the heat engine for boost amplification, will be adapted to operating conditions (for example in the state of charge of the battery). If, for example, the battery is weakly charged and / or its capacitance is reduced or at low outside temperatures, the switching range will be closer to the starting point (A) than if the battery charge is high. It is also possible, for example for urban traffic, to increase the maximum force applied to indicate in a particularly significant and advantageous manner, to the driver that he must keep the operating mode of the electric motor 3037909 14. Also, from the difference between three race points (WP1, WP2, WP3), it is possible to adjust the perception of the haptic signal, for example between the "comfort" mode with weak slopes (derived from the force F in function of the race S) or a sports mode with steep slopes, for example a rapid fall in the force between the second and third race points. The method also makes it possible to variably set the position of the partial range in the other functional relationship. This makes it possible to advantageously cover numerous cases and driving conditions, in a flexible manner using the method of the invention. According to a development of the method, the first end point (TB1) of the partial range corresponds to the first travel point (WP1) and the second end point (TB2) of the partial range corresponds to at least the third race point (WP3), or the first end point (TB1) of the partial range is between the first travel point (WP1) and the second travel point (WP2) and the second partial range end point (TB1) corresponds to at least the third race point (WP3), or the first end point (TB1) of the partial track 20 corresponds to the second travel point (WP2) and the second end point (TB2) of the partial range corresponds to the third race point (WP3). The second end point of the partial range must be chosen to be above the third race point (WP3) of at most 20% and preferably at most 10%.
    [0012] The expression "a point X corresponds to at least one point Y" means that the position of the point X along the pedal stroke (PW) corresponds at least to the position of the point Y. Thus, a point X on the pedal stroke is at the same position or closer to the end position (E) than point Y.
    [0013] 30 If the accelerator pedal is depressed (depressed) it may be over the third race point although the driver only wants to reach the third race point (WP3). Since the second end point (TB2) of the partial range corresponds at least to the position of the third travel point, it is advantageous if the accelerator pedal is depressed to 3037909 15 the position in which the accelerator pedal would be crushed, keeps the small slope of the partial range according to the other functional relationship and thus the power demand will not increase or increase only slightly compared to the beginning of partial range 5 (TB). In the case of an amplification maneuver ("Boost") it is thus advantageously avoided that the power demand is called in a too large range along the pedal stroke. Advantageously for this purpose, the second end point (TB2) of the partial range is at the third race point (WP3) or at most 10% or at most 20% beyond the third race point. (WP3). Since the first end point (TB1) of the partial range corresponds to the first travel point (WP1), it advantageously results that from the beginning of the switching range (SB), for the first race point (WP1). the demand for power will not be increased or will be increased only slightly for an increase in the active position. Thus, and advantageously, in the switching range (SB), preferably throughout the switching range (SB), the power demand will not be increased or will be increased only slightly and the driver can quickly pass the range. switching. Since the first end point (TB1) of the partial range is between the first travel point (WP1) and the second travel point (WP2), there is the advantage that the power demand according to the first functional relationship still remains valid on part of the pedal stroke (PW) beyond the start of the switching range. The driver thus has a travel segment from which the activated counter-force increases the power demand before activating the other low-slope or constant power demand functional relationship. As a variant, it advantageously results that, directly when the application position is reached with increasing force (at the first travel point (WP1)), the driver acting on the accelerator pedal can apply a greater power demand, for example in the context of an amplification maneuver (boost). If the first end point (TB1) is between the first travel point (WP1) and the second travel point (WP2), the driver 3037909 16 can, on a small segment of the pedal stroke (PW) after the attack, perception of an increasing reaction along the pedal stroke (PW) can still decide whether it wants to effectively trigger the switching maneuver and whether it is thus necessary to launch a phase, for example 5 amplification "Boost". Since the first end point (TB1) corresponds to the second travel point (WP2), it advantageously results that only after exceeding the local minimum force, biased, to the second end point (TB2) of the partial range. the driver does not produce an increase in power demand or only a small increase. If the switching operation is triggered, for example, when the second travel point (WP2) (switching point) is reached or exceeded, it is possible to transmit to the driver the impression of producing continuously with an increasing active position 15 of the pedal. accelerator to the switching point, a slope in the power demand and at the same time prevent that in case of crushing of the accelerator pedal beyond the second race point (WP2), this triggers no unwanted acceleration. According to a development of the method, the other functional relationship (550) is used if the active position (S) exceeds an active trigger position (SO) which is equal to the first end point (TB1) or if the active trigger position (SO) is less than the first end point (TB1) of the partial range, especially if it is less than at least 20%.
