DE102012024980A1 - Method for determining reference curve slope and steering angle correction value of motor vehicle, involves calculating actual reference curve slope and modified actual reference curve slope, and determining steering angle correction value - Google Patents

Abstract

The method (1) involves determining (S1) an actual lateral acceleration (a-y) of the motor vehicle depending on a current speed (v-x) of the motor vehicle from the sensor data provided by a non-optical sensor (18) and from an actual road curve (K) of the curved road section determined by an optical detection system (2). The actual reference curve slope (w-a-y) for the motor vehicle is calculated (S2) from the determined actual lateral acceleration. The modified actual reference curve slope (w-g-v-x,w-g-a-y) is calculated (S3). The modified actual reference curve slope (w-g-v-x,w-g-a-y) is calculated by weighing the reference curve slope with a speed-dependent reference curve slope weighing factor (G-v-x). The steering angle correction value (gamma) for the motor vehicle is determined (S4) depending on the modified actual reference curve slope and the actual road curve. An independent claim is included for a motor vehicle with a control device, an optical detection system and a non-optical sensor.

Description

The invention relates to a method for determining a desired curve inclination and a steering angle correction value of a motor vehicle when driving on a curved roadway section. The invention further relates to a motor vehicle with a control unit for carrying out this method.

The term "Active Body Control (ABC)" electro-hydraulically active suspension systems are known which allow in addition to a conventional suspension and damping function and the possibility of targeted adjustment of pitch and roll angles. As a roll is called thereby a rotary motion of a motor vehicle about its longitudinal axis. Such a rolling motion can result when driving through a curved roadway section through the motor vehicle when the motor vehicle tilts outward due to the centrifugal forces occurring at a certain roll angle. The thereby adjusting roll angle depends on a lateral acceleration of the motor vehicle, its center of gravity, the chassis structure of the motor vehicle and its speed.

The centrifugal forces occurring when driving on the curved road section are often perceived by occupants of the motor vehicle as unpleasant and can therefore lead to a significant reduction in ride comfort. One way to reduce the comfort-reducing effect of such undesirable lateral forces on the occupants of the motor vehicle is to realize in the motor vehicle by means of "Active Body Control (ABC)" a tilting technology, as they have been used for some time in rail vehicles comes. By using such a tilting technique, it is possible that the force or rail vehicle when driving a curved roadway or rail section not centrifugally due to the outside, but by appropriate control of a chassis of the motor vehicle in the opposite direction, ie inward tilts. For this purpose, the chassis with suitable actuators, for example in the manner of height-adjustable struts, be provided, which connect the vehicle frame height adjustable each with the wheels of the motor vehicle, so that a certain roll angle of the motor vehicle can be adjusted.

Since the centrifugal forces occurring when driving on the curved roadway section of various factors such. B. a roadway curvature of the roadway section or the instantaneous speed depend, must also be set in the manner of a tilting technology on the chassis of the motor vehicle roll angle as a function of these parameters to ensure the highest possible driving comfort in the occupants of the motor vehicle.

When setting such a roll angle on the chassis of the motor vehicle, however, the kinematic properties of the motor vehicle with respect to undesirable changes in lane and camber can be adversely affected. Thus, as a result of a roll angle change unwanted steering movements of the motor vehicle in the manner of screwing to the curve center of the curved lane section result, which must then be compensated by the driver of the motor vehicle by a corresponding counter-steering to keep the vehicle on the curved lane. The occurrence of such steering movements of the motor vehicle in conjunction with a rolling motion of the motor vehicle can lead to irritation in the driver and have a negative effect on the ride comfort.

The DE 10 2004 049 086 A1 describes a method for the guidance of a motor vehicle, according to which images of a traffic space are generated by means of an image recording device installed in the motor vehicle and are examined for the presence of features suitable for the tracking of the motor vehicle. In addition, operating characteristics of the motor vehicle are detected with different sensors and linked to the recordings of the image recording device in order to optimize the tracking of the motor vehicle.

