DE102004014102A1 - Method for operating car comprises measuring accelerator pedal position and corresponding speed and optionally other parameters to establish different drive states, engine and gears being operated to give desired values of rpm and torque - Google Patents

Abstract

In an operating method for a motor vehicle with a vehicle drive, an accelerator pedal position (f _P ) is first determined with an accelerator pedal position sensor. After detecting the vehicle speed and possibly operating parameters of the vehicle drive, it is first decided which of two state modes is present for the vehicle drive. If the vehicle drive is in the first state mode, a fixed, independent of the accelerator pedal position (f _P ) target speed is specified. Subsequently, a setpoint torque (M _setpoint ) is determined on the basis of the setpoint speed, the accelerator pedal position (f _P ) and possibly further detected operating parameters of the motor vehicle. The dependence of the setpoint torque (M _setpoint ) on the accelerator pedal position (f _P ) is at least partially linear between a minimum setpoint torque (M _min ) and a maximum setpoint torque (M _max ). If the vehicle drive is in the second state mode, a monotonically increasing speed is specified and a setpoint torque is determined on the basis of the setpoint speed, the accelerator pedal position and possibly further detected operating parameters of the vehicle drive. Based on the predetermined setpoint values, an engine and a continuously variable transmission of the vehicle drive are subsequently activated. The result is a method of operation, which allows a high ride comfort with good fuel consumption and pollutant emissions.

Description

The The invention relates to an operating method for a motor vehicle with a Vehicle drive.

Vehicle drive operating procedures in which a target drive power from an accelerator pedal angle and A vehicle speed is calculated by overt Pre-use known. The nominal power is in this case a transmission or transmitted to an engine control unit, which then a necessary translation and the associated one Motor torque to adjust. In such operating methods there is a need for improvement, what the approach of the drive behavior to an actual driver request. Such an approach To realize the operation of the vehicle drive, provides a multidimensional Problem. Often need be cut back in the realization, so the actual Driver's request, expressed by a momentary accelerator pedal position in a specific operating situation of the Motor vehicle, not in for realized the driver appealing and understandable way becomes.

It Therefore, the object of the present invention is an operating method for one Vehicle propulsion, in which via an electronic torque and speed control as good as possible approach the behavior of the vehicle drive to a detected driver's request achieved in a specific operating situation of the motor vehicle becomes. Within a certain scope of possible Operating modes of the vehicle drive in response to a driver's request an optimization of the operation should be such that in addition to a for the Driver well comprehensible dosing also good consumption and exhaust emissions are realized.

These The object is achieved by an operating method with the features specified in claim 1.

According to the invention was recognized that the operation of a motor vehicle in two state modes subdivide. In a first state mode, the cruise mode, the driver is essentially endeavoring to move the vehicle evenly. this means not that the ride, such as. B. regulated with a cruise control, only happens at a certain speed, but In this first state mode, moderate speed changes can also be made occur. A second state mode, the acceleration mode, is characterized by the fact that one depending on the temperament of the driver and according to operating situation, rapid increase in vehicle speed required becomes. For these two state modes are different methods for Specification of setpoint values for controlling motor and stepless Transmission of the vehicle drive specified. In constant driving mode is only the nominal torque of the Motors changed. The set speed of the engine can remain constant, making it more efficient Operation of the engine possible is. The setpoint speed remains constant as long as the accelerator pedal position remains in a predetermined range of accelerator pedal positions. This area can cover a relatively large area at all to disposal include standing accelerator pedal positions. The regionally linear dependence the target torque of the accelerator pedal position leads to a for the driver good comprehensible reaction of the vehicle drive to a change the driver's request. This improves the meterability of engine performance and increased the ride comfort. There, z. In an upstream calibration step, first freely selected can be at which accelerator pedal position depends on a specific operating situation of the motor vehicle continues driving at a constant speed should be done dependency in many areas of the setpoint torque from the accelerator pedal angle freely. Depending on the operating situation of the motor vehicle or according to a predetermined or recognized driving strategy Therefore, a steep or a flat dependence of the target torque be realized by the accelerator pedal position. In acceleration mode the target speed of the engine is no longer recorded. In order to is also the increase the engine speed for the acceleration of the motor vehicle available. One Effective acceleration is thus possible. Overall, can be realize a driving behavior of the motor vehicle, which is for the driver is well understood.

One Map according to claim 2 leaves with little effort in a control device, which the Process steps of the operating procedures processed, put down.

