KR19990071465A - Method and apparatus for adjusting momentum representing vehicle movement - Google Patents

Abstract

An apparatus and method have been proposed for adjusting an amount of exercise indicative of vehicle movement, comprising at least first means for grasping the lateral acceleration of the vehicle. The apparatus also includes second means for obtaining a lateral acceleration component that depends at least on a roadway transverse slope and / or for correcting at least the lateral acceleration of the vehicle in dependence on at least the lateral acceleration component. At this time, in the second means, the vehicle state is determined so that the lateral acceleration component depending on the road slope is obtained, at least in dependence on the inclination movement angle occurring on the rear axle of the vehicle.

Description

Method and apparatus for adjusting momentum representing vehicle movement

The application filed in the German Patent Office with Application No. 196 15 311.5 describes an apparatus and a method for adjusting the amount of momentum indicative of vehicle motion, in which the lateral acceleration component depending on the roadway transverse slope can be obtained. This lateral acceleration component is used to correct the measured lateral acceleration of the vehicle.

Determination of the lateral acceleration component depending on the roadway transverse slope is performed in a stable state of the vehicle expressed by the yaw rate of the vehicle and the lateral acceleration. In order to determine a stable state of the vehicle, it is required to perform a short, active and independent operation of the adjustment by the adjustment system, which may slightly affect the yaw rate of the vehicle. When the change in the lateral acceleration of the vehicle can be confirmed based on the change in the yaw rate of the desired vehicle, the stable state of the vehicle exists. If there is a stable state of the vehicle, the lateral acceleration component depending on the roadway transverse slope is determined based on the obtained values of the vehicle dependence obtained in this state, the lateral acceleration of the vehicle and the yaw rate of the vehicle.

A system for adjusting the vehicle's driving dynamics is known from the publication "FDR (die Fahrdynamikregelung von Bosch)", for example, in the Automotive Technical Bulletin (ATZ), 96, 11, pages 674-689. The publication shows that the driving dynamics regulator also takes into account several special situations, such as inclined roadways.

1 illustrates a vehicle equipped with a system for adjusting driving dynamics.

FIG. 2 shows the structure of a sensor device and a starting device used in a system for adjusting the driving dynamics of a vehicle, on the one hand, and a control device used in the system, on the other hand, while the device according to the invention is contemplated. drawing.

3 is a flow chart of a process according to the present invention that proceeds within an apparatus according to the present invention to obtain lateral acceleration components that depend on a roadway transverse slope and to correct at least lateral acceleration of the vehicle.

4 is a question flow chart for confirming whether or not a steep slope condition is satisfied.

An object of the present invention is to improve the finding of the lateral acceleration component depending on the roadway transverse slope.

This object is achieved by the features of claims 1 to 10.

An essential advantage of the present invention over the prior art described above is that the apparatus and method of the present invention for obtaining lateral acceleration components that depend on driveway transverse slope are short, active and adjustable by an adjustment system that may slightly affect the yaw rate of the vehicle. Independent of the progress of the operation is not necessary at all.

In order to achieve this without performing this operation, the inclination movement angle which arises in the rear axle of a vehicle is calculated | required. According to the obtained angle of inclination movement, the vehicle state can be confirmed so that the lateral acceleration component depending on the roadway transverse slope can be obtained at least according to the values of the yaw rate of the vehicle, the lateral acceleration of the vehicle, and the dependency of the vehicle. . The lateral acceleration component thus obtained is checked for validity and is preferably used for correction of lateral acceleration of the vehicle. On it, it can be used, for example, to correct the yaw rate of the vehicle or to correct the tilt angle of movement occurring on the rear axle of the vehicle.

