DE102019128447B4 - Method for determining an oversteer index as a measure of the oversteering of a vehicle - Google Patents

Abstract

Method for determining an oversteer index as a measure of the oversteering of a vehicle, the oversteer index depending on - a yaw rate deviation of an actual yaw rate from a target yaw rate and - a float angle deviation of an actual float angle from a target float angle and - a slip angle speed deviation of an actual slip angle speed from a target slip angle speed is determined, the yaw rate deviation being determined as a first intermediate variable OSψ̇ restricted to a predefined value range, the slip angle deviation being determined as a second intermediate variable OSβ limited to a predefined value range, the slip angle speed deviation being a a predetermined value range limited third intermediate variable OSβ̇ is determined, the override index Idxos depending on the first intermediate variable OSgröße and the second intermediate variable OSβ̇ and the third intermediate size OSβ̇ according toIdxOS = Max (OSβ, OSβ˙, (OSψ˙ − f (OSψ˙)) ∗ OSβ˙), where f (OSψ̇) is a function that maps the first intermediate variable to a given range of values.

Description

The invention relates to a method for determining an oversteer code as a measure of the oversteer of a vehicle. The invention also relates to a method for regulating an actual variable that influences the driving behavior of a motor vehicle. Another object of the invention is a vehicle dynamics control system with a processor unit.

Driving dynamics control systems are used in motor vehicles in order to avoid undesirable driving behavior, such as oversteering, for example. Oversteer refers to the behavior of a vehicle on bends in which the slip angle on the rear wheels is greater than on the front wheels. The rear pushes outwards, the steering angle is less than the curve radius would correspond to. For this purpose, known vehicle dynamics control systems undertake targeted interventions in the control of a rear axle steering, a drive torque distribution or a roll torque distribution.

In order to recognize oversteering of the vehicle in such a vehicle dynamics control system, it is necessary to consider several physical variables, for example the yaw rate and the side slip angle. This results in the requirement for multi-variable control, which is associated with increased control engineering effort.

From the pamphlets DE 11 2004 002 252 B4 and DE 10 2005 016 131 A1 Methods for stabilizing the driving movement of a motor vehicle with an additional steering torque or targeted braking interventions are known. To carry out the method, the yaw rate and slip angle of the motor vehicle are determined. The pamphlet DE 10 2017 216 019 A1 discloses a method of steering a vehicle. For this purpose, an oversteer index for an intensity of oversteer is determined on the basis of at least one operating variable of the vehicle. From the pamphlet DE 10 201 0 003 951 A1 is a known method for stabilizing a two-wheeler in driving situations in which the two-wheeler is oversteered. In the process, the yaw rate of the two-wheeler is recorded.

Against this background, the task arises of enabling vehicle dynamics control with reduced control effort.

To achieve the object, a method according to claim 1 is proposed.

Another object of the invention is a vehicle dynamics control system with a processor unit which is set up to carry out the above-mentioned for determining an oversteer code as a measure for the oversteer of a vehicle.

The invention provides for the determination of an oversteer index as a measure for the oversteering of the vehicle, the oversteer index being determined as a function of the yaw rate deviation and the slip angle deviation and the slip angle speed deviation. On the basis of this override index, which can also be referred to as the override index, a simplified regulation of a control deviation in the form of the override index can be made possible instead of a multivariable control. This allows the control effort in the vehicle dynamics control system to be reduced.

mit:

Ψ̇Soll

Soll-Gierrate,

Ψ̇Ist

Ist-Gierrate,

Thdos Ψ(θ)

vorgegebener erster Schwellwert in Abhängigkeit von der Fahrbahnneigung θ und

KOS ψ

vorgegebener erster Normierungswert.

