DE102012024983A1 - Method for evaluating apron image of motor car, involves determining instantaneous roll angle, instantaneous pitch angle and current vertical stroke of optical detection system with respect to road surface of curved track section - Google Patents

Abstract

The method involves determining an instantaneous roll angle, instantaneous pitch angle and current vertical stroke of the optical detection system (2) with respect to a road surface of curved track section. The evaluation of apron image of motor car is performed based on instantaneous roll angle, instantaneous pitch angle and current vertical stroke of optical detection system. Independent claims are included for the following: (1) a device for evaluating apron image of motor car; and (2) a motor car.

Description

The present invention relates to a method for evaluating an image of an apron of the motor vehicle generated by means of an optical detection system of a motor vehicle and to a device having a control device which is set up / programmed for carrying out this method. The invention further relates to a motor vehicle with such a device.

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 u. a. from a lateral acceleration of the motor vehicle, its center of gravity, the chassis structure of the motor vehicle and its speed from.

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, also in the sense of a tilting technology to be set on the chassis of the motor vehicle roll angle must be determined in dependence on these parameters to ensure the highest possible driving comfort in the occupants 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 nominal 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 a displacement of the roll axis is effected in the desired position when setting the desired bank and the desired transverse deposit , 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 be determined, for example, with the aid of a camera system mounted on the motor vehicle, which optically detects the curved road section to be traveled in advance of the motor vehicle and analyzes it 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.

It is an object of the present invention to provide an improved embodiment for a method for determining a desired curve inclination (= roll angle) of a motor vehicle when driving on a curved road 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, when evaluating an image of the vehicle apron generated by means of an optical detection system of a motor vehicle to a current roll angle and / or a current pitch angle and / or a momentary vertical stroke of the optical detection system relative to a road surface of the curved roadway section consider. Such consideration of the mounting angles in the optical detection system of the motor vehicle can be of great advantage for various applications, for example in connection with lane or obstacle detection. Thus, the image to be evaluated can be analyzed particularly accurately by means of such consideration, for example if certain objects on the image are to be recognized or / and specific distances of several objects to one another or to the optical detection system on the image are to be calculated.

In a preferred embodiment, the evaluation of the image may include determining an instantaneous roadway curvature of a roadway section arranged upstream of the motor vehicle. The knowledge of the road curvature of the road segment just traveled is primarily in connection with coming into the vehicle used driver assistance systems such. B. a guidance assistant or obstacle detection system o. Ä. Of importance. The more accurately the roadway curvature can be determined, the better such a driver assistance system can assist a driver in controlling the motor vehicle.

In a particularly preferred further development embodiment, a desired curve inclination (ie, a desired roll angle) of the motor vehicle when driving on the curved roadway section can be determined from the roadway curvature. Since in the "carving control" the roll angle of the motor vehicle is explicitly set, it is extremely helpful and necessary in this function to take into account the current roll angle of the motor vehicle when determining the instantaneous road curvature. However, the current pitch angle of the motor vehicle is also relevant if, for example, the motor vehicle drives over a ground excitation during cornering and the motor vehicle nods dynamically.

Active chassis devices, such as the "ABC" explained in the introduction, in which such a setpoint inclination can be set to improve ride comfort, usually also have a corresponding sensor system in order to determine the various installation position angles (vehicle roll angle, vehicle pitch angle, etc.). ) to be able to determine exactly. By taking account of these build-up attitude angles, a considerable improvement of the image data with respect to their usability can be achieved. Consequently, by means of such a consideration in the evaluation of the image data supplied by the optical detection system, the roadway curvature can also be determined particularly accurately if the image to be evaluated shows a vehicle apron of the motor vehicle when driving on a curved roadway section.

In a first step a) a current road curvature of the curved road section is determined by means of an optical detection system taking into account a current roll angle and / or a current pitch angle and / or a current vertical stroke of the optical detection system relative to a road surface of the curved roadway section.

In a second step b), an instantaneous lateral acceleration of the motor vehicle is determined from the instantaneous roadway curvature determined in step a) and an instantaneous speed of the motor vehicle.

In a third step c), an instantaneous nominal curve gradient for the motor vehicle is determined from the instantaneous lateral acceleration calculated in step b), and in a fourth step d) a modified instantaneous nominal curve gradient is obtained by weighting the instantaneous theoretical setpoint determined in step c) Curve slope is calculated with a desired curve slope weighting factor, wherein the desired curve slope weighting factor is set as a function of the current speed of the motor vehicle.

