DE102008061305A1 - Method and device for improving the driving behavior of a vehicle - Google Patents

Abstract

Method for improving the driving behavior of a vehicle (101), in which, in addition to a wheel slip angle (deltaV) of at least one front wheel (102VL; 102VR) of the vehicle (101), a wheel slip angle (deltaH) of at least one rear wheel (102HL; 102HR) of the vehicle (101) wherein it is checked whether a predetermined driving maneuver is performed based on the steering movement of the front wheel (102VL; 102VR), and the wheel turning angle (deltaH) of the rear wheel (102HL; 102HR) is determined depending on the driving maneuver determined in the test. The invention also relates to a device which is suitable for carrying out the method.

Description

Technical area

The The invention relates to influencing the driving behavior a vehicle by means of a rear-wheel steering. In particular, it concerns the invention a method and an apparatus for improving the driveability of a vehicle using a rear wheel steering.

Background of the invention

modern Motor vehicles increasingly have over active rear wheel steering, which allow the Radeinschlagwinkel to change the rear wheels, thereby improving the handling of the vehicle. As a rule, by means of the rear wheel steering Assisted steering movements of the front wheels of the vehicle, that is, the steering movements of the Hinterrä the additional to those of the front wheels running, the wheel bearing angle usually is changed to a lateral dynamic driving maneuver initiate or carry out.

According to one First strategy can be the rear wheels in the opposite direction with respect to the steering movements of the front wheels be deflected. This reduces at the same time Steering angle at the Vorrädern the curve radius, so that a Increasing the agility of the vehicle can be achieved can. According to a second strategy, the Rear wheels in the same direction in relation to the steering movement the front wheels are deflected. By the same direction Turning the rear wheels reduces the yaw rate of the vehicle, allowing the vehicle in critical driving situations can be stabilized.

Consequently are different strategies in different driving situations for controlling a rear-wheel steering advantageous, depending on whether in the appropriate driving situation a high agility of the vehicle or a high driving stability is desired.

Presentation of the invention

It is an object of the present invention, a situation-appropriate Activation of a rear wheel steering make.

The The object is achieved by a method having the features of the patent claim 1 and by a device having the features of the claim 13 solved. Embodiments of the method and the device are in the dependent claims specified.

According to one The first aspect of the invention provides a method of improving the Driving behavior of a vehicle proposed, in addition to a Radeinschlagwinkel at least one front wheel of the vehicle Radeinschlagwinkel is set at least one rear wheel of the vehicle. The procedure checks whether the steering movement is correct the front wheel executed a predetermined maneuver and the wheel steering angle of the second wheels becomes depending on the test results Driving maneuvers determined.

According to another aspect of the invention, there is provided an apparatus for improving the driveability of a vehicle. The device comprises an actuator which is designed to set a wheel steering angle of at least one rear wheel of the vehicle in addition to a wheel steering angle of at least one front wheel of the vehicle. Furthermore, the device has a decision device which is designed to check whether, based on the steering movement of the front wheel (FIG. 102VL ; 102VR ), a predetermined driving maneuver is performed, as well as a control device coupled to the decision device, which is designed to control the actuator in dependence on the driving maneuver determined during the test.

The The invention includes the idea of the wheel steering angle of a rear wheel in addition to the wheel angle of a front wheel Maneuverabhängig to change. hereby can driving situations adapted steering movements of the rear wheel of Vehicle be made. In particular, at the Steering movements of the second wheels requirements or conditions be taken into account in different driving maneuvers consist.

Of the Wheel angle of the front wheel is usually changed, to initiate or carry out a lateral dynamic driving maneuver. This is usually done by the operator of the vehicle. Therefore it is in an embodiment of the method and the device provided that the wheel angle of the front wheel due a steering movement of a vehicle operator is changed.

A Embodiment of the method and the device provides that the given driving maneuvers a cornering and a Include lane changes.

Advantageous allow these maneuvers a requirement-appropriate Distinction of lateral dynamic driving maneuvers with regard to on steering movements of the second wheels of the vehicle.

