DE102019108042A1 - Method and device for determining and further using a load on a front axle - Google Patents

Abstract

The invention relates to u. a. a method for determining and further using a load on a front axle (16) of a motor vehicle (10), preferably a commercial vehicle, with a rear axle (18) which has a rear axle air suspension system (22) for leveling the rear axle (18). The method includes detecting at least one pressure value of the rear axle air suspension system (22) and determining a front axle weight load and / or a front axle weight force of the front axle (16) based on the detected pressure value. The method also includes outputting information relating to the determined front axle weight load and / or front axle weight force by means of a user interface (30) of the motor vehicle (10). The method only requires at least one pressure sensor of a rear axle air suspension system (22) and is therefore comparatively uncomplicated and inexpensive to implement.

Description

The invention relates to a method and a device for determining and further using a load on a front axle of a motor vehicle, preferably a utility vehicle, with a rear axle which has a rear axle air suspension system for leveling the rear axle.

The DE 10 2004 019 624 B3 discloses an axle load measuring device for axles with pneumatic and mechanical suspension. The axle load measuring device comprises a connection for connecting an axle load sensor, a processing device which is connected to the connection for the axle load sensor, a memory which is connected to the processing device, an input device for a user input, the input device being connected to the processing device, and a Output device connected to the processing device.

The prior art can be disadvantageous in that the axle load measurement can only be carried out with additional components, such as a special axle load sensor.

The invention is based on the object of creating an improved and / or alternative technology for determining and further using a load on a front axle of a motor vehicle.

The object is achieved by a method and a device according to the independent claims. Advantageous developments are given in the dependent claims and the description.

The method is used to determine and further use a load on a front axle of a motor vehicle, preferably a commercial vehicle, with a rear axle that has a rear axle air suspension system for leveling the rear axle. The method includes detecting at least one pressure value of the rear axle air suspension system. The method includes determining (for example calculating or estimating) a front axle weight load and / or a front axle weight of the front axle based on the detected pressure value. The method includes outputting information relating to the determined front axle weight load and / or front axle weight force by means of a user interface of the motor vehicle.

The proposed method only requires at least one pressure sensor of a rear axle air suspension system and is therefore comparatively uncomplicated and inexpensive to implement. For example, no expensive and complicated displacement sensors and linkages are required on the front axle to determine the load on the front axle. In this context, the evaluation electronics including the software for the displacement sensors are also omitted. Due to the only at least one input variable (pressure value (s)), a robust and powerful method results. In addition, it is made possible that no new components have to be provided on the motor vehicle to carry out the method, since the method uses the pressure sensor (s) of the rear axle air suspension system which are provided for regulating the rear axle air suspension system in any case. As a result, component qualification can be dispensed with and the method can be implemented quickly in today's series vehicles.

The user interface can expediently have a display and / or a loudspeaker for outputting the information. The user interface can, for example, be permanently installed in the motor vehicle or be designed as a mobile user interface (e.g. a smartphone, a tablet PC or a notebook).

In particular, the pressure value can be an absolute pressure value or a relative pressure value (a pressure value change).

In one embodiment, the information is output visually, acoustically and / or haptically by means of the user interface. It is possible that the outputting of the information includes outputting the determined front axle weight load and / or front axle weight force, e.g. B. in text form on an advertisement.

In a further exemplary embodiment, the method comprises a comparison of the determined front axle weight load and / or the determined front axle weight force with a, preferably permissible, limit value for the load on the front axle. The output of the information can expediently comprise output of a single-stage or multi-stage warning as a function of the comparison. In this way, the driver can be warned if the front axle is overloaded.

In a further exemplary embodiment, the method also includes an adaptation of an operation of an electronic stability control system of the motor vehicle based on the determined front axle weight load and / or front axle weight force. In this way, the operation of the electronic stability control system can be optimized with comparatively precise values for the current front axle load. This method step can be carried out as an alternative or in addition to the output using the user interface.

In a further embodiment, the method also includes an adaptation of a drive torque on the front axle and / or on the rear axle of the motor vehicle based on the determined front axle weight load and / or front axle weight force. The drive torques can thus be optimized for the current front axle load using comparatively precise values. This method step can be carried out as an alternative or in addition to the output using the user interface.