_{According to the invention, the yaw rate deviation is} determined as a first intermediate variable OS Ψ̇ restricted to a predetermined value range, in particular a value range greater than 0. The first intermediate variable can be used to determine a portion of the oversteering that is proportional to the difference between the setpoint yaw rate and the actual yaw rate. The yaw rate deviation is preferably determined in the processor unit of the vehicle dynamics control system. For the determination it is preferably provided that the following applies to the first intermediate variable: $$O{\mathrm{S.}}_{\dot{\psi }}\sim \mathrm{M.}ax\left[\frac{\left({\dot{\psi }}_{\mathrm{S.}Oll}-{\dot{\psi }}_{\mathrm{I.}st}-TH{d}_{\psi }\left(\theta \right)\right)}{K_{O{\mathrm{S.}}_{\psi }}}\right],$$

With:

Ψ̇Soll

Target yaw rate,

Ψ̇Is

Actual yaw rate,

Thdos Ψ (θ)

predetermined first threshold value as a function of the road gradient θ and

KOS ψ

predetermined first normalization value.

The actual yaw rate can be detected by a yaw rate sensor of the vehicle, which is connected to the processor unit. The slope of the road can be estimated separately. Alternatively, it is possible to detect the inclination of the road by means of an inclination sensor of the vehicle which is connected to the processor unit. The first setpoint value and the first normalization value can be stored in the processor unit as predetermined values.

mit:

βSoll

Soll-Schwimmwinkel und

βIst

\Ist-Schwimmwinkel.

According to the invention, the slip angle deviation is used as a second intermediate variable limited to a predetermined value range, in particular a value range from 0 to 1 OS _β certainly. The second intermediate size allows a Part of the oversteer can be determined, which is proportional to the difference between the target float angle and the actual float angle. The determination of the slip angle deviation is preferably carried out in the processor unit of the vehicle dynamics control system. For the determination it is preferably provided that the following applies to the second intermediate variable: $$O{\mathrm{S.}}_{\beta }=f\left({\beta }_{\mathrm{S.}Oll}-{\beta }_{\mathrm{I.}st}\right),$$

With:

βset

Target slip angle and

βis

\ Actual slip angle.

mit:

β̇̇̇̇̇Soll

Soll-Schwimmwinkelgeschwindigkeit,

β̇̇̇̇̇Ist

Ist- Schwimmwinkelgeschwindigkeit,

Thdos β̇̇(θ)

vorgegebener zweiter Schwellwert in Abhängigkeit von der Fahrbahnneigung θ und

KOS β̇

vorgegebener zweiter Normierungswert.

_{According to the invention, the slip angle velocity deviation is} determined as a third intermediate variable OS β̇̇ limited to a predetermined value range, in particular a value range from 0 to 1. The determination of the slip angle speed deviation is preferably carried out in the processor unit of the vehicle dynamics control system. The third intermediate variable can be used to determine a portion of the oversteering that is proportional to the difference between the setpoint slip angle speed and the actual slip angle speed. The determination of the slip angle speed deviation is preferably carried out in the processor unit of the vehicle dynamics control system. For the determination it is preferably provided that the following applies to the third intermediate variable: $$O{\mathrm{S.}}_{\dot{\beta }}\sim \mathrm{M.}ax\left(\frac{\left({\dot{\beta }}_{\mathrm{S.}Oll}-{\dot{\beta }}_{\mathrm{I.}st}-TH{d}_{O\mathrm{S.}}{}_{\dot{\beta }}\left(\theta \right)\right)}{K_{O{\mathrm{S.}}_{\dot{\beta }}}}\mathrm{,\; 0}\right)$$

With:

β̇̇̇̇̇set

Target slip angle speed,

β̇̇̇̇̇is

Actual slip angle velocity,

Thdos β̇̇ (θ)

predetermined second threshold value as a function of the road gradient θ and

KOS β̇

predetermined second normalization value.

