DE102006045303B3 - Vehicle`s absolute inclination angle recognition method, involves determining absolute inclination angle of vehicle based on acceleration, temporal conduction of speed and yaw rate, which is determined by using yaw rate sensor - Google Patents

Abstract

The method involves determining an acceleration of a vehicle (1) in a direction of an axis by using a residual acceleration sensor (2), where the axis is orthogonal to a vertical axis of the vehicle. Speed of the vehicle in the direction of respective axes is determined by using a sensor (15). A yaw rate of the vehicle is detected by using a yaw rate sensor (16), and a temporal conduction of one speed is determined. An absolute inclination angle of the vehicle is determined based on the acceleration, the temporal conduction of the speed and the yaw rate. An independent claim is also included for a device for an absolute inclination determination of a vehicle.

Description

The The invention relates to a method for absolute tilt detection of a Vehicle with an acceleration detection unit, which is an acceleration of the vehicle in the direction of a first axis, that to the vertical axis of the vehicle is orthogonal. The vehicle further includes a yaw rate detection unit and a speed detection unit, the speeds in the direction of the first axis and in the direction of a second axis determined, with the second axis perpendicular to the vertical axis and not parallel to the first axis. The invention further relates to a device for absolute tilt detection such of a vehicle.

In Vehicles can activities be provided to the safety of the vehicle occupants in case a rollover, which is also called "Rollover", to increase. To these measures can belong, Tighten straps, trigger airbags or extend a roll bar. It is necessary to rollover to recognize the vehicle in a timely and secure manner to take these actions to be able to initiate.

In conventional approaches for rollover detection be for various accident types Characteristics for sensor signals specified and in this regard compared with the detected sensor signals to see if one of these accident types, especially rollover types, occurs. The goodness this detection method depends from the parameterization, where between the risk of wrong positive or false negative rollover detection weigh is. Wrong decisions can to a false trip of the airbag. The parameterization is therefore conservative, which means that under certain circumstances Gaps in the triggering behavior arise and situations can occur in which the airbag not in the rollover triggers.

in the Generally, systems are based on detection of rollover conditions on the existing sensor signals distinctions regarding the case occurring made. The distinctness of the potential Cases depends a lot strongly from the respective vehicle and the accuracy requirements from the vehicle manufacturer. The distinguishing criteria will be for each Vehicle type determined empirically.

The DE 100 44 567 B4 describes a safety system for a motor vehicle having a plurality of sensors each providing a sensor signal comprising at least one acceleration sensor, processing means for processing the plurality of sensor signals, and a control device for driving at least one safety device when the processing device provides a triggering signal associated with correlated to a situation in which there is at least the risk of a rollover process for the motor vehicle. The plurality of sensors comprise at least one displacement sensor, wherein with the at least one displacement sensor, a sensor signal is provided, which is correlated with the distance between a wheel of the motor vehicle and the body of the motor vehicle. In the processing unit, the sensor signals, with or without prior association with each other, are processed to provide at least one potential trigger signal, wherein the at least one potential trigger signal is compared against an associated threshold signal and, if an exceeding of the associated threshold signal is detected, a trigger signal to the control device wherein at least one of the threshold signals is modifiable with respect to at least one signal that is correlated with a sensor signal of one of the displacement sensors.

The US 5,825,284 discloses a vehicle rollover detection system having an acceleration sensor that provides a signal indicative of lateral acceleration of the vehicle. A processor calculates a roll moment based on the sensor signal and provides a visual indication indicating the likelihood of a vehicle rollover.

In the DE 10019418 A1 an arrangement is described which has an acceleration sensor which measures an acceleration of the vehicle in the direction of its vertical axis. There is a classifier which, if the measured acceleration is above a threshold of 1 G, decides on a maneuver in which the vehicle, as in a ramp crossing, lifts off unilaterally upwards. If the measured acceleration lies between 0 G and 1 G, the classifier decides on a driving maneuver in which the vehicle tilts down on one side, as in the case of a drive over an embankment.