In a further embodiment, the method includes an adaptation of an operation of a traction control system of the motor vehicle based on the determined front axle weight load and / or front axle weight force. The traction control system can thus be optimized with comparatively precise values for the current front axle load. This method step can be carried out as an alternative or in addition to the output using the user interface.

In one embodiment variant, the method also includes an adaptation of an operation of an electronic brake system of the motor vehicle based on the determined front axle weight load and / or front axle weight force. In this way, the braking forces can be adapted to the axle load on the front axle. This method step can be carried out as an alternative or in addition to the output using the user interface.

In a further embodiment variant, the method also includes an adaptation of an operating and / or drive torque of, preferably hydraulic and / or connectable, wheel hub motors of the front axle based on the determined front axle weight load and / or front axle weight force. For example, a hydraulic pressure of the wheel hub motors can be adapted to the front axle load and a corresponding hydraulic pump can be precontrolled accordingly. This method step can be carried out as an alternative or in addition to the output using the user interface.

In a further embodiment variant, the method also has an adaptation of an operation of an electronically controlled shock absorber on the front axle of the motor vehicle. In this way, a damping effect of the shock absorber can be adapted to the load on the front axle. This method step can be carried out as an alternative or in addition to the output using the user interface.

In one embodiment, the detection of the at least one pressure value of the rear axle air suspension system, the determination of the front axle weight load and / or the front axle weight force and / or the output of the information are carried out while the motor vehicle is stationary and / or while driving. For example, changes in the payload, e.g. B. in salt litter vehicles or refuse collection vehicles or in the event of an undesired movement of the payload.

In a further exemplary embodiment, the acquisition of at least one pressure value of the rear axle air suspension system includes acquisition of a pressure value of an air suspension bellows of the rear axle air suspension system on only one longitudinal side of the motor vehicle. Such a method delivers good results, in particular with symmetrical load distribution, and is particularly easy to implement.

In a further embodiment, the detection of at least one pressure value of the rear axle air suspension system includes detection of a first pressure value of a first air suspension bellows of the rear axle air suspension system and detection of a second pressure value of a second air suspension bellows of the rear axle air suspension system, the first air suspension bellows and the second air suspension bellows being arranged on opposite longitudinal sides of the vehicle are. This means that the method can also take into account the influence of an asymmetrical load distribution.

In a particularly preferred embodiment, the rear axle air suspension system is an electronically controlled rear axle air suspension system and the at least one pressure value is recorded by at least one pressure sensor of the electronically controlled rear axle air suspension system. Such an electronic rear axle air suspension system is already available, for example, in semitrailer tractors and trucks of the BL (leaf-air) type. With the BL type, a steel leaf spring is installed on the front axle and an air suspension system on the rear axle. This means that the process can use components that are already available. It is therefore not necessary to provide any additional components that enable the method to be carried out.

In a further exemplary embodiment, the detection of the at least one pressure value is controlled by a control unit of the rear axle air suspension system. This enables a particularly simple implementation of the method, since no modification of the already existing control unit of the rear axle air suspension system is required.

In one embodiment, the front axle weight load and / or the front axle weight force is determined based on the at least one detected pressure value by another control device, preferably a central control device, of the motor vehicle controlled. This enables a particularly simple implementation of the method, since no modification of the already existing control unit of the rear axle air suspension system is required. Instead, a signal that corresponds to the recorded pressure value is forwarded to another control unit that is specially configured to carry out the method. The central control unit of the motor vehicle is particularly suitable here, since it can already have an output for controlling the user interface. In this respect, no hardware adjustments would be necessary to implement the method.

In an alternative exemplary embodiment, the acquisition of the at least one pressure value and the outputting of the information are controlled by a control unit of the rear axle air suspension system. This has the advantage that the method only uses a single control device for execution.

In a further embodiment, determining the front axle weight load and / or the front axle weight force of the front axle of the motor vehicle based on the detected pressure value includes determining a rear axle weight force acting on the rear axle and / or the rear axle load of the motor vehicle based on the at least one detected pressure value. The step can further include determining the front axle weight force and / or front axle weight load of the motor vehicle acting on the front axle of the motor vehicle based on a predetermined or estimated center of gravity and / or load introduction point of the motor vehicle and the determined rear axle weight force and / or rear axle load. The steps can be carried out explicitly and the named intermediate results can be calculated. However, it is also possible to carry out the steps implicitly without calculating intermediate results.