Especially a lane change is typically a potential one dangerous maneuver in which a stable Driving behavior of the vehicle is particularly desirable since a lane change usually with a special driving situation, such as an overtaking, goes along. at a cornering is usually no increased need for stability. Here many drivers want an agile driving behavior of theirs Vehicle, which is usually associated with a higher driving pleasure.

A Design of the method and the device is characterized in that that the Radeinschlagwinkel the rear wheel in the opposite direction to Radeinschlagwinkel of the front wheel is selected, if a cornering determined becomes. Advantageously, by such a steering movement of the second Wheels of the vehicle increases the agility of the vehicle become.

A further embodiment of the method and the device records characterized by the fact that the wheel angle of the rear wheel in the same direction the wheel angle of the front wheel is selected, if a lane change is determined. Advantageously, by such Steering movement of the rear wheel, the driving stability of the vehicle Increased safety for a lane change to improve.

Of the by the changed additional steering angle generated at the rear axle difference in steering effort for the driver should suitably by a superposition steering be compensated on the front axle or the driver as additional steering torque recommended an EPS actor. Also conceivable is the additional Steering via an additional yaw moment of the brake control unit to compensate.

A Further development of the method and the device includes that the driving maneuver based on route information regarding one of the vehicle to be traveled path section is determined. The use of path information in particular has the advantage that a driving maneuver already before or at its initiation can be recognized.

at an embodiment of the method and the device is provided that in the vehicle map data available which are an association between the path information and the path section contain and that by means of a position determination device determines a position of the vehicle and the path section to be traveled is assigned.

The Position determining device and the map data can For example, part of a navigation system of the vehicle be. Such systems are already in a variety of vehicles present and can be used to determine a driving maneuver be shared.

A Embodiment of the method and the device is characterized in that the way information a route of the path section to be traveled included. In particular, you can in the path information preferably curves and branches be specified to be traveled path section.

Advantageous can be used the route of the section of road to be traveled to be in a lateral dynamic driving maneuver between to distinguish a cornering and a lane change. For this For example, it can be determined whether steering movements of the front wheel of the vehicle to the route to follow, or if other reasons such as the threatening Compensate for the instability of the vehicle for the Steering movements of the front wheel of the vehicle are present.

Therefore provides an embodiment of the method and the device, that a cornering is determined when determined based on the route information Will that be the course of the occasion for a change a direction of travel of the vehicle.

A further embodiment of the method and the device includes, that a lane change is determined when determined based on the route information is that the route does not give rise to a change the direction of travel of the vehicle.

at a straight route usually has no reason to perform a lateral dynamic driving maneuver, to follow the route. Therefore, a further education of the Method and apparatus characterized in that a Lane change is detected when the route substantially is straight.

on the other hand Curves or branches usually give rise to lateral dynamics Driving maneuvers. For this reason it is in one embodiment the method and the device provided that a cornering is determined when the course of a curve and / or a Having branch and preferably when the vehicle is in addition due to the Radeinschlagwinkels the front wheel in the direction of Curve and / or branch moves.

The aforementioned and other advantages, Particular features and expedient developments of the invention will become apparent from the embodiments, which are described below with reference to the figures.

Brief description of the figures

From the figures shows:

1 a schematic representation of a motor vehicle with a rear-wheel steering for changing the Radeinschlagswinkels the rear wheels.

2 a schematic block diagram of a control unit for controlling the rear wheel steering of in 1 shown motor vehicle.

Representation of embodiments

In 1 is a schematic representation of a four-wheeled motor vehicle 101 shown which has two front wheels 102VL . 102VR and over two hind wheels 102HL . 102HR features. The front wheels 102VL . 102VR are through a steering column with a steering handle 103 connected by a driver of the vehicle 101 can be operated and designed, for example, as a steering wheel. With the help of the steering handle 103 the driver can by steering movements the Radeinschlagwinkel δ _{V of} the front wheels 102VL . 102VR change.