    [0014] According to one development of the method, the other functional relation will only be applied if the active position (S) is in a position of the pedal travel interval (PWI) which extends from the active function of trigger activity (SO) to an end of activity position (S End) and this end of activity position (S End) corresponds to at least the second end point (TB2) of the partial beach. This advantageously results in the deviation from the first functional relation only depending on the situation, and it is only when one reaches, for example, the first partial range end point (TB1) that the other functional relationship will be used. It may be apparent that the other functional relationship is no longer used in the situation where the active position is not in the range of the pedal stroke (PWI). The other functional relation can thus be used only according to the situation according to the position of the accelerator pedal. If the active trigger position (SO) is less than the first end point (TB1), there will be advantageously more time to change the first functional relationship to other functional relationships. According to one development of the method, the other functional relation will be used only if the active position (S) is directly before entering the pedal travel interval (PWI) with an assigned value which is less than the active trigger position (SO). It advantageously results that by releasing the accelerator pedal from an active position (S) high as active trigger position (SO), it is still possible to use the functional relation currently valid and results in no change in driver behavior. In other words, the method only corresponds to a modification to another functional relation if the antagonistic force is not overcome in the case of the actuator. According to another development of the method, the functional relationships between the power demand (P) and the active position (S) are stored in a memory according to a pedal characteristic curve and this characteristic curve associates power demand values with pedal positions or the functional relationships between the power demand (P) and the active position (S) are stored in a memory in the form of a field of characteristics and in this field of characteristics of the demand values. of power are associated with pedal positions or functional relationships between the power demand (P) and the active position (S) are stored in memory as one or more functional relationships and from these In functional relations, the value of the position of the pedal gives a value of the power demand (P) obtained by calculation. This advantageously results in that the functional relationships are easily and quickly accessible, for example for a control unit or a control unit.
    [0015] According to a development of the power control device, when an active position (S) which is greater than or equal to the second travel point (WP2) is determined, the power demand (PS) associated with the active position ( S) will be transmitted at least partially to a second engine. Thus, advantageously, when the second travel point (WP2), that is to say the local maximum of the force, is reached or exceeded, for example in the case of an electric motor, it is switched partially or totally on a heat engine. It can also be envisaged that the switching operation consists in connecting one motor in addition to the other motor, for example for a "Boost" amplification maneuver. This allows, for example to quickly increase the power demand applied to an electric motor by a heat engine or other electric motor.
    [0016] Drawings The present invention will be described hereinafter in more detail with the aid of examples and control and / or power control devices of a motor vehicle engine shown in the accompanying drawings in which: FIG. 1a is a diagram of a power control device of a motor vehicle engine, FIG. 1b shows a force / stroke diagram of the accelerator pedal with and without an applied force profile and a first function. corresponding to the power demand and the active position by a representation as a pedal characteristic curve, FIG. 2a shows a force-travel diagram of the accelerator pedal with application of a force profile and another corresponding function according to one embodiment, FIG. 2b shows the detail of a force-stroke diagram of the accelerator pedal with application of a force profile and the other horn function. According to another embodiment, FIG. 2c is the detail of a force-travel diagram of the accelerator pedal with application of a force profile and the other corresponding function according to the other embodiment, FIG. 2d shows the detail of a force-stroke diagram of the accelerator pedal with application of a force profile and the other corresponding function according to another embodiment, FIG. 3 shows the detail of FIG. a force-stroke diagram of the accelerator pedal 5 with application of a force profile and the other corresponding function according to another embodiment. DESCRIPTION OF EMBODIMENTS FIG. 1a is a very simplified representation of a power control device 950. The power control device 950 is for example applied to a motor vehicle 900 equipped with a first motor 910 such as by example an internal combustion engine and / or an electric motor. It is also possible to envisage a multiplicity of motors, for example several wheels equipped with an electric motor as well as an internal combustion engine. The motor vehicle 900 may also have another motor 920 (shown in broken lines). It can also be a combustion engine and / or an electric motor. If, for example, the first motor 910 is an electric motor and the second motor 920 is an internal combustion engine (or heat engine), the power control device 950 will switch between the two motors according to the power demand. This means that up to a certain limit of the power demand, the vehicle will be driven, for example only with the electric motor. When the power demand exceeds this limit, all or part of the combustion engine is switched on. This means that the demand for power will be transmitted partially or totally to the other engine or will be requested by it. The power control device 950 allows the driver, for example with his foot 140 to actuate the electronic accelerator pedal 100, to control and / or regulate the power of the engine 910 or the motors 910 and 920. For this purpose, a sensor 200 captures the active position (S) of the accelerator pedal 100 and, depending on this active position (S) of the accelerator pedal 100, it controls and / or regulates the power of the motor 910 or the motors. 