In one embodiment, the motor vehicle is a tractor unit and the load application point of the motor vehicle is predetermined. The predetermined load introduction point can be stored in a control device. In the case of BL semitrailer tractors in particular, the load application point can be clearly defined via the fifth wheel.

In an alternative embodiment, the motor vehicle is a truck and the center of gravity of the motor vehicle is estimated, preferably by means of a mass estimator of the motor vehicle, which preferably estimates a center of gravity of the motor vehicle based on at least one detected acceleration and / or deceleration of the motor vehicle and a detected engine drive power of the motor vehicle. Particularly in the case of BL trucks (with body), the truck's center of gravity can be known, but not the center of gravity of the payload, so that an overall center of gravity should be estimated in a suitable manner. For this purpose, the mass estimator can be used, which can already be present in the motor vehicle to carry out other tasks (e.g. adapted control of the braking intervention) so that no additional systems are required.

The mass estimator can expediently estimate iteratively. This means that the mass estimator carries out calculations that are repeated step by step in order to gradually approach a solution that is as exact as possible. Several recorded accelerations and / or decelerations as well as motor drive powers can be taken into account, which are recorded gradually during the journey. The estimate therefore improves as the journey time increases.

In one exemplary embodiment, the method further comprises comparing the determined front axle weight force, the determined front axle load, the determined rear axle weight force and / or the determined rear axle load using a mass estimator of the motor vehicle, which is based on at least one detected acceleration and / or deceleration of the motor vehicle and a detected engine drive power of the Motor vehicle estimates a total weight force, a total load, a center of gravity, a front axle weight force, a front axle load, a rear axle weight force and / or a rear axle load of the motor vehicle. The plausibility of the procedure can thus be checked. The existing mass estimator can also be used for this purpose, so that no additional systems are required. The plausibility check is carried out with the aid of redundant, physically independent input variables of the mass estimator.

In a further exemplary embodiment, a front axle of the motor vehicle is provided without a front axle air suspension system and / or a front axle of the motor vehicle has steel springs, preferably leaf springs.

The invention also relates to a device for determining and further using a load on a front axle of a motor vehicle, preferably a utility vehicle. The device has a rear axle air suspension system for a rear axle of the motor vehicle for level regulation of the rear axle, the rear axle air suspension system having at least one pressure sensor. The device has a user interface. The device has at least one control device that is designed to carry out the method as disclosed herein, wherein the at least one control device with the at least one pressure sensor and the User interface is connected and wherein the at least one pressure sensor detects the at least one pressure value. The apparatus enables the same advantages as the method disclosed herein to be achieved.

The invention also relates to a motor vehicle, preferably a utility vehicle, with a device as disclosed herein.

Appropriately, the motor vehicle can be a tractor unit or a truck, preferably with a (loading) structure, e.g. B. a loading bay, a box body or the like.

It is also possible to use the device as disclosed herein for passenger cars, off-road vehicles, etc.

The term “control device” can preferably refer to electronics (e.g. with microprocessor (s) and data memory) which, depending on the design, can take on control tasks and / or regulation tasks. Even if the term “control” is used here, it can also expediently include “regulation” or “control with feedback”.

• 1 eine schematische Seitenansicht eines Nutzfahrzeugs.

The preferred embodiments and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawing. It shows:

• 1 a schematic side view of a commercial vehicle.

In 1 is a motor vehicle 10 shown. The car 10 is used as a tractor unit for pulling a semi-trailer 12 via a kingpin 14th educated. However, it is also possible that the motor vehicle 10 is designed differently, e.g. B. as a truck with a (loading) structure.

The car 10 has a front axle 16 and a rear axle 18th on.

The front axle 16 is particularly about steel springs 20th , for example steel leaf springs, sprung.

The rear axle 18th has a rear axle air suspension system 22nd on. The rear axle air suspension system 22nd is an electronically controlled rear axle air suspension system (ECAS - System: Electronically Controlled Air Suspension) for level regulation of the rear axle 18th educated. The rear axle air suspension system 22nd has several air bags 24 , at least one pressure sensor 26th and a control unit 28 on.

