DE102004035579A1 - Method and device for tilt stabilization of a vehicle - Google Patents

Abstract

The invention relates to a method and a device for tilt stabilization of a vehicle, wherein at least one Radlastverlagerungswert is determined for determining a particular dependent on a load and / or a center of gravity tilting limit of the vehicle. The following steps are carried out: DOLLAR A - detecting the rotational speeds of a curve-inward wheel and a curve-outside wheel of at least one axle (11, 14) of the vehicle, DOLLAR A - detecting a yaw rate of the vehicle (10), DOLLAR A - detecting a driving speed ( v) of the vehicle (10), DOLLAR A - determining the at least one Radlastverlagerungswertes (DELTAF¶N¶) of the vehicle (10) based on the speeds (omegai, omegaa) of the inside (12, 15) and the outside wheel (13, 16 ), the yaw rate DOLLAR I1 the vehicle speed (v) and a proportional factor (q) for determining a load-dependent effective radius of a wheel of the vehicle (10) when cornering and DOLLAR A - outputting or evaluating the at least one Radlastverlagerungswertes (DELTAF¶N¶) or one of the at least one Radlastverlagerungswertes (DELTAF¶N¶) determined parameter value (a¶ykrit¶) for stabilizing the vehicle (10).

Description

The The invention relates to a method and a device for tilt stabilization of a vehicle. Furthermore, a with a device according to the invention equipped or to carry out the method according to the invention designed vehicle proposed.

to Tipping stabilization is used in vehicles of newer generations of vehicle dynamics regulations, special tilt regulator or the like installed. These devices prevent the vehicle from tipping over when cornering when For example, exceeded a critical lateral acceleration limit is. Usually are these systems for optimized an average load condition of the vehicle. In the field of passenger cars, this is relatively easy to do since the vehicles in proportion have a comparatively low payload to their total weight. Furthermore, the center of gravity is essentially constant. Accordingly can be the control systems for a passenger car relatively good vote.

On the range of trucks - with and without a trailer - this is not possible in this form. in the relationship to curb weight is a relatively large payload possible. Furthermore, differences in the center of gravity are within wide limits possible. Accordingly, an optimal parameterization of the control systems, especially the tilt prevention systems, not possible. are the limits set too generous, the stabilization system does not provide sufficient protection against Tipping over the vehicle. However, if the limit values are too narrow, the anti-tilt or stabilization systems intervene too early, so that the driving dynamics of the vehicle is unnecessarily limited.

To determine the center of gravity height of a vehicle, the EP 0 918 003 A2 Among other things, to consider the dynamic rolling radii of the wheels of the vehicle. The dynamic rolling radii of the outer and inner wheel are different when cornering. The EP 0 918 003 A2 Proposes to calculate the dynamic rolling radii of the outside and inside radii on the basis of the gauge of the vehicle, the forward speed, the speed of the respective wheel and the yaw rate. According to the DE 197 51 891 A1 , in which partly the same method is used, braking interventions are made in the presence of a tendency to tilt.

In a vehicle that has a vehicle dynamics control or a tilt control has, some sensors already exist, in particular speed sensors at the wheels, a system for determining the driving speed and a yaw rate sensor.

It It is the object of the present invention to provide a method as well Devices, in particular a vehicle, to provide len to a typically existing sensor system of a vehicle, in particular a truck, a tilting limit of the vehicle to determine the current load condition, in particular the Gravity height and the mass of the load depends.

to solution This object is a method according to the technical teaching of Claim 1 proposed. Furthermore, a device according to the invention, the means of execution the method according to the invention and a vehicle provided with a device according to the invention or with means for execution the method according to the invention equipped, proposed.

One The basic idea of the invention is that in a vehicle, in particular a motor vehicle and / or its trailer, e.g. a truck or passenger cars to use existing sensors, in order to determine a tilting limit of the vehicle, depending on varies from a current load state of the vehicle. Further the invention is based on the finding that in a conventional Cornering the effective wheel radius of a cornering more or less loaded wheel substantially linearly from the Wheel load dependent is, so a proportional factor for determining a load-dependent effective Radradius a tire of the vehicle is determined when cornering. Consequently According to the invention, the Radlastverlagerungswert based on the rotational speeds of a curve-inside wheel and a curve-outward wheel, the yaw rate, the vehicle speed and the proportional factor determined.

