DE102004035577A1 - Stabilization device and method for driving stabilization of a vehicle by using a spectral analysis - Google Patents

Abstract

The invention relates to a stabilization device and a method for driving stabilization of a vehicle (10). The following steps are carried out: DOLLAR A Measuring values characterizing a driving state of the vehicle (10), DOLLAR A applying a spectral analysis to the measured values and outputting and / or evaluating a characteristic measure (67) characterizing the load state of the vehicle (10) the spectral analysis, wherein the measured values correlate with a rolling motion of the vehicle (10) which depends on the loading state of the vehicle (10).

Description

The The invention relates to a stabilization device for driving stabilization a vehicle, with detection means for detecting a driving condition of the vehicle characterizing measured values, and with evaluation means to apply a spectral analysis to the measured values and a corresponding Method.

Such a method and such a device is for example from the German patent application DE 199 18 525 A1 known. The document shows that a yaw rate is determined based on data representing the driving state of the vehicle and on a transfer function, in particular a Fourier calculation. Furthermore, the document describes the determination of a center of gravity height of a vehicle by using a transfer function of a roll angle in a steering angle of the vehicle. The document also explains the problem that a vehicle, in particular a truck, a bus or the like, has a different driving behavior as a function of the respective loading state. Both the mass and usually the center of gravity of the vehicle vary depending on the load. However, a driving stabilization device of the vehicle is adapted, for example, to a middle driving state of the vehicle.

From the German patent DE 39 12 144 C2 A method and apparatus for axle load determination of a vehicle result. In this case, the frequency behavior of the vehicle during the driving process is determined based on the vibrations of the vehicle body relative to an axle. In addition, a method is proposed to statically determine the axle load. A sensor is needed to determine the location of the vehicle body in relation to the vehicle's axis. It is only possible to determine the mass of the vehicle. A determination of the center of gravity height is not possible.

It Therefore, the object of the present invention is reliable devices and to provide a method by which a measure can be established characterizes the loading state of the vehicle, in particular a measure, taking into account both the mass of the cargo and its center of gravity.

These Task is achieved by a stabilizing device of the beginning solved kind, in which is provided that the measured values with one of the load condition dependent on the vehicle Rolling motion of the vehicle correlate, and that the evaluation means for outputting and / or evaluating a load state of the vehicle characterizing characteristic measure based on the spectral analysis designed are. Further, an inventive method and a vehicle with a stabilizing device according to the invention to the solution the task provided.

One The basic idea of the invention is a rolling movement of the vehicle about a roll axis caused by, for example, cornering is to analyze by a spectral analysis, for example by a Fourier analysis, a Fast Fourier transform or similar. In this way, a characteristic spectrum determined, based on which the stabilizing device according to the invention determines the characteristic measure which characterizes the loading condition of the vehicle. In which vehicle according to the invention it is preferably a truck or van, in any case, a vehicle that has a comparatively large payload compared to its curb weight allows.

In The characteristic spectrum is one or more load-dependent eigenfrequency value characteristics of the vehicle containing the stabilizing device according to the invention analyzed to determine the characteristic measure.

A preferred embodiment The invention provides that the stabilization device selection means which allows it to select and / or scale control parameters and the respective parameters, for example in the context of parameter sets transmits a driving stabilization control device of the vehicle. The driving stabilization control device stabilizes the vehicle dependent on from the respective parameter set. The driving stabilization control device, preferably a component of the stabilizing device according to the invention forms, contains For example, an anti-lock braking system, a traction control, a driving state controller or the like.

The Measured values representing the stabilizing device according to the invention spectrally analyzed, contain, for example, a rolling motion directly characterizing measured values of the vehicle, for example roll angle or roll angle change measurements (Roll rate measurements) and / or spring travel measurements, and / or the Wankbewegung indirectly characterizing measured values, for example Speed readings, lateral acceleration readings, and / or wheel speed readings and / or vehicle speed measurements or the like, from which Roll angle values can be determined, as later in the context of the embodiment will be described.

