DEVICE FOR OPERATING AN INTERNAL-COMBUSTION ENGINE OF A MOTOR VEHICLE

Abstract

A device is provided for operating an internal-combustion engine of a motor vehicle having a power actuator and a control unit. The control unit is configured for adjusting the power actuator as a function of a load demand on the basis of a displacement of the driving pedal by the driver, wherein, during an efficiency mode demanded and activated by the driver, independently of the displacement of the driving pedal, a rotational-speed-dependent consumption-optimal first load demand, and as a function of the displacement of the driving pedal, a second load demand, are determined. The control unit is configured for adjusting the power actuator while taking into account the determined first and second load demands.

Claims

1. A device for operating an internal-combustion engine of a motor vehicle having a power actuator, the device comprising: a control unit that adjusts the power actuator as a function of a load demand based on a displacement of a driving pedal by a driver of the motor vehicle, wherein during an efficiency mode of operation demanded and activated by the driver, the control unit determines: (a) a rotational-speed-dependent consumption-optimal first load demand independently of a displacement of the driving pedal, and (b) a second load demand as a function of the displacement of the driving pedal; and Wherein the control unit adjusts the power actuator by factoring into account the determined first and second load demands.

2. The device according to claim 1, wherein the first load demand is determined via a characteristic curve.

3. The device according to claim 1, wherein during the efficiency mode demanded and actuated by the driver, the control unit adjusts the power actuator such that, as a function of the first and the second load demands, a smaller of the first and the second load demands is implemented.

4. The device according to claim 1, wherein the efficiency mode is demanded by the driver via a defined driving pedal actuation sequence.

5. The device according to claim 4, wherein the efficiency mode is demanded by the driver via the defined driving pedal actuation sequence as follows: (a) a first displacing of the driving pedal to an end position or at least almost to the end position, and (b) a subsequent falling below of the first displacement of the driving pedal by more than a defined displacement differential value.

6. The device according to claim 5, wherein the subsequent falling below of the first displacement of the driving pedal by more than the defined displacement differential value requires that the falling below occur within a defined time interval, the time interval beginning with the first displacing of the driving pedal to the end position or the at least almost end position.

7. The device according to claim 1, wherein the control unit maintains the activated efficiency mode at least for a predefined time period from the beginning of the demand for the activated efficiency mode.

8. The device according to claim 1, wherein the activated efficiency mode remains active until a second power demand made by the driver as a result of actuating the driving pedal is less than the rotational-speed-dependent consumption-optimal first load demand.

9. The device according to claim 1, wherein the activated efficiency mode after elapsing of a predefined time period, remains active until a second power demand made by the driver as a result of actuating the driving pedal is less than the rotational-speed-dependent consumption-optimal first load demand.

10. A method of operating an internal-combustion engine of a motor vehicle having a power actuator, the method comprising the acts of: adjusting, via an engine control unit, the power actuator as a function of a load demand based on a displacement of a driving pedal by a driver of the motor vehicle, wherein during an efficiency mode demanded and activated by the driver, the control unit determines (i) a rotational-speed-dependent consumption-optimal first load demand independently of a displacement of the driving pedal, and (ii) a second load demand as a function of the displacement of the driving pedal; and adjusts the power actuator while factoring into account the determined first and second load demands.

Description

BRIEF DESCRIPTION OF THE DRAWING

[0021] The single FIG. 1 illustrates an example of the construction of a device for operating an internal-combustion engine of a motor vehicle according to an embodiment of the invention.

DETAILED DESCRIPTION OF THE DRAWING

[0022] FIG. 1 is a detailed view of a control unit SE as a central element of the device for operating an internal-combustion engine of a motor vehicle with a power actuator LSG in the form of a throttle valve. The control unit SE is constructed for adjusting the power actuator LSG as a function of a determined load demand by emitting a signal sig.

[0023] For this purpose, the control unit SE is connected with a unit (not shown here) that supplies a signal concerning the driving pedal angle FPW adjusted when the driving pedal is actuated. The unit may be an electronic pedal value sensor, which transmits information concerning the angle FPW, up to which the driving pedal is actuated, to the control unit SE. The control unit SE further receives a signal concerning the current engine rotational speed DZ. As an alternative, the rotational speed DZ—if present—may also be made available on the pedal value sensor of the driving pedal, for example, via CAN bus communication.

[0024] The control unit SE is further developed as follows. By way of the actuation of the driving pedal, which is known from the transmitted driving pedal angle FPW, the control unit SE first determines whether the driver is demanding an efficiency mode. An efficiency mode demand is known, for example, when the driving pedal is at first fully displaced and, subsequently, the driving pedal angle FPW falls below an applicable angle (for example, 90%, 80%) within an applicable time period. In this case, the time period begins at the point in time as of which the 100% actuation has been reached or is left. As soon as an efficiency mode demand can be recognized, and the efficiency mode can be initiated, a change to the efficiency mode will take place at least for a predefined time period.

[0025] As long as no efficiency mode demand has been recognized (and the vehicle is in the normal mode), the activation of the power actuator LSG will take place on the basis of the actual driving pedal angle FPW.

[0026] While the efficiency mode is activated, a rotational-speed-dependent consumption-optimal first load demand is determined in a first determination unit 1 independently of the displacement of the driving pedal while taking into account the rotational speed DZ by use of a characteristic curve KL. And, in a second determination unit 2, a second load demand is determined as a function of the displacement of the driving pedal.

[0027] If the determined consumption-optimal first load demand is less than the determined second load demand that is dependent on the driving pedal displacement, the control unit SE will send a signal sig to the power actuator LSG such that the determined first load demand is implemented or reached.

[0028] If the determined consumption-optimal first load demand is not less than or is even larger than the determined second load demand that is dependent on the driving pedal displacement, the determined second load demand is used as the basis for the activation of the power actuator LSG, i.e. the control unit SE sends a signal sig to the power actuator LSG such that the determined second load demand is implemented or reached. Simultaneously, it is examined whether the predefined time period for which the efficiency mode is at least active, has already been exceeded. If this is so, the efficiency mode will be terminated and a change will take place to the normal mode or the previously active operating mode. If the time period has not yet been exceeded, the efficiency mode will be maintained.

[0029] The invention described here considerably benefits the customer as a result of an easy activation of an efficiency mode and by the facilitated implementation of consumption-optimized acceleration operations.

[0030] The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.