The air bags 24 are on both wheel sides of the rear axle 18th (only one wheel side in 1 shown). The air suspension bellows can be used to supply or discharge compressed air 24 a height level of the rear axle 18th adjusted. This allows, for example, a constant height level of the rear axle 18th with different loads of the semi-trailer 12 set and the unhitching and unhitching of the semi-trailer 12 easier to do.

The control unit 28 is to control the rear axle air suspension system 22nd educated. For example, the control unit controls 28 the supply and discharge of compressed air to the air bags 24 by opening and closing corresponding valves. In addition, the control unit is 28 with the at least one pressure sensor 26th for receiving signals from the at least one pressure sensor 26th connected. The at least one pressure sensor 26th detects (measures) an (air) pressure in at least one of the air bags 24 and sends a corresponding signal to the control unit 28 .

The car 10 additionally has a user interface 30th on. The user interface 30th is for example for outputting a visual, acoustic and / or haptic output to a user, preferably the driver, of the motor vehicle 10 executed. For example, the user interface 30th a display, a loudspeaker and / or a vibration motor. The user interface 30th can in the motor vehicle 10 , in particular in a driver's cab of the motor vehicle 10 , preferably fixed, be arranged. It is also possible that the user interface 30th is carried out mobile, z. B. in the form of a smartphone, a tablet PC or a notebook. The user interface 30th can also be designed for entering user input, e.g. B. by means of voice input, gesture control, touch-sensitive displays and / or operating elements such as switches, buttons, etc. For example, the method disclosed herein can be carried out by a user input by means of the user interface 30th to be triggered.

The car 10 also has a central control unit 32 for central control tasks of the motor vehicle 10 on. The central control unit 32 can be in communication link with the user interface 30th , the control unit 28 and / or the pressure sensor 26th stand. The central control unit 32 can be designed to carry out the procedure described below.

First, a pressure value of the air suspension bellows 24 from the pressure sensor 26th detected. For example, a pressure value from an air spring can be used here 24 on only one wheel side of the rear axle 18th are recorded. For a more precise method, however, there is also the possibility that a pressure value from an air suspension bellows 24 on one wheel side of the rear axle 18th and a pressure value from an air bag 24 on an opposite wheel side of the rear axle 18th of two corresponding pressure sensors 26th are recorded. This means that pressure values from air suspension bellows are recorded on both longitudinal sides of the vehicle. This enables asymmetrical load distributions in particular to be recognized and taken into account. The detection of a pressure value from an air suspension bellows 24 on only one wheel side of the rear axle 18th can also provide reliable values for the method, particularly with symmetrical load distribution on the rear axle 18th deliver. The pressure value can be an absolute pressure value or a relative pressure value, ie a change in pressure value.

The pressure value or values detected are / are obtained from the at least one pressure sensor 26th to the control unit 28 the rear axle air suspension system 22nd Posted. Now, for example, the further process steps up to z. B. for output to the user interface 30th from the control unit 28 be performed. The control unit instructs 28 a communication link to the pressure sensor 26th and a communication link to the user interface 30th on. However, it is also possible, for example, for the control unit 28 the rear axle air suspension system 22nd the pressure value or values detected via a communication link to the central control unit 32 of the motor vehicle 10 sends, which in turn via a communication link with the user interface 30th connected is. The further process steps can then, for example, be carried out by the central control unit 32 can be carried out as described below by way of example. It is also possible that, depending on the actuator logic and the electronics architecture used, the user interface 30th directly z. B. is controlled via a PWM signal.

The central control unit determines based on the at least one recorded pressure value 32 a rear axle load on the rear axle 18th or one on the rear axle 18th acting rear axle weight. For this purpose, for example, predetermined formulas, maps, characteristic curves and / or tables etc. can be used in the central control unit 32 be stored, which indicates a rear axle load or rear axle weight as a function of the at least one detected pressure value.