wobei
f(OS_ψ̇) eine Funktion ist, welche die erste Zwischengröße auf einen vorgegebenen Wertebereich, insbesondere einen Wertebereich von 0 bis 1, abbildet. Insofern werden die erste, zweite und dritte Zwischengröße überblendet, um die Übersteuer-Kennzahl zu erhalten. Die zweite und dritte Zwischengröße sind bereits auf einen vorgegebenen Wertebereich, insbesondere einen Wertebereich zwischen 0 und 1, beschränkt. Bei der Ermittlung der ersten Zwischengröße ist hingegen ein größerer Wertebereich zugelassen. Daher wird die erste Zwischengröße durch die Funktion f(OS_ψ̇) auf einen vorgegebenen Wertebereich, insbesondere einen Wertebereich von 0 bis 1, abgebildet, so dass sich die Empfindlichkeit für große Gierratenabweichungen reduziert. Durch eine Multiplikation der Differenz aus der ersten Zwischengröße und der Funktion f(OS_ψ̇) mit der dritten Zwischengröße erhöht sich der Einfluss der dritten Zwischengröße mit steigernder Differenz aus der ersten Zwischengröße und der Funktion f(OS_Ψ̇). Damit kann bei einem Übersteuern mit starkem Gegenlenken noch ein schnelles Eindrehen des Fahrzeugs auf die Übersteuer-Kennzahl abgebildet werden. Gemäß einer vorteilhaften Ausgestaltung der Erfindung wird die Soll-Gierrate und/oder der Soll-Schwimmwinkel und/oder die Soll-Schwimmwinkelgeschwindigkeit anhand eines Fahrzeugmodells, insbesondere anhand einer Simulation eines Fahrzeugmodells, bestimmt. Als Eingangsgrößen können dem Fahrzeugmodell ein Radlenkwinkel einer Vorderachse und/oder ein Radlenkwinkel einer Hinterachse und/oder eine Längsgeschwindigkeit und/oder ein Giermoment zugeführt werden.According to the invention, the override code Idx _os depending on the first intermediate _size OS ψ̇ and the second intermediate size OS _β and the third intermediate _variable OS β̇̇ determined according to $$\mathrm{I.}d{x}_{O\mathrm{S.}}=\mathrm{M.}ax\left(O{\mathrm{S.}}_{\beta },O{\mathrm{S.}}_{\dot{\beta }},\left(O{\mathrm{S.}}_{\dot{\psi }}-f\left(O{\mathrm{S.}}_{\dot{\psi }}\right)\right)\ast O{\mathrm{S.}}_{\dot{\beta }}\right)$$

in which
f (OS _ψ̇ ) is a function which maps the first intermediate variable to a specified range of values, in particular a range of values from 0 to 1. In this respect, the first, second and third intermediate variables are blended in order to obtain the override key figure. The second and third intermediate variables are already limited to a specified range of values, in particular a range of values between 0 and 1. When determining the first intermediate variable, however, a larger range of values is permitted. _{The first intermediate variable is therefore mapped} to a predefined value range, in particular a value range from 0 to 1, by the function f (OS ψ̇), so that the sensitivity to large yaw rate deviations is reduced. By multiplying the difference between the first intermediate _variable and the function f (OS) by the third intermediate variable, the influence of the third intermediate variable increases as the difference between the first intermediate _variable and the function f (OS Ψ̇) increases. In this way, in the event of oversteer with strong countersteering, a rapid turning of the vehicle can still be mapped to the oversteer code. According to an advantageous embodiment of the invention, the set yaw rate and / or the set float angle and / or the set float angle speed is determined on the basis of a vehicle model, in particular on the basis of a simulation of a vehicle model. A wheel steering angle of a front axle and / or a wheel steering angle of a rear axle and / or a longitudinal speed and / or a yaw moment can be fed to the vehicle model as input variables.

mit:

ax

Längsbeschleunigung,

ψ̇

Gierrate,

g

Erdbeschleunigung,

φ

Fahrbahnlängssteigung,

ay

Querbeschleunigung und

θ

Fahrbahnquerneigung.