The DE 10 2010 046 317 A1 describes a method for adjusting the spatial position of a roll axis about which the motor vehicle is rotatable about a predetermined roll angle. According to the method, initially a spatial desired position of the position of the roll axis is determined in a first step, and subsequently a lateral acceleration of the motor vehicle is determined in a second step. Finally, in a third step, a desired bank of the motor vehicle and a desired transverse deposit of the motor vehicle are determined as a function of the lateral acceleration, so that upon adjustment of the desired bank and the desired transverse deposit a displacement of the roll axis is effected in the desired position , To ensure that the motor vehicle assumes the predetermined bank determined in the preceding step, at least one actuator of an active chassis device of the motor vehicle is adjusted accordingly. In addition, at least one actuator for influencing the transverse movement of the motor vehicle is adjusted in such a way that the motor vehicle additionally assumes the desired transverse deposit determined in the preceding step. The expected lateral acceleration can For example, be determined using a camera system mounted on the motor vehicle, which optically detects the traffic to be traveled curved track section in advance of the motor vehicle and analyzed to determine the expected lateral acceleration.

The DE 10 2006 018 978 A1 describes a method for determining the roll angle of a motor vehicle with at least one device for determining the yaw rate or a variable correlated therewith and a device for determining the vehicle speed and an optionally forward-looking camera system. The roll angle is determined using the yaw rate or a magnitude correlated therewith and the specific roll stiffness of the vehicle.

The DE 10 2009 014 747 A1 relates to a method for controlling the rolling motion of a motor vehicle influencing actuators or a system with active stabilizers. The motor vehicle is equipped with a function for predictive longitudinal and lateral guidance within a look-ahead period. According to the method, at least one variable influencing the future lateral acceleration of the motor vehicle is determined from the function for a predictive longitudinal and transverse guidance. On the basis of a vehicle model, the future course of this lateral acceleration is calculated for the look-ahead period. Subsequently, the vehicle's bank angle required to at least partially compensate for the future course of the lateral acceleration acting on the occupants for the look-ahead period is determined. The control of the actuators of the motor vehicle takes place in such a way that the vehicle executes a rolling movement corresponding to the calculated bank in time at least approximately in phase with the future course of the lateral acceleration during the forecast period.

It is an object of the present invention to provide an improved embodiment of a method for determining a desired turning tendency (= roll angle) and a steering angle correction value of a motor vehicle when driving on a curved roadway section.

The above object is solved by the subject matter of the independent claims. Preferred embodiments are subject of the dependent claims.

The invention is based on the general idea to compensate for disturbing steering movements of the vehicle occurring when setting a specific roll angle in the chassis of the motor vehicle by determining and setting a steering angle correction value on the motor vehicle. In this way, irritations to the driver of the motor vehicle due to unexpected steering movements of the motor vehicle can be avoided. At the same time the ride comfort when driving on the curved lane section can be improved. The inventive method allows the simultaneous determination of an optimal roll angle for the motor vehicle when driving on a curved road section and a steering angle correction value, which allows compensation of a roll angle-related steering movement of the motor vehicle.

