DE102022004077A1 - Method for torque distribution in a drive train of a vehicle - Google Patents

Abstract

The invention relates to a method for torque distribution in a drive train (1) of a vehicle. According to the invention, an optimized yaw angle speed (ip) and a yaw angle acceleration of the vehicle that correlates with this are determined for a driving situation. Based on the yaw angle acceleration, a required yaw moment (Myaw) is determined to achieve the yaw angle acceleration, wherein torques of actuators of the drive train (1) for driving vehicle wheels (4 to 7) required to set the yaw moment (Myaw) are determined and modified. When determining and modifying the torques of the actuators, states of the vehicle wheel (4 to 7) assigned to a respective actuator are taken into account.

Description

The invention relates to a method for torque distribution in a drive train of a vehicle.

From the CN 110 466 359 B a torque vector control system of a pure electric vehicle with a hub four-wheel drive is known. The torque vector control system includes a vehicle state monitor, a friction coefficient estimator, a differential torque-yaw moment decision module, a torque control distribution module, and a torque coordination control module. The differential torque-yaw moment decision module is provided for detecting the differential torque-yaw moment of the vehicle by establishing a kinematic parameter relationship according to a driver input steering wheel rotation angle, vehicle motion information, a road grip coefficient, a tire lateral force, and a tire longitudinal force. The torque control distribution module is provided for detecting ideal torque distribution values of all wheels according to braking and driving torque requirements of a four-wheel hub motor, vehicle motion information, the road grip coefficient, tire parameter information, a battery state of charge value, and a differential torque-yaw moment.

The invention is based on the object of specifying a novel method for torque distribution in a drive train of a vehicle.

The object is achieved according to the invention by a method which has the features specified in claim 1.

Advantageous embodiments of the invention are the subject of the subclaims.

In the method for torque distribution in a drive train of a vehicle, also referred to as torque vectoring, an optimized yaw rate and a yaw acceleration of the vehicle that correlates with this are determined according to the invention for a driving situation. Based on the yaw acceleration, a required yaw moment is determined to achieve the yaw acceleration, with torques required from actuators of the drive train for driving vehicle wheels being determined and modified to set the yaw moment. When determining and modifying the torques of the actuators, the states of the vehicle wheel assigned to a respective actuator are taken into account.

The present method makes it possible to ensure dynamic driving behavior of a vehicle for every possible driving situation. This is done by determining the desired yaw rate for the respective driving situation and the associated yaw acceleration. Based on the desired yaw acceleration, it is possible to determine the yaw moment required for dynamic driving behavior. In order to achieve this desired yaw moment, the torques of the actuators of the drive train are specifically changed using the method so that forces between the tires of the vehicle wheels and a road surface in an x-y plane, i.e. longitudinal and transverse forces, are changed. A required torque is determined for each actuator, taking into account the states of the individual vehicle wheels.

In one possible embodiment of the method, the states of the vehicle wheels are defined by means of activity states of the slip controllers assigned to the vehicle wheels. In this way, vehicle wheels with insufficient traction for setting the yaw moment can be identified. A slip controller is understood in particular to be a controller which throttles a driving force acting on the respective vehicle wheel when the vehicle wheel lacks traction in such a way that wheel slip is minimized and traction is increased.

In another possible embodiment of the method, when the slip controller of a vehicle wheel is activated, an actuator assigned to this vehicle wheel is not taken into account when setting the yaw moment. This makes it possible for vehicle wheels with insufficient traction to be disregarded when setting the desired yaw moment, so that a particularly reliable and precise yaw moment setting can be achieved.

In a further possible embodiment of the method, after activation of a slip controller of a vehicle wheel, an amount of a torque transmitted by an actuator assigned to this vehicle wheel The torque generated to adjust the yaw moment is reduced in a controlled manner to the value zero. In this way, a drive power generated by the corresponding vehicle wheel resulting from the existing wheel slip and due to a high, only inadequately predictable dynamic change in this wheel slip, which is also only inadequately predictable, can be minimized in a controlled manner, so that a negative influence on the yaw moment setting resulting from the wheel slip can be minimized.