One Map according to claim 3 leads to a well comprehensible driving behavior in the area around the constant accelerator pedal position.

at A map according to claim 4 changes the driving behavior, if deviated from the constant accelerator pedal position is different, depending on whether the accelerator pedal position below, so in the direction of delay, or above, ie in the direction of acceleration, the constant accelerator pedal position lies. This can be used to specify a specific desired Driving behavior are used.

With a desired torque curve according to claim 5, an offset can be realized, so that a Torque maximum value in the constant driving mode significantly before a change accelerator pedal position, in which a change between tween the state modes takes place, is achieved. The offset can be z. B. amount to 5% of the total accelerator pedal travel. Such an offset can be used as feedback to the driver that the constant driving mode is soon left on further actuation of the accelerator pedal in the direction of acceleration.

With a map according to claim 6 can be an accelerator pedal angle threshold for realize minimal performance. Only above the accelerator pedal angle threshold, the z. B. can be at 0.5% of the total accelerator pedal travel is delivered a torque value above the torque minimum value. The torque minimum value can be z. B. be chosen so that the motor vehicle when delivering this minimum value is unchecked.

A Time function guaranteed according to claim 7 a simple realization of a rising speed specification in the Acceleration mode.

A Time function according to claim 8 taken into account a recognized or predetermined driving style or driving strategy. For example is it possible to have different ones Setpoint specifications dependent selected by the driver Settings "sporty", "comfort-oriented", "consumption-optimized" provided the operating history of the motor vehicle can provide information about the Driving the respective driver, what the specification of a corresponding adaptive Driving strategy can be used.

A Correction function according to claim 9 can be used to compensate for a controller Vorhaltes serve the operating method processing regulator.

A Correction function according to claim 10 or 11 is used for optimization pollutant emissions of the motor vehicle, in particular in the acceleration mode.

A Limiting the increase or decrease of the desired torque according to claim 12 increased the ride comfort, especially during load changes.

embodiments The invention will be explained in more detail with reference to the drawing. In show this:

1 schematically a vehicle drive with powertrain management;

2 a diagram with vehicle speed-dependent transition thresholds of an accelerator pedal angle, in which a transition between two state modes for the vehicle drive takes place;

3 a diagram showing a target driving torque depending on the accelerator pedal angle, wherein three variants of characteristics for a first state mode are shown;

4 a diagram showing a target driving torque depending on the accelerator pedal angle, wherein a further characteristic curve for a first state mode is shown;

5 a diagram showing the time course of an engine speed at the transition between two state modes of the vehicle drive;

6 a diagram showing the dependence of a torque reduction factor of the accelerator pedal position; and

7 a diagram showing the time course of the engine torque with rapid changes in the desired torque.

1 schematically shows a vehicle drive 1 with powertrain management. The vehicle drive 1 includes a motor 2 , z. B. an internal combustion engine, with a motor control 3 , A drive shaft 4 connects the engine 2 with a gear 5 which is from a transmission control 6 is controlled or regulated. In the transmission 5 it is a continuously variable automatic transmission. The gear 5 transmits the torque from the drive shaft 4 on an output shaft 7 , which in a known manner mechanically with drive wheels of the vehicle drive 1 connected motor vehicle is connected. With the help of the transmission control 6 So finds a speed control of the output shaft 7 instead of. Together with the two waves 4 and 7 form the engine 2 and the gearbox 5 a drive train of the motor vehicle. The speed of the drive shaft 4 is from a speed sensor 8th detected, via a signal line 9 with a processor-controlled control device 10 connected to the powertrain management. The control device 10 is in the illustrated embodiment as of the transmission control 6 separate unit shown. The control device 10 Alternatively, it can also be part of the transmission control 6 be.

The speed of the output shaft 7 is from a speed sensor 11 detected, via a signal line 12 with the control device 10 connected is. Via a signal line 13 is the engine control 3 and via a signal line 14 is the transmission control 6 with the control device 10 connected.