In the method according to the invention, in a first step S1, an instantaneous lateral acceleration of the motor vehicle is determined as a function of an instantaneous speed of the motor vehicle from sensor data provided by a non-optical sensor system and / or from an instantaneous roadway curvature of the curved road section determined by an optical detection system. The non-optical sensor system for determining the instantaneous lateral acceleration may preferably include an acceleration sensor and / or a yaw rate sensor and / or a steering angle sensor or / and a wheel angle sensor. The optical detection system may include a camera system. In the case of using the non-optical sensor in combination with the optical detection system, the instantaneous lateral acceleration of the non-optical sensor and the optical detection system can be calculated separately and from the two individual calculation results the desired instantaneous lateral acceleration, for example by comparison, averaging o Ä., Are determined. Thus, the non-optical sensor can be used synergistically with the optical detection system. Alternatively, the instantaneous lateral acceleration may also be determined exclusively either by means of the optical detection system or the non-optical sensor system. This can be useful, for example, if the data provided by the optical detection system are temporarily not suitable for the calculation of the instantaneous lateral acceleration, z. B. if the quality of the image data supplied by the optical detection system is temporarily insufficient to determine therefrom with the required accuracy the road curvature can. In further embodiments, depending on various internal and external parameters, for example predetermined operating and / or error states of the non-optical sensor system and / or the optical detection system, it may be determined how the instantaneous lateral acceleration is calculated, and whether this is not the case -optical sensors and the optical detection system may be used separately or in combination with each other.

In a second step S2 of the method according to the invention, a momentary desired curve slope is calculated from the instantaneous lateral acceleration determined in step S1. For this purpose, a functional dependency of the current setpoint curve gradient on the current lateral acceleration can be defined in the manner of a characteristic diagram. Alternatively, however, it is also possible to define an analytical relationship between the current setpoint gradient and the instantaneous lateral acceleration.

In a third step S3, according to the invention, a modified instantaneous desired curve slope is calculated by weighting the desired curve slope calculated in step S2 with a speed-dependent desired curve slope weighting factor. By means of such a weighting of the current setpoint gradient with a speed-dependent weighting factor, an optimized roll angle of the motor vehicle for driving on the curved lane section can be determined, in which lateral forces acting on a vehicle occupant are reduced to optimize ride comfort.

Finally, in step S4, a steering angle correction value for the motor vehicle is determined as a function of the modified instantaneous nominal curve gradient calculated in step S3 and the instantaneous roadway curvature calculated in step S1.

In a preferred embodiment, the steering angle correction value can be determined in step S4 in such a way that a steering angle change of the motor vehicle caused by the nominal curve inclination set in the chassis device of the motor vehicle is essentially compensated, ie compensated, by the steering angle correction value , This leads in the ideal case to an almost complete suppression of unwanted steering movements of the motor vehicle when setting the determined in step S3 modified nominal curve slope (ie the vehicle roll angle) in the chassis of the motor vehicle.

The invention further relates to a motor vehicle with a control unit which is set up / programmed for carrying out the method explained above. For this purpose, the motor vehicle comprises an active suspension device that can be controlled by the control device, by means of which a modified nominal curve inclination determined by the control device and a steering angle correction value also determined by the control device can be set on the motor vehicle. The motor vehicle furthermore has an optical detection system and / or a non-optical sensor system, which are respectively in communication with the control unit for transmitting respective sensor output data, and a speed sensor in communication connection with the control unit for transmitting a current speed of the motor vehicle.

Depending on the instantaneous speed, the control unit preferably determines from the sensor output data of the non-optical sensor system and / or the optical detection system a momentary nominal curve gradient for the motor vehicle and from this by weighting with a desired curve slope weighting factor a modified target curve. curve slope. Depending on the modified instantaneous nominal curve slope and the instantaneous roadway curvature of the road section being traveled, the control unit for the motor vehicle calculates a steering angle correction value. The control unit can control the active chassis device in such a way that the steering angle change of the motor vehicle caused due to the setpoint curve gradient set in the chassis device of the motor vehicle is essentially compensated by the steering angle correction value. The desired steering movement about the steering angle correction value can be effected by a diagonal tensioning of actuators of the active chassis device of the motor vehicle, which results in the desired compensatory yawing or transverse movement of the motor vehicle by the steering angle correction value.

The diagonal bracing to be set for the steering angle correction is dependent on the modified setpoint curve gradient set in the chassis device and is preferably adjusted by the control unit so that the curve-outside front wheel of the motor vehicle is less heavily loaded at a relatively low instantaneous roadway curvature and accordingly inside the front wheel is loaded more. In a comparatively larger momentary road curvature, the diagonal tension can be reduced again.