In determining the inclination movement angle occurring on the rear axle of the vehicle, it has been found to be advantageous to obtain the inclination movement angle according to the value for the floating angle of the vehicle and the value obtained for the yaw rate of the vehicle and the dependency of the vehicle. At this time, the floating angle is obtained based on at least the yaw rate of the vehicle, the lateral acceleration of the vehicle and the degree of dependency of the vehicle. At the same time, it is advantageous to consider the operation of the starting device, which is additionally dependent on the driver, when obtaining the floating angle. For this purpose, for example, the operation of a maneuver that is independent of the driver may be identified, which may affect the individual braking moments of the wheel.

According to the obtained inclination movement angle, the vehicle state in which the lateral acceleration component depending on the roadway transverse slope can be obtained is preferably confirmed by comparing the obtained inclination movement angle with a predetermined threshold. For example, when the value of the obtained inclination movement angle is larger than the threshold, it is an indication that the vehicle state to be grasped exists.

What is important in the vehicle condition to be checked is that condition that occurs when the vehicle is stably driving on a lateral inclined roadway, especially when driving stably on steep slopes or sharp curves. When the inclined movement angle is obtained based on the lateral acceleration obtained by the sensor at such a driving time. The tilt shift angle takes a large value. The rationale for this is that the measured uncorrected lateral acceleration is false by the lateral acceleration component, which depends on the roadway transverse slope. Similarly, the unstable driving state of the vehicle, such as when the vehicle is thrown, is also characterized by the fact that the inclination movement angle of the rear axle of the vehicle takes a large value. In this case, of course, it is also related to the physical facts that may be in the process of being thrown out. As a result, additional criteria are needed to clearly determine the condition of the vehicle to be identified.

To this end, obtaining the driver's response in an advantageous manner, that is to say the operation performed by the driver, is done. For this purpose, for example, a starting device can be monitored that can affect the braking moment acting on each wheel of the vehicle. Similarly, monitoring of the steering angle adjusted by the driver is provided. When the braking moment generated by the driver in addition to the criterion caused by the inclined movement angle is at least smaller than the predetermined threshold and the inclination of the steering angle is smaller than the predetermined threshold, the vehicle state exists depending on the monitoring.

In order to be able to check the validity of the obtained lateral acceleration component, the first value for the vehicle yaw rate determined based on the obtained lateral acceleration component is determined according to the method of obtaining the difference. Such a comparison method which compares with two values is advantageously provided. If the comparison reveals that the value of the lateral acceleration component is valid, this value is used at least to correct the lateral acceleration of the vehicle.

Further advantages and advantageous embodiments may be extracted from the dependent claims, the drawings and the description of the examples.

It should be noted that the figures consist of FIGS. 1-4 and that blocks with the same reference numerals in different figures have the same function.

The present invention relates to an adjustment system in which vehicle behavior can be affected. In particular, the present invention relates to a system for adjusting the driving dynamics of a vehicle. Of course, there can be no limitations here. For example, the device according to the present invention and the method according to the present invention can be used in an anti-lock adjustment system and an operating sliding adjustment system as long as the sensor device corresponding to the system is mounted.

Introduction First, we will discuss the problems that arise when the lateral acceleration obtained by the lateral acceleration sensor is used in the adjustment system.

The measurement of the lateral acceleration by the lateral acceleration sensor is performed in the inertial device. Thus, in addition to the lateral force acting on the vehicle due to the vehicle movement, the force due to the lateral slope of the roadway also affects the measured lateral acceleration value. On the other hand, in the adjustment method performed in the adjustment system described above, the required amount of calculation is based on a normal roadway fixed coordinate system. Such a roadway fixed coordinate system has such a property that the roadway does not have a transverse slope in this system and therefore the lateral acceleration used therein does not have a contribution caused by the transverse slope of the roadway. In situations where lateral acceleration is measured in the inertial system and lateral acceleration is required in the roadway fixed coordinate system, people will cause an error if they try to use the driveway fixed coordinate system without correcting the lateral acceleration measured in the inertial system.

By the apparatus according to the present invention and the method according to the present invention, the lateral acceleration component depending on the roadway lateral inclination can be obtained, thereby making it possible to correct at least the measured lateral acceleration of the vehicle.

