DE102011085103B4 - Method for regulating the driving dynamics of a motor vehicle - Google Patents

Abstract

Method for controlling the driving dynamics of a motor vehicle (102, 208) comprising at least one drivable, brakable and / or steerable wheel with a tire in contact with a road surface, thus starting from an instantaneous vehicle acceleration and taking into account a requested vehicle acceleration (402) an actuator vector (206) is determined, wherein a vehicle acceleration comprises a translatory acceleration in a vehicle longitudinal direction, a translational acceleration in a vehicle transverse direction and a rotational acceleration about a vehicle vertical axis and the servo vector (206) values for providing at least one wheel drive torque, at least one wheel brake torque and / or at least one wheel steering angle, characterized in that the setting vector (206) by means of an inverse model (202) is determined and adapted control technology, wherein for determining the current tire force change (210) on the assumption of an isotropic tire behavior (300, 304), a modification (302, 306) takes place, which takes into account a quantitatively different longitudinal and transverse slip on the tire.

Description

The invention relates to a method for controlling the driving dynamics of a motor vehicle having at least one drivable, brakable and / or steerable wheel with a tire that is in contact with a road surface, as a result of a current vehicle acceleration and taking into account a requested vehicle acceleration, a setting vector is determined wherein a vehicle acceleration includes a translational acceleration in the vehicle longitudinal direction, a translational acceleration in the vehicle transverse direction and a rotational acceleration about the vehicle vertical axis and the servo vector values for setting at least one wheel drive torque, at least one Radbremsmoments and / or at least one Radlenkwinkels.

From the publication Ralf Orend, Integrated Fahrdynamikregelung with Einzelradaktorik, Shaker Verlag Aachen 2007, a concept of a vehicle dynamics control is known, the control actions and wheel forces determined under the proviso to make optimum use of traction potentials between four tires and a roadway and a load of all four tires in each To minimize the driving situation. This is intended to guide the vehicle to the dynamic driving limit and thus to present a driving dynamic optimum. A design of the integrated vehicle dynamics control is based on a non-linear vehicle modeling, which simulates the movement behavior of the vehicle to a limit, in which the tires reach the frictional limit. The control actions are determined to minimize tire stress by numerically solving an optimization task. In this way, there is a measure that quantifies the distance to the dynamic driving limit for each driving situation and for their exact identification.

For more detailed information about the features of the present invention, reference is expressly made to the publication Ralf Orend, integrated vehicle dynamics control with Einzelradaktorik, Shaker Verlag Aachen 2007. The teaching of this publication is to be regarded as part of the present document. Features of this publication are features of the present document.

From the DE 196 32 337 A1 a method is known for controlling the longitudinal dynamics of a motor vehicle, in which as a control output signal at least one drive train control signal is generated in response to input data on the desired longitudinal speed or the desired longitudinal acceleration and the actual driving state, therefore, based on the input data supplied first controller internal Values for the desired longitudinal speed and the desired longitudinal acceleration are determined and, in dependence thereon, determined on the basis of an inverse vehicle longitudinal dynamics model, the drive train actuating signal, in order to provide a method with satisfactory control accuracy for driving speed at both high and very low nominal speeds or the driving acceleration reliably allows vehicle rules both at low and at high driving speeds.

From the DE 40 30 881 A1 is a traction control system known for a motor vehicle, are specified in the target speeds for the individual driven wheels and from the deviations of the measured wheel speeds thereof brake pressure control signals are determined for a brake hydraulics, in which by means of a first variable gain amplifier with a proportional and an integral component with the help of the difference the rotational speeds of the driven wheels and the predetermined target speeds a braking torque value is determined, which is assigned to the two wheel brakes with different signs, wherein by means of a second variable gain amplifier with a proportional and an integral component using the sum of the speeds of the driven wheels and the predetermined target speeds of Wheels braking moments for the two wheels can be determined, wherein the associated braking torques of the two controllers are added together and where using an inverse hydraulic model, these braking torques in progress Reasons are implemented for the two wheels associated brake pressure control valves.