Other important features and advantages of the invention will become apparent from the dependent claims, from the drawings and from the associated figure description with reference to the drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Preferred embodiments of the invention are illustrated in the drawings and will be described in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components.

In each case show schematically:

1 a rough schematic flow chart of the method according to the invention,

2 a motor vehicle with a device according to the invention for adjusting the inclination of a motor vehicle, wherein the 2a a plan view and the 2 B a rear view of the motor vehicle shows.

In the 1 a flow chart of the method according to the invention is shown roughly schematically and with 1 designated. The 2 shows a motor vehicle 10 with a control unit 12 for carrying out the method according to the invention when driving on a curved roadway section 20 , The 2a shows the motor vehicle 10 roughly schematic in a plan view, the 2 B in a rear view.

In a first step S1, a current lateral acceleration a _{y of} the motor vehicle 10 as a function of a current speed v _{x of} the motor vehicle 10 from a non-optical sensor 2 provided sensor output data and / or from one by means of an optical detection system 18 certain current road curvature K of the curved road section 20 calculated.

The optical detection system 18 For this purpose, a camera system may comprise, of which a vehicle apron of the optical detection system 18 is monitored using motor vehicle. By image analysis of the optical detection system 18 generated images can be the road curvature K determine.

The instantaneous lateral acceleration a _{y of} the motor vehicle 10 may be from that of the optical detection system 18 determined instantaneous road curvature K and a current speed v _{x of} the motor vehicle 10 be calculated via the relationship a _y = K * v _x ² . The instantaneous speed v _x can for this purpose by means of a in the motor vehicle 10 built-in speed sensor 6 be determined. By using various indices x and y arbitrarily chosen without restriction of generality, it should be expressed that a directional vector of the instantaneous lateral acceleration a _y (in the Y direction) becomes one to the corresponding directional vector of the instantaneous velocity v _{x of} the motor vehicle 10 (in the X direction) orthogonal direction points (see also 2a ).

For alternative or additional determination of the instantaneous lateral acceleration a _y by means of the non-optical sensor system 2 this can be an accelerometer 3 include. The sensor output data can be determined by means of a suitable low-pass filter 4 are filtered to filter unwanted high-frequency noise (for example, due to bumps in the straight road section) in the sensor output data. Advantageously, such an acceleration sensor 3 in the motor vehicle 10 with respect to a vehicle longitudinal direction L of the motor vehicle 10 as far ahead on the vehicle 10 arranged (cf. 2a ).

Alternatively or in addition to the acceleration sensor 3 can the non-optical sensors 2 also a yaw rate sensor 5 which provides, as sensor output data, a current yaw rate d / dt ψ, where ψ is the instantaneous yaw angle. The calculation of the instantaneous lateral acceleration a _y from the instantaneous yaw rate is carried out according to the equation a _y = (d / dt ψ) v _x , where d / dt ψ the instantaneous yaw rate of the motor vehicle 10 is. This means that to determine the instantaneous lateral acceleration a _y from the yaw rate d / dt ψ a knowledge of the instantaneous vehicle speed v _{x of} the motor vehicle 10 is required.

Alternatively or in addition to the previously explained sensors (acceleration sensor 3 and yaw rate sensor 5 ) may be the non-optical sensor 2 also a steering wheel angle sensor and / or a wheel angle sensor 7 includes, which as sensor output data provides a current steering wheel angle or current wheel angle δ. From the steering wheel angle sensor or wheel angle sensor 7 provided sensor output data, the instantaneous lateral acceleration a _y using the so-called single-track model by means of the relationship a _y = v _x ² δ / (I + EGv _x ² ) are calculated. In this case, δ is the steering wheel angle or wheel angle, I is the wheelbase of the motor vehicle 10 and EG the so-called self-steering gradient of the motor vehicle 10 , Of course, instead of the single-track model, it is also possible alternatively to use more complex relationships, which include a steering model and / or a tire run-in behavior of the motor vehicle 10 take into account, are used to calculate the instantaneous lateral acceleration a _y from the steering wheel angle δ or wheel angle.