In FIG. 1 a vehicle 101 with wheels 102vr, 102vl, 102hr and 102hl is shown. In the following description, a simple generalized notation 102ij will be introduced for the wheels of a vehicle. In this case, the index i indicates whether the wheel is on the rear axle h or the front axle v. The index j indicates whether it is disposed on the right side r or left side l of the vehicle. This indication by the two indices (i and j) corresponds to the amount and component in which this indication is used.

A wheel speed sensor 103ij is assigned to each wheel 102ij. The signal nijmess generated by the wheel speed sensor 103ij is supplied to the steering unit 109. In addition to the wheel speed sensor 103ij, the vehicle 101 has an additional sensor. Rotational- and yaw rate sensors 104 are important here and their signals are also supplied to the steering unit 109. The transverse acceleration sensor 105 is also important thereon. The signal generated by this sensor is also supplied to the steering unit 109. In addition, the vehicle includes a steering angle sensor 106, by which the driver knows the steering angle adjusted at the front wheels through the steering wheel 107 and the steering rod 108. The signals deltamess identified by the steering angle sensor 106 are supplied to the steering unit 109. From the engine 111, the steering unit 109 is supplied with actual engine characteristic data moti1 such as, for example, engine speed and / or throttle flap valve position and / or ignition angle. The control unit 109 receives a signal by the grasping means 113 disposed on the brake pedal 112, and the braking engagement performed by the driver is displayed on the control unit 109. . For example, in the case of the grasping means 113, a switch may be used.

In the steering unit 109, the signal supplied thereto is processed and evaluated, and an adjustment signal is output in response to the adjustment of the vehicle movement. It is conceivable that the steering unit 109 generates an adjustment signal Aij, which allows the starting device 110ij, which is preferably a brake, assigned to the wheel 102ij by the signal. The output of the adjustment signal mot2, which may affect the driving moment generated by the engine 111, can be considered thereon.

2 shows a configuration of a device according to the invention and a control device relating to the method according to the invention. Substantially, the steering unit 109 consists of a regulator 201, a steering unit 204 for the starter 110ij, and an engine 111.

The regulator 201 is again composed of two components. The regulator has a means 202 as one of them, by which the lateral acceleration component depending on the driveway slope is at least obtained and at least grasped by the sensor 105 by the means. ) Is corrected. The adjuster 203 includes the adjusting core 203 as another, in which an adjustment concept necessary for adjusting driving dynamics, for example, is processed.

Signals representing quantities indicative of the vehicle motion and grasped by the sensors 104, 105 and 106 are supplied to the means 202. At the same time these signals indicate the wheel speed and are supplied to block 203 together with the signal nijmess identified by the wheel speed sensor 103ij. Signals indicating the operation of the braking pedal by the driver and generated by the grasping means 113 are supplied to the blocks 202, 203 and 204. In addition, block 203 is supplied with actual engine characteristic data mot1.

At block 203, an amount v1 representing the speed of the vehicle is obtained in a known manner, depending at least on the nijmess. In determining the dependent degree v1, it is conceivable to consider the yaw rate and the lateral acceleration of the vehicle in addition to using the wheel speed. One obtained dependency degree v1 is internally processed in the adjustment core 203. In another, the dependent degree v1 is supplied to block 202.

In addition to the dependent diagram v1, a block MB202 is supplied with a signal MBij, which is obtained from the steering core 203 and acts on each wheel and represents the control moment generated by the starting device 110ij. Block 202, on the other hand, receives a signal ANij, which is also obtained in block 203 and is acted on a driver-dependent basis to the starter 110ij for the adjustment of the amount, for example, representing the vehicle motion, by that signal. The number of is found.