From the DE 10 2004 035 004 A1 For example, a method is known for increasing the driving stability of a motor vehicle in which the yaw moment is influenced, wherein a model-based precontrol is used to determine a stabilizing yaw moment which is applied to the motor vehicle.

The invention has for its object to improve the method mentioned functionally. In particular, the real conditions should be better represented. In particular, a safety reserve should be increased. In particular, a ride comfort is to be increased.

The object is achieved with a method for controlling the driving dynamics of a motor vehicle having at least one drivable, brakable and / or steerable wheel with a tire that is in contact with a road surface, thus starting from a momentary Vehicle acceleration and taking into account a requested vehicle acceleration, a set vector is determined, wherein a vehicle acceleration comprises a translational acceleration in a vehicle longitudinal direction, a translational acceleration in a vehicle transverse direction and a rotational acceleration about a vehicle vertical axis and the servo vector values for providing at least one wheel drive torque, at least one Radbremsmoments and / or at least one wheel steering angle, in which the servo vector is determined and adapted by means of an inverse model, wherein for the determination of the instant tire force change on the assumption of an isotropic tire behavior, a modification takes place, which takes into account a quantitatively different longitudinal and transverse slip on the tire ,

The motor vehicle may have a longitudinal axis, a transverse axis and a vertical axis. The driving dynamics can include longitudinal dynamics. A longitudinal dynamics can act substantially in the direction of the longitudinal axis. To regulate the longitudinal dynamics, a drive torque can be selectively distributed to drivable wheels. The driving dynamics may include a lateral dynamics. Transverse dynamics can act essentially in the direction of the transverse axis. To regulate the transverse dynamics, a steering angle of at least one steerable wheel can be set specifically. It can be adjusted by an operator specified steering angle requirement with a superposition angle. The motor vehicle may have a body. The at least one wheel may be connected to the body at least substantially displaceable in the direction of the vertical axis. Between the at least one wheel and the body, a spring may be arranged. Between the at least one wheel and the body, a damper may be arranged. The spring and the damper can be connected in parallel. There may be a build-up force between the at least one wheel and the body. The build-up force can be actively influenced. The driving dynamics can include a vertical dynamics. A vertical dynamic can act essentially in the direction of the vertical axis. To regulate the vertical dynamics, the spring and / or the damper can be adjusted specifically.

The driving dynamics can include a horizontal dynamics. The horizontal dynamics may be a dynamic in a plane parallel to the road surface. The horizontal dynamics may include a translation of the motor vehicle in the direction of the longitudinal axis. The horizontal dynamics may include a translation of the motor vehicle in the direction of the transverse axis. The horizontal dynamics may include a rotation of the motor vehicle about the vertical axis. The horizontal dynamics can correspond to the vehicle acceleration. The driving dynamics can include a vertical dynamics. The vertical dynamics may include a rolling motion. A rolling motion may be a rotation about the longitudinal axis. The vertical dynamics may include a pitching motion. A pitching motion may be a rotation about the transverse axis. The vertical dynamics may include a lifting movement. A lifting movement can be a translation in the direction of the vertical axis.

The control can be done by means of a control unit. In the method, an internal regulator can be used. The regulation can be an integrated regulation. An integrated control can be a control in which the longitudinal, the lateral and the vertical dynamics are regulated as a whole. An integrated control can be a regulation in which the horizontal dynamics and the vertical dynamics are regulated in their entirety. At least one wheel can be steerable. In addition, at least one other wheel can be driven and braked. The motor vehicle may have four wheels. The tire of the at least one wheel may be in frictional contact with the road surface. An inverse model can be a model in which, based on an effect, the cause underlying the effect is determined. The inverse model can be a control engineering model. The inverse model may include a control engineering model of the motor vehicle. The servo vector may be an output of the inverse model.