In a second step S2 of the method according to the invention, from the previously determined instantaneous lateral acceleration a _y, a momentary setpoint curve gradient w (a _y ) becomes Dependence on the instantaneous lateral acceleration a _{y of} the motor vehicle 10 certainly. Such a functional dependency of the instantaneous nominal curve gradient w (a _y ) on the instantaneous transverse acceleration a _y can be obtained, for example, in the manner of a characteristic diagram 8th be set. Alternatively, an analytical relationship between the current target bank angle w (a _y) and the actual lateral acceleration a _y can be defined.

In a third step S3 of the inventive method from the calculated in step S2, the current target bank angle w (a _y) by means of weighting with a speed-dependent weighting factor G (v _x) a modified current target curve inclination w _G (a _y, v _x) calculated. For this purpose, the desired curve slope weighting factor G (v _x ) is multiplied by the current desired curve slope w (a _y ). The speed-dependent weighting factor G (v _x ) can be determined by a predetermined functional dependence of the weighting factor G on the speed v _{x of} the motor vehicle 10 be determined. Such a functional dependency can, for example, be in the form of a characteristic diagram 9 be defined; Alternatively, however, an analytical relationship between the speed-dependent weighting factor G (v _x ) and the speed v _x can also be defined.

In a fourth step S4 of the method according to the invention, a steering angle correction value .gamma. For the motor vehicle is determined as a function of the modified current nominal curve gradient calculated in step S3 and the instantaneous roadway curvature K calculated in step S1. In this case, the steering angle correction value γ is determined in step S4 in such a way that a steering angle change brought about by the modified setpoint gradient w _G set in the active chassis device of the motor vehicle is substantially compensated for by the steering angle correction value γ.

It is clear that the inventive method in practical use in a motor vehicle 10 can be carried out iteratively, so that when driving a curved road section of the calculated by means of the inventive roll angle are constantly updated and thus changing road conditions (road curvature, etc.) or to changes in the instantaneous speed v _{x of} the motor vehicle 10 can be adjusted. The same applies to the steering angle correction value γ.

In the presentation of the 2 is now a motor vehicle 10 with a control unit 12 represented, which is set up or programmed for carrying out the method according to the invention. The 2a shows the motor vehicle 10 thereby roughly schematic in a plan view, the 2 B in a rear view.

The car 10 includes a controller 12 and an optical detection system 18 and a non-optical sensor 2 , each with the control unit 12 to communicate sensor output data to this in communication. The non-optical sensors 2 includes an acceleration sensor 3 , a yaw rate sensor 5 , and a steering angle / wheel angle sensor 7 , each with the control unit 12 in communication. The car 10 further includes one with the controller 12 for transmitting a current speed v _{x of} the motor vehicle 10 in communication connected speed sensor 6 ,

The control unit 12 can be a control unit 13 (ECU) and one with the control unit 13 communicatively connected storage unit 14 include. The control unit 13 and the storage unit 14 may be formed in the manner of a conventional microcontroller.

The car 10 further includes one of the controller 12 controllable, active suspension device 15 , by means of which the of the control unit 12 certain modified nominal turning angle w _G and the steering angle correction value γ on the motor vehicle 10 are adjustable. The landing gear device 15 can this four designed as height adjustable struts front actuators 16lv . 16lr . 16hl . 16hr include which the four wheels 17vl . 17vr . 17hl . 17hr of the motor vehicle 10 assigned.

Alternatively to the above-described electro-hydraulic suspension device 15 It is also possible to use a pneumatic spring-based chassis with a closed pressure supply. In such a spring-based suspension to adjust the struts, the air is pumped in a closed circuit of an air reservoir in the air spring and vice versa, which allows a very fast retraction and extension of the struts to set the desired curve slope in the chassis of the motor vehicle.