In another possible embodiment of the method, at the same time as the amount of torque of the actuator with the activated slip controller is reduced to zero, the torque of at least one of the other actuators used to adjust the yaw moment is adjusted in such a way that the required yaw moment is set. This allows the torque distribution in the drive train to continue working even when a slip controller is active, whereby the remaining actuators that are not slip-controlled at that moment can then be controlled.

In another possible embodiment of the method, the determination and modification of the torques of the actuators for setting the yaw moment are carried out using a physical model, whereby a mathematical equation is assigned to each actuator in the physical model and each of these equations describes a physical and/or logical relationship between different torques of the actuators and the yaw moment of the vehicle to be set. In this way, a set of equations based on physics and logic is defined in a particularly advantageous manner in order to be able to determine realistic and achievable torques for the actuators. This ensures that the desired yaw moment is achieved.

In a further possible embodiment of the method, if an actuator for driving several vehicle wheels is provided on a drive axle of the vehicle, a fictitious lever arm is taken into account in a mathematical equation assigned to this actuator in order to be able to reliably determine the torques of the actuators and, as a result, to reliably set the desired yaw moment even with such a structure.

In another possible embodiment of the method, if the system of equations represented in the physical model cannot be solved mathematically, alternative equations are used to determine and modify the torques of the actuators to adjust the yaw moment (M _yaw ). This ensures that realistic and achievable torques for the actuators can be determined for different conditions.

Embodiments of the invention are explained in more detail below with reference to drawings.

• 1 schematisch ein Modell eines Antriebsstrangs eines Fahrzeugs bei einer Kurvenfahrt,
• 2 schematisch ein Modell eines Antriebsstrangs eines Fahrzeugs bei einer Geradeausfahrt,
• 3 schematisch ein weiteres Modell eines Antriebsstrangs eines Fahrzeugs bei einer Kurvenfahrt und
• 4 schematisch zeitliche Verläufe eines Giermoments und verschiedener Kräfte.

Showing:

• 1 schematically a model of a drive train of a vehicle during cornering,
• 2 schematically a model of a drive train of a vehicle driving straight ahead,
• 3 schematically another model of a drive train of a vehicle during cornering and
• 4 Schematic temporal progression of a yaw moment and various forces.

Corresponding parts are provided with the same reference numerals in all figures.

In 1 A model of a drive train 1 of a vehicle during cornering and a two-dimensional coordinate system with the coordinates x, y are shown.

The drive train 1 comprises two drive axles 2, 3, in particular a front axle (= drive axle 2) and a rear axle (= drive axle 3), wherein two vehicle wheels 4 to 7 are arranged on each drive axle 2, 3.

In this case, both the vehicle wheels 4, 5 on the front axle and the vehicle wheels 6, 7 on the rear axle can be steered. This results in steering angles δ _vl , δ _vr , δ _hl , δ _hr of the individual vehicle wheels 4 to 7 in relation to a vehicle longitudinal axis.

In order to ensure a certain dynamic driving behavior of the vehicle for different driving situations, the vehicle includes a drive control. This is used to determine a desired yaw rate ψ̇ for the corresponding driving situation and a correlating yaw rate acceleration.

Based on the desired yaw angle acceleration, it is possible to 4 to calculate the required yaw moment M _yaw shown in more detail. In order to achieve this desired yaw moment M _yaw , torques of all actuators of the drive train 1 are modified in a specific way. This modifies forces between tires of the vehicle wheels 4 to 7 and a road surface in an xy plane, i.e. longitudinal and transverse forces. This is also referred to as torque vectoring function.

The following describes an algorithm for calculating a required torque for each actuator to achieve a certain yaw moment M _yaw , taking into account a state of each vehicle wheel 4 to 7.