According to an advantageous embodiment of the invention, a longitudinal speed is used to determine the actual side slip angle v _x and a lateral speed v _y can be calculated, in particular by integrating the equations of motion $${\dot{v}}_x=a_x+v_y\dot{\psi }+G\text{sin}\phi \text{and}{\dot{v}}_y=a_y-v_x\dot{\psi }-G\text{sin}\theta$$

With:

ax

Longitudinal acceleration,

ψ̇

Yaw rate,

G

Acceleration due to gravity,

φ

Longitudinal slope of the road,

ay

Lateral acceleration and

θ

Cross slope of the road.

mit:

ay

Querbeschleunigung,

ß

Schwimmwinkel,

v

Horizontalgeschwindigkeit,

und

 

Ψ̇

Gierrate

genutzt werden, wobei die Horizontalgeschwindigkeit der Vektor bestehend aus der Längsgeschwindigkeit v_x und der Quergeschwindigkeit v_y ist.By determining the values mentioned by means of the equations of motion mentioned, it is possible to obtain variables that are usually not recorded or that cannot be recorded in the vehicle. Based on the actual float angle and the Longitudinal speed v _x and the lateral speed v _y the velocity of the sideslip angle can be determined. The integration of the equations of motion makes it possible to obtain reliable information on the velocity of the slip angle even with a large slip angle. The equation of motion can be used to obtain the slip angle velocity β̇ $$\dot{\beta }=\frac{a_y}{\text{cos}\left(\beta \right)\ast \left|v\right|}-\dot{\psi }$$

With:

ay

Lateral acceleration,

ß

Side slip angle,

v

Horizontal speed,

and

Ψ̇

Yaw rate

can be used, the horizontal speed being the vector consisting of the longitudinal speed v _x and the lateral speed v _y is.

The invention also relates to a method for regulating an actual variable influencing the driving behavior of a vehicle, in particular a motor vehicle, characterized in that an oversteer code is determined according to a method according to one of the preceding claims and a manipulated variable is set as a function of the oversteer code .

Another subject matter of the invention is a vehicle dynamics control system with a processor unit which is set up to execute such a method for controlling an actual variable that influences the driving behavior of a vehicle, in particular a motor vehicle.

In the method for regulating the manipulated variable and in the vehicle dynamics control system, the same advantages can be achieved as have already been explained in connection with the method for determining an override index.

The manipulated variable influencing the driving behavior of the vehicle is preferably an actual yaw rate and / or a float angle and / or a float angle speed. The manipulated variable is preferably a yaw moment and / or a steering angle, in particular a steering angle of a rear axle steering.

The manipulated variable is preferably set as a function of the override index in such a way that the manipulated variable has a component that is proportional to the override index.

According to an advantageous embodiment of the invention, it is provided that the manipulated variable is additionally set as a function of a control component that is a function of a setpoint variable.

• 1 ein Fahrdynamikregelsystem zur Regelung einer das Fahrverhaltens eines Fahrzeugs beeinflussenden Istgröße gemäß einem Ausführungsbeispiel der Erfindung in einem schematischen Blockdiagramm;
• 2 eine Darstellung zur Erläuterung der für das Fahrdynamikregelsystem wesentlichen Größen; und
• 3 eine Bestimmungseinheit zur Bestimmung der Übersteuer-Kennzahl gemäß einem Ausführungsbeispiel der Erfindung in einem schematischen Blockdiagramm.

Further details and advantages of the invention are to be explained below with reference to the exemplary embodiment shown in the drawings. Herein shows:

• 1 a driving dynamics control system for controlling an actual variable influencing the driving behavior of a vehicle according to an exemplary embodiment of the invention in a schematic block diagram;
• 2 a representation to explain the variables essential for the vehicle dynamics control system; and
• 3 a determination unit for determining the override code according to an embodiment of the invention in a schematic block diagram.

The representation in 1 shows a vehicle dynamics control system according to an embodiment of the invention. The driving dynamics system comprises a processor unit which is set up to execute a method for regulating an actual variable that influences the driving behavior of a vehicle. In this process, a target value r a first determination unit G_F to determine a tax share u_f fed. This tax share u_f is a function of the target size r , for example proportional to the target size r .