The DE 10019416 A1 discloses means which signal the plausibility of a rollover decision when either an acceleration measured in the direction of the vehicle's vertical axis is above a predetermined upper threshold or below a predetermined lower threshold, or when the acceleration measured in the direction of the vertical axis lies between the two thresholds, but an acceleration measured in the direction of the transverse axis of the vehicle exceeds a threshold, which depends on the acceleration measured in the direction of the vertical axis.

A Distinguish between situations in which the vehicle overturns or do not think over which ones also referred to as "fire" - or "no-fire" situations is without knowledge of an absolute inclination angle of the vehicle due to a roadway inclination difficult and error prone.

It the task is to improve the absolute inclination angle to provide rollover detection and to provide a corresponding method.

The Task is by a method and also a device with the Characteristics of the independent claims solved. Advantageous developments emerge from the dependent claims.

to solution The object is a method and a corresponding device provided for the absolute inclination angle detection of a vehicle. The Vehicle has an acceleration detection unit, which is an acceleration of the vehicle in the direction of a first axis, that to the vertical axis of the vehicle is orthogonal. The vehicle also has a yaw rate detection unit and a speed detection unit, the speeds in the direction of the first axis and in the direction of a second axis determined, with the second axis perpendicular to the vertical axis and not parallel to the first axis. The Acceleration of the vehicle is detected in the direction of the first axis. A first and a second speed of the vehicle will be detected in the direction of the first axis or the second axis. Furthermore, a yaw rate of the vehicle is detected and the temporal Derivation of the first speed determined. The absolute inclination angle is based on the acceleration, the time derivative the first speed, the second speed and the Yaw rate determined.

It It should be noted that under acquisition also the reading of measured values via interfaces falls. The detection units can Sensors for directly detecting the sizes or others determined company sizes the indirectly determine or estimate the value to be captured.

So stands with the determined absolute inclination angle of the vehicle Indicator ready, by means of which a rollover better detectable is.

advantageously, becomes a gravitational component within the absolute inclination angle determination the detected acceleration determined by the determined Acceleration is deducted a driving dynamic proportion, where the driving dynamics component the time derivative of the first speed as well as the product of the second speed and the yaw rate includes. The absolute tilt angle can then be based on trigonometric relationships the determined proportion of gravitation and the detected acceleration be determined.

advantageously, becomes rollover detection a critical angular velocity based on an angular velocity energy criterion determines, which enters the absolute inclination angle. The critical Angular velocity is a minimum angular velocity too Start of a vehicle tipping so that the vehicle tilts over. In order to can in the case of a lateral or longitudinal inclination of the vehicle, as they for example, when driving along a slope or over sloping paths readily, the angular velocity energy criterion for rollover detection be applied.

In An advantageous embodiment of the method is an increase in the Vehicle center of gravity based on the determined absolute tilt angle definitely, for the angular velocity energy criterion is required. Consequently flows the vehicle inclination in the rollover detection one.

advantageously, An angular velocity of the vehicle is detected and this compared with the critical angular velocity to determine whether the vehicle tilts over at the determined angular velocity. As a result of such detected rollover may be appropriate Safety measures be initiated.

In a further advantageous embodiment, the detected angular velocity enters the angular velocity energy criterion in order to determine a critical angle at the beginning of the vehicle tip-over, in which the vehicle tilts. This is compared to the determined absolute tilt angle to determine if the vehicle is tipping over. As a result of such detected rollover will be appropriate Security measures carried out.

to increase the accuracy comprises a further advantageous embodiment, the mass of the vehicle in dependence of at least one company size and / or the height of the vehicle center of gravity depending on of at least the same or a different size of business.

alternative or additionally is to achieve an improvement in accuracy when a relative Tilting of the chassis and the vehicle body is detected and enters the determination of acceleration.

advantageously, become distance changes of the vehicle body relative to the wheel suspensions of the chassis, by which the angular velocity is determined. This serves in support of the Inclination angle information.

advantageously, the acceleration becomes dependent detected tire forces certainly. Advantageously, the yaw rate is dependent detected tire forces certainly. This procedure enables plausibility assessments.

to Advantageous lateral tilt detection is the first axis a vehicle transverse axis and the angular velocity is a rolling velocity. In a further advantageous embodiment, for advantageous Detection of flashovers around the Transverse axis, the first axis is a vehicle longitudinal axis and the angular velocity a pitching speed. Also this rare form of rollover to recognize increased the vehicle safety.