According to the signal supplied to block 202, the state of the vehicle in which the lateral acceleration component depending on the roadway transverse slope can be determined. After the lateral acceleration component is obtained, the lateral acceleration component is checked for truth. If the inspection confirms that the lateral acceleration component can be true, it is used to correct at least the aymess of the vehicle as identified by the sensor 105. In addition to correction of the lateral acceleration, correction of the omegamess of the vehicle identified by the sensor 104 can also be considered.

If there is a possibility that the lateral acceleration component depending on the roadway transverse slope is true, block 203 is supplied from block 202, resulting in a corrected lateral acceleration (aykorr) and a corrected yaw rate (omegakorr). Thus, when the adjustment of the exercise amount indicating the vehicle movement is performed in the adjustment core 203, the corrected value for the lateral acceleration and the yaw rate of the vehicle can be used.

In contrast, if the check made at block 202 confirms that the lateral acceleration component is unlikely to be true, the lateral acceleration and yaw rate of the vehicle are not corrected there. As a result, the corrected values are not output to block 203 for these two quantities. Adjustments that take place at block 203 are made based on the amount determined by the sensor.

In the case of the coordination concept carried out in the coordination core 203, it is disclosed, for example, in the publication "FDR (die Fahrdynamikregelung von Bosch), published on pages 674 to 689 of the Automotive Technology Magazine (ATZ), 96, 1994, 11th. It may be related to driving dynamics adjustment of a vehicle as disclosed.

To this end, the adjusting core 203 is supplied with at least the following signals or quantities: quantities representing the vehicle movements identified by the sensors 103ij, 104, 105 and 106 (nijmess, omegamess, aymess and deltamess), signals (brems). ) And engine characteristic data (mot1). Also provided to block 203 are the signals aykorr and omegakorr generated and corrected at block 202, as present. In addition to these signals, the adjusting core 203 receives a signal ST2 generated from the block 204, which is a steering device for the starting device, and the adjusting core 203 uses, for example, a steering device 204 by the signal ST2. The state of may be involved. Depending on this signal, the adjusting core 203 generates a signal ST1 necessary for adjusting the amount of exercise representing the vehicle motion, and this signal is supplied to the steering apparatus 204.

The steering device 204 converts the supplied signal ST1 into a signal for steering the starting device 110ij and affecting the engine 111. Thus, the steering apparatus generates, for example, a signal Aij for steering the starting device 110ij, and the braking moment acting on each wheel of the vehicle can be affected by the signal. Similarly, the steering device 204 generates an adjustment signal mot2, whereby the driving moment generated by the engine can be affected.

3 shows in a flow chart a method according to the invention which proceeds within the apparatus of the invention to obtain a lateral acceleration component that depends at least on a roadway transverse slope.

Finding lateral acceleration that depends on the roadway transverse slope begins at step 301. Step 302 is executed following step 301. In step 302, the approximate value of the lateral acceleration component (ayoffroh) and the floating angle change rate d (beta) / dt depending on the roadway transverse slope are obtained. The ayoffroh for the lateral acceleration component ayoff is the lateral acceleration of the vehicle as determined by the sensor 15 and the vehicle as determined by the sensor 104 depending on the dependence of the vehicle vl. Obtained from omegames. The floating angle change rate d (beta) / dt is also obtained by these quantities.

Step 303 is followed by step 302. In this step, it is checked whether the steep wall condition-how the steep wall condition is defined-becomes clear in the relationship with FIG. If the steep slope condition is satisfied-this means that in this case the vehicle must be on a laterally inclined driveway-step 304 is then executed. In contrast, if the steep slope condition is not satisfied, the process returns to step 302.

In step 304, the floating angle beta of the vehicle existing in the vehicle state is obtained at that moment. This is preferably obtained by integrating the floating angle change rate d (beta) / dt. Thus, in obtaining the floating angle, the lateral accelerations (aymess) identified by the sensor 105, the omegamess identified by the sensor 104, and the dependence degree vl of the vehicle are taken into account.