Via another signal line 15 that z. B. can be realized by a CAN bus, is the control device 10 with an angle encoder 16 connected, the angular position of an accelerator pedal 17 , which is also referred to below as the accelerator pedal angle f _P detected. Alternative to a separate angle encoder 16 As in the illustrated embodiment, the accelerator pedal angle can also be detected by an integrated unit and the engine 2 over the signal line 15 to the control device 10 be transmitted. Via a signal line 18 is the control device 10 with a speed sensor, not shown in connection. As an alternative to sensory detection of the speed, it is possible to determine the speed from the speed of the output shaft 7 to calculate that from the speed sensor 11 is detected. Via a signal line 19 that z. B. can be realized by a CAN bus, receives the control device 10 further operating parameters of the motor vehicle. These operating parameters are detected or calculated by sensors or computer units. Such operating parameters are: The required torque with which it is the motor vehicle at the current speed possible to continue at a constant speed, the lateral acceleration, the current to be overcome by the vehicle slope or user-selected specifications for their own driving style, eg. Other operational parameters that may be detected include air pressure, air temperature, engine temperature, or transmission temperature, and other operating parameters may also be provided by the control device 10 be recorded. Certain of the aforementioned operating parameters may also be calculated by the powertrain management from other acquired information.

The accelerator pedal 17 is between a first, minimum accelerator pedal position f _{P, 0%} , which corresponds to a rest position, and a second, maximum accelerator pedal position f _{P, 100%} , which corresponds to a maximum drive request of the driver, ie full throttle, convertible. Depending on the current accelerator pedal angle, that of the angle transmitter 16 detected and via the signal line 15 the control device 10 is transmitted, and depending on the over the signal line 18 detected speed v takes place in the control device 10 a computer and map-based decision is made as to which of two state modes for vehicle propulsion 1 that of the control device 10 be treated differently, is present.

2 shows an embodiment of a map, with which this decision on the state mode is possible. Shown is an f _P , v diagram. A solid constant driving characteristic 20 in this diagram indicates which accelerator pedal angle f _P at a certain speed v is required to move the motor vehicle at a constant speed. The constant-driving characteristic 20 and also the characteristics described below are in a memory unit of the control device 10 and can, depending on the control device 10 over the signal line 19 adjusted further operating parameters. Also, to realize a minimum cruise speed, an accelerator pedal angle greater than f _{P, 0%} is required. Therefore, the constant-velocity characteristic touches 20 the line f _{P, 0%} at no speed. So that a drive request of the driver is registered, therefore, a minimum predetermined accelerator pedal angle f _{P, min} , which is greater than f _{P, 0%} , from the angle sensor 16 be recorded. The motor vehicle is therefore only in a defined detectable accelerator pedal position in motion. f _{P, min} can z. B. at 0.5% of the total accelerator pedal angle range between f _{P, 0%} and f _{P, 100%} can be achieved.

An in 2 dotted KB characteristic 21 indicates at which accelerator pedal f _P, depending on the driven speed v, a transition of the state mode for the vehicle drive 1 from a first state mode to a second state mode. The first state mode is hereinafter also referred to as constant travel mode K. The second state mode is hereinafter also referred to as acceleration mode B. At a certain speed v, the constant-speed mode K is always present at lower accelerator pedal angles than the acceleration mode B. The KB characteristic curve 21 indicates at which accelerator pedal angle f _P , depending on a certain speed v, a transition from the constant driving mode K in the acceleration mode B takes place.

An in 2 dot-dashed BK characteristic 22 between the constant-speed characteristic 20 and the KB characteristic 21 indicates at which accelerator pedal angle f _P , depending on the speed v, a transition from the acceleration mode B to the constant driving mode K takes place.

By the two the transition between the constant driving mode and the acceleration mode controlling characteristics 21 . 22 a hysteresis transient response is generated which avoids an undesirably fast back and forth change between the constant driving mode K and the acceleration mode B. This will be explained below with reference to the accelerator pedal transition positions at a certain speed v ₁ (cf. 2 ): As long as the accelerator pedal angle between f _{P, 0%} and that of the KB characteristic 21 given accelerator pedal angle f _{P, KB} remains ver remains the vehicle drive 1 in cruise control mode K. Only when the accelerator pedal angle exceeds the value f _{P, KB} , the transition into the acceleration mode B. If, however, at the speed v _{1 of} the vehicle drive 1 in the Acceleration mode B is present, a smaller compared to f _{P, KB} accelerator pedal angle f _{P, KB must be} achieved so that the vehicle drive 1 returns to constant speed mode K. This applies to other value pairs f _{P, KB} , f _{P, B K} , as from the characteristic curves 21 . 22 given, also for the others in the diagram after 2 corresponding speeds.