The steering column comprises in the illustrated embodiment a steering shaft 104 at the steering handle 103 is mounted. About a steering gear 105 engages the steering spindle 104 in a tie rod 106 one. The tie rod 106 is over steering lever 107VL . 107VR with the front wheels 102VL . 102VR connected. Every front wheel 102VL . 102VR can one or more steering levers according to the intended design of the steering line 107VL . 107VR be assigned. A rotation of the steering spindle 104 causes a displacement of the tie rod 106 , This shift leads to a change in the wheel angle of the front wheels 102VL . 102VR , The tie rod 106 may be partially formed as a rack into which a pinion of the steering gear 105 engages a movement of the steering shaft 104 to transfer to the tie rod. The rotation of the steering shaft can, as previously described by the driver of the vehicle 101 by means of the steering handle 103 be made. In addition, it may be provided that the steering line a in 1 not shown Lenkaktor, with the front wheels 102VL . 102VR can be steered independently of driver. The steering actuator, for example, via a transmission, in particular a planetary gear in the steering shaft 104 intervention.

The one on the front wheels 102VL . 102VR set wheel steering angle δ _V can by using a steering angle sensor 108 be determined. As shown in the figure, the steering angle sensor 108 for example, the angular position of the steering shaft 104 or the capture. It can be calculated from the known translation of the steering gear 105 the wheel steering angle δ _{V of} the front wheels 102VL . 102VR be calculated.

In addition, the vehicle has 101 via a steering system for changing the wheel slip angle δ _{H of} the rear wheels 102HL . 102HR , The steering system includes an actuator 109 with which the rear wheels 102HL . 102HR be electro-hydraulically or electromechanically steered. In the illustrated embodiment, the actuator is 109 around an electric motor, which has a gearbox 110 in a tie rod 111 engages which via steering lever 112HL . 112HR with the obstacle wheels 102HL . 102HR connected is. According to the intended embodiment of the steering system can each rear wheel 102HL . 102HR one or more steering levers 112HL . 112HR be assigned. The actor 109 can the tie rod 111 shift so that the wheel slip angle δ _{H of} the rear wheels 102HL . 102HR is changed. Alternatively to the operation of the tie rod 111 with an actuator designed as an electric motor 109 can also be a hydraulic actuation of the tie rod 111 be provided. In a further embodiment, the steering system may include, for example, tie rods, each one a rear wheel 102HL . 102HR are assigned and can be adjusted in length to the Radeinschlagwinkel δ _{H of} the rear wheels 102HL . 102HR to change. Such a steering system is for example in the DE 10 2005 020 396 A1 illustrated, to which reference is made in relation to this embodiment of the steering system.

The actor 109 is controlled by a rear wheel steering control unit 113 controlled, which is also referred to below as RWS control unit (RWS: Rear Wheel Steering). The RWS control unit 113 is preferably part of a control unit comprising a microprocessor for executing programs whose program code can be stored in the control unit. The RWS control unit 113 is implemented as a program module of the controller.

The RWS control unit 113 may be part of a vehicle dynamics control system, which determines the driving behavior of the vehicle 101 influenced or improved by targeted interventions by means of suitable actuators. In addition to the steering interventions on the rear wheels 102HL . 102HR For example, the vehicle dynamics control system can apply brake interventions and / or steering interventions on the front wheels 102VL . 102VR make. An example of such a vehicle dynamics control system is known per se to those skilled in the art ESP system (ESP: Electronic Stability Program). Likewise, the RWS control unit 113 However, be designed as a stand-alone device.

By means of the RWS control unit 113 controlled steering movements of the rear wheels 102HL . 102HR Become complementary to steering movements of the front wheels 102VL . 102VR carried out. The steering movements of the front wheels 102VL . 102VR be in an embodiment of the driver of the vehicle 101 by means of the steering handle 103 controlled. Likewise, it may be provided that the steering movements are performed by means of the previously described steering actuator.

The by means of the actuator 109 Radeinschlagwinkel δ _{H to} be set by the RWS control unit 113 preferably as a function of the Radeinschlagwinkel δ _{V of} the front wheels 102VL . 102VR certainly. To the steering movements of the front wheels 102VL . 102VR and to detect the set steering angle, the RWS control unit engages 113 to the measuring signals of the steering angle sensor 108 back. These become the RWS control unit 113 supplied directly or via a data bus of the vehicle. In addition, the wheel angle to be set δ _{H of} the rear wheels 102HL . 102HR depending on further, the driving condition of the vehicle 101 characterizing, sizes are determined. These sizes can be determined by means of a suitable sensor 114 of the vehicle 101 be determined. Examples of such quantities are the vehicle speed, which can be determined using wheel speed sensors, for example, and the yaw rate of the vehicle 101 , which is detectable for example by means of a yaw rate sensor.