In this connection, it is mentioned that the elapsed time required for obtaining the corrected lateral acceleration when the vehicle enters a steep slope or a sharp curve may be unnecessary and may be applied to the starting device 110ij independently of the driver, for example. want. This action causes the adjustment system to produce a positive adjustment to represent the vehicle motion, since there may be a vehicle condition that may be false due to lateral acceleration for the adjustment system that has not yet been corrected at first. In this case, in this situation, in step 304, the value of the angle of inflation obtained in order to temporarily improve the corrective behavior of the device or method with respect to the lateral acceleration so that the lateral acceleration quickly reaches a correction value reflecting the steep slope or the sharp curve. Correction of is indicated. The value of the floating angle is then increased as the number of actions unrelated to the driver increases, depending on the action performed independently of the driver. This requires fewer calculation cycles before reaching the corrected lateral acceleration value.

In the case of the driver-dependent operation that was considered, operation to the starting device 110ij in which the braking moment acting on each wheel as described above may be affected may be of interest. To grasp this operation, for example, a signal ANij indicating the number of operations applied to the starter 110ij at that time irrespective of the driver is evaluated.

Step 304 continues with step 305. In this step, the angle of inclination (alpha) occurring on the rear axle of the vehicle is dependent on the float angle (beta) obtained in step 304 and the value for the omegamess and the dependence of the vehicle (vl). Obtained depending on

Step 305 is followed by step 306. In this step, it is queried whether the value of the inclined movement angle alpha generated in the obtained vehicle rear axle is larger than a predetermined threshold alphas and whether the steep wall condition is satisfied. Simultaneously, if the value of the tilt movement angle alpha is greater than the threshold alphas and the steep slope condition is satisfied, step 307 is next performed. On the other hand, if the value of the tilt movement alpha is smaller than the threshold alphas and / or the steep slope condition is not satisfied, the process returns to step 302.

The construction of the question made in step 306 is based on the following grounds: that is, the value obtained by the sensor 105 for the lateral acceleration of the vehicle is used when obtaining the floating angle. When a vehicle travels on a roadside slope, this value depends on the lateral acceleration component that depends on the roadside slope. This can be seen by the fact that when the vehicle is traveling on a laterally inclined driveway in a stable state, even if the floating angle change does not exist in such a situation, the floating angle change rate (d (beta) / dt) can be obtained. . In conclusion, the obtained immobility angle (beta) increases continuously and therefore takes a large value. Thus, the inclined movement angle generated in the rear axle of the vehicle also has a large value because this angle is obtained depending on the floating angle.

The same situation-a large value of the inclination movement angle generated on the rear axle of the vehicle-occurs when the running state of the vehicle is unstable, especially when the vehicle is for example thrown out. At this point, additional criteria are needed to be able to distinguish whether the vehicle is driving on a sloped roadway or whether the vehicle is in an unstable state. For this purpose steep slope conditions are considered. In the steep slope condition, the driver's response and behavior are taken into account as described below with reference to FIG. 4. In order to observe the driver's response and behavior, it is provided, for example, to observe the steering angle change rate d (deltamess) / dt and / or the operation of the driver dependent starting device 110ij.

If there is a stable run on a laterally inclined driveway, the obtained angle of inclination (alpha) will actually take a large value because the driver has no influence on the vehicle behavior and the vehicle will behave in a stable manner. Because. In other words, neither the braking moment generated by the starting device 110ij nor the steering angle change rate d (deltamess) / dt is large depending on the driver. On the contrary, if an unstable state of the vehicle exists, the driver corrects this unstable state in the normal case. To this end he will again stabilize the vehicle, for example by steering correction and by braking. In conclusion, in this situation, the apparent value for the steering angle change rate d (deltamess) / dt or the braking moment MBij generated driver-dependently by the starting device 110ij can be determined.

