DE102019213262B4 - Method and device for damping a load change reaction of a vehicle - Google Patents

Abstract

Method for damping a load change reaction of a vehicle (100) having a first stabilizer device (116) associated with a front axle (104) of the vehicle (100) for providing a first counter-roll moment (112) and a second stabilizer device (118) associated with a rear axle (106) of the vehicle (100) for providing a second counter-roll moment (114), characterized in that the method comprises the following steps:
Reading (301) a pendulum swing signal (122) indicating a pendulum swing movement of the vehicle (100) following counter-steering during oversteering of the vehicle (100); and
Determining (305) a shift signal (124) for causing a shift of a distribution of a total counter roll moment (110) between the first counter roll moment (112) and the second counter roll moment (114) in the direction of the first counter roll moment using the pendulum impact signal (122).

Description

The present invention relates to a method and a device for damping a load change reaction of a vehicle.

Out of EN 10 2012 223 984 A1 A method and a device for influencing the driving dynamics of a motor vehicle with a chassis that can be changed by means of active actuators are known.

EN 10 2009 007 357 A1 discloses a method for controlling an active chassis of a two-axle two-track motor vehicle.

If a drifting vehicle is stopped by counter-steering, a pendulum swing may occur when the vehicle returns from the drifting state.

Against this background, the present invention provides an improved method and an improved device for damping a load change reaction of a vehicle according to the main claims. Advantageous embodiments emerge from the subclaims and the following description.

A vehicle's load change reaction caused by a pendulum swing can be dampened by a suitable distribution of counter-rolling moments on the vehicle's axles. For example, a targeted shift in the distribution can be used to encourage a tendency towards understeering in the vehicle in order to reduce the effects of the pendulum swing. Optionally, the command variable can also be changed during the pendulum swing movement to generate the counter-rolling moments. For example, the command variable can be adapted to the course of a rolling movement of the vehicle during the pendulum swing movement.

• Einlesen eines Pendelschlagsignals, das eine auf ein Gegenlenken während eines Übersteuerns des Fahrzeugs folgende Pendelschlagbewegung des Fahrzeugs anzeigt;

A method for damping a load change reaction of a vehicle with a first stabilizer device assigned to a front axle of the vehicle for providing a first counter roll moment and a second stabilizer device assigned to a rear axle of the vehicle for providing a second counter roll moment comprises the following steps:

• Reading a pendulum swing signal indicating a pendulum swing movement of the vehicle following counter-steering during vehicle oversteer;

Determining a shift signal for causing a distribution of a total counter roll moment between the first counter roll moment and the second counter roll moment to shift toward the first counter roll moment using the pendulum impact signal.

The following step can be added advantageously: Delaying the lateral acceleration signal until it passes zero in phase synchronization with the vehicle roll angle.

The vehicle can be a land vehicle, for example a passenger car or a truck. The load change reaction can lead to the vehicle rolling. Rolling can be understood as a rotational movement of the vehicle about the longitudinal axis of the vehicle. When rolling, rolling moments can act on the individual axles of the vehicle. The rolling can be counteracted by the total counter-rolling moment, which can be generated by an interaction of the stabilizer devices assigned to the individual axles. As a result, the total counter-rolling moment can be made up of the first counter-rolling moment and the second counter-rolling moment. Both the size of the total counter-rolling moment and the distribution of the total counter-rolling moment among the counter-rolling moments can be adjusted. The displacement signal can cause a change in an existing distribution of the total counter-rolling moment. For example, the displacement signal can cause a change in a distribution factor for distributing the total counter-rolling moment. The change can lead to a reduction in the second counter roll moment assigned to the rear axle and an increase in the first counter roll moment assigned to the front axle. Advantageously, the shift signal can cause a shift in a relative distribution of the total counter roll moment. The pendulum swing signal can indicate a pendulum swing that is currently occurring or an imminent pendulum swing. The shift can thus reduce the effects of a pendulum swing that has already occurred or is imminent. Pendulum swing can be understood as an event in which the wheels of the vehicle regain grip from a drifting state, which feels to a vehicle occupant as if the vehicle had received a transverse impact on the vehicle. The stabilizer devices can be known active roll stabilizer devices, which are also referred to as active stabilizers. A stabilizer device can, for example, comprise a torsion bar spring or adjustable spring systems assigned to individual wheels.