By means of the control vector, a change in the vehicle acceleration can be effected. A change in the vehicle acceleration may cause a corresponding change in a physical quantity of the motor vehicle. The physical quantity may be a tire force. A tire force may be a force caused by a tire slip. Tire slippage may be a relative velocity between the tire, particularly a tire belt, and the road surface. Tire slippage may occur due to elastic deformation of the tire, particularly a tire belt, against the road surface.

With the method according to the invention, an improved mapping of the real conditions takes place. A safety reserve is increased. Driving comfort is increased. An energy optimality is given. A determination of the control vector is simplified. A regulation is faster. A regulation requires a reduced computing power. An analytical inversion allows for a waiver of a complex estimator.

The control vector can be adapted on the basis of a momentary tire force change and taking into account a required tire force change. The instantaneous tire force change may be due to a change in vehicle acceleration. The required tire force change may be an output of the inverse model. The instantaneous tire force change can be measured or estimated. Using the inverse model, a torque can be determined. Taking into account estimated state variables of the motor vehicle and the model of the motor vehicle in the inverse model, the torque can lead to four required tire force changes. An estimate of the current tire force change will save sensors. The estimation approach is transparent. The estimate is resource-saving. To a control unit only low demands are made.

An isotropic tire behavior may be a tire behavior in which a tire force caused by a tire slip always points in the direction of the tire slip and depends only on the amount thereof. An isotropic tire behavior may be a tire behavior in which a traction limit is without preferential direction. A modified tire behavior may have a greater longitudinal slip than a transverse slip.

A deviation value may be formed between the current tire force change and the required tire force change. The deviation value can lead to an additional torque and / or an additional steering angle rate. In order to adapt the control vector, the deviation value between the required tire force change and the momentary tire force change can pass through a local regulator. Subsequently, the deviation value can be supplied to the inverse model.

The servo vector may include values for setting a plurality of wheel drive torques, multiple wheel brake torques, and / or multiple wheel steering angles, wherein the plurality of wheel drive torques, the plurality of wheel brake torques, and / or the plurality of wheel steering angles may be dependent upon each other. Thus, the inventive method for controlling a not vollaktuierten motor vehicle can be applied. A vollaktuiertes motor vehicle may be a motor vehicle, in which independently and separately for each wheel, a Radlenkwinkel, a wheel torque and an active structural force between the wheel and body can be adjusted.

A gradient of the requested vehicle acceleration may be determined. This is a unit that can be directly set using the manipulated variables torque and steering angle rate.

The requested vehicle acceleration may first pass through a low pass filter. This makes a time differentiation of the requested vehicle acceleration possible. There is obtained a physically feasible form.

The vehicle acceleration change can be determined using a forward control path. In the forward path, the low pass filtered requested vehicle acceleration may be derived in time. To determine the vehicle acceleration change, a control limited to a control error can take place.

The motor vehicle may have a plurality of drivable, brakable and / or steerable wheels, each in contact with a wheel contact with a road surface, wherein the position vector is determined by means of vertical state variables and the vertical state variables are determined based on the wheel contact forces of multiple wheels.

A wheel contact force may be a force in the direction of the vertical axis. A wheel contact force may be a force perpendicular to the road surface. The vertical state variables may be a translation in the direction of the vertical axis, a translation velocity in the direction of the vertical axis, a rotation about the longitudinal axis, a rotational speed about the longitudinal axis, a rotation about the transverse axis and a rotational speed about the transverse axis. According to the inverse model, the vertical state quantities can give the wheel contact forces.

The vertical state variables can be determined by means of a control-technical observer, in particular a Luenberger observer. In this way, unmeasurable quantities or states can be reconstructed from known input variables and measured variables of an observed reference system, using a model of the reference system. The observer can model the system in a model and include a controller that tracks the measurable output quantities.

For carrying out such a method, a device comprising at least one wheel, means for driving the at least one wheel, means for braking the at least one wheel and / or means for steering the at least one wheel and control means for controlling the means for driving at least one wheel, the device for braking the at least one wheel and / or the means for steering the at least one wheel serve.