910 and 920 of the vehicle 900. In the case of the engine 910 constituted by a combustion engine, a throttling element, for example the throttle flap will be actuated by a control member and in the case of an electric motor will control and / or regulate appropriately the electric power supplied to the electric motor. In the rest position (A) of the accelerator pedal 100, the engine 910, 920 provides the minimum power, for example the power at idle (in the case of a heat engine) or it will be an engine when stopped or not powered (in the case of an electric motor); on the other hand, in the end-of-travel position (E) of the accelerator pedal 100, the maximum power (Pmax) will for example be demanded from the engine 910, 920; this maximum power corresponds to the maximum load of the engine. The home position (A) corresponds to a value of 0 `) / 0 of the total travel of the pedal (PW). The end position corresponds to a value of 100% of the total travel (PW) of the pedal. If the total travel of the pedal is for example 90 °, that is to say if the pedal moves 90 ° between its rest position (A) and its end position (E), then the An angle of 0 ° corresponds to a value of 0% and the angle of 90 ° corresponds to a value of 100%. The vehicle 900 thus has an electronic accelerator system or an electronic accelerator pedal. The accelerator pedal 100 moves between the home position (A) and the end position (E) along a pedal stroke (PW). The direction from the home position (A) to the end position (E) corresponds to the actuation direction 280 of the accelerator pedal. In the embodiment shown, the accelerator pedal 100 is pivotally mounted in a bearing 110 about an axis of rotation 112 between the starting position (A) and the end position (E). An elastic element 120, which is for example a spring 121, exerts on the accelerator pedal 100 a restoring force in direction of its starting position or rest position (A), i.e. in the opposite direction to the actuating direction 280. As a result, for example, a linear force-stroke characteristic curve shown in the upper part of Fig. 1b: for a certain force applied to the pedal in the In the direction of the actuation 280, there will be a defined active position (S) of the accelerator pedal 100 according to the force-stroke characteristic curve. The spring 121 is fixed to a spring bearing 124 and the accelerator pedal 100 thus constituting a return installation.
    [0017] A sensor 200, for example in the form of a Hall sensor or a potentiometer, captures the active position (S) of the accelerator pedal 100, for example in the form of the angle of rotation (pivoting). 130 (a) of the accelerator pedal 100. In other embodiments, the accelerator pedal 100 generates a linear motion and the sensor 200 for example captures the travel of the accelerator pedal 100. The data entered by the sensor 200 concerning the active position (S) of the accelerator pedal 100 is transmitted via a signal transmission line 210 shown schematically in FIG. 1a to a control unit 500.
    [0018] The control unit 500 is, for example, a control device or the on-board computer of the vehicle 900. The control unit 500 comprises for example a not shown memory for receiving the data and / or the functions of the control unit 500. a processor not shown. According to the data entered by the sensor 200 relating to the active position 20 (S) of the accelerator pedal 100 and using a first function 510 contained in the memory, connecting the power demand (PS) and the active position ( S), the power of the engine 910 of the vehicle 900 is controlled and / or regulated according to the active position (S) of the accelerator pedal 100.
    [0019] The first function (functional relationship) 510 is for example a pedal characteristic which associates with values of the power demand (PS), active position values (S). This first function 510 may also be a field of characteristics in which values of the active positions (S) or accelerator pedal positions corresponding to power demand (PS) are recorded. The first function (also called functional relationship) 510 may also be a functional relationship for calculating a value of the power demand (PS) from the value of the active position (S) or position of the pedal. It is pos- sible to represent such functional relationships (functions), for example, the first function 510 in the diagram in which the X axis represents the position of the pedal or active position (S) of the pedal. accelerator 100 and the Y axis, the associated values of the power demand (PS). Representations in the form of diagrams for the first function 510 and for other functional relationships are shown in Figs. 1b and 2a and 2d. Figure la shows the accelerator pedal 100 in its starting position or rest position (A) by a solid line. The accelerator pedal 100 is shown in its end-of-travel position (E) by a dashed line and is designated 100b. An active position (S) located between the rest position (A) and the end position (E) of the accelerator pedal 100 is represented by a line with a line-point line 100a. For the end position (E) the spring 121 constituting the elastic element 120 is represented by a broken line in the compressed state. The accelerator pedal 100 of the power control device 500 of the embodiment shown is an active accelerator pedal. Under the accelerator pedal 100, on the side not turned towards the foot 140 is provided an actuator element 300.