The driver's response is such that the steep slope condition is satisfied when the steering angle (d (deltamess) / dt) of the existing steering angle is small and when the braking moment MBij generated dependently by the actuator 110ij is small. Enters steep wall conditions.

As a result, step 307 is performed after step 306 when the vehicle is stably traveling over the lateral gradient driveway. If this situation does not exist, in particular if the vehicle is inflated, it returns to step 302 after step 306.

In step 307, the lateral acceleration component (ayoff) is determined depending on the roadway transverse slope. This is done, for example, with filtration starting from the approximate ayoffroh of the lateral acceleration obtained in step 302. In conclusion, the lateral acceleration component depending on the roadway transverse slope is obtained depending on the vehicle's aymess, omegamess, and dependencies (vl).

Step 307 is followed by step 307. In this step, the validity of the lateral acceleration component ayoff obtained in step 307 is examined. For this purpose, starting from this lateral acceleration component, a correction value (omegakorr) for the yaw rate of the vehicle is determined using, for example, a mathematical model. This correction value omegakorr is compared with a value (omegamess) obtained by the sensor 14 for the yaw rate of the vehicle. For example, for this purpose, the difference between two values (omegakorr) and (omegamess) is obtained and compared with the value of this difference and the predetermined threshold (S1). If the value of the difference is smaller than the predetermined threshold S1, that is, the obtained lateral acceleration component is valid, then step 309 is performed. Conversely, if it is found in step 308 that the value of the difference is greater than the threshold and thus the obtained lateral acceleration component (ayoff) is clearly not valid, return to step 302.

In step 309, at least a correction (aykorr) for the lateral acceleration and a correction value (omegakorr) for the yaw rate of the vehicle are obtained and output by the roadway lateral gradient dependent lateral acceleration component (ayoff) obtained in step 307. do. On top of that, one can think of correcting further quantities depending on the ayoff. Thus, for example, the tilt angle alpha generated on the rear axle of the vehicle may be corrected.

After step 309, step 310 is performed, by which the determination of the lateral acceleration component ayoff and the correction of the lateral acceleration of the vehicle are finished.

It should also be noted that whatever is related to the amount of vehicle movement, the determination of the lateral acceleration, for example, proceeds in the background permanently. It should also be noted that, for example, when starting the drive, the basic quantities are set to the appropriate initialization values in the initializing process after turning the ignition key.

The flowchart shown in FIG. 4 describes a steep slope question, whereby it can be determined whether a steep slope condition is satisfied. This steep slope question was used in steps 303 and 306 in determining the lateral acceleration component (ayoff) that depends on the driveway transverse slope as already described in connection with FIG.

The question begins at step 401. This step is followed by step 402. At this stage it is checked whether the vehicle is on a sharp curve or steep slope. This question is realized by, for example, identifying the product of the floating angle change rate d (beta) / dt and the omegamess identified by the sensor 104. This question is therefore given because the product of the angular change rate (d (beta) / dt) and the omegamess is less than zero for vehicles with excessively steered steering wheels and vehicles on steep curves or steep slopes. In conclusion, the question raised in step 402 confirms that the vehicle is oversteered and / or the vehicle is in a sharp curve or steep slope. Of course, further questions are needed to be able to ascertain where the vehicle is in the last two states, as will be mentioned in connection with step 405. If the product is less than zero then step 403 is performed. On the other hand, if the product is greater than zero, then step 407 is executed.

In step 403, the approximate ayoffroh of the lateral acceleration obtained in step 302 is compared with a predetermined threshold ayoffrohs. If the ayoffroh is greater than the ayoffrohs, this means that the vehicle is on the sidewalk. In this case, therefore, the next step 404 is executed. On the other hand, if it is confirmed in step 403 that the ayoffroh is less than the threshold ayoffrohs, then step 407 is performed because the vehicle is clearly not in the transverse driveway.