Based on the determined rear axle load or rear axle weight and a known or estimated position of a center of gravity or a load application point of the motor vehicle 10 can be a front axle load on the front axle 16 or one on the front axle 16 acting front axle weight can be determined. For this purpose, for example, an equilibrium of forces and an equilibrium of moments can be established and the corresponding formulas inserted into one another.

mit:

F_VA

Vorderachsgewichtskraft

F_HA

Hinterachsgewichtskraft

I₁

Sattelvormaß bzw. Abstand zwischen Hinterachse und Lasteinleitungspunkt (Sattelkupplung)

I₂

Radstand

To calculate the front axle weight F _VA , only a (horizontal) distance I ₁ between the rear axle is required 18th and the load application point, ie approximately or exactly the semitrailer pre-dimension in a tractor unit, a (horizontal) distance I ₂ between the front axle 16 and the rear axle 18th , ie the wheelbase and the determined rear axle weight FHA are required. The calculation can be made using the following formula. $${\mathrm{F.}}_{V\mathrm{A.}}={\mathrm{F.}}_{H\mathrm{A.}}\left(\frac{l_2}{l_2-l_1}-1\right)$$

With:

F _VA

Front axle weight force

F _HA

Rear axle weight force

I ₁

Fifth wheel dimension or distance between rear axle and load application point (fifth wheel)

I ₂

wheelbase

The wheelbase I ₂ is known and in the central control unit 32 saved.

The center of gravity or the load application point of the motor vehicle 10 can be known or appreciated. In particular, the load application point of the motor vehicle 10 be known when the motor vehicle 10 a tractor unit (as in 1 shown), since the load application point is clearly defined via the fifth wheel coupling. In the case of tractor units, the semitrailer front dimension I ₁ can thus be known and stored in the central control unit 32 be saved. In the case of trucks with a (loading) body, the center of gravity with the body is also known, but not the center of gravity of the payload. Here, the center of gravity of the entire motor vehicle including the payload can be determined or estimated, for example by means of a mass estimator. The mass estimator can, for example, be based on detected accelerations and decelerations of the motor vehicle 10 as well as detected motor drive powers of the motor vehicle 10 Axle loads and a center of gravity of the motor vehicle 10 iteratively determine. Newton's second law (force is mass times acceleration) can be used here. The mass estimator can, for example, be part of a braking system of the motor vehicle 10 be. Based on the estimated center of gravity, the distance I ₁ between the rear axle and the estimated center of gravity for trucks with (loading structure.

Information about the determined front axle load or the determined front axle weight is provided via the user interface 30th issued to a user. For example, the front axle load or the determined front axle weight can be displayed on a display of the user interface 30th can be displayed as a numerical value and / or as a diagram (e.g. bar chart). The output can also take place acoustically and / or haptically, for example.

It is possible that the determined front axle weight load or front axle weight force with a limit value from the control unit 32 is compared. The limit value appropriately relates to a permissible load on the front axle 16 . The result of the comparison can be made using the user interface 30th be issued, e.g. B. as a colored bar chart, as a text message or as an acoustic warning tone. Appropriately, not only the exceeding of the limit value can be output, but also an approach to the limit value and / or a degree of the approach to the limit value. The warning notices can therefore be single-level or multi-level.

It is also possible that some or all of the intermediate steps between the determination of the at least one pressure value of the rear axle air suspension system 22nd and the output via the user interface 30th are carried out. In one embodiment, only at least one pressure value of the rear axle air suspension system can thus 22nd are detected and based on this pressure value directly a front axle load or front axle weight for output by means of the user interface 30th be determined. For this purpose, for example, one in the central control unit 32 stored, predetermined assignment can be used that a front axle load or front axle weight depending on the at least one detected pressure value on the rear axle 18th indicates. The assignment can be specified, for example, in the form of a predefined characteristic curve, a predefined characteristic field, a predefined table and / or a predefined formula.

It is also possible for the determination of the rear axle load or rear axle weight force and the front axle load or front axle weight force to be checked for plausibility by means of the mass estimator described above, particularly in embodiments in which the mass estimator is not required to determine a center of gravity. The mass estimator can estimate the rear axle load, the rear axle weight force, the front axle load and / or the front axle weight force, for example. The estimated values can be obtained from the central control unit 32 can be compared with the determined values for the rear axle load, the rear axle weight force, the front axle load and the front axle weight force. If the deviations are too great, for example, a corresponding output via the user interface 30th and / or restart the process.

The method disclosed herein enables the front axle load or front axle weight to be determined both when the motor vehicle is stationary and while it is driving 10 . This is particularly useful in vehicles with variable payloads, e.g. B. Salt litter vehicles or garbage collection vehicles. In addition, the method enables an undesired shifting of the payload in the superstructure to be recognized, for example due to insufficient load securing.