In order to calculate the torques of the actuators required to set the desired yaw moment M _yaw , a physical model is implemented in the drive control.

In this model, mathematical equations are defined that describe a physical and/or logical relationship between different moments of the actuators and the yaw moment M _yaw . A number of actuators available for the torque vectoring function defines a set of equations that are required to calculate the torque or a change in the torque for each actuator. For a drive train 1 with four actuators that form final control elements, the following four mathematical equations are thus set up, with the number of equations corresponding to the number of actuators within the drive train 1 that are available for the torque vectoring function:

an, dass eine Summe der Drehmomente aller Aktoren gleich Null ist. Die Summe der Drehmomente aller Aktoren ist gleich Null, da ein vom Fahrer des Fahrzeugs gewünschtes Antriebsmoment von der Torque-Vectoring-Funktion nicht modifiziert werden soll bzw. darf. Dabei ergeben sich die Drehmomente durch Multiplikation von Änderung von Kräften F _vll, F_lvr , F_lhl , F_lhr , welche Kraftvektoren der Fahrzeugräder 4 bis 7 in longitudinaler Richtung sind, mit dynamischen Ortsvektoren r_dynvl , r_dynvr , r_dynhl , r_dynhr der Fahrzeugräder 4 bis 7.Equation (1) gives $${\displaystyle \sum _{i=1}^4\Delta T_i}=0\to r_{dy{n}_{vl}}\cdot \Delta F_{l_{vl}}+r_{dy{n}_{vr}}\cdot \Delta F_{l_{vr}}+r_{dy{n}_{Hl}}\cdot \Delta F_{l_{Hl}}+r_{dy{n}_{Hr}}\cdot \Delta F_{l_{Hr}}=0$$

that the sum of the torques of all actuators is zero. The sum of the torques of all actuators is zero because a drive torque desired by the driver of the vehicle should not or may not be modified by the torque vectoring function. The torques are obtained by multiplying the change in forces F _{vl l} , F _{l vr} , F _{l hl} , F _{l Mr} , which are force vectors of the vehicle wheels 4 to 7 in the longitudinal direction, with dynamic position vectors r _{dyn vl} , r _{dyn vr} , r _{dyn hl} , r _{dyn Mr} of vehicle wheels 4 to 7.

an, dass eine Summe aus den jeweiligen Produkten der Änderung der Kräfte F_lvl , F_lvr , F_lhl , F_lhr der Fahrzeugräder 4 bis 7 in longitudinaler Richtung mit einem zugehörigen Hebelarm l_vl, l_vr, l_hl, l_hr das gewünschte Giermoment I_z · Δψ̈_Tgt des Fahrzeugs ergibt. Die Hebelarme l_vl, l_vr, l_hl, l_hr erstrecken sich dabei ausgehend von einem Schwerpunkt S des Fahrzeugs.Equation (2) gives $$\begin{array}{c}{\displaystyle \sum _{i=1}^4\Delta F_{l_i}\cdot l_i=\Delta M_{TGt}}=I_z\cdot \Delta {\ddot{\psi }}_{TGt}\to \\ l_{vl}\cdot \Delta F_{l_{vl}}+l_{vr}\cdot \Delta F_{l_{vr}}+l_{Hl}\cdot \Delta F_{l_{Hl}}+l_{Hr}\cdot \Delta F_{l_{Hr}}=I_z\cdot \Delta {\ddot{\psi }}_{TGt}\end{array}$$

that a sum of the respective products of the change of forces F _{l vl} , F _{l vr} , F _{l hl} , F _{l Mr} of the vehicle wheels 4 to 7 in the longitudinal direction with an associated lever arm l _vl , l _vr , l _hl , l _hr results in the desired yaw moment I _z · Δψ̈ _Tgt of the vehicle. The lever arms l _vl , l _vr , l _hl , l _hr extend from a center of gravity S of the vehicle.