Of the Radlastverlagerungswert, which expediently a wheel load difference value which is a difference of on the inside wheel and the outside wheel describing acting wheel loads, e.g. to a device for Stabilization of the vehicle, e.g. a vehicle dynamics control device, a tilt prevention device (FDR), an electropneumatic Brake (EPB) or the like, spend the vehicle based of the Radlastverlagerungswerts optimally to the respective load stabilized tuned. It would also be conceivable, however, an edition of a acoustic and / or visual warning value. The inventive method can for one or more axles of the vehicle are performed, in particular for the loadings of differentially loaded axles, e.g. the rear axle (s) is carried out expediently.

The inventive device or the vehicle according to the invention are for execution the process steps according to the invention designed.

The device according to the invention, the e.g. a tilt prevention device and / or an electronic Stabilization program and / or a braking device for stabilization of the vehicle may be in hardware and / or in software be realized.

Of the Proportional factor can for the respective vehicle can be determined, for example, by driving tests.

The invention can be realized, for example, in the following way:
The curve curvature ĸ that is the reciprocal of the curve radius R, is the quotient of the yaw rate ψ. and the driving speed ν of the vehicle:

The curve curvature κ can also be calculated as a relationship of the wheel speeds v _i and v _a on the outside and inside of the vehicle and on the track b of the vehicle according to the following formula:

The Gauge b of the vehicle is constant at least for one axis and is in a truck usually about 2 meters.

The wheel speeds v _i and v _a are relations of the rotational speeds ωi, ωa and the (fixed) wheel radii ra, ri of the outer and inner wheels: v = rω (3)

If the relation (3) in (2) is used with the indices i (= curves inside) and a (= curves outside) in (1), we get:

The Radradien ra, ri are not constant because of elastic and frictional processes. The wheel radii ra, ri can be expressed by the original measure r ₀ and the change Δr:

berechnen:

With a known track width, the curve curvature κ can be calculated using the equations (4) and (5) from the difference and the sum of the wheel rotational speeds and the relative wheel radius change caused by the wheel load displacement

to calculate:

By equating the curvatures of (1) and (6) one obtains:

berechenbar.Thus, from the measured values of the rotational speeds ωi, ωa, the yaw rate ψ. and the track width b is a relative wheel radius change ("wheel radius change"), ie, an effective wheel radius

predictable.

ein Proportional-Faktor von q = 1.786 · 10^–7N^–1 für ein vorbestimmtes Fahrzeug festgelegt werden.In the context of the invention, it has been determined that the dependence of the Radradius r of the wheel load from the respective slip angle in a usual driving range for example for trucks is linear. For example, for a wheel load displacement value, for example, a wheel load difference value ΔF _N , in the linear relationship

a proportional factor of q = 1786 · 10 ^-7 N ^-1 for a predetermined vehicle.

Around To determine a range in which q ≈ const (equation (8)) can or can e.g. a minimum and / or a maximum yaw rate and / or a minimum and / or maximum steering angle (δ) and / or a minimum and / or maximum driving speed v as at least one boundary condition be evaluated.

With the formulas (7) and (8), the wheel load difference value ΔF _N can be defined as follows:

If the wheel load difference value .DELTA.F _N equals the axle load, the inside wheel is completely relieved and the vehicle lifts with the inside wheel from the road, ie the vehicle tilts. The respective axle load of an axle can be reported, for example, from an electro-pneumatic brake system to the device according to the invention and / or be obtained based on the operating pressure of a (rear axle) air suspension.

Thus, it is possible in principle to determine a "critical" wheel load difference value ΔF _N, which depends, for example, on the respective yaw rate.