In In another advantageous embodiment, the absolute pitch angle is used as an input variable of an adaptive Transmission control to improve the comfort of the vehicle to the slope of the ground adapt, for example by automatic up and down in hilly Terrain.

following the invention will be described with reference to the schematic drawings based on embodiments explained.

It demonstrate:

1 a schematic representation of a vehicle on a horizontal and transverse inclined roadway,

2 a schematic representation of the vehicle on the horizontal road, on the transversely inclined roadway and tipping transversely,

3 a schematic representation of the vehicle on a longitudinally inclined roadway,

4 a schematic representation of a rollover recognizer,

5 a critical roll speed as a function of an absolute angle of inclination for a first vehicle type in different loading situations and

6 the critical roll speed as a function of the absolute tilt angle in a second vehicle type in different loading situations.

1 shows, marked I, a vehicle 1 with a focus 4 on a horizontal lane 10 , The vehicle 1 includes a chassis 11 and a vehicle body 12 ,

to Illustrative serve in the following a fixed coordinate system and a vehicle-fixed coordinate system. The stationary coordinate system X, Y, Z has a vertical axis Z in the opposite direction of the gravitational direction.

The horizontal roadway 10 is aligned in the XY plane. The vehicle-fixed coordinate system XV, YV, ZV with a vehicle vertical axis ZH, a vehicle transverse axis YV and a vehicle longitudinal axis XV, is aligned in the same way as the stationary coordinate system X, Y, Z.

When cornering in the plane occurring accelerations are in 1 , I presented. In addition to the gravitational acceleration g, a perpendicular transverse acceleration ayh acts in the direction of the Y-axis.

Tire force sensors 3 measure tire forces in the 1 I by way of example with F, from which, given a known vehicle mass m, the lateral acceleration ayh can be determined by means of the following equation: ay * m = FLV_L * sin (δLV) + FRV_L * sin (δRV) + FLV_Q * cos (δLV) + FRV_Q * cos (δRV) + FLH + FRH.

FLV_L is a tire longitudinal force on the front left wheel. FLV_Q is a tire lateral force on the front left wheel. ΔLV is a front left steering angle. FRV_Q is a tire lateral force on the front right wheel. FRV_L is a tire longitudinal force on the front right wheel. ΔLV is a front right steering angle. FLH is a tire lateral force on the rear left wheel. FRH is a tire lateral force on the rear right wheel. Ay · m is a lateral force Fay imposed on the vehicle 1 acts.

The Acquisition of acceleration over the tire forces can also be applied on inclined roads to the vehicle lateral acceleration ay to capture.

In this way, alternatively or additionally, the lateral acceleration by tire force sensors 3 be determined. In a determination of the lateral acceleration ayh in two different ways, the results can be weighted according to their quality weighted or subject to a plausibility check to increase the accuracy.

In the 1 , marked II, is the vehicle 1 when cornering on an inclined road 10 shown. The roadway 10 is inclined by the roadway angle α about the X-axis. Due to the inclination of the roadway 10 is also the vehicle when it is with both wheels the roadway 10 touched by an angle that coincides with the roadway angle α, inclined.

Next the gravitational acceleration g occurs a lateral acceleration ayh perpendicular on it.

A vehicle lateral acceleration ay acts in the direction of the vehicle transverse axis YV. The vehicle lateral acceleration ay has a gravitational component ayg. The vehicle lateral acceleration ay can be detected by the lateral acceleration sensor 2 be measured in the vehicle body 12 is mounted. It should be noted that the lateral acceleration sensor 2 even when driving straight ahead along the transversely inclined roadway 10 indicates a non-zero vehicle lateral acceleration ay resulting from the gravitational component. Alternatively or additionally, the vehicle lateral acceleration ay can also be determined by means of the tire force sensors 3 be determined. Other embodiments of the lateral acceleration sensor are conceivable.