In a further alternative to the electro-hydraulically active chassis, a hydraulically adjustable undercarriage known as "ACTIVE CURVE SYSTEM" can be used, which operates with a belt-driven hydraulic pump and an oil tank in the engine compartment as well as a valve block and active stabilizers Has front and rear axle. Such a hydraulic suspension device can also be used to set the desired curve inclination in the motor vehicle.

The modified nominal curve slope w _G is from the control unit 12 determined by it, depending on the current speed v _x from the sensor output data of the non-optical sensor 2 and / or the optical detection system 18 the instantaneous lateral acceleration a _{y of} the motor vehicle, therefrom an instantaneous nominal curve angle w for the motor vehicle 10 is determined and calculated therefrom by weighting with a desired curve slope weighting factor G (v _x ) a modified instantaneous desired curve slope w _G (v _x , a _y ). The control unit also determines 12 a steering angle correction value γ for the motor vehicle 10 as a function of the modified instantaneous nominal curve gradient w _G (v _x ) and the instantaneous roadway curvature K of the road section currently being traveled 20 ,

The current road curvature K is, as already explained, by means of the optical detection system 18 certainly. In the event that the motor vehicle 10 only a non-optical sensor 2 Alternatively, the road curvature K may be determined by means of a vehicle navigation system (not shown). For this purpose, the map data of the vehicle navigation system, the desired road curvature K of the currently traveled road section 20 be removed.

The maps 8th and 9 (see steps S2 and S3) may be stored in the memory unit 14 be stored and by the control unit 12 for the execution of the method steps S2 and S3 are read out. In the event that the storage unit 14 is a writable memory, the maps can be 8th and 9 by overwriting the corresponding memory area in the memory unit 14 modify, for example, if individual maps are to be used for different types of motor vehicles.

The control unit 12 controls the landing gear device 15 (For example, by an individual adjustment of the parking height of the actuators 16vl . 16vr . 16hl . 16hr ) in such a way that, on the one hand, the modified nominal curve gradient w _G determined by means of the method according to the invention is set. At the same time the landing gear device becomes 15 but also controlled such that one (due to the active chassis device 15 of the motor vehicle set nominal curve slope 12 ) in the motor vehicle 10 caused steering angle change β essentially by an oppositely acting steering movement of the motor vehicle 10 is compensated for the steering angle correction value γ again. The steering angle correction value γ is thus ideally opposite to the steering angle change β substantially.

The desired steering movement about the steering angle correction value γ can be achieved by a diagonal bracing of the four actuators 16vl . 16vr . 16hl . 16hr the active landing gear device 15 be effected. Such distortion is caused by a change in the wheel load distribution in the diagonal of the landing gear device 15 achieved, for example, on the left front wheel associated actuator 16vl and on the right rear wheel associated actuator 16hr , For this purpose, the adjustable struts of these two actuators 16vk . 16hr relative to the remaining two struts 17vr . 17hl So the right front wheel 17vr or left rear wheel 17hl assigned spring struts to be adjusted. For example, the actuators 16vl . 16hr opposite the actors 16vl . 16hr by a predetermined amount relative to the actuators 16vr . 16hl be extended or retracted, what the desired compensation yaw or compensation transverse movement of the motor vehicle 10 to the steering angle correction value γ result without that compensation movement by the driver of the motor vehicle 10 must be set manually.

The tension to be set depends on the in the landing gear device 15 adjusted modified setpoint slope w _G and is preferably set such that at a relatively low momentary road curvature K, the outside of the front wheel of the motor vehicle 10 is less heavily loaded and accordingly the front wheel inside the curve is more heavily loaded. In a comparatively larger instantaneous roadway curvature K, the diagonal tension can be reduced again since further effects such as, for example, an altered rolling moment support can play a role.