Basically, the rear wheels 102HL . 102HR in the same direction or in the opposite direction in relation to the steering movement of the front wheels 102VL . 102VR be deflected. By the same direction steering the rear wheels 102HL . 102HR and the front wheels 102VL . 102VR decreases with the same steering angle at the front wheels 102VL . 102VR the curve radius, allowing an increase in the agility of the vehicle 101 can be achieved. Be the rear wheels 102HL . 102HR in the opposite sense of rotation to the front wheels 102VL . 102VR lowered, the yaw rate of the vehicle is reduced 101 , causing the vehicle 101 can be stabilized.

To the strategy to carry out the steering movements of the rear wheels 102HL . 102HR determine determines the RWS control unit 113 a probable driving maneuver due to the steering movements of the front wheels 102VL . 102VR to be executed. In particular, it is checked whether the maneuver is a cornering or a lane change.

A lane change is usually a driving maneuver with a relatively high risk potential. In a lane change is therefore preferably on the rear wheels 102HL . 102HR a steering movement in the opposite direction to the steering movement of the front wheels 102VL . 102VR running to the vehicle 101 to stabilize. When cornering, the rear wheels 102HL . 102HR preferably in the same direction to the steering movement of the front wheels 102VL . 102VR deflected to the agility of the vehicle 101 to increase. Similarly, when cornering, an opposing steering movement on the rear wheels 102HL . 102HR be provided. In this case, however, a lower Radeinschlagwinkel δ _H is preferably set as in the case of a lane change.

The determination of a probable driving maneuver is undertaken in one embodiment of the invention taking into account route information W. The path information W used refer to a path section that the vehicle 101 - Starting from the current time - in a certain time frame will and will contain given attributes of this path section.

In one embodiment, map data are used to determine the route information W, preferably on a digital data carrier 115 stored in the vehicle 101 is available. The map data includes the road network of a particular geographic region with the paths taken by the vehicle 101 can be driven. The paths contained in the route network are assigned within the map data the route information W, ie the attributes of individual routes. In the digital disk 115 For example, a Compact Disc (CD) or a DVD that is compatible with a suitable, in 1 not shown, reader of the vehicle 101 is read out. Similarly, it may be in the disk 115 but also to deal with another storage medium.

To use the map data includes the vehicle 101 a positioning system 116 , which constantly the position of the vehicle 101 determined and determined on the basis of the map data, on which way the vehicle 101 currently located. The positioning system 116 In one embodiment, it is implemented as a satellite-based location system known per se to the person skilled in the art, which is based, for example, on the GPS (Global Positioning System), the DGPS (Differential GPS) or another satellite navigation system. Likewise, the position determination system 116 However, be designed in another way. For example, radio signals of a mobile network received to the position of the vehicle 101 to determine.

Preferably, the position determining system 116 as well as the digital data carrier 115 and the associated reader for reading the digital data carrier 115 Part of a navigation system 117 of the vehicle 101 , The navigation system 117 may additionally have a not shown in the figure route guidance component, which - starting from the current position of the vehicle 101 - Based on the map data determines a route to a given navigation destination and guides the driver by navigation instructions along this route. Such navigation systems are already part of a large number of vehicles today 101 and may be shared with the practice of the present invention.

The of the positioning system 116 provided path information W preferably refer to path sections that the vehicle 101 , starting from its current position, within a given time frame due to the current vehicle speed. As attributes of a route section, the route information W preferably specifies in particular curves, branches and the like in the route sections to be traveled and their relative position to the vehicle 101 , In addition, the radius of curvature of the route to be traveled can be specified as well as the number of existing lanes in the direction of travel of the vehicle 101 , Optionally, additional information about traffic signs, speed limits and / or slopes or gradients may be included in the route information W.