The following is the operation of the powertrain management of the vehicle drive 1 in the first state mode, ie in the constant driving mode K, described: The control device 10 In this case, there is initially a fixed and largely independent of the accelerator pedal angle, ie in a predetermined range of accelerator pedal positions, independent desired rotational speed for the drive shaft 4 in front. The compliance with this target speed is the control device 10 via the speed sensor 8th supervised. The predetermined target speed is usually dependent on that of the control device 10 detected speed v and other recorded operating parameters. Based on the predetermined target speed, the detected accelerator pedal angle f _P and possibly the other detected operating parameters determined the control device 10 a target torque M _target for the engine 2 , This determination is made on the basis of a characteristic diagram which reproduces the dependence of the setpoint torque M _Soll on the accelerator pedal position f _P. Characteristics as examples of such maps are in the 3 and 4 shown.

An in 3 solid shown Sollmoment characteristic 23 increases between the accelerator pedal angle f _{P, min} and an accelerator pedal angle f _{P, max} li near between a torque setpoint M _min and a torque setpoint M _max . The accelerator pedal angle f _{P, max} is by a predetermined offset, z. B. by 5%, less than the transitional accelerator pedal angle f _{P, KB} , in which the transition from constant speed to acceleration mode takes place. In particular, in the region of the constant driving accelerator pedal angle f _P, in which a desired torque M _{Konst is} delivered and the vehicle continues at the already existing speed, there is a linear relationship between the accelerator pedal angle f _P and the torque setpoint M _nominal . Around this constant driving accelerator pedal angle f _{P, Konst} around the driver thus experiences a well-understandable for him feedback, which concerns the increase or decrease of the torque depending on his Fahrpedalwinkelvorgabe. Above f _{P, max} up to f _{P, KB} , the predetermined setpoint torque M _{max is} constant. This course is to give the driver a feedback about the fact that in Constantfahrmodus now no further torque increase miterreicht can be miterreicht. An undesirable change in the acceleration mode should be prevented. The value M _max is set so that the engine 2 operated with low pollutant emissions and consumption.

Dashed is in 3 an alternative nominal torque characteristic 24 located. This is opposite to the nominal torque characteristic 23 shifted such that a constant _travel takes place at a smaller compared to f _{P, Konst} accelerator pedal _angle f _{P, Konst1} . Between f _{P, min} and f _{P, Konst1} and between f _{P, Konst1} and f _{P, max} is in each case a linear course of the desired torque M _target depending on the accelerator pedal angle f _P before. The nominal torque characteristic 24 gives the driver from the accelerator pedal _angle f _{P, Konst1} for constant _driving a relatively gentle acceleration and below the accelerator pedal _angle f _{P, Konst1} for constant _speed z. As compared with this stronger engine brake.

Dash-dot is in 3 as another variant, a nominal torque characteristic 25 entered. There, the accelerator pedal _angle for the constant _travel , f _{P, Konst2} , greater than the constant-travel pedal angle f _{P, Konst} according to the desired torque characteristic 23 , Between f _{P, Konst2} and f _{P, min} on the one hand and f _{P, max} on the other hand has the desired torque characteristic 25 each a linear course. The nominal torque characteristic 25 gives the driver from the constant-pedal _angle f _{P, Konst2} due to the higher slope of the nominal torque characteristic 25 a more spontaneous acceleration _behavior and below the constant-pedal _angle f _{P, Konst2} due to the lower slope of the nominal torque characteristic 25 a smoother engine response or a gentler engine brake.

4 shows as a further variant of a desired torque characteristic 26 , The course of this characteristic is described only where it differs from the other characteristics 23 to 25 different. Between f _{P, min} and f _{P, constant} indicates the setpoint torque characteristic 26 at a first accelerator pedal intermediate value f _P1 a first pitch change and at a second accelerator pedal angle f _P2 , which is between f _{P, constant} and f _{P, max} , a further change in pitch. f _{P, constant} lies in the middle between f _p1 and f _P2 . Between f _P1 and f _P2 , ie in a range around f _{P, constant} lies with the setpoint torque characteristic 23 a lower slope than in the other course of the nominal torque characteristic 26 between f _{P, min} and f _{P, max} . The driver has the desired torque characteristic around the constant-pedal angle f _{P, Konst} 26 a well-comprehensible, consistent and gentle torque feedback.

Unlike in the characteristics 23 to 26 shown, it may be provided that a minimum setpoint torque M _{min is} only from the minimum Fahrpe dalwinkel f _{P min} for compensation, below this minimum accelerator pedal angle, the predetermined target torque is 0 or the negative drag torque of the engine 2 equivalent.

The over one of the characteristics 23 to 26 subsequently determined by the pedal angle dependent torque setpoint is then by the control device 10 over the signal line 13 to the engine control 3 passed, the engine settings z. B. on the throttle, the injection system or the ignition makes to achieve the required target torque.