According to the invention, an override code is used in the method Idx _os in a second determination unit G_OS determined and a manipulated variable u depending on the override key figure Idx _os set. For this purpose, in a third determination unit G_C that of the second determination unit G_OS another tax portion follows u_c determined which is proportional to the override metric Idx _os is. From the tax portion u_f and the tax portion u_c becomes the manipulated variable u determined. The controlled system is in the illustration according to 1 With G_P denotes the disturbance variable with d. The actual size y_m , for example, a yaw rate, is fed back to the second determining unit G_OS . Another input value for the second determination unit is the setpoint variable r .

In the 2 are the variables of a motor vehicle with a rear wheel that are relevant for driving dynamics control 1 and a front wheel 2 shown according to the single-track model known as such. The angle δ _H denotes the rear Rear wheel steering angle 1 and the angle δ _v denotes the front wheel steering angle of the front wheel 2 . The slip angle β results as the angle between the direction of the horizontal velocity v of the vehicle in the center of gravity SP and the longitudinal axis of the vehicle x . The horizontal speed v is the vector consisting of the longitudinal speed v _x and the lateral speed v _y . The yaw rate Ψ̇ and the yaw moment M _z be around the focus SP determined.

The representation in 3 shows in a block diagram the processes of a method for determining an override code Idx _os according to an embodiment of the invention, which is implemented in the control unit of the vehicle dynamics control system. In this process, the override key figure Idx _os as a measure of the oversteering of a vehicle as a function of a yaw rate deviation of an actual yaw rate Ψ̇ _actual from a target yaw rate ψ̇ _target and a slip angle deviation of an actual slip angle β _lst from a target float angle β _target and a slip angle speed _deviation of an actual slip angle speed β̇ lst from a target slip angle speed β̇̇ soll _is determined.

Integriert, um den Ist-Schwimmwinkels β_lst sowie die Horizontalgeschwindigkeit v zu erhalten.The rear wheel steering angle δ _H , the front wheel steering angle δ _V , the longitudinal speed v _x and the yaw moment M _Z become a vehicle model 14th fed. Based on the vehicle model 14th the target yaw rate ψ̇ _target and the target float angle β _target and the target float angle speed β̇̇ _{target is} determined and specified for further processing. The target side slip angle β _target and the target float angle speed β̇̇ _Soll together with the longitudinal speed v _x , the lateral acceleration a _y the actual yaw rate ψ̇ _Ist , dr lane bank angle θ and the road lane longitudinal gradient φ of an integration unit 15th fed which the equations of motion $${\dot{v}}_x=a_x+v_y\dot{\psi }+G\text{sin}\phi \text{and}{\dot{v}}_y=a_y-v_x\dot{\psi }-G\text{sin}\theta$$

Integrated to the actual side slip angle β _lst as well as the horizontal speed v to obtain.

genutzt.To calculate the actual slip angle speed _{β̇ lst} in the calculation unit 16 becomes the equation of motion $$\dot{\beta }=\frac{a_y}{\text{cos}\left(\beta \right)\ast \left|v\right|}-\dot{\psi }$$

used.

mit:

ψ̇Soll

Soll-Gierrate,

ψ̇Ist

Ist-Gierrate,

ThdOS ψ (θ)

vorgegebener erster Schwellwert in Abhängigkeit von der Fahrbahnneigung θ und

Kos1/J

vorgegebener erster Normierungswert.

The yaw rate deviation is in a first intermediate size unit 11 _{is determined as a first intermediate variable} OS kte restricted to a specified range of values greater than 0, where the following applies to the first intermediate variable: $$O{\mathrm{S.}}_{\dot{\psi }}\sim \mathrm{M.}ax\left[\frac{\left({\dot{\psi }}_{\mathrm{S.}Oll}-{\dot{\psi }}_{\mathrm{I.}st}-TH{d}_{O\mathrm{S.}}{}_{\psi }\left(\theta \right)\right)}{K_{O{\mathrm{S.}}_{\psi }}}\mathrm{,\; 0}\right],$$

With:

ψ̇Soll

Target yaw rate,

ψ̇Is

Actual yaw rate,

ThdOS ψ (θ)

predetermined first threshold value as a function of the road gradient θ and

Kos1 / J

predetermined first normalization value.

mit:

βSoll

Soll-Schwimmwinkel und

βlst

Ist-Schwimmwinkel.