The Dynamics of the roll behavior of the vehicle is on the one hand by the Self-oscillating behavior of the spring-mass-damper system of the vehicle body determines on the other hand, but also by externally acting on the vehicle Sizes, for example Steering movements of the driver, unevenness of the road or the like. This dynamic of roll behavior is expressed in a characteristic spectrum or a vibration profile that the stabilization device analyzed. In this example, parts of the spectrum, the associated with the loading analyzed while other portions of the spectrum, which are caused for example by steering movements of the driver, to be hidden, so to speak. The invention is doing the typical characteristic of a vehicle that chassis elements, for example, suspension, damping and the like, of the vehicle do not change the lifespan, whereas the loading of the vehicle is related to the frequency behavior effect. A relatively large load, i.e. a big Mass and / or a high center of gravity typically results in small ones Amplitudes at low frequencies, while a small payload with low center of gravity relatively high amplitudes at high frequencies causes. The evaluation means form according to this recognition characteristic measure, which represents the loading condition of the vehicle.

The Stabilizing device according to the invention is preferably adapted to vibration excitations of the vehicle, the outside act on the vehicle and are not caused by the load, to hide, so to speak. Such externally impressed suggestions are, for example fast steering movements of the driver. Steering movements of a driver however, are usually in a range of about 0 to 0.5 hertz, allowing the loading the vehicle amplitudes at frequencies above this cutoff frequency concerns.

Indeed Is it possible, that, for example, dynamic steering excitations of the driver to frequencies in the characteristic spectrum, which are above this cutoff frequency of about 0.5 Hz. Around Frequencies "hide", the Evaluation means expediently different measures carry out. A first possibility For example, it is a steering angle or a steering angle change To undergo a spectral analysis, for example, the basis to do a Fourier transform. Further, as another possibility a steering angle gradient, i. a steering angle change are analyzed. It is understood that also other conditions in the spectral analysis of the characteristic measure considered can be for example, a minimum / maximum yaw rate, a steering angle minimum or maximum, a yaw rate change minimum or -maximum or the like.

Conveniently, the spectral analysis is applied to a series of measurements. If replaced a predetermined number of measured values with new measured values has been repeated, the spectral analysis is repeated. The predetermined one Number can be one, two or more or advantageously also all measured values a respective series of measurements.

• – ein Antiblockiersystem
• – eine Antriebsschlupfregelung
• – einen Fahrzustandsregler
• – einen Kippverhinderungsregler
• – einen Querbeschleunigungsbegrenzer
• – ein elektrisches oder elektrohydraulisches Bremssystem (Sensotronic Brake Control = SBC)
• – eine aktive Federung (Active Body Control = ABC)
• – eine aktive Wankstabilisierung (Active Roll Control = ARC)
• – ein elektrisches Lenksystem (Steer-by-Wire = SBW).

The driving stabilization control device, which expediently forms part of the stabilizing device according to the invention, may comprise, for example, one or more of the following systems:

• - an anti-lock system
• - A traction control system
• - a driving state controller
• - a tilt prevention controller
• - a lateral acceleration limiter
• - an electric or electrohydraulic brake system (Sensotronic Brake Control = SBC)
• - an active suspension (Active Body Control = ABC)
• - active roll control (ARC)
• - An electric steering system (steer-by-wire = SBW).

The Stabilizing device according to the invention can be implemented in hardware and / or software.

following becomes an embodiment the invention explained in more detail with reference to the drawing. Showing:

1 a schematically illustrated inventive vehicle with a stabilization device according to the invention for driving stabilization,

2 the vehicle according to 1 in a rear view when cornering, wherein the structure of the vehicle staggers,

3 a schematic representation of the driving stabilization device according to the invention,

4 a characteristic spectrum of the vehicle according to 1 , which is caused by one or more rolling movements of the vehicle, and

5 a steering spectrum of the vehicle according to 1 that with the characteristic spectrum according to 4 correlated.

The vehicle according to the invention shown in the figures 10 is for example a truck or van, which in principle may also be a passenger car, in particular a van or SUV (Sports Utility Vehicle), a trailer or semitrailer designed as a vehicle according to the invention.

The vehicle 10 has a front axle 11 with steerable wheels 12 . 13 and a rear axle 14 with non-steerable wheels 15 . 16 which could also have twin tires. At the wheels 12 . 13 . 15 . 16 are brakes 17 . 18 . 19 . 20 for braking the respective wheel and speed sensors 21 to 24 for detecting the respective wheel speed of the wheel 11 . 12 . 15 . 16 arranged.

The brake 15 to 20 are schematically represented by arrows, by a stabilizing device 25 by means of brake intervention signals 26 to 29 controllable.

The speed sensors 21 to 24 send speed readings 30 to 33 in the form of appropriate speed signals, the speed of the respective wheel 12 . 13 . 14 . 15 . 16 represent to the stabilization device 25 ,

Furthermore, the stabilization device 25 by means of a motor control signal 34 a motor control 35 control, for example, to throttle the engine power of an engine 35 , the vehicle 10 for example, the front axle 11 and / or the rear axle 14 drives.