In a simplified embodiment, a weighting according to step c) may be dispensed with.

In a preferred embodiment, the determination of the instantaneous desired turning angle according to step c) may be made from the instantaneous lateral acceleration calculated in step b) using a setpoint slope lateral acceleration map or by using a predetermined functional dependency of the desired curve slope on the lateral acceleration. The setpoint gradient lateral acceleration characteristic map can be stored, for example, in the manner of a two-dimensional field in a memory of a control device of the motor vehicle, so that it can be read out in a simple manner when using the method according to the invention. Such a setpoint gradient lateral acceleration characteristic map may comprise a plurality of data pairs, wherein in each case a specific instantaneous nominal curve slope is determined by the individual data pairs of a specific lateral acceleration is assigned. By using a map, the method according to the invention can be used very flexibly, for example in different types of motor vehicles, wherein a different map than for a sedan can then be stored in a memory unit of the control device, for example, for a small car, so that the calculation of the desired instantaneous Target curve inclination with respect to different types of vehicles can be customized and optimized.

Optionally, it may be thought to store the setpoint slope lateral acceleration map in a writable memory, so that it can be easily modified and updated if necessary.

In an alternative embodiment, instead of using a setpoint gradient lateral acceleration characteristic for calculating the instantaneous desired curve inclination, a defined functional dependence of the desired curve inclination on the lateral acceleration, for example in the form of an analytical relationship between desired curve inclination and lateral acceleration, can be used.

Accordingly, such a functional dependency can also be stored in the writable memory.

In a further embodiment, the speed-dependent weighting factor may be determined by a predetermined functional dependency of the weighting factor on the speed of the motor vehicle. Also in the calculation of the speed-dependent weighting factor, the functional relationship between the speed-dependent weighting factor and the current speed of the motor vehicle in the form of a map o. Ä., Or be set in the form of an analytical function. Both the characteristic diagram and the analytical function can then in turn be stored in a memory unit of the control unit of the motor vehicle, and if the memory unit is writable, modified if necessary, for example for updating purposes. Thus, the definition of the speed-dependent weighting factor with regard to various types of motor vehicles in which the method according to the invention can be used can be individualized and optimized.

• – einen Wankwinkel-Sensor zur Bestimmung und Übermittlung eines momentanen Wankwinkels des Kraftfahrzeugs relativ zu einer Fahrbahnoberfläche des kurvenförmigen Fahrbahnabschnitts an das Steuergerät,
• – einen Nickwinkelsensor zur Bestimmung und Übermittlung eines momentanen Nickwinkels des Kraftfahrzeugs relativ zur Fahrbahnoberfläche des kurvenförmigen Fahrbahnabschnitts an das Steuergerät,
• – einen Hubsensor zur Bestimmung und Übermittlung eines momentanen vertikalen Hubs des Kraftfahrzeugs relativ zur Fahrbahnoberfläche des kurvenförmigen Fahrbahnabschnitts an das Steuergerät.

The invention further relates to a device which is set up / programmed for carrying out the method according to the invention. For this purpose, the device comprises an optical detection system which generates an image of an apron of the motor vehicle, and a control device in communication connection with the optical detection system for evaluating the image generated by the optical detection system. From the control unit, a chassis device is controlled, by means of which a curve inclination (= roll angle) is adjustable in the motor vehicle. The chassis device has at least one of the following sensors, which are each in communication with the control unit:

• A roll angle sensor for determining and transmitting a current roll angle of the motor vehicle relative to a road surface of the curved road section to the control unit,
• A pitch angle sensor for determining and transmitting a current pitch angle of the motor vehicle relative to the road surface of the curved road section to the control unit,
• - A stroke sensor for determining and transmitting a current vertical stroke of the motor vehicle relative to the road surface of the curved roadway section to the control unit.

The control unit according to the invention, when evaluating the image, takes into account the instantaneous roll angle or / and the instantaneous pitch angle and / or the instantaneous vertical stroke of the optical detection system relative to the road surface of the curved roadway section. The invention further relates to a motor vehicle with the device explained above and with a motor vehicle speed sensor in communication with the control device for determining a current speed of the motor vehicle. From the control unit, a momentary road curvature of the curved road section is determined from the image of the apron of the motor vehicle generated by the optical detection system, and an instantaneous lateral acceleration of the motor vehicle is calculated from the current road curvature and the current speed of the motor vehicle. The control unit then determines from the instantaneous lateral acceleration a momentary setpoint curve gradient for the motor vehicle and from this a modified instantaneous setpoint curve gradient is calculated by weighting with a speed-dependent setpoint curve weighting factor. The modified instantaneous desired turning angle is set by the control unit in the landing gear device.