The pendulum swing is typically caused by counter-steering during drifting. Counter-steering leads to a reduction in the yaw rate with a delay of a few milliseconds, a reduction in the lateral acceleration with a further delay of a few milliseconds, and a reduction in the roll angle with a further delay of a few milliseconds. The reduction in the lateral acceleration thus precedes the reduction in the roll angle. If the lateral acceleration is used as a reference variable for the stabilizer devices, this leads to the counter-roll moment caused by the stabilizer devices being reduced earlier than desired due to the temporal relationship between the lateral acceleration and the roll angle. This can be avoided by using a modified reference variable for the stabilizer devices during the roll movement instead of the current lateral acceleration, which can advantageously be adapted to the course of the roll angle.

The method can thus include a step of reading in a lateral acceleration signal that indicates a lateral acceleration of the vehicle. The method can also include a step of changing the lateral acceleration signal using the pendulum swing signal to obtain a changed lateral acceleration signal. In a step of determining, the total counter roll moment can be determined using the changed lateral acceleration signal. The lateral acceleration signal can represent a currently detected lateral acceleration of the vehicle. The currently detected lateral acceleration can be used before and after the pendulum swing movement as a reference variable for setting the total counter roll moment. By deviating from the currently detected lateral acceleration as a reference variable during the pendulum swing movement, it can be avoided that the damping of the roll movement is reduced too early.

According to one embodiment, the lateral acceleration signal can be delayed in order to obtain the changed lateral acceleration signal. A time delay can prevent the change in lateral acceleration caused by counter-steering, which precedes the change in rolling motion caused by counter-steering, from flowing directly into the control of the stabilizer device. The delay can be predetermined. The delay can advantageously be adapted to a time period by which the change in lateral acceleration precedes the change in rolling motion, for example in relation to a vehicle with a passive roll stabilizer.

The change in the lateral acceleration signal can be carried out using a roll angle signal that indicates a roll angle of the vehicle. For example, a curve of the changed lateral acceleration signal can be adapted to a curve of a roll angle signal. In this way, the roll angle can be used as a reference variable for the stabilizer devices.

The lateral acceleration signal can be changed until the roll angle signal passes through zero. When the change step is completed, the total counter roll moment can be determined again in the determination step using the currently measured lateral acceleration. In this way, it can be ensured that the new opposite roll movement that occurs after the roll angle signal passes through zero can be dampened as quickly as possible.

According to one embodiment, in addition to returning to the original reference variable for determining the total counter-roll moment, it is also possible to return to the original distribution of the total counter-roll moment on the axles. For example, in the determining step, the shift signal for causing a backward shift of the relative distribution of the total counter-roll moment can be determined if the roll angle signal and additionally or alternatively a yaw signal indicating a yaw motion of the vehicle have a sign change. The sign change can correspond to a zero crossing. By shifting back, the total counter-roll moment can be distributed again to the axles according to a distribution factor specified as a standard, which, for example, stimulates a tendency for the vehicle to oversteer.

The method can comprise a step of determining the pendulum impact signal using a sensor signal from at least one sensor of the vehicle. The sensor signal can represent, for example, a signal provided by a steering angle sensor, a lateral acceleration sensor, a yaw rate sensor and/or a speed sensor. For example, an increase in driving speed when cornering leads to an increase in the yaw rate and the lateral acceleration until a drift state occurs. This can be recognized by a lateral acceleration that no longer increases. If a counter-steering movement is carried out during the drift state, this leads to a pendulum impact. The pendulum impact signal can thus be determined by Counter-steering with possible subsequent zero crossing of the yaw rate is detected.