The slip angle deviation is shown in a second intermediate value unit 12th as a second intermediate variable restricted to a predetermined value range from 0 to 1 OS _β determined, whereby for the second intermediate size applies: $$O{\mathrm{S.}}_{\beta }=f\left({\beta }_{\mathrm{S.}Oll}-{\beta }_{\mathrm{I.}st}\right),$$

With:

βset

Target slip angle and

βlst

Actual slip angle.

mit:

β̇Soll

Soll-Schwimmwinkelgeschwindigkeit,

β̇Ist

Ist- Schwimmwinkelgeschwindigkeit,

ThdOS β̇(θ)

vorgegebener zweiter Schwellwert in Abhängigkeit von der Fahrbahnneigung θ und

KOS β̇̇

vorgegebener zweiter Normierungswert.

The slip angle speed deviation is calculated in a third intermediate value unit 13th _{is determined as a third intermediate variable} OS βkte restricted to a specified range of values from 0 to 1, where the following applies to the third intermediate variable: $$O{\mathrm{S.}}_{\dot{\psi }}\sim \mathrm{M.}ax\left(\frac{\left({\dot{\beta }}_{\mathrm{S.}Oll}-{\dot{\beta }}_{\mathrm{I.}st}-TH{d}_{O\mathrm{S.}}{}_{\dot{\beta }}\left(\theta \right)\right)}{K_{O{\mathrm{S.}}_{\dot{\beta }}}}\mathrm{,\; 0}\right)$$

With:

β̇set

Target slip angle speed,

β̇is

Actual slip angle velocity,

ThdOS β̇ (θ)

predetermined second threshold value as a function of the road gradient θ and

KOS β̇̇

predetermined second normalization value.

The first, second and third intermediate _size OS ψ̇, OS _β , OS _β ̇ are then faded to the override indicator Idx _os to obtain. For the override key figure Idx _os applies: $$\mathrm{I.}d{x}_{O\mathrm{S.}}=\mathrm{M.}ax\left(O{\mathrm{S.}}_{\beta },O{\mathrm{S.}}_{\dot{\beta }},\left(O{\mathrm{S.}}_{\dot{\psi }}-f\left(O{\mathrm{S.}}_{\dot{\psi }}\right)\right)\ast O{\mathrm{S.}}_{\dot{\beta }}\right)$$

While the second and third intermediate sizes OS _β , OS _β ̇ are already normalized to the range of values [0.1], a larger range of values is permitted _{for the first intermediate variable OS ψ̇.}

By a characteristic 17th the sensitivity to large deviations is reduced. The mapping of the first intermediate _variable OS ψ̇ by the characteristic 17th is deducted from the first intermediate _variable OS ψ̇, see subtractor 18th . The result of this subtraction is multiplied by the third intermediate variable, see multiplier 19th . With increasing deviation between the first intermediate _variable OS ψ̇ and the mapping of the first intermediate _variable OS ψ̇ by the characteristic 17th the influence of the third intermediate _{variable OS β} ̇ is increased. This means that even in the event of oversteer with strong countersteering, the vehicle can still quickly turn to the oversteer index Idx _os pictured. The override indicator Idx _OS with its three proportions of the intermediate _quantities OS ψ̇, OS _β , OS _β ̇ thus leads to a simplification of the multivariable control to a control for a control deviation in the form of the override index Idx _os . This reduces the control effort.