In step 404 it is checked whether the degree of dependence vl of the vehicle is greater than the minimum degree of dependence vls. The dependence vl of the vehicle must be greater than the value of the minimum dependence vls in order to more reliably obtain the driveway transverse slope dependent transverse acceleration component. If the value vl is greater than the value vls, the next step 405 is performed. On the other hand, if the value vl is smaller than the value vls, the next step 407 is executed.

In step 405 monitoring of the behavior and reaction of the driver already mentioned with respect to FIG. 3 is performed. For this purpose several questions are asked in step 405. One of these questions checks the inclination d (deltamess) / dt of the steering angle given by the driver, for example. By the second question composed of two criteria, the operation of the starting device 110ij depending on the driver is checked according to the braking moment MBij and the signals brms generated by the starting device 110ij.

The driver's behavior and response can be ascertained whether the vehicle is in a stable state on a transverse slope roadway or whether the car is in an unstable state, especially inflated, in relation to the angle of inclination of the vehicle's rear axle. Are monitored on such grounds.

If the vehicle is on a sloping roadway with stable driving, it is assumed that the driver will not exhibit extremely violent reactions in the form of strong steering and / or strong braking. On the other hand, when the vehicle is unstable, especially when it is inflated, the driver is restored to a stable state by the corresponding strong steering or braking operation.

On this basis, in step 405, the following question arises: In the first question, the value of the steering angle inclination d (deltamess) / dt is compared with a predetermined threshold value d (deltamess) / dt) for this purpose. do. If the comparison confirms that the value of the inclination is greater than the threshold, the driver performs a strong steering operation whereby he will bring the vehicle to a stable state.

The second question relates to the driver dependent influence on the starting device 110ij. The first criterion determines whether the operation of the starting device 110ij is caused by the driver or not. If the signals take a value "truth", for example, the operation of the starter 110ij returns to the operation of the driver. According to the second criterion, the braking moment MBij generated on the wheel at that time by the starting device 110ij and also affected by the wheel at that time by the starting device 110ij is monitored. At this time, it is assumed that the driver performs a strong braking operation when the value of the braking moment MBij is larger than the predetermined threshold value MBs.

In step 405, if at least one of the two questions is satisfied, i.e. the value of the slope d (deltamess) / dt of the steering angle is greater than the threshold d (deltamess) / dt, or the signal is If the value is "true", it is assumed that the vehicle is not in a stable state when the braking moment MBij generated by the starting device 110ij and affected by the starting device 110ij is greater than the threshold value MBs. Can be. Consequently, in this case step 407 is performed after step 405. On the other hand, if both questions are not satisfied, it can be assumed that the vehicle is in a stable state, and consequently step 405 is followed by step 406.

Note that it is then conceivable to monitor the driver dependent influence on the driving moment generated by the engine 111 in connection with it at that time.

In step 406, such a value may be assigned to the variable used in block 202, which serves to indicate whether or not the steep wall condition is satisfied, if so. In step 407, on the contrary, such a value that can be determined based on the value that the steep slope condition is not satisfied is assigned to the same variable as above. This variable is evaluated, for example, in steps 303 and 306 shown in FIG.

Step 406 is followed by step 407 followed by step 408 where the steep slope query ends.

Certain embodiments of the two flow diagrams shown in FIGS. 3 and 4 do not represent any limiting effect on the essential idea of the invention.

The apparatus and method of the present invention for obtaining lateral acceleration components that depend on the roadway transverse slope require no short, active and independent operation of the adjustment by the adjustment system, which may slightly affect the vehicle's yaw rate. .

In order to achieve this without performing this operation, the inclination movement angle which arises in the rear axle of a vehicle is calculated | required. According to the obtained angle of inclination movement, it is possible to confirm the state of the vehicle so that the lateral acceleration component depending on the roadway transverse slope can be obtained at least according to the values of the yaw rate of the vehicle, the lateral acceleration of the vehicle, and the dependency of the vehicle.