At a steering wheel 37 or any other steering handle may be a driver 38 Specify steering commands. For example, a steering detection device detects 39 the respective steering angle δ _H and gives this to a steering actuator 40 , For example, a power steering aid, for steering the wheels 12 . 13 further. Furthermore, the steering detection device transmits 39 a steering angle signal 41 with the steering angle δ _H to the stabilization device 25 ,

The stabilization device 25 stabilizes the vehicle 10 by braking intervention and / or the engine 35 controlling interventions and / or steering interventions, eg when the vehicle 10 tipping over, spinning or threatening to become unstable in any other way.

The stabilization device 25 preferably works with to stabilize the vehicle 10 anyway required sensor signals, for example, the speed sensors 21 to 24 in the form of the speed values of the wheels 12 . 13 . 15 . 16 deliver.

Furthermore, the stabilization device evaluates 25 for example, a yaw rate signal 42 with a yaw rate Ψ. a yaw sensor 43 , a lateral acceleration signal 44 with a lateral acceleration values a _y of the vehicle longitudinal axis 55 transversely mounted lateral acceleration sensor 45 and optionally a ground speed signal 46 with the vehicle speed v 10 out, which is a driving speed device 47 determined. The driving speed signal 46 is from the driving speed device 47 eg based on the speed values of the wheels 12 . 13 . 15 . 16 determined.

Furthermore evaluates the stabilization device 25 a roll rate signal 53 a gas sensor 54 out. The fuel sensor 54 For example, is a yaw rate sensor, in such a mounting position in the vehicle 10 is built in that it is a rotary motion about a vehicle longitudinal axis 55 can determine.

When cornering, the in 2 is shown schematically, a structure tilts 56 with a sprung mass m of the vehicle 10 for example, in the direction of a curve outside 57 a flat or inclined roadway 86 , If the vehicle 10 then too fast, that is, the lateral acceleration exceeds, for example, a predetermined amount threatens the vehicle 10 to tip over and / or to spin. This problem is addressed by the driving stabilization device 25 by various measures, for example by braking interventions on the wheels 12 . 13 . 15 . 16 , by throttling the engine power of the engine 35 , By changing the damping or stabilization properties of a chassis of the vehicle 10 , by steering interventions or the like. First, however, the basic structure of the stabilization device 25 which schematically in the 1 and 3 is illustrated explained.

The stabilization device 25 In the present case, it is realized as a module that contains both hardware and software. For example, input / output means 48 . 49 present, the above signals from the sensors 21 to 24 . 43 . 45 . 47 . 54 can capture and corresponding control signals, such as the engine control signal 34 as well as the brake intervention signals 26 to 29 and a steering signal 50 for controlling the steering actuator 40 , can generate. The input / output means 48 . 49 include, for example, one or more bus controllers and / or digital and / or analog input means and / or output means. The stabilization device 25 also includes a processor or multiple processors 51 that execute program code from program modules stored in a memory 52 are stored. These program modules contain, for example, a roll angle module 58 and a drive stabilization control module 59 as a driving stabilization control device. The memory 52 contains volatile and / or non-volatile memory, for example for storing the modules 58 . 59 ,

The driving stabilization control module 59 For example, which forms or contains an ESP (ESP = Electronic Stabilization Program) includes, for example, an antilock braking system 60 and / or a traction control 61 and / or a driving state controller 62 and / or a tilt prevention controller 63 and / or lateral acceleration limiter 64 ,

The roll angle module 58 , which in itself can form a stabilizing device according to the invention, contains, for example, the following components, which are realized, for example, as program functions or modules: Detection means 65 , Evaluation means 66 , Interpretation means 68 , Selection means 69 and monitoring means 74 ,

The detection means 65 , capture the measured values, for example, the roll rate signal 53 and speed values of the wheels 12 . 13 . 15 . 16 ,

The evaluation means 66 form on the basis of the detection means 65 measured values a characteristic measure 67 , which is a loading condition of the vehicle 10 characterized. The evaluation means evaluate this 66 for example, the roll rate signal 53 out. You can use the evaluation tools 66 and / or the detection means 65 , which can be grouped into a single module, also referred to as recognition logic.