Based on the gravitational component ayg of the determined vehicle lateral acceleration ay, it is possible to deduce the absolute inclination angle α. In order to determine this gravitational component ayg, it is necessary to deduct a so-called driving dynamic component from the determined vehicle lateral acceleration ay. This dynamic component is composed of the time derivation of a lateral velocity vy of the vehicle 1 and the product of the longitudinal velocity vx and the yaw rate of the vehicle 1 based on the vehicle-fixed coordinate system XV, YV, ZV.

To capture the quantities required for the determination of the gravitational component ayg are in the vehicle 1 a sensor 15 for detecting the longitudinal and lateral velocity vx, vy provided. Alternatively, a corresponding estimating device may be provided for the same purpose. From the determined lateral velocity vy whose time derivative is determined. The lateral velocity vy can be determined, for example, by a so-called float angle estimator.

To determine the yaw rate is a yaw rate sensor 16 provided the rotation of the vehicle 1 determined by the vehicle's vertical axis ZV.

Based the proportion of the thus determined gravitational component ayg at the determined vehicle lateral acceleration ay can be the absolute inclination angle α, for example via trigonometric Relationships, determine. In the simplest case, with horizontal carriageway, disappears the gravitational part ayg.

2 shows the change of a center of gravity height h of the vehicle 1 on the horizontal lane 10 , which is marked with I, on the inclined roadway 10 , which is marked with II, and at Tip over, which is marked with III.

The focus 4 has at the horizontal lane 10 a height h above the XY plane, see I. When driving on a lane inclined by the roadway angle α 10 increases the height of the center of gravity 4 by a height difference Δh ', as shown in II. The inclined road leads to a tilt of the vehicle 1 about a Kipprotationspunkt K.

Furthermore, in 2 , II illustrated that an angle χ between the connecting line from the center of gravity 4 and the Kipprotationspunkt K and the line connecting the wheel contact points of the vehicle 1 on the sloping road 2 is stretched.

An upset of the vehicle 1 around the Kipprotationspunkt K is shown under III. When tipping the vehicle 1 lift the higher standing wheels of the vehicle 1 off, so the vehicle 1 a Aufklippwinkel β between the line connecting the Radunterseiten and the inclined roadway 10 aufkippt. This is also the focus 4 further raised.

A maximum center of gravity height hmax occurs when the center of gravity 4 is perpendicular to the Kipprotationspunkt K, as shown under III. In this case, a maximum height difference Δh also occurs.

If the tipping so that the maximum center of gravity height hmax is not reached, the vehicle tilts 1 usually with all wheels back on the road 10 , This is an effect that can occur during rapid cornering, in which briefly take off two wheels. However, if the tipping is such that the maximum center of gravity height hmax is exceeded, the vehicle tilts 1 around. This effect should be detected in order to initiate suitable safety measures.

The overturning of the vehicle 1 not only occurs in the form of lateral overturning, which is described above. The vehicle 1 can also overturn on the vehicle front, but this is a rare form of rollover.

3 shows a driving situation that can lead to such a rollover. The vehicle 1 drives on a sloping road 2 , which is inclined relative to the Y-axis by the roadway angle α. In this exemplary embodiment, the absolute inclination angle detection is based on the sensor-determined longitudinal vehicle acceleration ax and / or the determined tire forces F, from which the vehicle longitudinal acceleration ax is determined.

In this case, the vehicle dynamic component, which is to be subtracted from the determined longitudinal vehicle acceleration ax, is the time derivative of the longitudinal speed vx of the vehicle 1 minus the product of its lateral velocity vy and the yaw rate.

The detection of the absolute inclination angle is not only suitable for rollover detection. Alternatively or additionally, the detected angle α as an input for an adaptive transmission control 9 used to improve driving safety and comfort, especially in hilly terrain.

4 shows a schematic representation of a rollover identifier 6 with a tilt angle detector 5 for determining the absolute inclination angle α.

The operation of the rollover recognizer 6 is first described by way of example for the determination of a roll angle α about the vehicle longitudinal axis XV.