Advantageously, sensors typically installed in vehicles can be used. Depending on the sensors used, an imminent pendulum swing (phase 1 of the pendulum swing signal) or one that has already occurred (phase 2) can be detected.

According to one embodiment, the method may comprise a step of setting a first counter-roll moment signal representing the first counter-roll moment and a second counter-roll moment signal representing the second counter-roll moment using the total counter-roll moment and the distribution signal. The counter-roll moment signals may be used to control the stabilizer devices.

The method may comprise a providing step in which the first counter-roll moment is provided using the first stabilizer device and the first counter-roll moment signal, and the second counter-roll moment is provided using the second stabilizer device and the second counter-roll moment signal. By providing the counter-roll moments, rolling of the vehicle can be reduced or even eliminated.

The steps of a corresponding method can advantageously be carried out using a device for damping a load change reaction of a vehicle. For this purpose, the device can comprise, for example, a reading device and a determination device. Such a device can be an electrical device that processes electrical signals, for example sensor signals, and outputs control signals depending on them. The device can have one or more suitable interfaces that can be designed in hardware and/or software. In a hardware design, the interfaces can, for example, be part of an integrated circuit in which functions of the device are implemented. The interfaces can also be separate integrated circuits or at least partially consist of discrete components. In a software design, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules. According to different embodiments, the device can comprise the stabilizer devices or be coupled to corresponding stabilizer devices. Accordingly, the device can comprise one or more sensor devices and/or processing devices for providing the pendulum impact signal or comprise an interface to corresponding devices.

Also advantageous is a computer program product with program code which can be stored on a machine-readable medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above when the program is executed on a computer or device.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Bedämpfen einer Lastwechselreaktion eines Fahrzeugs gemäß einem Ausführungsbeispiel;
• 2 eine schematische Darstellung eines Fahrzeugs mit einer Vorrichtung zum Bedämpfen einer Lastwechselreaktion eines Fahrzeugs gemäß einem Ausführungsbeispiel und;
• 3 ein Ablaufdiagramm eines Verfahrens zum Bedämpfen einer Lastwechselreaktion eines Fahrzeugs gemäß einem Ausführungsbeispiel.

The invention is explained in more detail by way of example with reference to the accompanying drawings. They show:

• 1 a schematic representation of a vehicle with a device for dampening a load change reaction of a vehicle according to an embodiment;
• 2 a schematic representation of a vehicle with a device for dampening a load change reaction of a vehicle according to an embodiment and;
• 3 a flow chart of a method for dampening a load change reaction of a vehicle according to an embodiment.

In the following description of preferred embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and having a similar effect, whereby a repeated description of these elements is omitted.

1 shows a schematic representation of a vehicle 100 with a device 102 for damping a load change reaction of a vehicle 100 according to an embodiment. The vehicle 100 is designed as a two-axle vehicle 100, which has a front axle 104 and a rear axle 106 with wheels 108.

The vehicle 100 has a transverse axis, a longitudinal axis and a vertical axis. The longitudinal axis is aligned transversely to the axes 104, 106. If the vehicle 100 begins to roll, for example due to cornering, the vehicle 100, in particular a body of the vehicle 100, performs a rotational movement about the longitudinal axis. A total rolling moment that occurs is divided into a first rolling moment acting on the front axle 104 and a second rolling moment acting on the rear axle 106. The device 102 is designed to reduce or eliminate the rolling of the vehicle 100.

For this purpose, a total counter roll moment 110 is generated, which is composed of a first counter roll moment 112 assigned to the front axle 104 and a second counter roll moment 114 assigned to the rear axle 106. The total counter roll moment 110 counteracts the roll moment, so that the vehicle 100 is stabilized. The total counter roll moment 110 and the counter roll moments 112, 114 are in 1 purely schematically shown as moments acting around the longitudinal axis of the vehicle 100. A distribution of the total counter-roll moment 110 to the first counter-roll moment 112 and the second counter-roll moment 114 is adjustable. For example, the distribution is set by adjusting a distribution factor. For example, the distribution is set by default so that the vehicle 100 has a tendency to oversteer when cornering.