The method disclosed herein can also be used when the motor vehicle 10 multiple rear axles 18th having. For example, the motor vehicle 10 have a double rear axle assembly (a tandem axle). In this context, there is, for example, the possibility of using the method in motor vehicles with an active starting aid, in which a trailing axle of the double rear axle assembly is raised for starting. This increases the traction on the drive axle of the double rear axle assembly. Thus, the motor vehicle 10 for example, even in difficult conditions, e.g. B. in the snow. According to the method disclosed herein, a rear axle load or a rear axle weight force on the drive axle can then be determined when starting off.

The determined front axle weight or front axle load can alternatively or in addition to the output via the user interface 30th can also be used in other ways.

By determining the weight force of the front axle or the front axle load, it is possible, for example, to adapt the operation of an electronic stability control system (also known as vehicle dynamics control or electronic stability control). The electronic stability control system is an electronically controlled driver assistance system for the motor vehicle 10 , the breakaway of the motor vehicle by targeted braking of individual wheels 10 counteracts. The optimization of the operation can be based on comparatively precise values for the front axle weight force or front axle load and possibly even before the motor vehicle starts moving 10 be started, which was previously not possible or only insufficiently possible with the sole use of a mass estimator for determining the front axle load.

It is possible that based on the determination of the front axle weight or Front axle load a drive torque on the front axle 16 and / or on the rear axle 18th of the motor vehicle 10 is adjusted. For example, if there is a higher load on the front axle 16 a higher drive torque on the front axle 16 can be set. An adaptation of the operation of hydraulic wheel hub motors of the front axle can expediently 16 be made. So one for the respective weight on the front axle 16 suitable hydraulic pressure can be built up. The hydraulic pump can be controlled accordingly for this.

It is also possible that the information relating to the weight force of the front axle or the front axle load is used to optimize or adapt an operation of a traction control system of the motor vehicle 10 for adjusting drive torques on the front axle 16 and / or the rear axle 18th , an electronic braking system of the motor vehicle 10 for adapting braking forces on the front axle 16 and / or the rear axle 18th and / or one or more electronically controlled shock absorbers on the front axle 16 is used to adjust a shock absorber hardness or a damping effect.

The invention is not restricted to the preferred exemplary embodiments described above. Rather, a large number of variants and modifications are possible which also make use of the inventive concept and therefore fall within the scope of protection.

In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to. In particular, the features of independent claim 1 are disclosed independently of one another. In addition, the features of the subclaims are also disclosed independently of all the features of independent claim 1 and, for example, independently of the presence and / or a configuration of the step of detecting, the step of determining and / or the step of issuing the independent claim 1.

List of reference symbols

10

Motor vehicle (tractor unit)

12th

Semi-trailers

14th

Kingpin

16

Front axle

18th

Rear axle

20th

Steel spring (steel leaf spring)

22nd

Rear axle air suspension system

24

Air bag

26th

Pressure sensor

28

Control unit

30th

User interface

32

Central control unit

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102004019624 B3 [0002]

Claims (15)