und $$\frac{l_{vl}}{l_{hl}}=\frac{\Delta F_{l_{vl}}}{\Delta F_{l_{hl}}}$$

die jeweiligen Verhältnisse zwischen den Änderungen der Kräfte F _vll, F_lvr , F_lhl , F_lhr und den zugehörigen Hebelarmen l_vl, l_vr, l_hl, l_hr an. Dabei zeigen die Kräfte F_lvl , F_lhl auf der linken Seite des Fahrzeugs in die gleiche Richtung und die Kräfte F_lvr , F_lhr auf der rechten Seite des Fahrzeugs in die gleiche Richtung. Ein Kraftverhältnis hängt vom jeweiligen Verhältnis der Hebelarme l_vl, l_vr, l_hl, l_hr ab. Je nach Fahrzeugdesign und gewünschtem Fahrverhalten bezüglich eines Untersteuerns und Übersteuerns ist auch ein Ansatz möglich, bei dem die Kraftrichtung in die entgegengesetzte Richtung zeigt. Zusätzlich zum Verhältnis der Hebelarme l_vl, l_vr, l_hl, l_hr können weitere Faktoren, wie beispielsweise ein Reifenzustand (Temperatur, Kammscher Kreis), ebenfalls durch entsprechende Modifikation der Gleichungen (1) bis (4) berücksichtigt werden.Equations (3) and (4) give $$\frac{l_{vr}}{l_{Hr}}=\frac{\Delta F_{l_{vr}}}{\Delta F_{l_{Hr}}}$$

and $$\frac{l_{vl}}{l_{Hl}}=\frac{\Delta F_{l_{vl}}}{\Delta F_{l_{Hl}}}$$

the respective relationships between the changes in the forces F _{vl l} , F _{l vr} , F _{l hl} , F _{l Mr} and the corresponding lever arms l _vl , l _vr , l _hl , l _hr . The forces F _{l vl} , F _{l hl} on the left side of the vehicle in the same direction tion and the forces F _{l vr} , F _{l Mr} on the right side of the vehicle in the same direction. A force ratio depends on the respective ratio of the lever arms l _vl , l _vr , l _hl , l _hr . Depending on the vehicle design and the desired driving behavior with regard to understeering and oversteering, an approach is also possible in which the direction of the force points in the opposite direction. In addition to the ratio of the lever arms l _vl , l _vr , l _hl , l _hr , other factors, such as tire condition (temperature, Kamm circle), can also be taken into account by modifying equations (1) to (4) accordingly.

mit $$fra{c}_1=-\frac{l_{vl}}{l_{hl}}\&fra{c}_2=-\frac{l_{vr}}{l_{hr}}$$

zusammengefasst werden.The equations (1) to (4) can be written in a possible form in a matrix according to $$\left[\begin{array}{cccc}{r}_{dy{n}_{vl}}& r_{dy{n}_{vr}}& r_{dy{n}_{Hl}}& r_{dy{n}_{Hr}}\\ l_{vl}& l_{vr}& l_{Hl}& l_{\mathrm{<figure-callout\; id="1"\; label="H\; r"\; filenames="DE102022004077A1\_0018.png,DE102022004077A1\_0019.png"\; state="\{\{state\}\}">H</figure-callout>}r}\\ 1& 0& era{\mathrm{<figure-callout\; id="1"\; label="c"\; filenames="DE102022004077A1\_0018.png,DE102022004077A1\_0019.png"\; state="\{\{state\}\}">c</figure-callout>}}_1& 0\\ 0& 1& 0& era{c}_2\end{array}\right]\cdot \left[\begin{array}{c}\Delta F_{l_{vl}}\\ \Delta F_{l_{vr}}\\ \Delta F_{l_{Hl}}\\ \Delta F_{l_{Hr}}\end{array}\right]=\left[\begin{array}{c}0\\ I_z\cdot \Delta {\ddot{\psi }}_{TGt}\\ 0\\ 0\end{array}\right]$$

with $$era{\mathrm{<figure-callout\; id="1"\; label="c"\; filenames="DE102022004077A1\_0018.png,DE102022004077A1\_0019.png"\; state="\{\{state\}\}">c</figure-callout>}}_1=-\frac{l_{vl}}{l_{Hl}}\&era{\mathrm{<figure-callout\; id="2"\; label="c"\; filenames="DE102022004077A1\_0017.png"\; state="\{\{state\}\}">c</figure-callout>}}_2=-\frac{l_{vr}}{l_{Hr}}$$

be summarized.