The at least one wheel may include a rim and a tire. The device may include a prime mover. The prime mover may be drive connected to the at least one wheel. The prime mover may be an internal combustion engine. The prime mover may be an electric motor. The device may have a transmission. The device may include a clutch, such as a friction clutch. Between the drive machine and the at least one wheel, a drive train may be formed. The transmission and / or the clutch may be arranged in the drive train. By means of the drive machine, the at least one wheel can be acted upon by a drive torque. By means of the drive train, the at least one wheel can be subjected to a braking torque. The drive torque and / or the braking torque can be adjusted by an intervention in the drive train. A drive torque can be specified by an operator. The device may have means enabling a modification of a drive torque specification.

The braking device may have a brake associated with the at least one wheel. The braking device can be actuated by an operator. The device may include means for allowing modification of a brake application. The at least one wheel may be arranged steerable on the body. By means of the steering device, a steering angle can be adjusted. The steering device can be operated by an operator. The device may include means enabling modification of a steering operation.

The device may have a device for determining a rotational speed of the at least one wheel, a device for determining a steering angle of the at least one wheel and / or a device for determining a wheel contact force of the at least one wheel. A speed sensor may be arranged on the at least one wheel. At the steering device, a steering angle sensor or a displacement sensor can be arranged. For determining a wheel contact force, the device may have a force sensor or a displacement sensor.

In summary and in other words, the invention thus provides inter alia an integrated chassis control for a vehicle with up to four adjustable torques and one or two axle-dependent or individually adjustable steering angles.

An inverse model can be introduced into the scheme. The steering angles δ _i and the torques τ _i , together with the auxiliary quantities ν, can be included in the model as follows: τ _{left, front} = sin (ν _left ) ² · τ _left τ _{left, rear} = cos (ν _left ) ² · τ _left τ _{right, front} = sin (ν _right ) ² · τ _right τ _{right, rear} = cos (ν _right ) ² · τ _right δ _{left, front} = δ _{right, front} = δ _front δ _{left, rear} = 0 δ _{right, rear} = 0

The equation δ ₁ = δ ₂ can only approximate an Ackermann steering. The Ackermann steering systems can be realized in hardware or software. It can also be reproduced more precisely in the inverse model. Thus, a motion request a = a_ref can be implemented at the level of its first time derivative. The auxiliary quantities ν _left and ν _right can be selected according to an approximated available traction potential:

In this case, μ _i can be the coefficient of friction and f _{z, i} the wheel contact force of the respective i th wheel. Alternatively, the auxiliary variables can be selected so that the drive or braking torques are distributed in proportion to the available traction potential on the drivable wheels.

• 1. Horizontale Zustandsgrößen: Die horizontalen Zustandsgrößen können direkt gemessen oder geschätzt.
• 2. Vertikale Zustandsgrößen: Die vier Radaufstandskräfte können aus gemessenen Schwerpunktbeschleunigungen und/oder aus gemessenen Federwegen einer Radaufhängung errechnet werden. Ein Luenberger-Beobachter kann daraus weiter sechs vertikale Zustandsgrößen bestimmen.
• 3. Zustandsgrößen der Räder: Es können acht horizontalen Reifenkräfte rekonstruiert werden. Ein Reifenkraftgesetz kann im inversen Modell analytisch invertiert werden und so können Reifenschlupfe errechnet werden. Diese können in Raddrehzahlen und äquivalente Lenkwinkel der vier Reifen bzw. einen zusätzlichen Querschlupf für eine aktuelle Fahrsituation umgerechnet werden. Für die analytische Inversion eines Reifenkennfelds soll aus Schätzung bekannt sein, ob ein jeweiliger Reifen in einem stabilen oder in einem instabilen Bereich betrieben wird.