In order to dampen a load change reaction of the vehicle 100, which occurs, for example, in a so-called pendulum impact, the device 102 is designed to bring about a change in the distribution of the total counter-roll moment 110 between the first counter-roll moment 112 and the second counter-roll moment 114. As a result, for example, the standard distribution or a distribution set based on a previous driving situation is changed such that the first counter-roll moment 112 increases and the second counter-roll moment 114 decreases. For this purpose, the device 102 is designed, for example, to change a ratio between the sizes of the first counter-roll moment 112 and the second counter-roll moment 114 or to bring about a change in the absolute sizes of the first counter-roll moment 112 and the second counter-roll moment 114. According to one embodiment, the device 102 is further designed to control and optionally carry out a generation of the first counter-roll moment 112 and the second counter-roll moment 114.

To provide the first counter-roll moment 112, the vehicle 100 has a first stabilizer device 116 assigned to the front axle 104 and to provide the second counter-roll moment 114, a second stabilizer device 118 assigned to the rear axle 106. The stabilizer devices 116, 118 can be active stabilizers, as are already known in the vehicle sector.

According to one embodiment, the device 102 enables damping of load change reactions with low vibration frequencies, which occur in particular during so-called "power drift", i.e. when the vehicle 100 breaks out when cornering under excessive drive power on the rear axle 106. When the rear axle 106 breaks out, it is possible for good drivers to "catch" the vehicle 100 by counter-steering, i.e. to keep the vehicle 100 stable, whereby a constant circular drive can be achieved.

However, it can happen that the steering is too strong. In this case, the return from the drifting state causes a pendulum swing, in which the vehicle 100 suddenly regains grip and is given a clearly noticeable impact. This phenomenon is also known from passive roll stabilizers. However, with active roll stabilizers, for example the stabilizer devices 116, 118, this phenomenon is more pronounced due to the higher mechanical rigidity of the system. Due to the lower frequency of this phenomenon, it is possible to shift the supported roll moment to the front axle 104 in order to eliminate the effects - this measure therefore deliberately understeers the vehicle, although SUVs in particular are designed to be artificially oversteered as standard.

According to one embodiment, the device 102 has a determination device 120 which is designed to use a pendulum impact signal 122 to determine a shift signal 124 which is suitable for causing a shift in the distribution of the total counter-roll moment 110 between the first counter-roll moment 112 and the second counter-roll moment 114 in the direction of the first counter-roll moment 112. For this purpose, the shift signal 124 represents, for example, a changed distribution factor or the shift signal 124 is designed to cause a change in a current distribution factor, for example in that the shift signal 124 represents a shift value by which the current distribution factor is changed. In the event that the total counter-roll moment 110 is kept constant, the first counter-roll moment 112 will be increased using the shift signal 124 by the amount by which the second counter-roll moment 114 is reduced.

The pendulum swing signal 122 is designed to indicate a detected or imminent pendulum swing movement of the vehicle 100. According to one embodiment, the device 102 comprises a determination device 126 which is designed to determine the pendulum swing signal 122. For this purpose, the determination device 126 can be designed to implement a known method for determining the pendulum swing. For example only, the determination device 126 can thereby generate a roll angle signal 128 of a roll angle sensors 130, a yaw signal 132 of a yaw sensor 134, a steering angle signal 136 of a steering angle sensor 138, a lateral acceleration signal 140 of an acceleration sensor 142 and/or a speed signal 160 of a speed sensor 162 of the vehicle 100. Alternatively, the roll angle signal 128 can be determined from a left-right difference of ride height sensors or dome acceleration sensors of the vehicle dampers. The roll angle signal 128 can indicate a current roll angle of the vehicle 100 or of a structure of the vehicle 100, the yaw signal 132 can indicate a current yaw movement, for example a yaw rate of the vehicle 100, the steering angle signal 136 can indicate a current steering angle of the vehicle 100 or already a counter-steering action, the lateral acceleration signal 140 can indicate a current lateral acceleration of the vehicle 100 and the speed signal 160 can indicate a current driving speed of the vehicle 100. For example, the determination device 126 is designed to detect a drift of the vehicle 100 using a time profile of the speed signal 160, the yaw signal 132 and the lateral acceleration signal 140 and to provide the pendulum impact signal 122 if the steering angle signal 136 indicates a counter-steering movement during the drift. The counter-steering movement can be understood as a movement of the steering wheel beyond the center position.