The absolute tilt angle determination is performed by an angle detector 5 , On the input side is a from the lateral acceleration sensor 2 detected vehicle lateral acceleration signal ay. This signal ay can be provided directly by a corresponding sensor and / or indirectly via the tire forces. Furthermore, the angle detector is located 5 On the input side, the longitudinal and transverse velocities vx, vy and the yaw rate gr at which the corresponding detection units 15 . 16 to be provided.

The determination of the roadway inclination angle α is carried out by the angle detector 5 in the aforementioned manner. The accuracy of the angle determination depends on the accuracy of the acceleration measurement. In order to achieve sufficient quality for the last mentioned, a sensor offset detection and a corresponding compensation of the offset are required. The compensation is usually carried out by means of an offset adjustment function, which in sufficiently long driving in predefined situations, such as In-plane travel is to determine the sensor offset and to subtract it from the current sensor reading. The predefined situations can be determined by other sensors and / or plausibility considerations.

Further, it is a means 61 provided for providing the vehicle mass m. The provided value may be fixed or depending on characteristics of the vehicle 1 to be appreciated. A conceivable estimate is based on a load-dependent change in the distance between the vehicle body 12 and the chassis 11 , which can be determined by spring travel sensors.

The angle α becomes a comparison device 8th fed to the input side further a roll speed signal av_wank is applied. The roll speed av_wank, also referred to as roll rate, is determined by a roll rate sensor 7 determined.

Alternatively, substitute values can also be provided, which are determined from other sensor signals. For example, it is conceivable to determine the roll speed av_wank in a first approximation on a horizontal roadway by means of the spring travel sensors, the distance changes LF between the wheel suspensions and the vehicle body 12 to detect.

The determined roll speed av_wank is considered the input of such called angular velocity energy criterion used. in the Next, the angular velocity energy criterion becomes exemplary for the Rolling speed explains, so from "rolling speed energy criterion", also as a rolling energy criterion referred to, is the speech.

In the rolling speed energy criterion, the vehicle mass m and the center of gravity height h are also included, which by appropriate means 61 . 62 to be provided.

With a non-zero inclination angle α, the center of gravity increases 4 by Δh '. Is the vehicle located 1 with all wheels on the road, the inclination angle α corresponds to the vehicle body 12 when ignoring a tilt angle between vehicle body 12 and suspension 11 the road bank angle α, as in 2 II illustrates. If the vehicle is tilted, the angle is composed of the roadway inclination angle α and the Aufkippwinkel β, as in 2 , III illustrates.

The vehicle 1 Tilts when a roll energy is greater than the difference in potential energy before the upset starts and the potential energy when tilting up to the maximum center of gravity height hmax. The following inequality must be satisfied in order for the vehicle 1 tipping: 1/2 · Θ · av_wank 2 > m · g · Δhe.

The left term indicates the roll rate energy. The right term indicates the difference of potential energies. Θ is a vehicle-specific mass moment of inertia about the Kipprotationspunkt K. Δhe is the still required increase in the center of gravity 4 up to the maximum center of gravity height hmax.

The required increase Δhe of the center of gravity 4 at the beginning of tipping, so that the vehicle tilts, resulting from the following relationship: Δhe = hmax - hmax · sin (χ + α).

The maximum center of gravity height hmax is

c is a vehicle geometric constant representing the distance of the Kipprotationspunkts K from the center of gravity 4 in the direction of the Y-axis.

The angle χ thus results χ = arctane (h / c).

By using the above relationships in the roll speed energy criterion results 1/2 · Θ · av_wank 2 > m · g · hmax · (1 - sin (χ + α)).

By forming results for a critical roll speed

At a roll speed av_wank, which is greater than the critical roll speed av_wank_k, the vehicle tilts 1 around.

Of course, the resolution of the Wankgeschwindigkeitsenergiekriterium for other sizes is conceivable, for example, after the angle α. In this case, based on the current roll speed av_wank, a critical inclination angle α_k can be determined, above which the vehicle 1 tip over.

In the roll rate energy criterion go the mass m and the Gravity height h. The center of gravity h can be assumed to be constant. Further improvements regarding Accuracy can be achieved when the center of gravity height h is estimated and / or the mass m estimated becomes. This has especially in off-road sedans, also as a sport Utility Vehicles or SUV for short, as well as pickup trucks a decisive influence on the accuracy.