For the inverse model, equivalent state variables should be determined. In the estimator these three groups can be assigned:

• 1. Horizontal state variables: The horizontal state variables can be measured or estimated directly.
• 2. Vertical state variables: The four wheel contact forces can be calculated from measured center of gravity accelerations and / or from measured spring paths of a wheel suspension. A Luenberger observer can further determine six vertical state variables.
• 3. Condition variables of the wheels: Eight horizontal tire forces can be reconstructed. A tire force law can be analytically inverted in the inverse model and so tire slips can be calculated. These can be converted into wheel speeds and equivalent steering angles of the four tires or an additional lateral slip for a current driving situation. For the analytical inversion of a tire map, it should be known from estimation whether a respective tire is operating in a stable or in an unstable region.

Die Querkräfte im jeweiligen Reifenkoordinatensystem können achsweise proportional zur insgesamt in Reifenlängsrichtung übertragbaren Kraft verteilt angenommen werden.For the reconstruction of the horizontal tire forces: The horizontal tire forces f _xy ε R ⁸ can be mapped to three horizontal accelerations via a = G * · f _xy . These accelerations can be available as measured values. Furthermore, in the tire longitudinal direction, it can be assumed that these tire forces are distributed to the tires according to the set driving or braking torque,

The transverse forces in the respective tire coordinate system can be assumed to be proportional to the distribution of forces that can be transmitted overall in the tire longitudinal direction.

To the tire model: The tire model can be modified to map an anisotropic tire behavior and decouple a steering angle and a lateral slip. The isotropic tire force from an original tire model can be scaled with constant factors in tire longitudinal and transverse directions. Furthermore, tire slip may result from state variables of the vehicle and an additional lateral slip Δs _y .

Reference yaw rate: The degree of freedom of the yawing motion can be used to allow the vehicle to follow a slip angle progression via lateral acceleration.

Subordinate Control: The inverse model may output a reference tire force change in addition to the manipulated variables. At this level, a subordinate control loop can be closed.

Outer Loop: A move request can be low-pass filtered and thus easily differentiable over time. Their derivative can be fed to the control loop via a forward path.

Reducing Longitudinal Tire Force: A single longitudinal force may result in a torque that needs to be compensated to achieve a given tire slip change, according to a vehicle model. This torque can be compensated with a factor y <1. The control can be stable for suitable y. A resulting error can be compensated in the tire force change by the lower-level control.

Characteristic features may be a replacement of an optimization by analytic determination of auxiliary quantities, a subordinate regulation at the level of a tire force change, a forward path for acceleration change, an image of a vehicle configuration in an inverse model, a modified one Tire model, an analytically inverted tire model, an estimate of vertical conditions from wheel contact forces, a reduction of estimated torque from a tire longitudinal force, and / or a determination of a reference yaw rate from a lateral acceleration.

The method can be applied to a vehicle that is not fully loaded. An adapted tire model can be used. A local regulation can be used. A tire model can be inverted analytically. A currently acting tire force can be estimated by an easily evaluable approach. A motion request can be low-pass filtered. A forward path with its derivative can be introduced. Vertical state quantities can be determined by a Luenberger observer from wheel-up forces. Thus, the reality can be better represented by a modification of a tire map. Local regulation can make the approach feasible. By analytical inversion of the tire map can be guaranteed and found in finite time a solution. Estimating tire forces saves expensive sensors. The estimation approach is transparent and can be implemented on low-performance ECUs. By filtering the motion requirements, the gain in the downstream loop can be made larger, the possibilities of the actuators are taken into account, and a forward path can be introduced. The vertical state variables can be determined from existing measurement or estimated variables in production vehicles. Determining the sizes in this way improves the manipulated variables from the inverse model. The analytical inversion saves a complex estimator with mentioned advantages.

Hereinafter, embodiments of the invention will be described with reference to figures. From this description, further features and advantages. Concrete features of these embodiments may represent general features of the invention. Features associated with other features of these embodiments may also constitute individual features of the invention.

They show schematically and by way of example:

1 a block diagram of a motor vehicle act on the manipulated variables and performs a movement,

2 a block diagram of a controlled route with an inner regulator,

3 Diagrams of a modified tire force law and

4 a block diagram of a low-pass filtering.