The means of interpretation 68 interpret the characteristic measure 67 and check it for plausibility, for example. So far no plausible, assured characteristic measure 67 present, transmit the means of interpretation 68 For example, a characteristic start-up measure, the average load state of the vehicle 10 represents to the selection means 69 , The means of interpretation 68 can also be so long until a "secured" characteristic measure 67 is present, for example, a start parameter set 73 select or the selection means 69 instruct to select it. The start parameter set 73 suitably corresponds to a mean load condition of the vehicle 10 ,

The selection means 69 choose depending on the characteristic dimension 67 a parameter set and / or scale a parameter set, such as one of the parameter sets 70 . 71 . 72 , The parameter set 70 For example, represents a load state with low load and / or low center of gravity height of the vehicle 10 , the parameter set 71 an average load of the vehicle 10 and the parameter set 72 a large load of the vehicle 10 , It is understood that also more parameter sets than the parameter sets 70 - 72 can be provided. Furthermore, it is possible that the selection means 69 one or more parameters of the parameter sets 70 - 72 depending on the characteristic risti measure 67 scale. The selection means 69 send the selected parameter set 70 . 71 . 72 to the control module 59 that the vehicle 10 stabilized according to the selected parameter set.

The conveniently present monitoring means 74 monitor the evaluation means 66 , the selection means 69 and the means of interpretation 68 and ensures, for example, that when starting the roll angle module 58 first the start parameter set 73 is used. Other monitoring functions should not be shown here, but are readily possible.

It is understood that the aforementioned means 65 . 66 . 68 . 69 can also be configured as integral means, for example, can be implemented in one and the same program code.

The evaluation means 26 determine the characteristic dimension 67 on the basis of a spectral analysis of measured values with one of the load condition of the vehicle 10 dependent rolling motion of the vehicle 10 correlate. When cornering, the vehicle staggers 10 for example, to the curve outside. The rolling motion can on the one hand by a slope or unevenness of the road 75 caused by a road _{bank angle} α _fbn . The vehicle _{bank angle} α _fzg is composed of the road _{bank angle} α _fbn and the vehicle _{roll angle} φ _fzg (α _fzg = α _fbn + φ _fzg ).

To a relatively greater extent, however, the rolling motion by a steering operation of the vehicle 10 caused. The rolling motion is by the stabilization device 25 , in particular the Wankelwinkelmodul 58 analyzed using a spectral analysis, which is explained in more detail below.

The roll angle module 58 analyzes, for example, the roll rate signal 53 , which is the fuel sensor 54 supplies. In the roll rate signal 53 are roll angles or roll rates, ie Wankwinkeländerungen, the structure 56 in relation to the chassis, for example in relation to the rear axle 14 contain.

Another variant, which is shown below, does not require an additional fuel sensor to a rotational movement, ie, a rolling motion of the structure 56 around the vehicle steering axle 55 to investigate.

The procedure presented below uses speed readings, lateral acceleration readings, and yaw rate readings taken, for example, from the sensors 21 to 24 . 42 and 45 are generated anyway for the Fahrzustandsregler 62 required are. Thus, no directly measured roll angle is detected, but instead a replacement roll angle or virtual roll angle is determined, in which the lateral acceleration, the yaw rate and the vehicle speed of the vehicle 10 be evaluated. To determine the vehicle speed, the rotational speeds of the wheels of one or more axles of the vehicle 10 be evaluated, in the embodiment, the speeds of the wheels 15 . 16 the rear axle 14 , The roll angle module evaluates this 58 for example, the RPM readings 32 . 33 with the rotational speeds ω _R , ω _{L of} the right and the left rear wheel 15 . 16 and the tire radius r of the wheels 15 . 16 according to the following formula:

A related to the horizon lateral acceleration a _{y of} the vehicle 10 determines the roll angle module 58 for example, by the yaw sensor 43 measured yaw rate Ψ. _mess and the formula (1)

In 2 a relatively large roll angle is shown. Can φ for small roll angle from the comparison of construction firmly measured lateral acceleration a _{y, meas} and the leveled transverse acceleration a _y in (2) under Beug the gravitational acceleration g, a roll angle φ can be determined as follows:

The roll angle module 58 now calculates the roll angle φ as a function of the measured values a _{y, mess} , anhand on the basis of the relationships (2) and (3). _mess , ω _L , ω _R

The roll angle φ is a measure of the angular difference between the structure 56 of the vehicle 10 and the horizon.

At discrete, equidistant times t _i , the respective roll angle φ is now from the roll angle module 58 , The roll angle module detects in a detection data window 58 n data points and determines discrete Fourier coefficients c _{l of} the roll angle φ eg according to the following formula:

The Fourier coefficients c _l are, for example, complex numbers whose absolute value | c _l | can be interpreted as the amplitude of a frequency l.