Claims (9)

Method for determining an oversteer index as a measure for the oversteering of a vehicle, the oversteer index depending on - a yaw rate deviation of an actual yaw rate from a target yaw rate and - a slip angle deviation of an actual slip angle from a target slip angle and - _{a float angle speed deviation of an actual float angle speed} from a set float angle speed is determined, the yaw rate deviation being determined as a first intermediate variable OS ψ̇ restricted to a predetermined value range, _{the float angle deviation being determined as a second intermediate variable OS β} limited to a predetermined value range, the The slip angle velocity deviation is determined _{as a third intermediate variable OS β} ̇ restricted to a predetermined value range, _{the override characteristic number Idx os} depending on the first intermediate _variable OS ψ̇ and the second intermediate _{variable OS β} ̇ and the third intermediate _{variable OS β} ̇ according to $$\mathrm{I.}d{x}_{O\mathrm{S.}}=\mathrm{M.}ax\left(O{\mathrm{S.}}_{\beta },O{\mathrm{S.}}_{\dot{\beta }},\left(O{\mathrm{S.}}_{\dot{\psi }}-f\left(O{\mathrm{S.}}_{\dot{\psi }}\right)\right)\ast O{\mathrm{S.}}_{\dot{\beta }}\right)$$

is determined, where f (OS _ψ̇ ) is a function which maps the first intermediate variable to a specified range of values. Procedure according to Claim 1 , characterized in that the following applies to the first intermediate size: $$O{\mathrm{S.}}_{\dot{\psi }}\sim \mathrm{M.}ax\left[\frac{\left({\dot{\psi }}_{\mathrm{S.}Oll}-{\dot{\psi }}_{\mathrm{I.}st}-TH{d}_{\psi }\left(\theta \right)\right)}{K_{O{\mathrm{S.}}_{\psi }}}\mathrm{,\; 0}\right],$$

with: ψ̇ Set _target yaw rate, ψ̇ Actual _actual yaw rate, Thd _{OS ψ} (θ) predetermined first threshold value as a function of the road _{inclination θ and K os1 / J} predetermined first normalization value. Method according to one of the preceding claims, characterized in that the following applies to the second intermediate variable: $$O{\mathrm{S.}}_{\beta }=f\left({\beta }_{\mathrm{S.}Oll}-{\beta }_{\mathrm{I.}st}\right),$$

with: β _set target float angle and β _is actual float angle. Method according to one of the preceding claims, characterized in that the following applies to the third intermediate variable: $$O{\mathrm{S.}}_{\dot{\beta }}\sim \mathrm{M.}ax\left(\frac{\left({\dot{\beta }}_{\mathrm{S.}Oll}-{\dot{\beta }}_{\mathrm{I.}st}-TH{d}_{O\mathrm{S.}}{}_{{}_{\dot{\beta }}}\left(\theta \right)\right)}{K_{O{\mathrm{S.}}_{\dot{\beta }}}}\mathrm{,\; 0}\right)$$

with: β̇ _target setpoint slip angle speed, β̇ _actual actual slip angle speed, Thd _{OS β̇} (θ) predetermined second threshold value as a function of the road inclination θ and K _{OS β̇} predetermined second normalization value. Method according to one of the preceding claims, characterized in that the setpoint yaw rate and / or the setpoint slip angle and / or the setpoint slip angle speed is determined using a vehicle model, in particular using a simulation of a vehicle model. Method according to one of the preceding claims, characterized in that to determine the actual side slip angle, a longitudinal speed v _x and a transverse speed v _y can be calculated, in particular by integrating the equations of motion $${\dot{v}}_x=a_x+v_y\dot{\psi }+G\text{sin}\phi \text{and}{\dot{v}}_y=a_y-v_x\dot{\psi }-G\text{sin}\theta$$

with: a _x longitudinal acceleration, ψ̇ yaw rate, g acceleration due to gravity, φ longitudinal gradient of the road, a _y transverse acceleration and θ transverse gradient of the road. Method for regulating an actual variable influencing the driving behavior of a vehicle, characterized in that an oversteer characteristic number is determined according to a method according to one of the preceding claims and a manipulated variable is set as a function of the oversteer characteristic number. Procedure according to Claim 7 , characterized in that the manipulated variable is additionally set as a function of a control component which is a function of a setpoint variable. Vehicle dynamics control system with a processor unit which is set up to carry out a method according to one of the preceding claims.

Images