In 5 the critical roll speeds are plotted against the critical angle of inclination. The curve 21 stands for an SUV with driver. The curve 22 stands for an SUV with driver and roof load. The curve 23 stands for a fully loaded SUV. As can be seen, the critical roll rate of Sport Utility Vehicles varies between about 200 ° / s (unloaded) and about 220 ° / s (laden), whereas the critical roadway angle between about 50 ° (loaded) and about 54 ° (unloaded) varied.

The critical roll speeds against the critical angle of inclination are in 6 shown for a pickup truck. The curve 26 stands for a pickup truck with driver. The curve 25 stands for a pick-up truck with driver and 1000 kg payload. The curve 24 stands for a fully loaded pickup truck. Here, the critical roll rate varies between about 190 ° / s (unloaded) and about 325 ° / s (loaded). The critical roll angle varies between 40 ° (loaded) and 50 ° (unloaded).

It is therefore advantageous for some types of vehicles, both the roadway angle as well as to know the vehicle's center of gravity, in order to improve the statement quality.

Advantageously, it can also be considered that at a road bank, the chassis 11 against the vehicle body 12 is tilted. This tilting can be calculated with a spring model, which, for example, as an input variable, the output signal of the lateral acceleration sensor 2 Has. In the process, the tilt angle between the chassis becomes 11 and the vehicle body 12 assumed in a simple approximation as proportional to the lateral acceleration. The proportionality constant is vehicle-specific. Other embodiments use as input the spring travel sensor signals or the output signal of the roll speed sensor 7 ,

alternative or additionally to the roll rate energy condition may be a pitching speed power condition to be viewed as. In this condition go the lane gradient and the mass moment of inertia around the roll over point at the front of the vehicle.

The The procedure described above can be used in a similar way to rollover detection in this case be used. Instead of the roll speed av_wank will a pitching speed av_nick instead of the pitching angle α becomes Pitch angle and instead of the vehicle lateral acceleration ay becomes the vehicle longitudinal acceleration ax and adjusted vehicle parameters c, Θ and χ considered.

Further can of course also a combination of both rollover scenarios considered become. In this case, both the rolling speed energy criterion as well as the pitching speed energy criterion.

Claims (16)