Alternatively, for diagonal bracing, a technology known by the term "torque vectoring" is used, in which the transverse dynamics of the motor vehicle 10 is influenced by differently distributed drive and braking torques (eg left / right). For this purpose, electric (single-wheel) drives or active differentials or active locks can be used as adjusting systems. In a further alternative, however, the use of active steering systems is also conceivable, by means of which an additional steering angle can be set as the steering angle correction value γ.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102004049086 A1 [0006]
• DE 102010046317 A1 [0007]
• DE 102006018978 A1 [0008]
• DE 102009014747 A1 [0009]

Claims (5)

Procedure ( 1 ) for determining a desired turning angle (w _G (v _x )) and a steering angle correction value (γ) of a motor vehicle ( 10 ) when driving on a curved roadway section ( 20 ), comprising the following steps: a) determining a current lateral acceleration (a _y ) of the motor vehicle as a function of a current speed (v _x ) of the motor vehicle from a non-optical sensor system ( 18 ) provided sensor data and / or from one by means of an optical detection system ( 2 ) determined instantaneous road curvature (K) of the curved road section ( 20 b) calculating a current desired curve gradient w (a _y ) for the motor vehicle from the instantaneous lateral acceleration (a _y ) determined in step a), c) calculating a modified instantaneous desired curve gradient w _G (a _y , v _x ) by weighting the desired curve gradient calculated in step b) with a speed-dependent desired curve slope weighting factor G (v _x ), d) determining a steering angle correction value (γ) for the motor vehicle ( 10 ) as a function of the modified instantaneous nominal curve gradient calculated in step c) and the instantaneous roadway curvature (K) calculated in step a). Method according to Claim 1, characterized in that the steering angle correction value (γ) in step d) is determined in such a way that a steering angle correction value (γ) is determined by 15 ) of the motor vehicle ( 10 ) Modified instantaneous desired curve slope w _G (a _y , v _x ) caused steering angle change (β) of the motor vehicle ( 10 ) is substantially compensated by the steering angle correction value (γ). Motor vehicle ( 10 ), - with a control unit ( 12 ) which is set up / programmed for carrying out the method according to claim 1 or 2, - with one of the control unit ( 12 ) controllable landing gear device ( 15 ), by means of which one of the control unit ( 12 ) certain modified setpoint slope w _G (v _x ) and one of the control unit ( 12 ) certain steering angle correction value (γ) on the motor vehicle ( 10 ) are adjustable, - with an optical detection system ( 18 ) and / or a non-optical sensor system ( 2 ), each with the control unit ( 12 ) are in communication communication for the transmission of respective sensor output data, - with one with the control unit ( 12 ) for transmitting a current speed (v _x ) of the motor vehicle ( 10 ) in communication connection speed sensor ( 6 ). Motor vehicle ( 10 ) according to claim 3, characterized in that - the control unit ( 12 ) as a function of the instantaneous speed (v _x ) from the sensor output data of the non-optical sensor system ( 2 ) and / or the optical detection system, a momentary desired curve slope (w (v _x )) for the motor vehicle ( 10 ) and from this by weighting with a desired curve slope weighting factor (G (v _x )) a modified nominal curve slope (w _G (v _x )) is calculated, - the control device ( 12 ) a steering angle correction value (γ) for the motor vehicle ( 10 ) as a function of the modified instantaneous nominal curve gradient (w _G (v _x )) and the instantaneous roadway curvature (K) of the roadway section currently being traveled ( 20 ). Motor vehicle ( 10 ) according to claim 3 or 4, characterized in that the control unit ( 12 ) the landing gear device ( 15 ) in such a way that due to a in the landing gear device ( 15 ) of the motor vehicle ( 10 ) set desired curve slope (w _G (v _x )) caused steering angle change (β) of the motor vehicle ( 10 ) is substantially compensated by the steering angle correction value (γ).

Images