Before solving the matrix equations, a determinant of the matrix must be calculated to ensure that the system has a unique solution.

If it turns out that the determinant, such as according to $$\left[\begin{array}{cccc}1& 1& 1& 1\\ 1& 1& 1& 1\\ 1& 1& -1& 0\\ 0& 1& 0& -1\end{array}\right]\cdot \left[\begin{array}{c}{a}_1\\ a_2\\ a_3\\ a_4\end{array}\right]=\left[\begin{array}{c}0\\ {\mathrm{<figure-callout\; id="1"\; label="b"\; filenames="DE102022004077A1\_0018.png,DE102022004077A1\_0019.png"\; state="\{\{state\}\}">b</figure-callout>}}_1\\ 0\\ 0\end{array}\right]$$

is zero or close to zero, an alternative set of equations must be defined to ensure a unique solution for the system.

Such an alternative set of equations is defined, for example, for the case where the vehicle is driving straight ahead.

2 shows a model of a drive train 1 of a vehicle, in particular the drive train 1 according to 1 , when the vehicle is driving straight ahead.

When defining the alternative set of equations, it is assumed, for example, that the track width on the front axle and the rear axle of the vehicle is the same, as is the diameter of all vehicle wheels 4 to 7. Here, too, other factors, such as tire condition (temperature, Kamm circle), can be taken into account.

This set of equations includes, for example:

wonach die Kraft ΔF_lvl am vorderen linken Fahrzeugrad 4 der Kraft ΔF_lhl am hinteren linken Fahrzeugrad 6 entspricht.Equation (8) according to $$\Delta F_{l_{vl}}=\Delta F_{l_{Hl\text{'}}}$$

whereupon the force ΔF _{l vl} at the front left vehicle wheel 4 of the force ΔF _{l hl} on the rear left vehicle wheel 6.

wonach die Kraft ΔF_lvr am vorderen rechten Fahrzeugrad 5 der Kraft ΔF_lhr am hinteren rechten Fahrzeugrad 7 entspricht. Equation (9) according to $$\Delta F_{l_{vr}}=\Delta F_{l_{Hr\text{'}}}$$

whereupon the force ΔF _{l vr} at the front right vehicle wheel 5 of the force ΔF _{l Mr} on the rear right vehicle wheel 7.

wonach die Kraft ΔF_lvr am vorderen rechten Fahrzeugrad 5 und die Kraft ΔF_lvl am vorderen linken Fahrzeugrad 4 in entgegengesetzte Richtungen verlaufen.Equation (10) according to $$\Delta F_{l_{vl}}=-\Delta F_{l_{vr}},$$

whereupon the force ΔF _{l vr} at the front right vehicle wheel 5 and the force ΔF _{l vl} on the front left vehicle wheel 4 in opposite directions.

wonach 25 % des Giermoments M_yaw durch die Kraft ΔF_lhr am hinteren rechten Fahrzeugrad 7 erzeugt wird.Equation (11) according to $$\Delta F_{l_{Hr}}=\frac{1}{4}\cdot \frac{\Delta M_{yaw}}{l},$$

whereupon 25 % of the yaw moment M _{yaw is} caused by the force ΔF _{l Mr} at the rear right vehicle wheel 7.

wobei die Determinante der Matrix den Wert Eins aufweist.This results in a matrix system according to $$\left[\begin{array}{cccc}1& 0& -1& 0\\ 0& 1& 0& -1\\ 1& 1& 0& 0\\ 0& 0& 0& 1\end{array}\right]\cdot \left[\begin{array}{l}{a}_1\\ a_2\\ a_3\\ a_4\end{array}\right]=\left[\begin{array}{c}0\\ 0\\ 0\\ b_1\end{array}\right],$$

where the determinant of the matrix has the value one.