    [0020] The actuator element 300 is for example in the form of a motor which applies a force to the side of the accelerator pedal 100 not turned towards the foot 140 by means of a transmission element 310; this force acts in addition to that developed by the elastic element 120; in other words, this force acts against the direction of actuation 280 of the accelerator pedal. The application of the force or the haptic transmission of a signal (for example shocks or vibrations or a force profile applied in the region of the pedal stroke via the actuator element 300 and the transmission element 310 thus corresponds to the situation, for example it may depend on the actual driving situation or operating situation (gear ratio used at that moment in the gearbox, capacity of the battery of an electric motor, current position of the vehicle, for example in a locality, outside temperature, speed, acceleration, distance from a preceding vehicle, risk situation detected, detection of a pipe 3037909 23 non-economical, etc.) and / or the fact that a certain active position (S) for the accelerator pedal is reached, Fig. 1b shows in its lower part, the first functional relation 510 In the form of a diagram, on the X axis is represented the active position (S) or the position of the pedal detected by the sensor 200. The active position (S) can be between the starting position or home position (A), originally shown and the end position (E). The starting position (A) corresponds to Fig. 1b at 0% of the pedal stroke (PW) and the end position 100 corresponds to 100% of the pedal stroke (PW). According to the embodiment of the accelerator pedal 100, the active position (S) is for example measured as a rotation angle a in degrees or as a stroke (S) in a unit of length, for example in millimeters. On the Y axis there is shown the power (P) required to the motor 910 or the motors 910, 920; this power is represented in newton.meter or Watt or in torque (T) newton.meter. At each active position (S) is associated a power demand (PS). In this formulation, (PS) represents the power (P) required at the point (S) of the pedal stroke (PW). The relationship between the active position (S) and the power demand (P) occurs, is determined, or is read on a solid line, a pedal characteristic which corresponds to the first functional relationship 510. functional relationship present for increasing accelerator pedal positions, increasing power demands and attains, for the end position of couse (E) the maximum power demand (PE = Pmax). In the upper part of FIG. 1b there is shown the force-stroke characteristic curve, "normal" 512 (curve represented in solid line) corresponding to the accelerator pedal; a force-stroke characteristic curve 552 (curve 30 represented in phantom) modified by the actuator element 300 is also shown. The Newton force is represented on the Y axis; the stroke or active position (S) represented in millimeters or angle of rotation a is on the X axis. The zone represented on the X axis thus corresponds to the zone of the lower part represented on the X axis.
    [0021] The normal force-stroke characteristic curve 512 produced solely by the elastic member 120, 121 is therefore substantially linear. This means that for an increasing stroke or a corresponding active position (S), as one ascends, an increasing force must be applied in the direction of actuation 280. The active position (S) adjusted by the applied force corresponds to a power demand (PS) of the first functional relationship 510 that has been called or determined and will thus be transmitted to at least one motor 910, 920.
    [0022] 10 To show an imminent switchover for a demand for power that continues to increase (eg in the case of an automatic gearbox to shift to a lower gear for an overtaking maneuver or to switch from electric motor mode in the heat engine mode or to add another motor to trigger an "amplification" phase), the actuator element 300 makes it possible to superimpose a force profile on the normal force-stroke characteristic curve 512 of the accelerator pedal This can be achieved in the form of a "Kick-Down" force profile applied between a first race point (WP1) and a third point (WP3) along the pedal stroke with respect to the curve. Characteristic force-stroke, "normal". At the second race point (WP2) the applied force profile reaches a local maximum (FLmax). The force profile has, for example, a triangle shape. A force-stroke characteristic curve thus modified has a point between the first point (WP1) and the third point (WP3). This slope of the right flank of the force profile according to the figure (between the second point (WP2) and the third point (WP3)) can be perceived as characteristic of such a force profile or Kick-Down force profile. The steeper the sidewall descends and the greater the overshoot of the switching point made perceptible by the force profile will be "sporty". Instead of the force profile, it can also be considered as a haptic signal indicating that the other functional relationship 550 is used, vibration or hammering. This is also true for the other embodiments described later.