The pendulum impact signal 122 determined by the determination device 126 can be read in by the determination device 120 via a suitable interface.

According to one embodiment, the device 102 has an adjustment device 144 which is designed to adjust a value of the first counter-roll moment 112 and a value of the second counter-roll moment 114 using the displacement signal 124 and a total counter-roll moment signal 146 which represents a value of the total counter-roll moment 110. According to this embodiment, the adjustment device 144 is designed to provide a first counter-roll moment signal 148 which represents the value of the first counter-roll moment 112 via an interface to the first stabilizer device 116 and a second counter-roll moment signal 150 which represents the value of the second counter-roll moment 114 via an interface to the second stabilizer device 118. The first stabilizer device 116 is designed to generate the first counter-roll moment 112 in response to the first counter-roll moment signal 148 and the second stabilizer device 118 is designed to generate the second counter-roll moment 114 in response to the second counter-roll moment signal 150.

According to one embodiment, the setting device 144 is designed to carry out the distribution of the total counter roll moment 110 according to a distribution factor specified as a standard if the displacement signal 124 does not indicate a displacement of the distribution or an exit condition is met, which is defined, for example, by a change in sign of the roll angle signal 128 or the yaw signal 132.

According to one embodiment, the determination device 120 is designed to no longer provide the displacement signal 124 after the pendulum swing movement or to determine it in such a way that the displacement signal 124 causes a backward shift of the relative distribution of the total counter roll moment 110, for example back to the distribution factor specified as standard. According to one embodiment, this is the case when the roll angle signal 128 or the yaw signal 132 has a sign change, i.e. a zero crossing.

According to one embodiment, the device 102 is designed to change a reference variable, which is typically the lateral acceleration of the vehicle 100, for setting the total counter roll moment 110 during the pendulum swing movement. This can prevent the total counter roll moment 110 from being reduced too quickly. According to one embodiment, the changed reference variable is based on a course of the roll movement of the vehicle 100. The reference variable thus at least approximately follows a course of the roll angle indicated by the roll angle signal 128.

According to one embodiment, the device 102 therefore has a change device 152, which is designed to change the transverse acceleration signal 140, read in, for example, via an interface, using the pendulum impact signal 122 in order to obtain a changed transverse acceleration signal 154. The change device 152 is further designed to provide the changed transverse acceleration signal 154 to a determination device 156, which is designed to determine a size of the total counter-rolling moment 110 and to provide a counter-rolling moment signal 146 indicating the total counter-rolling moment 110. According to one embodiment, the change device 152 is designed to respond to the pendulum impact signal 122 by changing the transverse acceleration signals 140. In order to change the lateral acceleration signal 140, the change device 152 is designed, for example, to delay, filter or dampen the lateral acceleration signal 140. If the lateral acceleration signal 140 is delayed, the counter roll moment signal 146 can still be determined during the pendulum swing movement based on a lateral acceleration of the vehicle 100 measured before or at the start of the pendulum swing movement. In this way, the change in lateral acceleration caused by the pendulum swing has no effect on the determination of the counter roll moment signal 146 or only has a delayed effect. According to one embodiment, the change device 152 has a low-pass filter and the lateral acceleration signal 140 is passed through the low-pass filter in order to obtain the changed lateral acceleration signal 154.