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.

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 flow chart of the method according to the invention,

2 a motor vehicle according to the invention, wherein the 2a a plan view and the 2 B a back view shows.

In the 1 is a possible flowchart of the method according to the invention roughly illustrated and with 1 designated. In the presentation of the 2 is the motor vehicle 10 when driving on a curved road section 20 shown, wherein the 2a a plan view of the motor vehicle 10 shows and the 2 B a rear view of the motor vehicle 10 shows.

The car 10 can be a controller 12 have, which is set up / programmed for carrying out the method according to the invention.

In a first step S1 of the method according to the invention, a momentary road curvature K of the motor vehicle 10 to be driven curved road section 20 certainly. The determination of the instantaneous roadway curvature K takes place by means of an optical detection system 2 , For example, in the manner of a built-in motor vehicle camera system, which is a picture B of an apron 11 of the motor vehicle 10 generated. The road curvature K is determined by evaluating this image B. According to the invention, when evaluating the image B, an instantaneous roll angle φ or / and an instantaneous pitch angle or / and an instantaneous vertical stroke H (cf. 2 B ) of the optical detection system 2 relative to a road surface 21 of the curved lane section 20 considered. Both the evaluation of the image and as well as the determination of the road curvature K taking into account the above-mentioned mounting angle of the motor vehicle 10 can in the control unit 12 , or, alternatively, in the optical detection system 2 if this has a suitable evaluation unit for this purpose, be performed.

The desired roll angle φ can thereby by means of a in the motor vehicle 10 built-in roll angle sensor 7 be determined which in the 2a be shown roughly schematic. The desired pitch angle can accordingly by means of a suitable pitch angle sensor 8th can be determined, and the sought vertical stroke H can with a suitable stroke sensor 9 be determined. The sensors may be attached to suitable portions of the vehicle frame of the motor vehicle 10 be appropriate, in which the 2a shown position is to be understood only as an example. Because the optical detection system 2 Usually mechanically rigidly connected to the vehicle frame can, by evaluation of the sensors 7 . 8th . 9 delivered sensor output data easily the desired roll angle φ, the pitch angle and the vertical vehicle stroke H are determined.

In a second step S2, a current lateral acceleration a _{y of} the motor vehicle 10 calculated from the previously determined current road curvature K and a current speed v _{x of} the motor vehicle. The instantaneous speed v _x is for this purpose by means of a built-in speed sensor in the motor vehicle 3 certainly. The instantaneous lateral acceleration a _{y is} calculated in a known manner according to the formula a _y = K * v _x ² . Through the use of various indices y and x, it is to be expressed here that a direction vector of the instantaneous lateral acceleration a _y (in the Y direction) in one to the corresponding direction vector of the current speed v _{x of} the motor vehicle 10 orthogonal direction (ie in the X direction) points (see. 2a ).

In a third step S3 of the method according to the invention, a momentary desired curve slope w (a _y ) is determined from the previously determined instantaneous lateral acceleration a _y . The functional dependency of the instantaneous nominal curve gradient w (a _y ) on the instantaneous transverse acceleration a _y can be determined in a characteristic diagram 4 be set. Alternatively, however, it is also possible to define an analytical relationship between the instantaneous nominal curve gradient w (a _y ) and the instantaneous lateral acceleration a _y .

In a fourth step S4 of the method according to the invention, from the instantaneous nominal curve gradient w ( _ay ) calculated in step S3 by means of weighting with a speed-dependent weighting factor G ( _vx ) a modified one instantaneous desired curve slope w _G (a _x , v _y , K) is calculated. For this purpose, the desired curve slope weighting factor G (v _x ) is multiplied by the previously determined instantaneous desired curve slope w (a _y , K). Also, the speed-dependent weighting factor G (v _x ) can be determined by a map 5 o. Ä. To be determined; Alternatively, however, an analytical relationship between the weighting factor G (v _x ) and the speed v _x can also be defined here.

In a simplified variant, however, the weighting according to step S4 can also be dispensed with.

In a fifth, optional step S5, the modified instantaneous setpoint curve gradient W _G (a _x , v _y , K) calculated in step S 4 can be determined in a chassis device 15 of the motor vehicle 10 be set.