    [0023] The first point (WP1) of the race is, for example, a point of the pedal stroke (PW) which is at least 3% and at most 40% less than the point along the pedal stroke (PW). where is the third point (WP3). Preferably, the first point (WP1) of the race is at a point of the pedal stroke (PW) which is at least 5% and at most 20% less than the point where the third race point is located ( WP3). If then the driver wants to intentionally switch, or if he wants to request power which corresponds to the active position (SD) behind the force profile (ie for values above the third point (WP3), it is first necessary to apply a higher force in the actuating direction 280 on the accelerator pedal 100. However, when the local maximum of the force 15 (FLmax) is reached in the second stroke point (WP2), it is possible that the accelerator pedal 100 remains biased by a force (F) which produces the movement of the accelerator pedal 100 in a real active position (SI) greater than the active position (SD) corresponding to the jump along the pedal stroke (PW) indicated by the arrow 600. The accelerator pedal 100 can thus not pass into a hole In the first functional relationship 510, this produces the adjustment of the demand for power e (PSI) which is larger than the PSD power demand actually desired. This can result in an acceleration or a modification of the longitudinal dynamics, undesired. If by exceeding the switching point (for example from the first race point (WP1) or for the second race point (WP2)), it is desired to trigger an amplification operation, it may be desirable to directly ask for stronger power and not only after a longer pursuit of moving the accelerator pedal. In other words, it is necessary to avoid an unnecessary loss of time (dead time) or an unnecessary stroke and thus intentionally and strongly modify the longitudinal dynamics of the vehicle. The method as proposed makes it possible to smooth or make more continuous the longitudinal dynamics after activation of the actuator element 300 or to avoid the dead time when switching on a power amplification. The method for controlling and / or regulating the power of at least one of the motors 910, 920 can be done, for example dynamically (that is to say in situation control) and where appropriate temporarily using instead of the first functional relationship 510, another functional relationship 550 between the active position (S) and the power demand (PS). This other functional relationship may be a modification of the first functional relationship in a portion of the pedal travel range (PW). In its upper part, FIG. 2a shows a force-stroke characteristic curve 552 modified by the application of a force by means of the actuator element 300 (in the range between the first race point (WP1) and the third running point (WP3) In the lower part of the figure, the first corresponding functional relationship 510 is shown in the form of a broken line in an XY pattern with the other function relationship. The other functional relationship 550 is modified with respect to the first functional relationship 510. This other functional relationship 550 has a partial range (TB) extending along the pedal stroke (PW). ) between the first point (TB1) and the second point (TB2) corresponding to the ends of this partial range In the embodiment shown, the first end point (TB1) of the partial range coincides with the first race point (WP1); the second end point (TB2) of the partial range corresponds to the third race point (WP3). Thus, the switching range (SB) and the partial range (TB) coincide along the X axis. In other embodiments, the partial range (TB) can be shifted with respect to the switching range ( SB) or within the switching range (SB). The switching range (SB) can also be in the partial range (TB) 30 (always referring to a range of the pedal stroke). The other functional relationship 550 is in the form of a plateau in the partial range (TB). The derivative of the power demand (P) after the active position (S) or the rotation angle (a) is substantially equal to zero (dP / dsz-0) (dP / dSz-0; dP / daz- This produces z-0 and in particular this derivative is precisely equal to zero (dP / dS = 0 or dP / da = 0). In other words, for a variation of the active position (S) between the second end point (TB2) and the first end point (TB1), the power demand (P) does not vary (for dP / dS = 0) and (PTB2 corresponds to PTB1) or this variation is only 5 extremely low (for dS / dSz-0) as the figure clearly shows, in the other functional relation 550, the derivative of the power demand (P) after the active position (S) in the partial range (TB) is less than that between the first partial range end point (TB1) and the second partial range end point (TB2) which is a 10 segment of the first functional relationship 510. In the range of the active position (S) between the starting position (A) and the first end point (TB1) of the partial range, the first functional relationship 510 and the other functional relationship 550 are identical. It is also possible to have other plots of the other functional relationship 550 with respect to the first functional relationship 510. The first end point (TB1) of the partial range which corresponds to lower values of the pedal stroke that the second end point (TB2) of the partial range is the starting point of the dynamic variation of the first functional relationship 510 to the other functional relation 550. The position of the first point end of the partial range (TB1) is for example given by the position of the first race point (WP1). At the first endpoint (TB1), in the other functional relationship 550, the same power demand has been associated as in the first functional relationship 510, namely the PTB1 power demand. This point bears the reference "PP" in the figure. For example, an active trigger position (SO) can also be provided. When the active position S arrives at the triggering position (SO) arriving for example by a value lower than the active triggering position (SO), at this point the method uses, for example, the other functional relation 550 to Instead of the first functional relationship 510 it can be anticipated that the driver will reach the switching range, if possible, and will exceed the switching point at the second travel point (WP2). This active trigger position (S0) may coincide for example with the other race point (WP1). However, it may also be at lower values, for example at least 20% below the position of the first race point (WP1) or at values below 10%.