Method for absolute inclination angle detection of a vehicle ( 1 ) with a Beschleunigungserfas sung unit ( 2 ), which measures an acceleration (ay, ax) of the vehicle in the direction of a first axis (YV, XV), which is perpendicular to the vertical axis (ZV) of the vehicle (ZV). 1 ) is orthogonal, a yaw rate detection unit ( 16 ) and a speed detection unit ( 15 ), the velocities (vy, vx) in the direction of the first axis (YV, XV) and in the direction of a second axis (XV, YV), the second axis (XV, YV) being perpendicular to the vertical axis (ZV) and not parallel to the first axis (YV, XV), and wherein the method comprises the steps of: - detecting the acceleration (ay, ax) of the vehicle ( 1 ) in the direction of the first axis (YV, XV), - detecting a first speed (vy, vx) of the vehicle ( 1 ) in the direction of the first axis (YV, XV), - detecting a second speed (vx, vy) of the vehicle ( 1 ) in the direction of the second axis (XV, YV), - detecting a yaw rate (gr) of the vehicle ( 1 ), Determining the time derivative of the first speed (vy, vx), determining the absolute tilt angle (α) based on the acceleration (ay, ax), the time derivative of the first speed (vy, vx), the second speed (vx , vy) and the yaw rate (gr). Method according to claim 1, characterized in that that a gravitational component (ayg, axg) of the detected acceleration (ay, ax) is determined by the acceleration determined (ay, ax) a driving dynamic proportion is subtracted, the driving dynamic Share the time derivative of the first speed (vy, vx) as well as the product of the second speed (vx, vy) and the Yaw rate (gr) includes. A method according to claim 1 or 2, characterized in that a critical angular velocity (av_wank_k, av_nick_k) is determined based on an angular velocity energy criterion into which the absolute inclination angle (α) enters, the critical angular velocity (av_roll_k, av_nick_k) being a minimum angular velocity at the beginning of a Vehicle tipping so that the vehicle ( 1 ) tips over. Method according to claim 3, characterized in that a value for an increase of a center of gravity required for the angular velocity energy criterion ( 4 ) of the vehicle ( 1 ), where the vehicle ( 1 ), depending on the absolute inclination angle (α) is determined. Method according to one of claims 1 to 4, characterized in that an angular velocity (av_wank, av_nick) of the vehicle ( 1 ) and compared with the critical angular velocity (av_wank_k, av_nick_k). Method according to one of claims 1 to 5, characterized in that the angular velocity (av_wank, av_nick) of the vehicle ( 1 ) is determined and based on the angular velocity energy criterion, a critical angle (α_k) is determined at the beginning of a vehicle tipping, wherein when the vehicle tilts the vehicle ( 1 ) and that the critical angle (αk) is compared with the determined absolute inclination angle (α). Method according to one of claims 1 to 6, characterized in that a mass (m) of the vehicle ( 1 ) is estimated as a function of a detected operating variable, wherein the mass (m) is included in the determination of the second acceleration (ayh, axh) and / or the angular velocity energy criterion. Method according to one of claims 3 to 7, characterized in that a height (h) for a center of gravity ( 4 ) of the vehicle ( 1 ) is estimated as a function of a detected operating variable, the height being included in the angular velocity energy criterion. Method according to one of claims 1 to 8, characterized in that the vehicle ( 1 ) a chassis ( 11 ) and a structure ( 12 ) and that a tilting of the chassis ( 11 ) against the structure ( 12 ) and is included in the determination of the acceleration (ay, ax). Method according to one of claims 1 to 9, characterized in that changes in the distance of the vehicle body ( 12 ) relative to suspension of the chassis ( 11 ) are determined, based on which the angular velocity (av_wank, av_nick) is determined. Method according to one of claims 1 to 10, characterized that the acceleration (ay, ax) determined in dependence of detected tire forces becomes. Method according to one of claims 1 to 11, characterized in that the yaw rate (gr) in Ab determined tire force. Method according to one of claims 1 to 12, characterized that the first axis is a transverse axis (YV) and the angular velocity a roll rate (av_wank). Method according to one of claims 1 to 13, characterized that the first axis is a longitudinal axis (XV) and the angular velocity (av_nick) is a pitching speed includes. Method according to Claim 1, 2, 13 or 14, characterized in that the absolute angle of inclination (α) as input variable of an adaptive transmission control system ( 9 ) of the vehicle ( 1 ) is used. Device for absolute inclination angle detection of a vehicle ( 1 ) with an acceleration detection unit ( 2 ), which measures an acceleration (ay, ax) of the vehicle in the direction of a first axis (YV, XV), which is perpendicular to the vertical axis (ZV) of the vehicle (ZV). 1 ) is orthogonal, a yaw rate detection unit ( 16 ) and a speed detection unit ( 15 ), the velocities (vy, vx) in the direction of the first axis (YV, XV) and in the direction of a second axis (XV, YV), the second axis (XV, YV) perpendicular to the Hochach se (ZV) and not parallel to the first axis (YV, XV), the device comprising: - a first interface to which a first signal can be applied, which is the acceleration (ay, ax) of the vehicle ( 1 ) in the direction of the first axis (YV, XV), - a second interface to which a second signal can be applied, which is a first speed (vy, vx) of the vehicle ( 1 ) in the direction of the first axis (YV, XV), - a third interface on which a third signal can be applied, which is a second speed (vx, vy) of the vehicle ( 1 ) in the direction of the second axis (XV, YV), - a fourth interface, to which a fourth signal can be applied, the yaw rate (gr) of the vehicle ( 1 ) indicates a processing device ( 5 ) coupled to the first, second, third and fourth interfaces and configured to determine the time derivative of the first velocity (vy, vx) and the absolute inclination angle (α) based on the acceleration (ay, ax ), the time derivative of the first speed (vy, vx), the second speed (vx, vy) and the yaw rate (gr).