In this way, the roll angle module determines 58 for example, an in 4 schematically represented characteristic spectrum 76 , for example, a high load or a high center of gravity of the vehicle 10 equivalent. If the vehicle 10 is less loaded or a lower center of gravity is present, for example, the spectrum arises 77 also from the roll angle module 58 is determined. In the 4 The spectra shown are merely exemplary and schematic.

If the spectrum, ie the coefficients c _l or their amount, for example, exceed a fixed or frequency-dependent limit value SWC, the respective frequency is determined at which the limit value SWC is exceeded. For example, the spectrum exceeds 76 at a frequency lg, the amplitude threshold SWC.

The spectrum 76 exceeds the amplitude threshold SWC at a lower frequency 1g than the spectrum 77 , Accordingly, the roll angle module directs 58 assuming that the product of center of gravity height h _s and sprung mass m of the construction 56 at the vehicle 10 is small, ie that the vehicle 10 is relatively low and the center of gravity is low. The spectrum 77 exceeds the cut-off frequency SWC at a higher frequency 1g2, so that the roll angle module 58 derived from that, a larger load of the vehicle 10 is present. The roll angle module 58 chooses, for example, the spectrum 76 the parameter set 70 , which is a low load condition of the vehicle 10 corresponds, and the characteristic spectrum 77 the parameter set 71 off, the higher load condition of the vehicle 10 equivalent.

A purely exemplary drawn spectrum 78 does not reach the amplitude limit value SWC and accordingly becomes the roll angle module 58 not evaluated.

The characteristic spectrum 76 has maxima at frequencies 11 . 12 and 13 on, as the eigenfrequency value characteristics of the vehicle 10 are interpretable. Because the maxima in the frequencies 11 and 13 would not reach or exceed the amplitude threshold SWC, it would be sufficient that the roll angle module 58 the spectrum 76 is only compared with the amplitude threshold SWC to the natural frequency value at the frequency 12 as the characteristic measure 67 for selecting or scaling a parameter set 70 to 72 to investigate.

In order to auszuschenden by external influences, such as steering, road bumps, crosswinds or the like caused influences on the characteristic spectrum, so to speak, leads the roll angle module 58 the following measures by:
The frequency 11 For example, a frequency is the steering movements on the steering wheel 37 assigned. Maxima at frequencies in the range of the frequency 11 however, are not due to the mass or center of gravity of the vehicle 10 caused, but by the driver 38 or its steering movements. To "hide" such maxima, consider the stabilization module 58 For example, only frequencies above a lower limit frequency 1min to determine characteristic natural frequencies that are due to the load.

On the other hand, it is possible that external excitations, for example high-frequency road shocks or the like, generate maxima at high frequencies, for example at the frequency 13 , Around To hide influences, considered the roll angle module 58 Frequencies below an upper limit frequency 1max. Overall, the roll angle module analyzes 58 accordingly, suitably the spectrum 58 within a frequency band 1 between the limit frequencies 1min and 1max. The respective spectrum 76 . 77 So it is in a frequency band of interest 1 between the lower and the upper limit frequency 1min, 1max checked, eg with 1min = 0.5 Hz and 1max = 2 Hz.

Further, it is possible that, for example, by a corresponding steering movement, an external excitation or the like further maxima within the frequency band 1 exceed the amplitude limit SWC. To avoid incorrect parameterization, the roll angle module evaluates 58 Therefore, from further conditions, for example, the steering angle signal representing the steering angle δ 41 ,

For example, the roll angle module evaluates 58 the respective characteristic spectrum only if the gradient of the respective steering angle δ does not exceed a predetermined limit. In the exemplary embodiment, the roll angle module leads 58 However, a spectral analysis of the steering angle δ, eg the steering angle signal 41 , by.

The method according to the invention runs, for example, as follows:
First of all, measured values are recorded as part of a data collection, for example measured values for lateral accelerations, rotational speeds, yaw rate and steering angle, which are required to determine values within the formulas (1) to (5).

These measured values are recorded cyclically at the times t _i, for example with a sampling time Δt = t _{i + 1} -t _i . The acquired measured values are in a memory area 79 the length N stored. After the storage area 79 is filled, leads the roll angle module 58 a spectral analysis of the collected measured values, where it analyzes measured values of the time window I ⁱ = [t ^{i + 1-N} , t ⁱ ]. After analysis, the roll angle module clears 58 the storage area 79 length N and complete it with subsequent N measurement data. When measured values of a subsequent time window I ^{i + N} = [t ^{i + 1} , t ^{i + N} ] are collected, the roll angle module results 58 a new spectral analysis by. The spectral analysis is not performed with the sampling time Δt in each time step t _i , but with the sampling time NΔt, that is in every Nth time step.