If the vehicle 101 can reach intersections or branches in the given time frame, resulting in the timeframe different possible routes for the vehicle 101 , Preferably, the position determining system 116 Path information W provided on all alternative routes.

way information W of the type described above are also called virtual horizon and may be provided in a standard format become. An example of such a standard format is the ADAS horizon (ADAS: Advanced Driver Assistance Systems), specified by the ADASIS forum (ADASIS: Advanced Driver Assistance Systems Interface Specification). Way information can in the context of the present invention in the form of an ADAS horizon be used. Likewise, the route information W, however, also provided in a different format become.

In 2 is a schematic block diagram of the RWS control unit 113 shown in one embodiment. In this embodiment, the RWS control unit comprises 113 an activation device 201 , which activates the rear-wheel steering in the presence of predetermined conditions. As previously mentioned, steering movements of the rear wheels 102HL . 102HR in an embodiment in addition to steering movements of the front wheels 102VL . 102VR executed to the driving behavior of the vehicle 101 to improve during a driving maneuver. Preferably, it is therefore checked based on the predetermined conditions, whether a driving maneuver should be performed. This can for example be based on a comparison of the means of the steering angle sensor 108 detected wheel slip angle δ _{V of} the front wheels 102VL . 102VR with a predetermined threshold. An activation of the rear-wheel steering takes place when the Radeinschlagwinkel δ _V exceeds the threshold.

In addition, it may be provided that the rear-wheel steering is activated only when the vehicle speed v exceeds a predetermined threshold value or the type of activation can be adapted to the speed. If the activation device 201 determines that the rear-wheel steering is to be activated, then sends an activation signal A to the decision device 202 ,

The decision maker 202 determines the driving maneuver, due to the steering movement of the front wheels 102VL . 102VR probably should be executed. In particular, the decision maker determines 202 whether a turn or a lane change should be performed. For this purpose, in addition to the Radeinschlagwinkel δ _{V of} the front wheels 102VL . 102VR that of the positioning system 116 or the navigation system 117 provided path information W used.

On the basis of the route information W, the decision-making device checks 202 whether the steering movement of the front wheels 102VL . 102VR has been caused by the course of the to be traveled within the time frame path section. At the same time, the decision-making body checks 202 whether there are curves or branches in the route section to be traveled through. If this is not the case, a lane change is determined as a probable driving maneuver.

If the path section to be traveled contains a curve, the decision device determines 202 First, the distance between the current position of the vehicle 101 and the beginning of the curve. If this is sufficiently low, in particular smaller than a threshold value, the Vorderrä of the 102VL . 102VR have been turned to drive through the curve. If so, the decision maker checks 202 however, preferably also, if the direction of wheel deflection of the front wheels 102VL . 102VR is consistent with the direction of the curve. If this is the case, a cornering is determined as the probable driving maneuver.

If the path section to be traveled through has a branch instead of a curve, the decision device leads 202 similar examination steps. Preferably, it first checks whether the distance between the aktuel len position of the vehicle 101 and the diversion is less than a threshold. If this is the case, it will check if the direction of wheel deflection of the front wheels 102VL . 102VR consistent with the direction of the turnoff. If this test step leads to a positive result, in one embodiment, cornering is determined as a probable driving maneuver. In a further embodiment, it can be additionally checked whether the vehicle 101 is decelerated, as it is usually the case when turning into a branch. For this purpose, it can be checked, for example based on the measurement signals of a corresponding sensor, whether a brake system of the vehicle 101 is pressed or the accelerator pedal is pressed less, that is delayed. Cornering is determined in this embodiment in the presence of a diversion only as a probable driving maneuver, if such a delay is detected.

That of the decision-maker 202 determined probable driving maneuvers are sent to the control device 203 reported. For this purpose, for example, a maneuver information M from the decision device 202 to the control device 203 which specifies the determined probable driving maneuver.

The control unit 203 determined on the basis of the receipt of the maneuver information the Radeinschlagwinkel δ _H , that at the rear wheels 102HL . 102HR of the vehicle 101 is set. As already explained above, the wheel steering angle δ _{V of} the front wheels is preferably used to determine the wheel slip angle δ _H 102VL . 102VR used. For example, the Radeinschlagswinkels δ _{H of} the rear wheels 102HL . 102HR by multiplication by a predetermined factor from the wheel slip angle δ _{V of} the front wheels 102VL . 102VR result.