Thus, according to this embodiment, the change device 152 is designed to delay the lateral acceleration signal 140 in order to obtain the changed lateral acceleration signal 154. In this case, a lateral acceleration indicated by the changed lateral acceleration signal 154 corresponds to a lateral acceleration indicated previously by the lateral acceleration signal 140. The delay can have a predetermined or a currently determined duration, which can be in the range of several milliseconds.

According to one embodiment, the changing device 152 is designed to take the roll angle signal 128 into account when changing the lateral acceleration signal 140. For example, the lateral acceleration signal 140 can be changed until the roll angle signal 128 has a zero crossing. According to one embodiment, a delay of the lateral acceleration signal 140 is selected such that the changed lateral acceleration signal 154 and the roll angle signal 128 have a common zero crossing.

According to one embodiment, the determination device 156 is designed to use the changed lateral acceleration signal 154, as long as it is provided by the change device 152, as a reference variable for determining the counter roll moment signal 146. If the changed lateral acceleration signal 154 is not provided, or corresponds to the unchanged lateral acceleration signal 140, the determination device 156 is designed to use the lateral acceleration indicated by the lateral acceleration signal 140 as a reference variable for determining the counter roll moment signal 146.

Thus, the total counter torque 110 can be determined before and after the pendulum swing movement using the lateral acceleration signal 140 indicating the current lateral acceleration of the vehicle and during the pendulum swing movement using the changed lateral acceleration signal 154, which approximates a temporal progression of the roll angle.

The described approach enables pendulum impact detection from dynamic cornering drift with overreacting counter-steering and damping of the load change reactions by suitable control of the active roll stabilizers in the form of the stabilizer devices 116, 118.

In dynamic cornering drift, the vehicle 100 shown here as a motor vehicle tends to counter-oscillate beyond the straight-ahead direction of travel in the event of overreacting counter-steering, with violent (lateral) sliding/adhesion load change reactions at the wheels 108 and associated body rolling movements.

For example, a pendulum impact detection carried out using the detection device 126 is based on the fact that a strong oversteering phase (drifting) follows an understeering phase and changes into countersteering.

An exit condition in which, for example, the oversteering intervention (meaning a shift in the self-steering behavior towards understeering by increased support of the stabilizer counter torque via the front axle) and the manipulation of the reference variable is withdrawn again, is given according to an embodiment when the sign of the yaw rate and additionally or alternatively the roll angle of the vehicle 100 changes. The sign change can be detected by a suitable evaluation of the yaw signal 132 or the roll angle signal 128.

The dynamics of the pendulum swing movement can be significantly reduced by detecting and actively counteracting it using active roll stabilizers. For this purpose, according to one embodiment, an oversteering intervention (shifting the self-steering behavior towards understeering by increasing the support of the stabilizer counter torque via the front axle) plus a suitable manipulation of the reference variable aY in the form of the lateral acceleration of the vehicle 100 is carried out. According to one embodiment, the oversteering intervention is carried out by shifting the distribution The total counter roll moment 110 in the direction of the front axle 104 is achieved.

According to one embodiment, the oversteering intervention is carried out by shifting the relative weighting of the support moments of the two active chassis stabilizers in the form of the stabilizer devices 116, 118 towards the front axle 104. According to one embodiment, the manipulation of the command variable is carried out by a delay of the measured lateral acceleration aY_measured (as a command variable for the stabilizer control), whereby a simultaneous zero crossing of the command variable with the vehicle roll angle is aimed for.

The described approach can be implemented in conjunction with an electrical roll stabilization.

2 shows a schematic representation of a vehicle 100 with a device for damping a load change reaction according to an embodiment. This can be an embodiment of the device described with reference to 1 The purely schematic illustration shows a section through the vehicle 100 along the vertical axis and transverse axis of the vehicle 100. According to this embodiment, the device 102 does not comprise the stabilizer devices, of which 2 only the first stabilizer device 116 is shown.