    [0024] It is furthermore possible to provide a final activity position (S End) which is at values greater than the active trigger position (S0). Between the active trigger position (S0) and the final activity position (S End), a pedal travel interval (PWI) is defined. It can be expected that the other dependency relation 550 will only be applied if the determined active position (S) is in the range of the pedal stroke (PWI). Between the second end point (TB2) of the partial range and the end position (E) the other functional relation 550 can be generated from the first functional relation 510 by compression along the axis X. For this we compress the first functional relationship 510 which passes between the first end point (TB1) of the partial range and the end position of travel (E), by a linear compression along the X axis in the range between the second end point (TB2) and the end position (E). The compression coefficient for such a linear compression is given by the relation al = (E-TB2) / (E-TB1), each pair of values (X1, Y1) of the first functional relationship 510 in the range of between the starting position (A) and the second end point (TB2) is used to obtain the other functional relation 550 in the range between the starting position (A) and the first end point (TB1). ) according to the relation (X1 new, Y1 new) = (TB2 + a 1 * (X1-TB1), Y1). This compression is indicated by the horizontal arrows 700 oriented from left to right. This compression ensures that the other functional relation 550 passes through all the points between the second end point (TB2) and the end-of-travel points (E) for all values of the power demand which, for the first functional relationship 510 is between the first end point (TB1) and the end position (E), ie the power demands PTB1 up to PE. In addition, this also ensures that for a sudden or sudden movement of the accelerator pedal 100, one arrives at values of the active position (S) above the second end point (TB2) which correspond to then according to the other applicable functional relationship 550, to the called power demand which are not as high as they would be in application of the first functional relationship 510. Correspondingly, one smooths or makes more continuous the increase in longitudinal dynamics (or speed). But, it is also possible that in the other functional relationship 550, the range between the first partial range end point (TB2) and the end position (E) does not result everywhere from a compression linear. In particular, just before reaching the second partial range end point (TB2), the other functional relation 550 may have a path such as the passage to the beach on the other side of the partial range (TB). is continuous and differentiable and the passage is smooth, that is to say non-angular. In the same way, the transition from the range below the first partial range end point (TB1) to the partial range (TB) can be designed so that the partial range (TB) is continuous and differentiable in the part. located above the first end point of the partial range (TB1) 20 of the other functional relation 550. FIG. 2b shows, in a similar manner to FIG. 2a, an XY diagram with a characteristic curve at the top. 552 force-stroke, modified, and at the bottom the first functional relationship 510 (dashed line) and the other functional relationship 550 (solid line). The two diagrams are only excerpts around the switching range (SB), to better present the functional relationships. In contrast to FIG. 2a, the other functional relationship 550 in the partial range between the first end point (TB1) of the partial range and the second end point (TB2) of the partial range. has a first non-zero derivative (i.e. a slope) for power demand (P) as a function of the active position (S); this derivative is, however, less than the first derivative of the power demand (P) after the active position (S) of the first functional relationship 510 in the same partial range (TB). In the other functional relation 550, the range between the second end point (TB2) and the final position (E) (not represented here) is obtained by linear compression both along the X axis and also according to the X axis. This transformation is represented by upwardly pointing arrows 720 each corresponding to a compression component 700 along the X axis and a compression component 710 along the Y axis. A slope thus different from zero in the partial range allows that for an abrupt passage of the accelerator pedal 100, the longitudinal dynamics (or the speed) or the power demand (P) are somewhat increased compared to the demand. of power (PTB1). However, advantageously, the increase in power demand (P) does not occur as abruptly as would be the case if the first functional relationship 510 was applied. The active trigger position (SO), the first The end point (TB1) of the partial range and the first point of travel (WP1) coincide in this example. Figure 2c also shows only one extract along the X axis. With respect to Figure 2a, this new functional relationship 550 differs from the first functional relationship 510 of Figure 2c in that in the other functional relationship 550, the first end point (TB1) of the partial range coincides with the second race point (WP2) of the force profile. The partial range (TB) thus extends between the second race point (WP2) with its local maximum force and the third race point (WP3). The slope in the partial range is here also zero, but in other embodiments it may be greater than zero. FIG. 2d is distinguished from the embodiment of FIG. 2b in that the first end point (TB1) of the partial range is between the first travel point (WP1) and the second travel point (FIG. WP2) and that the second end point (TB2) of the partial range is at values above the third travel point (WP3). Thus, for example, one can anticipate the degree of depression or passage of the accelerator pedal after exceeding the maximum force at the second race point (WP2).
    [0025] The driver depresses the accelerator pedal but because of the application of the other functional relationship 550 (at least substantially) the desired power demand (for example PTB2) is demanded and not any request for higher and undesired power and which would correspond in the first functional relationship 510 to the active position SI; the overshoot is for example near the second end point (here for example PSI 1 = PTB2, shown in italics and in parentheses). FIG. 3 differs from the embodiment of FIG. 2b in that the slope or first derivative of the power demand (P) 10 according to the active position (S) of the other functional relationship (550), in the partial range. (TB) is larger than the first derivative of the power demand (P) after the active position (S) according to the first functional relationship (510). It may be at least 10% and preferably at least 30% higher. The obtained slope of the other functional relationship in the partial range (TB) may also be greater than the determined slope of the first functional relationship (510) in the partial range (TB). Such an embodiment makes it possible, for example, to achieve greater power demands without delay or for a small pedal stroke. For example, to initiate an overtaking maneuver, for example correspondingly trigger a boost phase (activate another motor). In this embodiment, the other functional relationship 550 above the second end point (TB2) of the partial range is also obtained by "compression" starting from the first functional relationship 510. However, the curve representing the other functional relationship 550 approaches the top of the curve of the first functional relationship 510 because it passes above the first end point (TB1) above the curve of the first functional relationship 510 In the case where it is necessary to trigger a "boost" operation (Boost) it may also happen that the other functional relation 550 at the end-of-travel position (E) of the accelerator pedal 100 gives a request for P power higher than the maximum power demand Pmax of the first operating relationship 510 because of the connection of another motor. In this case, it is not necessary for the other functional relationship 550 to result in compression of the first functional relationship 510. The considerations developed for the other functional relationship 550 in Figure 2a relating to the connection point to the first end point (TB1) of the partial range and the second end point (TB2) of the partial range as well as to obtain the second end point (TB2) of the partial range or for the active trigger position (SO) apply analogously for the other functional relation 550 shown in FIGS. 2b, 2c, 2d and 3. It should also be noted that in the partial range (TB) of the other functional relationship 550 there is does not necessarily have the same slope or derived from the power demand (P) after the active position (S). Even more, the slope may vary. Preferably, at the second end point (TB2) of the partial range, the power demand (PTB2) of the other functional relationship 550 is smaller than at the same point of the active position according to the first functional relationship 510 (PTB 2 1); this is indicated in Figures 2a-2d on the Y axis in italics and in parentheses.