It is clear that the inventive method in practical use in a motor vehicle 10 iteratively carried out, so that when driving on a curved roadway section 20 the calculated by the inventive method nominal curve slope w _{G are} constantly updated and thus changing road conditions or changes in the instantaneous speed v _{x of} the motor vehicle 10 can be adjusted.

In the presentation of the 2 is a motor vehicle 10 with a device according to the invention for evaluating one by means of the optical detection system 2 of the motor vehicle 10 generated image B shown. The device is set up / programmed to carry out the above-explained method according to the invention. The device comprises an optical detection system for this purpose 2 , which is a picture B of the apron 11 of the motor vehicle 10 generated, and one with the optical detection system 2 in communication connection controller 12 for evaluating that of the optical detection system 2 generated image B. The controller 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 person skilled in this technical implementation possibilities are known. The maps 4 and 5 can in the storage unit 14 be stored and by the control unit 12 be read out for performing the method step S3. In the event that the storage unit 14 is a writable memory, the maps can be 4 . 5 by overwriting the corresponding memory area in the memory unit 14 modify, for example, if for different types of vehicles different maps 4 . 5 used or updated.

• – einen Wankwinkel-Sensor 7 zur Bestimmung und Übermittlung eines momentanen Wankwinkels φ des Kraftfahrzeugs relativ zur Fahrbahnoberfläche 21 des kurvenförmigen Fahrbahnabschnitts 20 an das Steuergerät 12,
• – einen Nickwinkelsensor 8 zur Bestimmung und Übermittlung eines momentanen Nickwinkels des Kraftfahrzeugs 10 relativ zur Fahrbahnoberfläche 21 des kurvenförmigen Fahrbahnabschnitts 20 an das Steuergerät 12,
• – einen Hubsensor 9 zur Bestimmung und Übermittlung eines momentanen vertikalen Hubs H des Kraftfahrzeugs 10 relativ zur Fahrbahnoberfläche 21 des kurvenförmigen Fahrbahnabschnitts 20 an das Steuergerät 12.

From the control unit is a landing gear device 15 controllable, by means of which a desired curve inclination (= roll angle) in the motor vehicle 10 is adjustable. The landing gear device 15 can be designed in the manner of an electro-hydraulically active chassis. The landing gear device 15 can be four trained as height-adjustable struts actuators 16 include (cf. 2a ), with each wheel 17 of the motor vehicle an actuator 16 assigned. The landing gear device 15 has at least one of the following sensors, each with the control unit 12 in communication with:

• - a roll angle sensor 7 for determining and transmitting a current roll angle φ of the motor vehicle relative to the road surface 21 of the curved lane section 20 to the control unit 12 .
• - a pitch angle sensor 8th for determining and transmitting a current pitch angle of the motor vehicle 10 relative to the road surface 21 of the curved lane section 20 to the control unit 12 .
• - a stroke sensor 9 for determining and transmitting a current vertical stroke H of the motor vehicle 10 relative to the road surface 21 of the curved lane section 20 to the control unit 12 ,

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 car 10 further includes one with the controller 12 in communication with motor vehicle speed sensor 6 for determining a current speed v _{x of} the motor vehicle.

The control unit 12 takes into account the current roll angle φ or / and the current pitch angle or / and the current vertical stroke H of the optical detection system when evaluating the image B 2 relative to the road surface 21 of the motor vehicle 10 just driven curved road section 20 , From the control unit 12 becomes out of the optical detection system 2 generated image B of the apron 11 of the motor vehicle 10 a momentary road curvature K of the curved road section 20 determined and from the current road curvature K and the current speed v _{x of} the motor vehicle 10 calculates an instantaneous lateral acceleration a _y (v _x , K) of the motor vehicle. From the controller 12 Then, from the instantaneous lateral acceleration a _y, a momentary setpoint gradient w (a _y , K) for the motor vehicle is obtained 10 determines and from this by weighting with a speed-dependent desired curve slope weighting factor G (v _x ) a modified instantaneous desired curve slope w _G (a _y , v _x , K) is calculated. The modified momentary setpoint slope w _G (a _y , v _x , K) can be determined by the control unit 12 in the landing gear device 15 be set. This can be achieved by individually adjusting the actuating height of the actuators 16 happen.