Claims (10)

First means for grasping an amount representing a vehicle movement, capable of grasping at least one amount representing a lateral acceleration of the vehicle, A device for adjusting an amount of exercise indicative of a vehicle movement comprising second means for obtaining at least lateral acceleration components that depend on the roadway transverse slope and / or correcting at least the lateral accelerations of the identified vehicle depending on at least the lateral acceleration components In In the second means, at least an inclination movement angle occurring on the rear axle of the vehicle is obtained. Depending on at least this inclination movement angle, the vehicle state in which the lateral acceleration component depending on the roadway transverse slope can be determined by the vehicle state, Wherein the obtained lateral acceleration component is checked with respect to its validity. The method according to claim 1, wherein an amount representing the yaw rate and the wheel speed of the vehicle can be further grasped by the first means, and the amount indicating the degree of dependence of the vehicle is obtained based at least on the determined wheel speed. A device for adjusting the amount of exercise indicative of a vehicle motion. The lateral acceleration component that depends on the roadway transverse slope is calculated in the second means based on a value for the yaw rate of the vehicle, which is obtained at least with respect to the lateral acceleration of the vehicle and the degree of dependence of the vehicle. A device for adjusting an amount of exercise representing vehicle movement. The inclination movement angle of the rear axle of the vehicle in the second means is obtained based on at least the value obtained for the floating angle of the vehicle and the value obtained for the yaw rate of the vehicle and the dependence of the vehicle. A device for adjusting the amount of exercise representing the vehicle movement. The momentum indicating the vehicle motion according to claim 4, wherein the floating angle of the vehicle in the second means is obtained based on at least values obtained for the yaw rate of the vehicle, the lateral acceleration of the vehicle, and the dependency of the vehicle. Device for 6. A vehicle according to claim 5, wherein the vehicle comprises a starting device for affecting at least the braking moment acting on each wheel of the vehicle, And in the second means, operations of the starting device, which are performed in a driver-dependent manner, are taken into account when calculating the floating angle of the vehicle. 2. The vehicle according to claim 1, wherein in the second means, the vehicle state is confirmed by comparing the inclined movement angle occurring on the rear axle of the vehicle with a predetermined threshold, depending on the inclined movement angle occurring on the rear axle of the vehicle, And a vehicle state is present when the value of the inclined movement angle generated in the rear axle of the vehicle is larger than the threshold value. The vehicle of claim 1, wherein the vehicle includes a starting device to affect at least the braking moment acting on each wheel of the vehicle, The first means can additionally grasp the quantities representing the steering angle of the vehicle, In the second means at least monitoring of the starting device and / or the steering angle takes place, which makes it possible to ascertain whether the operation is additionally performed by the driver of the vehicle, At this time, when the braking moment generated by the driver is smaller than the predetermined threshold value and the inclination of the steering angle is smaller than the predetermined value, the vehicle state is present depending on the monitoring, the apparatus for adjusting the amount of exercise representing the vehicle movement. The method of claim 2, wherein the validity question that occurs in the second means includes: a first value for the yaw rate of the vehicle obtained from the obtained lateral acceleration component and a second value for the yaw rate of the vehicle obtained from the first means; The difference is constructed from the values, the difference is compared with a predetermined threshold, And correcting at least the lateral acceleration of the vehicle when the validity question confirms that the difference is less than a predetermined threshold. At least a quantity representing the lateral acceleration of the vehicle is obtained, A method for adjusting an amount of exercise indicative of a vehicle motion in which a lateral acceleration component depending on a roadway transverse slope is at least obtained and / or at least the lateral acceleration of the obtained vehicle is corrected in dependence on at least a lateral acceleration component, At least the angle of inclination of movement at the rear axle of the vehicle is obtained, A vehicle state can be identified in which the lateral acceleration component depending on the roadway transverse slope is obtained, at least depending on the inclination movement angle, A method for adjusting the momentum indicative of vehicle motion, characterized in that the obtained lateral acceleration component is checked for validity.