    [0026] In the embodiments which correspond or approach those of FIG. 3, preferably at the second extremity point (TB2) of the partial range, the power demand (PTB2) of the other functional relationship 550 is larger than at the same point of the active position according to the first functional relation 510 (PTB2 1). The first functional relationship 510 and the other functional relationship 550 shown in Figures 2a-3 should be considered as snapshots. The determination of the power demand (P) as a function of the active position (S) can be obtained by upwardly or downwardly moving a certain pedal position (for example by going downwards). the active triggering position (SO) or exceeding the active end-of-travel position (S End)) according to the first functional relationship 510. Alternatively or additionally, the demand for power can be determined again. based on the first functional relationship 510 after a given time interval. Such a time interval is, for example, between 100 ms and 2000 ms and preferably between 250 ms and 750 ms. In other words: as a function, for example, of the activation of the actuator element 300 or the active position of the accelerator pedal 100, the first functional relationship 510 can be changed dynamically, and the first actuator Another functional relationship 550. Similarly, dynamically, it is possible to return from the other functional relation 550 to the first functional relation 510 after a certain time, following the activation of the actuator element 300 or 10 river to an active position (newly defined). The transition from the first functional relationship 510 to the other functional relationship 550 and the reverse passage may be in several steps (i.e., other functional relationships).
    [0027] 15 3037909 34 NOMENCLATURE OF THE MAIN ELEMENTS 100 Accelerator pedal 100a Position of the pedal corresponding to the active position 5 100b Depressed position of the accelerator / end position 102 Rotation axis 110 Bearing 120 Elastic element 121 Spring 10 124 Bearing spring 140 Lead foot 200 Sensor 280 Actuation direction 500 Control unit 15 510 First functional relationship 512 Normal force-travel characteristic curve 550 Other functional relationship 552 Force-Stroke characteristic curve changed by the actuator element 20 600 Arrow 700 Component compression along the X axis 710 Compression component along the Y axis 900 Motor vehicle 910 First engine 25 920 Other engine 950 Power control device A Rest position of the accelerator pedal E End position speed of the accelerator pedal FL max Maximum of the force profile 30 Pmax Maximum power PS Request for service ssance corresponding to the active position S PW Pedal travel S Active position of the accelerator pedal SB Switching range 35 SD Desired active position 3037909 35 SO Active trigger position TB Partial range TB1 First end point of the partial range TB2 Second Endpoint of Partial Range 5 WP 1 First Point of Stroke WP2 Second Point of Stroke WP3 Third Point of Stroke 10
    权利要求:
    Claims (3)
    [0001]
    CLAIMS 1 °) A method for controlling and / or regulating the power of at least one motor (910, 920) and in particular a motor vehicle engine (910, 920) (900) according to the steps of: grasping an active position (S) along the stroke (PW) of an accelerator pedal (100) moved in the direction of actuation (280) between a rest position (A) and an end position (E), - determining a power demand (PS) of at least one motor (910, 920) using a first functional relationship (510) between the active position (S) and the power demand (P), a method characterized in that the accelerator pedal (100) includes an actuator element (300) for applying to the accelerator pedal (100) a force (F) acting in the opposite direction to the actuating direction (280), - after application of the force (F) on the accelerator pedal (100) using the actuator element (300), in a range switching mode (SB) along the pedal stroke (PW), the power demand (P) of at least one motor (910, 920) is determined using another functional relationship (550) between the active position ( S) and the power demand (P), - a partial range (TB) between a first end point (TB1) and a second partial range end point (TB2) extending along the path pedal (PW), and - the first derivative of the power demand (P) is modified after the active position (S) of the other functional relation (550) in the partial range (TB), in particular at each the partial range with respect to the first derivative of the power demand (P) after the active position (S) of the first functional relationship (510) in the same partial range.