1 shows a block diagram 100 to a motor vehicle 102 , on the manipulated variables 104 act and that a movement 106 performs. The car 102 has a body and a chassis. The chassis has four wheels. The wheels have tires. The tires are in contact with a road surface. A wheel is a front right wheel. A wheel is a rear right wheel. A wheel is a rear left wheel. The wheels are on the body particularly in the direction of a vertical axis of the motor vehicle 102 arranged displaceably. Between the wheels and the body, a spring / damper device is effective. The front wheels and the rear wheels can be driven. In another embodiment, only the front wheels can be driven. In another embodiment, only the rear wheels can be driven. All four wheels can be braked. The front wheels can be steered. In another embodiment, the front and rear wheels can be steered. The wheels can then be steered axle-wise. In another embodiment, a single-wheel steering may be present.

The car 102 has actuators. The manipulated variables 104 act on the actuators. This can be the movement 106 of the motor vehicle 102 to be controlled. The car 102 has a drive as actuators 108 , a brake 110 , a steering 112 and a power supply 114 on.

The drive 108 has an internal combustion engine. In another embodiment, the drive 108 an electric motor. In another embodiment, the drive 108 an internal combustion engine and an electric motor. Using the drive 108 can be on the wheels of the motor vehicle 102 a drive torque can be applied. The drive torque can be distributed to the wheels. Using the drive 108 can be on the wheels of the motor vehicle 102 a braking torque can be applied. The braking torque can be distributed to the wheels targeted. Using the brake 110 can the wheels of the motor vehicle 102 be slowed down. The individual wheels can each be braked separately. A braking force can be distributed to the wheels targeted. Using the steering 112 can the motor vehicle 102 be steered. A steering angle can be distributed to the steerable wheels targeted.

The car 102 has a controller for controlling the drive 108 on. The car 102 has a controller for controlling the brake 110 on. The car 102 has a control unit for controlling the steering 112 on. The car 102 has a controller for controlling the power supply 114 on. The control units can be structurally and / or functionally separate or partially or completely summarized. Separate control devices can be connected to each other signal-conducting, for example via a CAN bus 116 ,

The car 102 has speed sensors for determining wheel speeds. The car 102 has a sensor for determining a steering angle. The signals from these sensors are available to the control units.

2 shows a block diagram 200 to a regulated track with an inner regulator. The controller has an inverse model 202 on. The inverse model 202 forms the motor vehicle control technology. The inverse model 202 calculated on the basis of input variables 204 manipulated variables 206 For example, a torque, the estimated state variables of the vehicle and the vehicle model in the inverse model 202 to lead to a total of four tire force changes, or a steering angle rate. The manipulated variables 206 be the motor vehicle 208 fed and implemented there using adequate actuators.

An adjusting tire force change 210 is estimated and with one of the inverse model 202 predetermined tire force change 212 compared. An error 214 leads to a correction value 216 For example, to an additional torque or an additional steering angle rate. The correction value 216 is over a local regulator 218 the inverse model 202 fed. Using the correction value 216 an adaptation of the manipulated variables takes place 206 ,

3 shows diagrams 300 . 302 to a modified tire force law. In the diagrams 300 . 302 is a tire force 304 . 306 applied. In this case, an x-direction corresponds to a running direction of a tire. A y-direction corresponds to a direction perpendicular to the running direction of a tire. The diagram 300 shows an isotropic tire behavior in which the tire force caused by a tire slip 304 always points in the direction of the tire slip and depends only on the amount and a frictional limit, ie the maximum transferable force from the tire, which is graphically illustrated by the so-called Kamm's circle, has no preferred direction. The diagram 302 shows a modified from this tire behavior, the direction-dependent differences in tire force 306 are considered. There is a higher adhesion limit in the y-direction than in the x-direction. In the present case, the modified tire behavior is taken as the basis.