Advantageously, the "critical" wheel load difference value ΔF _N at which the inside wheel lifts off the road and tilts the vehicle is determined as a quantity dependent on the lateral acceleration a _y . In the case of a concrete load state of the vehicle (mass constant, center of gravity constant), the wheel load difference value ΔF _{N can be determined} as a linear function of the lateral acceleration a _y : .DELTA.F N = pa y (10)

The wheel load difference value ΔF _N and the lateral acceleration a _y are proportional to one another, a suitably constant proportional factor f being valid. It is understood that the proportional factor could also be steering angle-dependent, for example.

Of the Loading condition of the vehicle changes while the ride usually Not. Thus, the determination of steady state values is advantageously possible.

• – eine minimale und/oder maximale Gierratenänderung und/oder
• – eine minimale und/oder maximale Lenkwinkeländerung.

Appropriately, stationary cornering is suitable for determining the required measured values, ie, for example, driving with a substantially constant steering angle and preferably a substantially constant driving speed. The stationarity can be determined by at least one of the following conditions:

• A minimum and / or maximum yaw rate change and / or
• A minimum and / or maximum change in the steering angle.

Further can advantageously temporal conditions, e.g. Waiting for transients after a change of direction or the like in stationarity detection be evaluated.

Around the disturbing influences that through dynamic processes from steering activity, Road bumps as well as the measurement noise, in the determination the readings occur to suppress these readings expediently low-pass filtering, e.g. with 1 Hz, subjected.

Advantageous is also a weighting of the measured values for determining a stationary state, where expediently less weight is given to more dynamic readings dynamic readings.

mit einem Index i für die jeweiligen Messungen, wobei bei mindestens zwei unterschiedlichen Querbeschleunigungswerten der jeweilige Radlastverlagerungswert ΔF_N ermittelt wird.Another advantageous method is a least squares compensation calculation from many individual measurements, which can also be recursively taken, for example, using the formula (10):

with an index i for the respective measurements, the respective wheel load displacement value ΔF _{N being} determined for at least two different lateral acceleration values.

Preferably becomes the method according to the invention for many, especially for all axles of a vehicle carried out. The critical lateral acceleration may vary by axle. It is understood that that inventive method also for a trailer or semi-trailer of the vehicle can be advantageously carried out can.

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

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

2 the vehicle when cornering, and

3 a functional relationship between lateral acceleration and Radlastdifferenzwert according to formula (10) and some example shown in the graph measured values or calculated values for Radlastverlagerungswert or the Radlastdifferenzwert .DELTA.F _N.

The vehicle according to the invention shown in the figures 10 is, for example, a truck, 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 to 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 power steering 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 the engine 35 controlling interventions and / or steering interventions when the vehicle 10 to overturn threatens.

This is the case with the vehicle 10 Apart from the sensor system, which is usually already available for a vehicle dynamics control system, there is no additional sensor system. The stabilization device 25 namely works with the existing 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 a yaw rate signal 42 with a yaw rate ψ. a yaw sensor 43 , a lateral acceleration signal 44 with a lateral acceleration value a _{y of} a lateral acceleration sensor 45 as well as a vehicle speed signal 46 with the vehicle speed v 10 out, which is a driving speed device 47 determined.

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 . 44 . 47 can capture and corresponding control signals, such as the engine control signal 34 as well as the brake intervention signals 2 B to 29 and a steering signal 50 for controlling the power steering 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 include, for example, a limit lateral acceleration module 53 as well as an ESP module 54 (ESP = Electronic Stabilization Program). The memory 52 contains volatile and / or non-volatile memory, for example for storing the modules 53 . 54 ,

The input / output means 48 . 49 , the processor 51 , the memory 52 as well as the lateral acceleration module 53 form means for carrying out the method according to the invention described above. Already the lateral acceleration module 53 can form a means for carrying out the method according to the invention.

The ESP module 54 stabilizes the vehicle 10 , For example, depending on a lateral limit acceleration or a critical lateral acceleration a _ykrit . at the vehicle 10 depending on the respective load threatens to tip over.

The lateral acceleration module 53 determines the present load-dependent limit lateral acceleration a _ykrit . The load depends, for example, on the mass of the load and / or its center of gravity. The lateral acceleration module 53 evaluates the rotational speeds of outer or inner wheels 12 . 13 . 14 . 15 and determines, for example, by means of the formula (9) using the yaw rate ψ. and the vehicle speed v is a wheel load difference value ΔF _N.