In a next step, the roll angle module checks 58 the respectively determined characteristic spectrum, for example the spectrum 76 , on external suggestions, which are due for example by road bumps or changes in steering angle. In addition to the already described steering angle gradient analysis, yaw rate analysis or yaw rate change analysis, in which, for example, certain maximum changes are permitted if the respective characteristic spectrum is to be recognized as valid, a spectral analysis of one or more signals is also possible. The roll angle module 58 For example, a spectral analysis of a yaw rate signal, for example, the yaw rate signal 42 carry out. In the exemplary embodiment, the roll angle module leads 58 however, a spectral analysis of the steering angle signal 41 by.

mit Fourierkoeffizienten |C δ / l| durch. Die Anzahl der betrachteten diskreten Frequenzen 1 ist von der Anzahl der verwendeten Messdaten N abhängig. Um die Anzahl der Frequenzen zu verkleinern, fasst das Wankwinkelmodul 58 die Frequenzen und die dazugehörigen Amplituden |C δ / l| zweckmäßigerweise in Clustern zusammen, was jedoch aus Gründen der Vereinfachung nicht näher erläutert ist.The roll angle module 58 performs a spectral decomposition of the steering angle signal 41 with the steering angle δ in the respective current time window I ⁱ = [t ^{i + 1-N} , t ⁱ ]

with Fourier coefficients | C δ / l | by. The number of discrete frequencies considered 1 depends on the number of measured data N used. To reduce the number of frequencies, the roll angle module holds 58 the frequencies and the associated amplitudes | C δ / l | expediently in clusters together, but this is not explained in detail for reasons of simplification.

The spectral analysis of the steering angle signal 41 gives, for example, the in 5 illustrated steering spectrum 78 , The roll angle module 58 analyzes the steering spectrum 79 in the same frequency band 1 in which it also the spectra 76 . 77 Analy Siert, ie in a frequency range in which steering angle excitations, by a driver of the vehicle 10 caused, not or not materially affected. Furthermore, the roll angle module checks 58 the spectrum 76 based on a presently frequency-dependent steering angle limit SWL. If the amplitudes of the spectrum 79 as in 5 example shown below the steering angle limit SWL remain, ie, for example, the amplitudes of the maxima at 14 and 15, recognizes the roll angle module 58 the respective characteristic spectrum 76 respectively. 77 as valid. The maximum at 14 is caused for example by a steering movement.

It goes without saying that the Fourier coefficients determined according to equation (5) are also expediently formed by clustering in the frequency band of interest 1 can be minimized.

In the exemplary embodiment, the respective spectrum is compared with a fixed or frequency-dependent limit, which corresponds to the current load h _s m (product of center of gravity height and load mass) of the vehicle 10 correlated. It is understood that a comparison with stored spectra is possible. Such a stored spectrum can correspond, for example, to a load state determined in a test, wherein different spectra are determined for different load states and stored in the memory 52 can be stored.

The characteristic measure 67 correlates with the current load h _s m of the vehicle 10 , It becomes a simple maximum operator on the respective characteristic spectrum 76 . 77 applied. It is understood that other, more elaborate operators are possible.

If the loading mass m is known, the roll angle module can 58 estimate the centroid height h _s, for example.

The roll angle module 58 preferably repeats the spectral decomposition for several time windows and thus determines a value series for the characteristic measure 67 , Based on statistical methods and / or by averaging the roll angle module consolidates 58 the respective values for the characteristic measure, so a reliable value for the characteristic measure 67 to investigate. It is understood that other methods for the consolidation of the characteristic measure are possible, for example, the method of linear regression or the like.

• – wenn eine vorbestimmte Anzahl von Spektralanalysen durchgeführt ist bzw. ein vorbestimmte Anzahl von Zeitfenstern durchlaufen ist,
• – wenn das charakteristische Maß bzw. die Eigenfrequenzen innerhalb definierter Schranken, beispielsweise oberhalb eines unteren und/oder unterhalb eines oberen Grenzwertes liegen,
• – die Varianz der Eigenfrequenzen bzw. von Werten des charakteristischen Maßes 67 einen vorbestimmten Grenzwert nicht überschreitet.