Furthermore, the vehicle speed v can also be taken into account in the determination of the wheel steering angle δ _H. Optionally, further driving state variables F can be taken into account by means of the sensors 114 he will be caught. The vehicle speed v and optionally the other driving state variables F can be used, for example, to adjust the factor.

In addition, the wheel steering angle δ _{H of} the rear wheels 102HL . 102HR determined as a function of the maneuver information M. In one embodiment, the sign of the wheel slip angle δ _H , which determines the direction of the wheel impact, is derived from the maneuver information M. In the case of a lane change while the sign is opposite to the sign of Radeinschlagswinkels δ _{V of} the front wheels 102VL . 102VR chosen, leaving the rear wheels 102HL . 102HR in the opposite direction to the front wheels 102VL . 102VR be deflected. This will stabilize the vehicle 101 reached. In the case of cornering, the sign of the Radeinschlagwinkels δ _H corresponds to the rear wheels 102HL . 102HR the sign of the wheel slip angle δ _{V of} the front wheels 102VL . 102VR , so that a same direction steering movement of rear wheels 102HL . 102HR and front wheels 102VL . 102VR is reached. This can increase the agility of the vehicle 101 be improved.

In a further embodiment, the rear wheels 102HL . 102HR both in the case of a lane change and in the event of cornering in the opposite direction to the front wheels 102VL . 102VR relented. In this case, however, in the case of a lane change, a considerably larger wheel steering angle δ _H for the rear wheels 102HL . 102HR determined as in the case of cornering.

The in the control device 203 calculated Radeinschlagwinkel δ _H or a corresponding size is as an adjustment request to the actuator 109 transmitted. Due to the receipt of this parking request, the actuator 109 the calculated wheel steering angle δ _H at the rear wheels 102HL . 102HR of the vehicle 101 one.

Unless the decision maker 202 Based on the criteria described above, neither a cornering nor a lane change can be determined as a probable driving maneuver, preferably a driving maneuver-independent standard strategy for the rear-wheel steering is selected. This may for example be provided that the rear wheels 102HL . 102HR always be driven in a certain way, ie always either in the same direction or in opposite directions to the front wheels 102VR . 102VL be deflected. Likewise, the maneuver independent strategy can be chosen as a function of the vehicle speed v. In particular, an opposing turning of the rear wheels 102HL . 102HR in relation to the front wheels 102VR . 102VL be made when the vehicle speed v is less than one Threshold is to achieve a more agile driving behavior at lower vehicle speeds v. If the vehicle speed v exceeds the threshold, then the rear wheels 102HL . 102HR in the same direction as the front wheels 102VL . 102VR inserted or in opposite directions, but with a lower Radeinschlagwinkel δ _H. In a further embodiment, instead of using a single threshold value, a gradual adaptation of the wheel steering angle δ _{H takes place} on the basis of three or more stages or a continuous adaptation of the wheel slip angle δ _{H of} the rear wheels 102HL . 102HR depending on the vehicle speed v. A regulation for a continuous adaptation can, for example, be a characteristic curve in the control unit of the vehicle 101 be deposited.

The above-described embodiment of the invention is based in particular on the fact that a probable driving maneuver of the vehicle 101 is determined based on path information W, which are determined from map data. However, the invention is not limited to such a configuration. Rather, that can be done by the vehicle 101 Probable driving maneuvers can also be determined in other ways. Thus, it may be provided in an alternative embodiment that the vehicle 101 equipped with an environment sensor that allows to determine the probable driving maneuver. In particular, it can be provided, for example, that lane markings are detected by means of the field sensor system. The surroundings sensor system can have a video camera for this purpose. A lane change as a probable driving maneuver can be detected when the vehicle 101 due to steering movements of the front wheels 102VL . 102VR travels over a detected lane marker. In the other cases can be assumed that a cornering. The activation of the actuator 109 can be made in this case in the same manner as described above.

Even though the invention in the drawings and the previous illustration has been described in detail, the illustrations are illustrative or by way of example and not limitation; especially the invention is not limited to the illustrated embodiments limited. Other variants of the invention and their execution will be apparent to those skilled in the art from the foregoing disclosure, the figures and the claims.