The lateral acceleration module 53 begins each time the vehicle starts 10 For example, when starting the engine 35 , with the determination of the respective limit lateral acceleration a _ykrit . From this point on, the loading condition of the vehicle changes 10 not or only in exceptional cases, for example when the cargo of the vehicle 10 overturned or the like. The limit lateral acceleration module 53 determined here for each axis 11 . 14 a critical lateral acceleration a _ykrit . Preferably, the respective lower value of the lateral acceleration is transmitted by the lateral acceleration means 53 the ESP module 54 so this by braking the wheels 12 . 13 . 15 . 16 and / or by appropriate engine intervention over the motor control 35 the vehicle 10 optionally stabilized. The ESP module 54 For example, it reduces the driving speed of the vehicle 10 , so that the lateral acceleration is reduced while maintaining the steering angle. Another measure advantageously provides that the ESP module 54 with the help of the steering signal 50 the power steering 40 for taking a smaller steering angle, for example. The ESP module 54 checks, for example, the lateral acceleration signal 44 and generates at least one stabilizing measure when the lateral acceleration a _{y of} the vehicle 10 exceeds the critical lateral acceleration a _ykrit .

The ESP module 54 may be part of the lateral acceleration module 53 form or vice versa.

The lateral acceleration module 53 For example, using Formulas 1 through 11, the following works:
The speed sensors 21 . 22 the wheels 12 . 13 the axis 11 convey during a turn, the example in 2 is shown, rotational speeds ωi, ωa of the inside wheel 12 and the outside wheel 13 to the stabilization device 25 , The input / output means 48 . 49 capture these values and send them to the lateral acceleration module 53 , Further, the gauge b, for example, 2 meters. Based on the formula (9) determines the Grenzbeschleunigungsmodul 53 under evaluation of the yaw rate signal 42 with the yaw rate ψ. and the vehicle speed signal 46 with the vehicle speed v the wheel load difference ΔF _N.

2 shows the vehicle 10 when cornering, with the inside wheel 12 a radius R _i and the outside wheel passes through a radius R _a with respect to a center of curvature M _t . The radius of curvature is R.

The wheel load difference ΔF _N refers to the limit acceleration module 53 to the current lateral acceleration a _y , so that, for example, related to the lateral acceleration a _y measured values or calculated values 55a to 55k be recorded. The measured values 55a to 55k lie essentially along a straight line 56 , for example, the proportionality function ( 10 ) corresponds. The measured values or the calculated values 55a to 55k determines the lateral acceleration module 53 at several turns of the vehicle 10 which are preferably stationary. In this steady state, the steering angle δ and / or the vehicle speed V does not change or does not change significantly. The lateral acceleration module 53 determines this, for example, based on the steering angle δ and / or its change, based on the yaw rate ψ. and / or their modification ψ .. or the like.

For example, the measured or calculated values deviate 57 . 58 clearly from the straights 56 from. The measured or calculated values 57 . 58 have been detected, for example, in a load change reaction, in a fast cornering change or the like. The lateral acceleration module 53 eliminates the measured or calculated values 57 . 58 for example by low-pass filtering, by a plausibility check or the like.

Based on the measured / calculated values 55a to 55k determines the lateral acceleration module 53 straight 56 , for example, by the least squares method using, for example, the formula (11).

The critical lateral acceleration a _ykrit for the front axle 11 of the vehicle 10 determines the lateral acceleration module 53 for example, by comparison with a current axle load value m _{a of} the front axle 11 ,

The axle load m _a , for example _, transmits a load sensor 59 in the context of a load signal 60 to the stabilization device 25 ,

However, it is particularly preferred that the axle load is obtained from an electropneumatic brake (not shown in the figures) and / or from the operating pressure of the rear axle air suspension or the front axle air suspension (if present). In these variants, it is not necessary, additional sensors, for example in the form of the load sensor 59 , Provide appropriate spring travel sensors or the like.