For example, the first axle 104 is shown with an embodiment of the first stabilizer device 116, which is also referred to as a stabilizer. The first stabilizer device 116 is implemented as a two-part torsion bar with a first stabilizer element 211 and a second stabilizer element 212. One end of the first stabilizer element 211 is connected to a first wheel suspension element 213 of the vehicle 100 and one end of the second stabilizer element 212 is connected to a second wheel suspension element 214 of the vehicle 100. For example, the ends of the stabilizer elements 211, 212 are designed as arms, preferably bent or cranked in the direction of travel, which are each connected to the wheel suspension elements 213, 214 by means of articulated pendulum supports 217, 218. The wheel suspension elements 213, 214 are, for example, opposing wishbones of the vehicle 100. The stabilizer elements 211, 212 are each attached to a chassis or the body of the vehicle 100 by means of a mounting bearing 219 so as to be rotatable about a common axis of rotation D-D. The axis of rotation D-D corresponds, for example, to the transverse axis of the vehicle 100.

Each end of the stabilizer elements 211, 212 facing a vehicle center of the vehicle 100 is mechanically coupled to at least one electric motor of a three-phase drive device 220 that serves as an actuator. The three-phase drive device 220 is designed to rotate the stabilizer elements 211, 212 in opposite directions about the axis of rotation D-D using a control signal, for example the first counter-rolling moment signal 148. The control signal here represents, for example, a signal determined based on a field-oriented control. By rotating the stabilizer elements 211, 212 in opposite directions, the wheel suspension elements 213, 214 are moved and rolling of the body can be counteracted, for example when cornering. According to one embodiment, the vehicle 100 is equipped with a device 102 that is connected to the three-phase drive device 220 and is designed to provide the control signal.

The second stabilizer device can be designed in a manner corresponding to the first roll stabilizer device 116. Alternatively, an alternative principle for roll stabilization can also be used. For example, the stabilizer elements 211, 212 can be omitted if the counter-roll moments are provided, for example, using suitable actuators in the wheel suspension elements 213, 214.

3 shows a flow chart of a method for reducing rolling of a vehicle according to an embodiment. The method can be implemented, for example, using the 1 shown device can be implemented.

The method includes a step 301 in which a pendulum signal is read in. Optionally, the pendulum signal is determined beforehand in a step 303 of determination using at least one suitable sensor signal from a sensor of the vehicle. In a step 305, the pendulum impact signal is used to determine a shift signal that is suitable for shifting a distribution of a total counter-rolling moment for reducing a rolling motion of the vehicle or the body of the vehicle in such a way that the counter-rolling moment assigned to the front axle is given greater weight compared to a current distribution. The shift thus relieves the load on the rear axle and places a greater load on the front axle in accordance with the relief of the load on the rear axle.

In a step 307, a lateral acceleration signal is read in, which indicates a lateral acceleration of the vehicle. The lateral acceleration The control signal is changed in a step 309 using the pendulum impact signal, for example delayed, in order to obtain a changed lateral acceleration signal. This results in a changed command variable for the total counter roll moment, which no longer directly follows the currently measured lateral acceleration but at least tends to follow the roll movement or simulates the roll movement. In a step 311, the total counter roll moment is determined using the changed lateral acceleration signal.

Optionally, in a step 313, the first counter-roll moment and the second counter-roll moment are set using the total counter-roll moment and the distribution signal. The counter-roll moments set in step 313 are provided in a step 315 using roll stabilizers according to one embodiment.

Optionally, in a step 307, a first counter-roll moment signal is set that represents a value of the first counter-roll moment and a second counter-roll moment signal is set that represents a value of the second counter-roll moment. The distribution between the counter-roll moments indicated by the distribution signal and a value of the total counter-roll moment, which is indicated by a total counter-roll moment signal, for example, are used.

In an optional step 309, the first counter roll moment is provided using a first stabilizer device of the vehicle and the second counter roll moment is provided using a second stabilizer device of the vehicle. This can be done under the control of the counter roll moment signals.