The following is based on the 5 to 7 the operation of the vehicle drive 1 described with powertrain management, especially in acceleration mode B.

5 shows an n, t-diagram with temporal speed curves. Shown drawn through is an actual speed curve 27 the speed of the drive shaft 4 , recorded via the speed sensor 8th , The actual speed initially has a value n _constant , as long as the vehicle drive 1 is still present in the constant driving mode K. At time t _KB , the transition from the constant speed to the acceleration mode takes place. At this time, therefore, the accelerator pedal angle f _{P, KB} (see. 2 ) reached. Instead of the constant speed n _Konst gives the control device 10 now a time-variable setpoint speed. This specification is dependent on the detected operating parameters, in particular also dependent on the detected or predetermined driving style or driving strategy of the driver. Specified in the acceleration mode B of the transmission control 6 the target speed, whose course 29 in 5 is shown in dashed lines. For the calculation of the target power at the time t _KB a corrected target speed n _{Korr, 1 of} the control device 10 specified. The calculation of an in 5 dash-dotted reproduced corrected target speed 28 occurs depending on the actual setpoint speed 29 , The difference between the target speed 29 and the slightly lower corrected target speed 28 is used to compensate for a regulator advance of the control device 10 specified.

The time function with which from the time t _{KB of} the target speed curve 29 can grow, with the help of the control device 10 depending on the further recorded operating parameters of the vehicle, z. B. the recognized or predetermined driving style of the user to be adjusted.

The desired torque input takes place in particular in the acceleration mode B reduced by a torque reduction factor M _% . 6 shows a course 30 this Reduzierfaktors pulled in function of the accelerator pedal angle f _P. Hiss f _{P, 0%} and an accelerator pedal angle f _{P, Red, max} , the reduction factor M _{% has} a value M _Red , which is between 0 and 1, and in the example shown about 0.9. As long as the value M _{Red is} specified, the motor works 2 with reduced pollutant emissions. Between f _{P, Red, max} and f _{P, 100%} , the reduction factor increases steadily from M _Red to the value 1 at f _{P, 100%} . In full throttle position of the accelerator pedal 17 Thus, no reduction of the predetermined setpoint torque takes place.

7 shows a variant of the vehicle drive 1 in which the increase or decrease of one over the accelerator pedal 17 predetermined target torque is limited. A time course 31 the predetermined target torque is dashed in 7 shown. Starting from a value M ₁ , the setpoint torque first increases to a value M ₂ , then drops to an intermediate value M ₃ and then increases again to the value M ₂ . One according to the nominal torque curve 31 from the Regeleinrich device 10 calculated and limited in terms of its increase or decrease target torque curve 32 is in 7 shown as a solid line. The increase in the desired torque curve 31 from M ₁ to M ₂ is not followed instantaneously, but first a first increase to a first intermediate value M _Z1 ends, followed by a further, more moderate increase to an intermediate value M _Z2 , until then a steeper rise up to the value M ₂ takes place and the limited target torque curve 32 again the desired torque curve 31 reached. The limited nominal torque curve follows accordingly 32 the drop from the value M ₂ to the value M _{3 is} not instantaneous, but an intermediate value, to which the drop is initially steeper and then flatter from the drop until the value M _{3 is} reached and the limited target torque curve 32 again the desired torque curve 31 reached. Also, the last increase from the value M ₃ to the value M ₂ is not followed instantaneously, but there is a delayed linear increase.

The Limitation of the engine torque in the increase or in degradation takes place dependent from the actual engine torque, the engine target torque, the detected or predetermined driving style or driving strategy of the driver, the Speed and the current gear ratio.

The torque limited in the increase or decrease can be determined by the control device 10 or from the engine control 3 be specified.

From the setpoint torque given in the state modes can by the control device 10 with the help of the speed sensors 8th . 11 recorded speeds the corresponding target power can be calculated. The calculated setpoint power can be converted into a corrected setpoint torque via a detected actual speed for compensation purposes.

With the help of the drive management of the vehicle drive 1 In addition, a correction of losses of the transmission 5 , which are torque or speed dependent, are made.