The intersection of the line 56 with the axle load _value m _a simultaneously marks the critical lateral acceleration _value a _ykrit for the front axle 11 , When the wheel load difference value ΔF _{N reaches} the maximum axle load m _a , the vehicle tilts 10 over the outside wheels, according to 2 eg the wheels 13 . 15 , outward. The lateral acceleration module 53 sets the readings 55a to 55k for example, in memory 52 from, before applying the least squares method.

The lateral acceleration module 53 transmits the critical lateral acceleration _value a _{ycrit of} the front axle 11 to the ESP module 54 to stabilize the vehicle 10 , It is also possible that the lateral acceleration module 53 transmits this value, for example, an electropneumatic brake on the basis of this value an optimal braking force distribution as a function of the load state of the vehicle 10 , for example, the mass and / or the height of the center of gravity, sets.

An expedient variant of the invention provides that the lateral acceleration module 53 the ESP module 54 at the beginning of the journey, safety preconfigured, that is, a low limit acceleration value to the ESP module 54 transmitted so that the module 54 stabilizing intervenes relatively early, even if this is due to the current, at the start of the journey but still unknown load condition of the vehicle 10 actually not necessary. This is achieved, for example, in that the lateral acceleration module 53 the values 55a to 55k with values defining a critical loading condition (high center of gravity, large mass).

In principle, it would be possible for the lateral acceleration module 53 the critical lateral acceleration only for one axle, for example only for the rear axle 14 determined. It is also possible that the lateral acceleration module 53 For example, maximum lateral accelerations of axles of a trailer, not shown in the figures, determined to the vehicle 10 is attachable. This trailer then requires a corresponding yaw sensor or speed sensors on its wheels, the corresponding speed readings or yaw rate readings to the module 53 to transfer.

Claims (20)

Method for stabilizing the tilting of a vehicle, in which at least one wheel load displacement value is determined for determining a tilting limit of the vehicle, which is dependent, in particular, on a load and / or a center of gravity, comprising the steps of: detecting the rotational speeds of a curve-inside wheel ( 12 . 15 ) and an outside wheel ( 13 . 16 ) at least one axis ( 11 . 14 ) of the vehicle, - detecting a yaw rate of the vehicle ( 10 ), - detecting a driving speed (v) of the vehicle ( 10 ), - determining the at least one wheel load displacement value (ΔF _N ) of the vehicle ( 10 ) based on the rotational speeds (ωi, ωa) of the inside ( 12 . 15 ) and the outside wheel ( 13 . 16 ), the yaw rate (ψ), the vehicle speed (v) ( 10 ) and a proportional factor (q) for determining a load-dependent effective Radradius of a wheel of the vehicle ( 10 ) when cornering, and - outputting or evaluating the at least one Radlastverlagerungswertes (.DELTA.F _N ) or based on the at least one Radlastverlagerungswertes (.DELTA.F _N ) determined parameter value (a _ykrit ) for stabilizing the vehicle ( 10 ). A method according to claim 1, characterized in that the at least one Radlastverlagerungswert (.DELTA.F _N ) is a Radlastdifferenzwert which describes a difference of the forces acting on the inside wheel and the outside wheel Radlasten. Method according to claim 1 or 2, characterized in that the at least one parameter value (a _ykrit ) is a limit lateral acceleration _value at which a wheel of the at least one axis ( 11 . 14 ) of the vehicle ( 10 ), wherein the limit lateral acceleration value is determined in particular on the basis of an axle load value of the at least one axle ( 11 . 14 ) is determined. Method according to one of the preceding claims, characterized by evaluating the at least one Radlastverlagerungswertes (.DELTA.F _N ) and / or the parameter value for controlling a braking device and / or an engine of the vehicle ( 10 ). Method according to one of the preceding claims, characterized in that the at least one Radlastverlagerungswert (.DELTA.F _N ) as the multiplied by the proportional factor (q) or its reciprocal difference between the double Quo tients of the difference (.DELTA.ω) and the sum (Σω ) of the rotational speeds (ωi, ωa) of a curve-inside wheel and a curve-outward wheel and a quotient of the one track (b) of the at least one axis ( 11 . 14 ) of the vehicle ( 10 ) multiplied yaw rate (ψ) and the vehicle speed (v) is determined according to the following formula.