The roll angle module 58 or the evaluation means 66 give the characteristic measure 67 in the presence of, expediently, all subsequent conditions free to the respective parameter set 70 to 72 to select or scale:

• If a predetermined number of spectral analyzes has been carried out or has passed through a predetermined number of time windows,
• If the characteristic measure or the natural frequencies are within defined limits, for example above a lower limit and / or below an upper limit value,
• - the variance of the natural frequencies or values of the characteristic measure 67 does not exceed a predetermined limit.

After a predetermined holding phase, for example after stopping the engine 36 after a predetermined phase at which the vehicle longitudinal speed of the vehicle 10 is zero or the like, the roll angle module begins 58 the characteristic measure 67 again to be determined, because it after such a stoppage phase to a new load condition of the vehicle 10 may have come, for example, by unloading or loading of cargo.

It is understood that further variants of the invention are readily possible:
For example, the roll angle module 58 Based on lateral acceleration measurements a rolling motion of the body 56 determine and subject a spectral analysis. One possibility is, for example, two transverse acceleration sensors spaced from each other on the structure 56 attach so that these one with the roll rate or yaw rate about the longitudinal axis of the vehicle 10 generate correlating signal.

It it is not absolutely necessary that equations (3) and (4) are related to the gravitational acceleration.

The roll angle module 58 and the regulation module 59 can be a single module. It is also possible that the roll angle module one or more sub-modules of the control module 59 contains, for example, the driving state controller and traction control.

Claims (31)