Claims (12)

Operating method for a motor vehicle with a vehicle drive ( 1 ), which comprises: - a motor ( 2 ) with an electronically modifiable torque control ( 3 ), - a continuously variable transmission ( 5 ) with an electronically controllable speed control ( 6 ), One between a first, minimum accelerator pedal position (f _{P, 0%} ), which corresponds to a rest position, and a second, maximum accelerator pedal position (f _{P, 100%} ), which corresponds to a maximum drive request of the driver, convertible accelerator pedal ( 17 ) with an accelerator pedal position sensor ( 16 ), comprising the following steps: detecting an accelerator pedal position (f _P ) with the accelerator pedal position sensor ( 16 ), - detecting the vehicle speed (v) and possibly further operating parameters of the motor vehicle, - deciding on the basis of the detected values between two state modes (K, B) for the vehicle drive ( 1 ), - if the vehicle drive ( 1 ) in the first state mode (K) is present: - Specifying a fixed, independent of the accelerator pedal position (f _P ) in a predetermined range of accelerator pedal positions target speed (n _Konst ), - Determining and setting a target torque (M _Soll ) based on Target speed, the accelerator pedal position (f _P ) and possibly further detected operating parameters of the motor vehicle, - between a minimum desired torque (M _min ) and a maximum target torque (M _max ), the dependence of the desired torque (M _Soll ) of the accelerator pedal position (f _P ) is at least partially linear, - when the vehicle drive ( 1 ) in the second state mode (B): predetermining a monotonously increasing setpoint speed ( 29 ), - determining a desired torque ( 32 ) based on the target speed ( 28 ), the accelerator pedal position (f _P ) and possibly further detected operating parameters of the motor vehicle, - controlling motor ( 2 ) and gearboxes ( 5 ) based on the specified setpoint values for speed and torque. Operating method according to Claim 1, characterized by the determination of the setpoint torque (M _setpoint ) in the first state mode (K) on the basis of a characteristic diagram ( 23 ; 24 ; 25 ; 26 ), which reproduces the dependence of the setpoint torque (M _setpoint ) on the accelerator pedal position (f _P ). Operating method according to claim 2, characterized in that the characteristic field ( 23 ; 26 ) is designed such that the desired torque (M _desired ) of the accelerator pedal position (f _P ) in the range of a predetermined constant accelerator pedal position (f _{P, Konst} ), in which the engine ( 2 ), taking into account the detected operating parameters, outputs a constant-torque (M _Konst ) in such a way that the motor vehicle travels at a constant speed and is linearly dependent. Operating method according to claim 2, characterized in that the characteristic field ( 24 ; 25 ) is configured such that the desired torque (M _setpoint ) of the accelerator pedal position (f _P ) below and above a predetermined constant accelerator pedal position (f _{P, Konst1} ; f _{P, konst2} ), in which the engine ( 2 ), taking into account the detected operating parameters, _outputs a constant driving torque (M _Konst ) in such a way that the motor vehicle travels at a constant speed, linearly, but with a different gradient. Operating method according to one of claims 2 to 4, characterized in that the characteristic field ( 23 ; 24 ; 25 ; 26 ) is configured such that the target torque (M _Soll ) below one of the accelerator pedal position (f _{P, KB} ), in which a change between the first state mode (K) and the second state mode (B) takes place, a predetermined torque maximum value (M _max ) reached. Operating method according to one of claims 2 to 5, characterized in that the characteristic field ( 23 ; 24 ; 25 ; 26 ) is configured such that a torque minimum value (M _min ) of the setpoint torque (M _setpoint ) is constant below an accelerator pedal position minimum value (f _{P, min} ) close to the unactuated accelerator pedal position (f _{P, 0%} ). Operating method according to one of claims 1 to 6, characterized by the determination of the setpoint speed ( 29 ) in the second state mode (B) by means of a time function which represents the time dependence of the setpoint speed, starting from a setpoint speed when entering the second state mode (B). Operating method according to claim 7, characterized in that that the time function depends from further detected operating parameters of the motor vehicle, z. B. the recognized or predetermined driving style of the driver adapted becomes. Operating method according to claim 7 or 8, characterized by the determination of the setpoint speed ( 28 ) in the second state mode (B) by means of a correction function. Operating method according to one of Claims 7 to 9, characterized by the determination of the setpoint torque (M _setpoint ) in the second state mode (B) on the basis of a correction function ( 30 ) representing the dependence of a torque reduction factor (M _% ) lying between 0 and 1 on the accelerator pedal position (f _P ). Operating method according to claim 10, characterized in that the torque Reduzierfaktors (M _% ) below a predetermined accelerator pedal position (f _{P, Red, max} ) is constant and above this position to the maximum accelerator pedal position (f _{P, 100%} ) to the value of 1 increases. Operating method according to one of claims 7 to 11, characterized in that the calculated target torque ( 32 ) is limited in terms of its increase or decrease.