Method according to one of the preceding claims, characterized by determining the at least one Radlastverlagerungswertes (.DELTA.F _N ) in response to at least one condition. Method according to claim 6, characterized, that the at least one condition: - a minimum and / or a maximum yaw rate (ψ) and / or - a minimum and / or maximum steering angle (δ) and or - one minimum and / or maximum travel speed (v) and / or - a minimum and / or maximum yaw rate change and or - one includes minimum and / or maximum steering angle change. Method according to one of the preceding claims, characterized by performing for several axes ( 11 . 14 ) of the vehicle ( 10 ). Method according to one of the preceding claims, characterized characterized in that the proportional factor (q) is fixed or dependent on a steering angle (δ) and / or a yaw rate (ψ) is defined. Method according to one of the preceding claims, characterized by determining a particularly substantially stationary cornering of the vehicle ( 10 ) and determining the wheel load displacement value (ΔF _N ) in the substantially stationary cornering. Method according to one of the preceding claims, characterized by detecting the at least one wheel load displacement value (ΔF _N ) as a function of a current lateral acceleration value (a _y ) of the vehicle ( 10 ). Method according to one of the preceding claims, characterized by determining a functional relationship between the at least one wheel load displacement value (ΔF _N ) and the lateral acceleration of the vehicle ( 10 ), wherein at least two different lateral acceleration values (a _{y, i} ) of the respective Radlastverlagerungswert (.DELTA.F _{N, i} ) of the vehicle ( 10 ) based on the respective rotational speeds of the inside wheel ( 12 . 15 ) and of the curve-wise wheel ( 13 . 16 ), the respective yaw rate (ψ) and the respective driving speed (v) of the vehicle ( 10 ) is determined. A method according to claim 12, characterized in that the functional relationship has an at least substantially constant lateral acceleration factor (f), with which a respective lateral acceleration value (a _y ) for determining the respective Radlastverlagerungswertes (.DELTA.F _N ) is multiplied. Method according to one of the preceding claims, characterized by determining stationary or at least substantially stationary measured values of the rotational speeds of the inside wheel and the outside wheel and / or the yaw rate (ψ) and / or the respective driving speed (v) of the vehicle ( 10 ) and / or the lateral acceleration of the vehicle ( 10 ) Method according to one of the preceding claims, characterized by low pass filtering and / or equalization and / or weighting the measured values for determining a stationary or at least substantially stationary Condition of the measured values. Device for tilt stabilization of a vehicle ( 10 ) for determining at least one Radlastverlagerungswertes for determining a particular dependent on a load and / or a center of gravity tilting limit of the vehicle ( 10 ) Means for carrying out the following steps: - detecting the rotational speeds of a wheel inside the curve ( 12 . 15 ) and an outside wheel ( 13 . 16 ) at least one axis ( 11 . 14 ) of the vehicle, - detecting a yaw rate of the vehicle ( 10 ), - detecting a driving speed (v) of the vehicle ( 10 ), - determining the at least one wheel load displacement value (ΔF _N ) of the vehicle ( 10 ) based on the rotational speeds (ωi, ωa) of the inside ( 12 . 15 ) and the outside wheel ( 13 . 16 ), the yaw rate (ψ), the vehicle speed (v) ( 10 ) and a proportional factor (q) for determining a load-dependent effective Radradius of a wheel of the vehicle ( 10 ) when cornering, and Outputting or evaluating the at least one wheel load displacement value (ΔF _N ) or a parameter value (a _ykrit ) determined on the basis of the at least one wheel load displacement value (ΔF _N ) for stabilizing the vehicle ( 10 ). Apparatus according to claim 16, characterized in that it comprises a vehicle dynamics control device, in particular a tilt prevention device and / or an electronic stabilization program and / or a braking device for stabilizing the vehicle ( 10 ). Apparatus according to claim 16 or 17, characterized in that they can be executed by a processor Program code has. Storage means with a device according to claim 18th Vehicle, in particular lorry, characterized in that that it means to carry out the Method according to one of the claims 1 to 15 and / or a device according to one of claims 16 to 18 and / or a storage means according to claim 19.