    [0002]
    Method according to Claim 1, characterized in that in the partial range (TB), the first derivative of the power demand (P) after the active position (S) of the other functional relationship (550) is smaller than at the first derivative of the power demand (P) 3037909 37 after the active position (S) in the same partial range of the first functional relation (510).
    [0003]
    3) Method according to any one of claims 1 and 2, characterized in that the first derivative of the power demand (P) after the active position (S) of the other functional relationship (550) in the range partial (TB) is at least 30% lower than the first derivative of the power demand (P) after the active position (S) in the same partial range of the first functional relationship (510), or the first derivative the power demand (P) after the active position (S) of the other functional relation (550) in the partial range (TB) is zero. Method according to Claim 1, characterized in that the first derivative of the power demand (P) after the active position (S) of the other functional relationship (550) in the partial range (TB) is greater than and in particular greater by at least 30% than the first derivative of the power demand (P) after the active position (S) in the same partial range of the first functional relationship (510). Method according to one of Claims 1 to 4, characterized in that the switching range (SB) extends between a first travel point (WP1) and a third travel point (WP3). force (F) applied to the accelerator pedal (100) by the actuator member (300) has a local maximum force (FLmax) at a second race point (WP2), including the first race point (WP1) is closer to the home position (A) than the third race point (WP3). Method according to one of Claims 1 to 5, characterized in that the position of the first travel point (WP1), the second travel point (WP2) and the third travel point (WP3) along the pedal stroke (PW) is variable. Method according to one of claims 5 or 6, characterized in that the first end point (TB1) of the partial range corresponds to the first travel point (WP1) and the second end point ( TB2) of partial range corresponds to at least the third travel point (WP3) 10 or the first end point (TB1) of the partial range is located between the first travel point (WP1) and the second travel point (WP2) ) and the second partial range end point (TB2) corresponds to at least the third race point (WP3) or the first partial beach end point (TB1) corresponds to the second race point (WP2) and the second partial range end point (TB2) corresponds to at least the third race point (WP3). Method according to one of Claims 1 to 7, characterized in that the other functional relation (550) is used if the active position (S) exceeds an active trigger position (SO), the position activating trigger (SO) being equal to the first end point (TB1) of the partial range or the active trigger position (SO) is less than the first end point (TB1) of the partial range and in particular it is less than 20%. Method according to claim 8, characterized in that the other functional relation (550) is used only if the active position (S) takes a position in a pedal travel interval (PWI) between the position active triggering (SO) up to the active end-of-travel position (S End), this active end-of-travel position (S End) 3037909 39 corresponding to at least the second end point (TB2) of the partial range . Method according to one of Claims 1 to 9, characterized in that the functional relationships (510, 550) between the power demand (P) and the active position (S) are recorded in the form of a pedal characteristic curve in a memory, this pedal characteristic curve associating power demand values with pedal position values or the functional relationships (510, 550) between the power demand (P) and the position active (S) being recorded in the feature field in a memory, the feature field associating power demand values with pedal position values, or the functional relationships (510, 550) between the power demand ( P) and the active position (S) being recorded as one or more functional relationships in a memory and from the functional relationship or functional relationships, starting from a value of a pedal position, a value of the power demand (P) is calculated. 11 °) Device for controlling the power of at least one motor (910, 920), in particular at least one motor (910, 920) of a motor vehicle (900) applying a method according to any one of the claims - 25 cations 1 to 10 and comprising - an accelerator pedal (100) movable between a rest position (A) and an end-of-travel position (E) along a pedal stroke (PW), - a sensor (200) for entering the active position (S) of the accelerator pedal (100) along the pedal curve (PW), - a control unit (500) for determining the power demand (PS) of the motor (900), - the control unit (500) using to determine the power demand (PS), a first functional relation (510) between the power demand (P) and the active position (S) or another functional relationship (550) between the power demand (P) and the active position (S). Power control device according to Claim 11 and Claim 5, characterized in that for determining the active position (S) which is greater than or equal to the second travel point (WP2) at least partially is transmitted to a second motor, the power demand (PS) associated with the active position (S). 13) A computer program product having a program code which, when applied by the data processing unit, performs the method of any one of claims 1 to 10.
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    同族专利:
    公开号 | 公开日
    KR20170002309A|2017-01-06|
    CN106314147B|2020-12-01|
    DE102015212024A1|2016-12-29|
    ITUA20164553A1|2017-12-21|
    CN106314147A|2017-01-11|
    FR3037909B1|2020-03-13|
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    法律状态:
    2017-06-21| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-25| PLFP| Fee payment|Year of fee payment: 3 |
    2019-06-25| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-23| PLFP| Fee payment|Year of fee payment: 5 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102015212024.4A|DE102015212024A1|2015-06-29|2015-06-29|Method for controlling and / or regulating the power of an engine|
    DE102015212024.4|2015-06-29|
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