4 shows a block diagram 400 to a low-pass filtering. In order to allow a direct placement is given by a driver reference acceleration 402 in an acceleration change 404 implemented. For that goes through the acceleration 402 first a low pass filter 406 , It becomes a filtered reference acceleration 408 receive. The filtered reference acceleration 408 is measured using a measured vehicle acceleration 410 adapted or subsequently passes through a differentiator 412 , in which a temporal differentiation takes place. In a parallel signal branch, the adjusted filtered reference acceleration passes through 408 a regulator 414 in which an adjustment is made for acceleration errors. The regulator 414 is located in the return. The outputs of the differentiator 412 and the regulator 414 are merged and as an acceleration change 404 output.

LIST OF REFERENCE NUMBERS

100

Block diagram

102

motor vehicle

104

manipulated variables

106

Move

108

drive

110

brake

112

steering

114

power supply

116

CAN bus

200

Block diagram

202

model

204

input variables

206

manipulated variables

208

motor vehicle

210

Tire force change

212

Tire force change

214

error

216

correction value

218

regulator

300

diagram

302

diagram

304

tire force

306

tire force

400

Block diagram

402

reference acceleration

404

acceleration change

406

Low Pass Filter

408

reference acceleration

410

vehicle acceleration

412

differentiator

414

regulator

Claims (11)

Method for controlling the driving dynamics of a motor vehicle ( 102 . 208 ) comprising at least one drivable, brakable and / or steerable wheel with a tire in contact with a road surface, thus starting from an instantaneous vehicle acceleration and taking into account a requested vehicle acceleration ( 402 ) a positioning vector ( 206 ), wherein a vehicle acceleration comprises a translational acceleration in a vehicle longitudinal direction, a translational acceleration in a vehicle transverse direction and a rotational acceleration about a vehicle vertical axis, and the positioning vector ( 206 ) Comprises values for setting at least one wheel drive torque, at least one wheel braking torque and / or at least one wheel steering angle, characterized in that the positioning vector ( 206 ) using an inverse model ( 202 ) is determined and adapted in terms of control technology, wherein for the determination of the instantaneous tire force change ( 210 ) assuming an isotropic tire behavior ( 300 . 304 ) a modification ( 302 . 306 ), which takes into account a quantitatively different longitudinal and transverse slip on the tire. Method according to claim 1, characterized in that the positioning vector ( 206 ) based on a momentary tire force change ( 210 ) and taking into account a required tire force change ( 212 ) is adapted. Method according to claim 2, characterized in that the instantaneous tire force change ( 210 ) is measured or estimated. Method according to one of claims 2-3, characterized in that for the adaptation of the control vector ( 206 ) a deviation value ( 216 ) between the required tire force change ( 212 ) and the current tire force change ( 210 ) a local controller ( 218 ) goes through. Method according to one of the preceding claims, characterized in that the adjusting vector ( 206 ) Values for setting a plurality of wheel drive torques, a plurality of wheel braking torques and / or a plurality of wheel steering angles, wherein the plurality of wheel drive torques, the plurality of wheel braking torques and / or the plurality of wheel steering angles are set in dependence on each other. Method according to Claim 1, characterized in that the requested vehicle acceleration ( 402 ) first a low-pass filter ( 406 ) goes through. Method according to one of claims 1 or 6, characterized in that for determining the actuating vector ( 206 ) based on the requested vehicle acceleration ( 402 ) a vehicle acceleration change ( 404 ) and the vehicle acceleration change ( 404 ) is determined by means of a forward control path. Method according to claim 7, characterized in that in the forward path the low pass filtered requested vehicle acceleration ( 408 ) is derived according to the time. Method according to one of claims 1 or 6-8, characterized in that for determining the vehicle acceleration change ( 404 ) a regulation limited to a control error takes place. Method according to Claim 1, characterized in that the motor vehicle ( 102 . 208 ) has a plurality of drivable, brakable and / or steerable wheels, each in contact with a wheel contact force with a road surface, wherein the positioning vector ( 206 ) is determined by means of vertical state variables and the vertical state variables are determined on the basis of the wheel contact forces of several wheels. A method according to claim 10, characterized in that the vertical state variables are determined by means of a control-technical observer, in particular a Luenberger observer.

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