Reference symbols

100

vehicle

102

contraption

104

Front axle

106

Rear axle

108

Wheels

110

Total counter roll moment

112

first counter roll moment

114

second counter roll moment

116

first stabilizer device

118

second stabilizer device

120

Destination facility

122

Pendulum impact signal

124

Shift signal

126

Investigation facility

128

Roll angle signal

130

Roll angle sensor

132

Yaw signal

134

Yaw sensor

136

Steering angle signal

138

Steering angle sensor

140

Lateral acceleration signal

142

Accelerometer

144

Adjustment device

146

Total counter roll moment signal

148

first counter roll moment signal

150

second counter roll moment signal

152

Change facility

154

changed lateral acceleration signal

156

Investigation facility

160

Speed signal

162

Speed sensor

211

first stabilizer element

212

second stabilizer element

213

first wheel suspension element

214

second wheel suspension element

217

first pendulum support

218

second pendulum support

219

Construction camp

220

Three-phase drive device

301

Step of reading a pendulum impact signal

303

Step of determining the pendulum impact signal

305

Step of determining a shift signal

307

Step of reading a lateral acceleration signal

309

Step of changing the lateral acceleration signal

311

Step of determining the total counter roll moment

313

Step of setting the counter roll moment signals

315

Step of providing the counter roll moments

Claims (11)

Method for dampening a load change reaction of a vehicle (100), which has a first stabilizer device (116) assigned to a front axle (104) of the vehicle (100) for providing a first counter-roll moment (112) and a second stabilizer device (118) assigned to a rear axle (106) of the vehicle (100) for providing a second counter-roll moment (114), characterized in that the method comprises the following steps: reading (301) a pendulum swing signal (122) which indicates a pendulum swing movement of the vehicle (100) following counter-steering during oversteering of the vehicle (100); and determining (305) a shift signal (124) for causing a shift of a distribution of a total counter roll moment (110) between the first counter roll moment (112) and the second counter roll moment (114) in the direction of the first counter roll moment using the pendulum impact signal (122). Procedure according to Claim 1 , characterized by a step (307) of reading in a lateral acceleration signal (140) indicating a lateral acceleration of the vehicle (100), a step (309) of modifying the lateral acceleration signal (140) using the pendulum impact signal (122) to obtain a modified lateral acceleration signal (154), and a step (311) of determining the total counter roll moment using the modified lateral acceleration signal (154). Procedure according to Claim 2 , characterized in that in the step (309) of changing the lateral acceleration signal (140) is delayed in order to obtain the changed lateral acceleration signal (154). Procedure according to Claim 2 or 3 , characterized in that in the step (309) of changing, a course of the changed lateral acceleration signal (154) is adapted to a course of a roll angle signal (128) which indicates a roll angle of the vehicle (100). Procedure according to one of the Claims 2 until 4 , characterized in that the step (309) of changing is carried out until the roll angle signal (128) has a zero crossing. Method according to one of the preceding claims, characterized in that in the step (305) of determining, the shift signal (124) is determined to cause a backward shift of the relative distribution of the total counter roll moment (110) when a roll angle signal (128) indicating a roll angle of the vehicle (100) and/or a yaw signal (132) indicating a yaw movement of the vehicle (100) has a change of sign. Method according to one of the preceding claims, characterized by a step (305) of determining the pendulum impact signal (122) using a sensor signal from at least one sensor (120, 134, 138, 142, 162) of the vehicle (100). Method according to one of the preceding claims, characterized by a step (313) of setting a first counter-roll moment signal (148) representing the first counter-roll moment (112) and a second counter-roll moment signal (150) representing the second counter-roll moment (114) using the total counter-roll moment (110) and the displacement signal (124). Procedure according to Claim 8 , characterized by a step (315) of providing the first counter-roll moment (112) using the first stabilizer device (116) and the first counter-roll moment signal (148), and the second counter-roll moment (114) using the second stabilizer device (118) and the second counter-roll moment signal (150). Device (102) which is arranged to carry out and/or control the steps of the method according to one of the preceding claims in corresponding units. Computer program product with program code stored on a machine-readable carrier for carrying out the method according to one of the preceding claims when the program is executed on a device.

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