Thus, a set of logical conditions with corresponding equations (8) to (10) can be defined to obtain realistic and achievable torques at the vehicle wheels 4 to 7.

In 3 Another model of a drive train 1 of a vehicle during cornering is shown.

Such a model is used if the drive train 1 has fewer than four actuators. If this is the case, the system of equations is adjusted accordingly. If the drive train 1 has, for example, only one actuator on the front axle and/or rear axle, a fictitious lever arm l _v is also determined.

An example of drive train 1 with two actuators on the rear axle and one actuator on the front axle is shown here.

$$l_v\cdot \Delta F_{l_v}+l_{hl}\cdot \Delta F_{l_{hl}}+l_{hr}\cdot \Delta F_{l_{hr}}=l_z\cdot \Delta {\ddot{\psi }}_{Tgt},$$

$$\frac{l_v}{l_{hr}}=\frac{\Delta F_{l_v}}{\Delta F_{l_{hr}}}$$

erstellt werden.Torques for such a drive train 1 with three actuators can be calculated by using only three equations according to $$r_{dy{n}_v}\cdot \Delta F_{l_v}+r_{dy{n}_{Hl}}\cdot \Delta F_{l_{Hl}}+r_{dy{n}_{Hr}}\cdot \Delta F_{l_{Hr}}=\mathrm{0,}$$

$$l_v\cdot \Delta F_{l_v}+l_{Hl}\cdot \Delta F_{l_{Hl}}+l_{Hr}\cdot \Delta F_{l_{Hr}}=l_z\cdot \Delta {\ddot{\psi }}_{TGt},$$

$$\frac{l_v}{l_{Hr}}=\frac{\Delta F_{l_v}}{\Delta F_{l_{Hr}}}$$

to be created.

For the illustrated drive train 1 with one actuator on the front axle and two actuators on the rear axle, each of which is connected to a vehicle wheel 6, 7, a modified fictitious lever arm l _v is generated for a force F _l,v provided by the front actuator at a steering angle δ _v . Based on a tire condition (temperature, Kamm circle) of the vehicle wheels 4, 5 on the front axle, it is possible to modify this fictitious lever arm l _v .

This results in a matrix system according to $$\left[\begin{array}{ccc}{r}_{dy{n}_v}& r_{dy{n}_{Hl}}& r_{dy{n}_{Hr}}\\ l_v& l_{Hl}& l_{\mathrm{<figure-callout\; id="1"\; label="H\; r"\; filenames="DE102022004077A1\_0018.png,DE102022004077A1\_0019.png"\; state="\{\{state\}\}">H</figure-callout>}r}\\ 1& 0& erac\end{array}\right]\cdot \left[\begin{array}{l}\Delta F_{l_v}\\ \Delta F_{l_{Hl}}\\ \Delta F_{l_{Hr}}\end{array}\right]=\left[I_z\cdot \begin{array}{c}0\\ \Delta {\ddot{\psi }}_{TGt}\\ 0\end{array}\right].$$

For all of the above-mentioned embodiments of the drive train 1, when a slip controller for an actuator is activated, this actuator is no longer actively used for the torque vectoring function. The amount of torque of this actuator is then reduced in a controlled manner to the value zero. At the same time, the torque of the actuators actively used for the torque vectoring function is changed so that the desired yaw moment M _yaw is maintained.

A slip controller is understood to be a controller which throttles a driving force acting on the respective vehicle wheel 4 to 7 in the event of insufficient traction of the vehicle wheel 4 to 7 with positive wheel slip in such a way that the wheel slip is minimized. In the event of negative wheel slip, the driving force is increased if necessary in one possible embodiment, for example in a similar way to the operation of an anti-lock braking system.