In the terms used in the claims, such as "comprising", "comprise", "include", "contain" and the like other elements or steps are not enough. The use of the indefinite Article does not exclude a majority. A single one Device may have the functions of several in the claims execute listed units or facilities.

In The references given in the claims are not as limitations on the means and steps used to watch.

101

vehicle

102ij

wheel (IJ = VL, VR, HL, HR)

103

Steering handle

104

steering shaft

105

steering gear

106

tie rod

107IJ

steering lever (IJ = VL, VR)

108

Steering angle sensor

109

actuator

110

transmission

111

tie rod

112ij

steering lever (IJ = HL, HR)

113

Rear wheel steering control unit (RWS control unit)

114

sensors

115

disk

116

Positioning System

117

navigation system

201

activation device

202

decider

203

control device

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 102005020396 A1 [0033]

Claims (13)

Method for improving the driving behavior of a vehicle ( 101 ), in which in addition to a Radeinschlagwinkel (δ _V ) at least one front wheel ( 102VL ; 102VR ) of the vehicle ( 101 ) a Radeinschlagwinkel (δ _H ) at least one rear wheel ( 102HL ; 102HR ) of the vehicle ( 101 ), whereby it is checked whether by means of the steering movement of the front wheel ( 102VL ; 102VR ) a predetermined driving maneuver is performed, and the Radeinschlagwinkel (δ _H ) of the rear wheel ( 102HL ; 102HR ) is determined as a function of the maneuver determined during the test. Method according to Claim 1, in which the wheel steering angle (δ _V ) of the front wheel ( 102VL ; 102VR ) is changed due to a steering movement of a vehicle operator. Method according to Claim 1 or 2, in which the predetermined Driving maneuvers include cornering and a lane change. Method according to one of the preceding claims, in which the wheel steering angle (δ _H ) of the rear wheel ( 102HL ; 102HR ) in the opposite direction to the Radeinschlagwinkel (δ _V ) of the front wheel ( 102VL ; 102VR ) is selected if cornering is determined. Method according to one of the preceding claims, in which the wheel steering angle (δ _H ) of the rear wheel ( 102HL ; 102HR ) in the same direction to the Radeinschlagwinkel (δ _V ) of the front wheel ( 102VL ; 102VR ) is selected if a lane change is detected. Method according to one of the preceding claims, in which the driving maneuver is determined on the basis of route information relating to one of the vehicle ( 101 ) is determined to be traveled path section. Method according to one or more of the preceding claims, in which in the vehicle ( 101 ) Map data are available, which contain an association between the route information (W) and the route section, and by means of a position determination device ( 116 ) a position of the vehicle ( 101 ) and assigned to the path section to be traveled. Method according to one of the preceding claims, in which the route information (W) a route to be traveled Describe route section. Method according to one of the preceding claims, in which a cornering is determined when it is ascertained on the basis of the route information (W) that the route gives rise to a change in a direction of travel of the vehicle ( 101 ) gives. Method according to one of the preceding claims, in which a lane change is determined if it is established on the basis of the route information (W) that the route does not give rise to a change in the direction of travel of the vehicle ( 101 ) gives. Method according to one of the preceding claims, where a lane change is detected when the route is essentially straight. Method according to one of the preceding claims, in which a cornering is determined when the route has a curve and / or a branch and preferably when the vehicle ( 101 ) additionally due to the wheel angle (δ _V ) of the front wheel ( 102VL ; 102VR ) is moved in the direction of the curve and / or branch. Device for improving the driving behavior of a vehicle ( 101 ), comprising an actuator ( 109 ), which is designed, in addition to a Radeinschlagwinkel (δ _V ) at least one front wheel ( 102VL ; 102VR ) of the vehicle ( 101 ) a Radeinschlagwinkel (δ _H ) at least one rear wheel ( 102HL ; 102HR ) of the vehicle ( 101 ), a decision-making body ( 202 ), which is designed to check whether, based on the steering movement of the front wheel ( 102VL ; 102VR ) a predetermined driving maneuver is carried out, and one with the decision-making device ( 202 ) coupled control device ( 203 ), which is designed to be the actuator ( 109 ) depending on the driving maneuver determined during the test.