A method for determining and further using a load on a front axle (16) of a motor vehicle (10), preferably a commercial vehicle, with a rear axle (18) which has a rear axle air suspension system (22) for leveling the rear axle (18), comprising: Detecting at least one pressure value of the rear axle air suspension system (22); Determining a front axle weight load and / or a front axle weight force of the front axle (16) based on the detected pressure value; and Output of information relating to the determined front axle weight load and / or front axle weight by means of a user interface (30) of the motor vehicle (10). Procedure according to Claim 1 wherein: the information is output visually, acoustically and / or haptically by means of the user interface (30); and / or the determined front axle weight load and / or front axle weight force is output by means of the user interface (30). Procedure according to Claim 1 or Claim 2 , further comprising: comparing the determined front axle weight load and / or the determined front axle weight force with a, preferably permissible, limit value, the outputting of the information including outputting a single-stage or multi-stage warning as a function of the comparison. Method according to one of the preceding claims, further comprising: Adapting an operation of an electronic stability control system of the motor vehicle (10) based on the determined front axle weight load and / or front axle weight force; and or Adapting a drive torque on the front axle (16) and / or on the rear axle (18) of the motor vehicle (10) based on the determined front axle weight load and / or front axle weight force; and or Adapting an operation of a traction control system of the motor vehicle (10) based on the determined front axle weight load and / or front axle weight force. Method according to one of the preceding claims, further comprising: Adapting an operation of an electronic brake system of the motor vehicle (10) based on the determined front axle weight load and / or front axle weight force; and or Adaptation of an operating and / or drive torque of, preferably hydraulic and / or switchable, wheel hub motors of the front axle (16) based on the determined front axle weight load and / or front axle weight force; and or Adapting an operation of an electronically controlled shock absorber on the front axle (16) of the motor vehicle (10). Method according to one of the preceding claims, wherein: the detection of the at least one pressure value of the rear axle air suspension system (22), the determination of the front axle weight load and / or the front axle weight force and the outputting of the information can be carried out while the motor vehicle (10) is stationary and / or while driving. Method according to one of the preceding claims, wherein the acquisition of at least one pressure value of the rear axle air suspension system (22) comprises: Detection of a pressure value of an air suspension bellows (24) of the rear axle air suspension system (22) on only one longitudinal side of the motor vehicle (10); or Detection of a first pressure value of a first air suspension bellows (24) of the rear axle air suspension system (22); and Detection of a second pressure value of a second air suspension bellows (24) of the rear axle air suspension system (22), the first air suspension bellows (24) and the second air suspension bellows (24) being arranged on opposite longitudinal sides of the motor vehicle (10). Method according to one of the preceding claims, wherein: the rear axle air suspension system (22) is an electronically controlled rear axle air suspension system (22) and the at least one pressure value is recorded by at least one pressure sensor (26) of the electronically controlled rear axle air suspension system (22). Method according to one of the preceding claims, wherein the detection of the at least one pressure value is controlled by a control unit (28) of the rear axle air suspension system (22); and or the determination of the front axle weight load and / or the front axle weight force based on the at least one detected pressure value is controlled by another control device, preferably a central control device (32), of the motor vehicle (10). Method according to one of the preceding claims, wherein determining the front axle weight load and / or the front axle weight force of the front axle (16) of the motor vehicle (10) based on the detected pressure value comprises: determining a rear axle weight force and / or rear axle load of the motor vehicle acting on the rear axle (18) (10) based on the at least one sensed pressure value; and Determination of the front axle weight force and / or front axle weight load of the motor vehicle (10) acting on the front axle (16) of the motor vehicle (10) based on a predetermined or estimated center of gravity and / or load introduction point of the motor vehicle (10) and the determined rear axle weight force and / or rear axle load. Procedure according to Claim 10 wherein: the motor vehicle (10) is a tractor unit and the load application point of the motor vehicle (10) is predetermined; or the motor vehicle (10) is a truck and the center of gravity of the motor vehicle (10) is estimated, preferably by means of a mass estimator of the motor vehicle (10), which is preferably based on at least one detected acceleration and / or deceleration of the motor vehicle (10) and one detected Engine driving power of the automobile (10) estimates a center of gravity of the automobile (10). Method according to one of the preceding claims, further comprising: Comparison of the determined front axle weight, the determined front axle load, the determined rear axle weight and / or the determined rear axle load by means of a mass estimator of the motor vehicle (10), which is based on at least one detected acceleration and / or deceleration of the motor vehicle (10) and a detected engine drive power of the motor vehicle ( 10) estimates a total weight force, a total load, a center of gravity, a front axle weight force, a front axle load, a rear axle weight force and / or a rear axle load of the motor vehicle (10). Method according to one of the preceding claims, wherein: a front axle (16) of the motor vehicle (10) is provided without a front axle air suspension system; and or a front axle (16) of the motor vehicle (10) has steel springs (20), preferably leaf springs. Device for determining and further using a load on a front axle (16) of a motor vehicle (10), preferably a commercial vehicle, comprising: a rear axle air suspension system (22) for a rear axle (18) of the motor vehicle (10) for level control of the rear axle (18), the rear axle air suspension system (22) having at least one pressure sensor (26); a user interface (30); and at least one control device (28, 32) which is designed to carry out the method according to one of the preceding claims, wherein the at least one control device (28, 32) is connected to the at least one pressure sensor (26) and the user interface (30) and wherein the at least one pressure sensor (26) detects the at least one pressure value. Motor vehicle (10), preferably a utility vehicle, particularly preferably a tractor unit or truck, with a device Claim 14 .

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