In 4 are temporal courses of a yaw moment M _yaw , a force F _l,v of an actuator on the front axle and the forces F _{l hl} , F _{l Mr} on the left and right rear vehicle wheels 6, 7 as described and illustrated in 3 shown.

In a period t ₁ , the torque vectoring function is executed with the three actuators, i.e. one actuator on the front axle and two actuators on the rear axle.

If a slip controller for the actuator of the front axle is activated at a point in time between the period t ₁ and a subsequent period t ₂ , the amount of the torque of this actuator, i.e. the force F _l,v , is reduced in a controlled manner to the value zero in the period t ₂ . At the same time, the amounts of the moments of the actuators of the rear axle, i.e. the forces F _{l hl} , F _{l Mr} on the left and right rear vehicle wheels 6, 7 is increased such that the desired yaw moment M _yaw is maintained in a torque vectoring function carried out with the two actuators according to a time period t ₃ .

List of reference symbols

1

Drivetrain

2, 3

Drive axle

4 to 7

Vehicle wheel

Fl,v, Flvl, Flvrvr, Flhl, Flhr

Power

lv, lvl, lvr, lhl, lhr

Lever arm

Myaw

Yaw moment

S

main emphasis

t1 to t3

Period

x, y

Coordinate

δv, δvl, δvr, δhl, δhr

Steering angle

ψ̇

Yaw rate

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 accepts no liability for any errors or omissions.

Cited patent literature

• CN 110466359 B [0002]

Claims (8)

Method for torque distribution in a drive train (1) of a vehicle, characterized in that - an optimized yaw angle velocity (ψ̇) and a yaw angle acceleration of the vehicle correlating therewith are determined for a driving situation, - based on the yaw angle acceleration, a required yaw moment (M _yaw ) is determined to achieve the yaw angle acceleration, - torques of actuators of the drive train (1) for driving vehicle wheels (4 to 7) required to set the yaw moment (M _yaw ) are determined and modified, and - when determining and modifying the torques of the actuators, states of the vehicle wheel (4 to 7) assigned to a respective actuator are taken into account. Procedure according to Claim 1 , characterized in that the states of the vehicle wheels (4 to 7) are defined by means of activity states of slip controllers assigned to the vehicle wheels (4 to 7). Procedure according to Claim 2 , characterized in that when the slip controller of a vehicle wheel (4 to 7) is activated, an actuator assigned to this vehicle wheel (4 to 7) is not taken into account when setting the yaw moment (M _yaw ). Procedure according to Claim 2 or 3 , characterized in that after activation of a slip controller of a vehicle wheel (4 to 7), an amount of a torque generated by means of an actuator assigned to this vehicle wheel (4 to 7) for adjusting the yaw moment (M _yaw ) is reduced in a controlled manner to the value zero. Procedure according to Claim 4 , characterized in that simultaneously with the reduction of the magnitude of the torque of the actuator with the activated slip controller to the value zero, the torque of at least one of the other actuators used to adjust the yaw moment (M _yaw ) is adjusted such that the required yaw moment (M _yaw ) is set. Method according to one of the preceding claims, characterized in that - the determination and modification of the torques of the actuators for setting the yaw moment (M _yaw ) are carried out using a physical model, - in the physical model, each actuator is assigned a mathematical equation and - each of these equations describes a physical and/or logical relationship between different torques of the actuators and the yaw moment (M _yaw ) of the vehicle to be set. Procedure according to Claim 6 , characterized in that when an actuator for driving several vehicle wheels (4 to 7) is provided on a drive axle (2, 3) of the vehicle, a fictitious lever arm (l _v ) is taken into account in a mathematical equation assigned to this actuator. Procedure according to Claim 6 or 7 , characterized in that if the system of equations represented in the physical model is not mathematically solvable, alternative equations are used to determine and modify the torques of the actuators for adjusting the yaw moment (M _yaw ).

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