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 102010046317 A1 [0005]
• DE 102006018978 A1 [0006]

Claims (6)

Procedure ( 1 ) for evaluating one by means of an optical detection system ( 2 ) of a motor vehicle ( 10 ) generated image (B) of an apron ( 11 ) of the motor vehicle ( 10 ), according to which, when evaluating the image (B), an instantaneous roll angle (φ) or / and an instantaneous pitch angle or / and an instantaneous vertical stroke (H) of the optical detection system ( 2 ) relative to a road surface ( 21 ) of the curved roadway section ( 20 ) is taken into account. Procedure ( 1 ) according to claim 1, characterized in that the evaluation of the image (B) comprises determining a current roadway curvature (K) of an upstream ( 11 ) of the motor vehicle ( 10 ) arranged roadway section ( 20 ). Procedure ( 1 ) according to claim 2, characterized in that from the roadway curvature (K) a desired curve inclination (w _G ) of the motor vehicle ( 10 ) when driving on the curved roadway section ( 20 ) is determined. Procedure ( 1 ) according to claim 3, characterized in that the method for determining the desired curve inclination (w _G ) comprises the following steps: a) determining an instantaneous roadway curvature (K) of the curved roadway section ( 20 ) by means of an optical detection system ( 2 taking into account a current roll angle (φ) or / and a current pitch angle and / or a current vertical stroke (H) of the optical detection system ( 2 ) relative to a road surface ( 21 ) of the curved roadway section ( 21 b) calculating a current lateral acceleration (a _y (v _x , K)) of the motor vehicle ( 10 ) from the instantaneous roadway curvature (K) determined in step a) and a current speed (v _x ) of the motor vehicle ( 10 ), c) determining a current desired curve slope (w (a _y )) for the motor vehicle ( 10 from the instantaneous lateral acceleration (a _y (v _x , K)) calculated in step b), d) calculating a modified instantaneous desired curve slope (w _G (a _y )) by weighting the instantaneous desired curve slope determined in step c) (w (a _y )) having a desired turning gradient weighting factor (G (v _x )), the desired turning gradient weighting factor (G) being dependent on the instantaneous speed (v _x ) of the motor vehicle ( 10 ). Device for evaluating one by means of an optical detection system ( 2 ) of a motor vehicle ( 10 ) generated image (B) of an apron ( 11 ) of the motor vehicle ( 10 ), - with an optical detection system ( 2 ), which is a picture (B) of an apron ( 11 ) of the motor vehicle ( 10 ), - with one with the optical detection system ( 2 ) in communication-connected control unit ( 12 ) for evaluating the optical detection system ( 2 ), with one of the control unit ( 12 ) controllable landing gear device ( 15 ), by means of which a curve inclination (w _R (a _y , v _x , K)) of the motor vehicle ( 10 ), wherein the chassis device has at least one of the following sensors which are in each case in communication connection with the control device: a roll angle sensor 7 ) for determining and transmitting a current roll angle (φ) of the motor vehicle relative to a road surface ( 21 ) of the curved roadway section ( 20 ) to the control unit ( 12 ), - a pitch angle sensor ( 8th ) for determining and transmitting a current pitch angle of the motor vehicle relative to the road surface ( 21 ) of the curved roadway section ( 20 ) to the control unit ( 12 ), - a stroke sensor ( 9 ) for determining and transmitting a current vertical stroke (H) of the motor vehicle relative to the road surface ( 21 ) of the curved roadway section ( 20 ) to the control unit ( 12 ), - whereby the control unit ( 12 ) when evaluating the image, the current roll angle or / and the current pitch angle and / or a current vertical stroke of the optical detection system relative to a road surface ( 21 ) of the curved roadway section ( 20 ) considered. Motor vehicle ( 10 ), - with a device according to claim 5, - one with the control device ( 12 ) in communication with a motor vehicle speed sensor ( 6 ) for determining a current speed (v _x ) of the motor vehicle ( 10 ) Where by the control unit ( 12 ) from the optical detection system ( 2 ) generated image (B) of the apron of the motor vehicle, a current road curvature (K) of the curved road section ( 20 ) is determined, - by the control unit ( 12 ) from the current road curvature (K) and the current speed (v _x ) a momentary lateral acceleration (a _y (v _x , K)) of the motor vehicle ( 10 ) is calculated, - by the control unit ( 12 ) from the instantaneous lateral acceleration (a _y (v _x , K)) a momentary desired curve slope (w (a _y )) for the motor vehicle ( 10 ) and from this by weighting with a speed-dependent desired curve slope weighting factor (G (v _x )) a modified instantaneous desired curve slope (w _G (a _y , v _x , K)) is calculated, - where by the control unit ( 12 ) the modified instantaneous desired curve slope (w _G (a _y , v _x , K)) in the landing gear device ( 15 ) is set.

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