Stabilization device for driving stabilization of a vehicle ( 10 ), with recording means ( 65 ) for detecting a driving condition of the vehicle ( 10 ) characterizing measured values, and with evaluation means ( 66 ) for the application of a spectral analysis to the measured values, characterized in that the measured values correspond to a load condition of the vehicle ( 10 ) dependent rolling movement of the Vehicle ( 10 ), and that the evaluation means ( 66 ) for outputting and / or evaluating a load state of the vehicle ( 10 ) characterizing characteristic measure ( 67 ) are designed on the basis of spectral analysis. Stabilizing device according to claim 1, characterized in that the characteristic dimension ( 67 ) at least one load-dependent natural frequency characteristic value of the vehicle ( 10 ). Stabilizing device according to claim 1 or 2, characterized in that it comprises selection means ( 69 ) for selecting and / or scaling a control parameter set ( 70 - 72 ) depending on the characteristic measure ( 67 ), and that the selection means ( 69 ) for transmitting the selected and / or scaled parameter set ( 70 - 72 ) to a driving stabilization control device ( 59 ) of the vehicle ( 10 ), wherein the driving stabilization control device ( 59 ) the vehicle ( 10 ) depending on the selected and / or scaled parameter set ( 70 - 72 ) stabilized. Stabilization device according to claim 3, characterized in that when a vehicle starts to drive ( 10 ) the evaluation means ( 66 ) a start value as the characteristic measure ( 67 ) to the selection means ( 69 ) and / or the selection means ( 69 ) a start parameter set ( 70 - 72 ) to the driving stabilization control device ( 59 ) of the vehicle ( 10 ) and that the start value or the start parameter set ( 70 - 72 ) an average, in particular average, load condition of the vehicle ( 10 ) corresponds. Stabilization device according to claim 3 or 4, characterized in that the driving stabilization control device ( 59 ) an antilock brake system and / or a traction control and / or a driving state controller and / or a tilt prevention controller and / or a lateral acceleration limiter and / or that the stabilization device, the driving stabilization control device ( 59 ) contains. Stabilizing device according to one of the preceding claims, characterized in that the measured values are a rolling movement of the vehicle ( 10 ) characterize directly or indirectly. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) determine a roll angle value based on the measured values, wherein the roll angle value determines a calculated roll angle of the vehicle ( 10 ), wherein the measured values used for this purpose indirectly represent the roll angle value. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) for determining the characteristic measure ( 67 ) a characteristic spectrum determined in the context of spectral analysis ( 76 . 77 ) with at least one amplitude limit value (SWC) and / or with at least one reference spectrum and / or with at least one frequency limit value. Stabilizing device according to claim 8, characterized in that the evaluation means ( 66 ) the characteristic spectrum ( 76 . 77 ) within a predetermined frequency band ( 1 ) with the at least one amplitude threshold (SWC). Stabilizing device according to claim 9, characterized characterized in that the at least one amplitude limit value (SWC) is substantially constant or frequency dependent. Stabilizing device according to one of claims 8 to 10, characterized in that the characteristic measure ( 67 ) based on at least one limit frequency at which the at least one amplitude threshold (SWC) is exceeded. Stabilizing device according to one of claims 8 to 11, characterized in that the evaluation means ( 66 ) when the at least one amplitude limit value (SWC) is exceeded at a lower limit frequency, determine a characteristic measure which characterizes a lower loading mass and / or a smaller center of gravity height, in particular a smaller product of load mass and center of gravity height than if the limit value were exceeded at least one amplitude limit (SWC) at a higher limit frequency. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) for determining, in particular for estimating, a center of gravity height of the vehicle ( 10 ) depending on the characteristic measure ( 67 ) based on a predetermined value of the sprung mass (m) of the vehicle ( 10 ) are configured. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) for masking out vibration components caused by dynamic steering excitations from the characteristic spectrum ( 76 . 77 ) are configured. Stabilizing device according to claim 14, characterized in that the evaluation means ( 66 ) for masking out vibration components caused by dynamic steering excitations from the characteristic spectrum ( 76 . 77 ) a spectral analysis of a steering angle signal ( 41 ) and a steering spectrum ( 78 ) of the steering angle signal ( 41 ) and / or analyze at least one steering angle gradient. Stabilizing device according to claim 15, characterized in that the evaluation means ( 66 ) based on a steering angle frequency at which the steering spectrum ( 78 ) of the steering angle signal ( 41 ) exceeds at least one steering angle limit (SWL), the characteristic measure ( 67 ) determine. Stabilization device according to claim 16, characterized characterized in that the at least one steering angle limit value (SWL) frequency-dependent is. Stabilizing device according to one of claims 15 to 17, characterized in that the evaluation means ( 66 ) the steering spectrum ( 78 ) with the at least one steering angle limit (SWL) in substantially the same frequency band (1) as the characteristic spectrum ( 76 . 77 ). Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) the characteristic measure ( 67 ) for the loading condition of the vehicle ( 10 ) in response to at least one condition, the at least one condition being: a minimum and / or a maximum yaw rate (Ψ) and / or a minimum and / or maximum steering angle (δ) and / or a minimum and / or maximum travel speed (v) and / or - a minimum and / or maximum yaw rate change and / or - a minimum and / or maximum steering angle change includes. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) collect a measured value series of measured values recorded in particular at regularly successive times and on the basis of the acquired measured values obtain the characteristic measure ( 67 ) determine. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) determine the spectral analysis on the basis of a measured value series of measured values which contains a predetermined number of measured values, and in that the evaluation means ( 66 ) performs the spectral analysis again only if the measured value series has a predetermined number of newly acquired measured values, in particular if measured values of the measured value series are completely replaced by measured values newly acquired since the last spectral analysis. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) check the measured values for plausibility and filter out implausible measured values or provide them with a lower weighting. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) are configured to form clusters in the context of the spectral analysis, wherein amplitudes that are assigned to a group of predetermined frequencies, are combined to form a cluster. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) the characteristic measure ( 67 ) only if: - they have performed a predetermined number of spectral analyzes and / or - the characteristic measure ( 67 ) falls below or exceeds at least one predetermined limit and / or A variance of determined values of the characteristic measure ( 67 ) does not exceed a predetermined limit. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) the characteristic measure ( 67 ) as an arithmetic mean of a plurality of values for the characteristic measure ( 67 ) determine. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) for the formation of regression data on the basis of the measured values and / or several values for the characteristic measure ( 67 ) are designed as part of a linear regression. Stabilizing device according to claim 26, characterized in that the evaluation means ( 66 ) are designed for a plausibility check of the regression data and a release of plausible regression data. Stabilizing device according to one of the preceding Claims, characterized in that they can be executed by a processor Program code has. Storage means ( 52 ) with a stabilization device according to claim 28. Method for driving stabilization of a vehicle ( 10 ), in which the following steps are performed: detection of a driving condition of the vehicle ( 10 ) and application of a spectral analysis to the measured values, characterized by: output and / or evaluation of the vehicle load condition ( 10 ) characterizing characteristic measure ( 67 ) on the basis of the spectral analysis, the measured values being based on the load condition of the vehicle ( 10 ) dependent rolling motion of the vehicle ( 10 ) correlate. Vehicle ( 10 ), in particular lorries, characterized in that it comprises a stabilization device according to one of claims 1 to 28 and / or a storage means ( 52 ) according to claim 29 and / or means for carrying out the method according to claim 30.