WO2006010466A1

WO2006010466A1 - Device and method for directionally stabilising a motor vehicle by means of rolling values

Info

Publication number: WO2006010466A1
Application number: PCT/EP2005/007520
Authority: WO
Inventors: Thomas Bauer; Thomas Binder; Jürgen Götz; Claus-Michael Hainbuch
Original assignee: Daimlerchrysler Ag
Priority date: 2004-07-22
Filing date: 2005-07-12
Publication date: 2006-02-02
Also published as: DE102004035576A1

Abstract

The invention relates to a device and method for directionally stabilising a motor vehicle (10). The inventive stabilising device comprises means (65) for detecting at least one rolling value (53) of the vehicle and evaluation means (66) for evaluating at least one rolling value (53) according to the charging state of the vehicle (10). Said invention is characterised in that the evaluation means (66) which is used for determining a characteristic quantity (67) characterising the charging state of the vehicle (10) by means of at least one rolling value (53) is embodied in such a way that the stabilising device is provided with selecting means (69) for selecting and/or scaling the set of control parameters (70-72), the selecting means (69) is embodied in such a way that it is possible to transmit the set of selected and/or scaled parameters (70-72) to a directionally stabilising control device (59) of the vehicle (10), thereby enabling said directionally stabilising control device (59) to stabilise the vehicle (10) according to the set of selected and/or scaled parameters (70-72).

Description

Stabilization device and method for driving stabilization of a vehicle based on a roll value

The invention relates to a stabilization device for driving stabilization of a vehicle, with detection means for detecting at least one roll value of the vehicle, and with evaluation means for evaluating the at least one roll value as a function of a load state of the vehicle and a corresponding method.

Such a device or such a method is known for example from the European patent EP 0 758 601 Bl. The roll value is a roll angle in order to determine the frictional connection between wheels and the road surface of a commercial vehicle by means of the roll angle and a measured correction steering angle by comparison with stored data. When critical driving conditions occur, for example, the driver is warned audibly or perceptibly or automatic interventions are made in the vehicle system of the commercial vehicle.

A problem with the prior art is that it is only intervened in critical situations. However, it is desirable that such critical situations are already recognized in advance and avoided as far as possible. Maybe it is already too late in critical situations, the Vehicle to stabilize again by dynamic driving interventions.

On the other hand, it is problematic to design a vehicle safely dynamic driving and still get a great momentum, which is desired by the drivers. If you secure the vehicle regardless of the respective load condition, a vehicle dynamics control may intervene much too early, so that the driving dynamics of the vehicle suffers. However, if the safety margins of a vehicle dynamics control are adjusted too rapidly, critical situations may occur which must be avoided.

It is therefore the object of the present invention to provide a method and devices which enable the greatest possible driving dynamics in vehicles, in particular for commercial vehicles, and nevertheless ensure that critical driving situations do not occur.

This object is achieved by a stabilization device of the type mentioned above, in which it is provided that the evaluation means are configured for determining a characteristic measure characterizing the load state of the vehicle on the basis of the at least one roll value, that they have selection means for selecting and / or scaling a regulation. parameter set depending on the characteristic. Maßes, and that the selection means for the transmission of the selected and / or scaled parameter set are ausgest¬ taltet to a driving stabilization control device of the vehicle, the Fahrstabilisierungsregelungseinrich- device stabilizes the vehicle depending on the selected and / or scaled parameter set. Furthermore, a method according to the invention and a vehicle with an invented Stabilization device according to the invention for solving the Aufga¬ be provided.

The roll value is expediently a roll angle value and / or a roll rate value, that is to say the change in the roll angle as a function of time.

The e.g. critical driving situations described in EP 0 758 601 B1 do not occur or occur only in rare exceptional cases.

In order to determine this roll rate or the roll angle, it is proposed to install a yaw rate sensor expediently in such a way that it can detect a rotation angle change, that is to say a roll angle change, in the direction of the vehicle longitudinal axis (X axis). A yaw rate sensor is usually built so that it detects a rotational movement about the vehicle's vertical axis (Z axis).

The vehicle according to the invention is preferably a truck, vans or other commercial vehicle. In dies¬ sen vehicles, the difference between the empty state and a load state is particularly large because the payload of the vehicle compared to their curb weight is large. In principle, however, an application, for example in passenger cars, especially in off-road vehicles or other vehicles with a high center of gravity, is conceivable. Depending on load, both the mass and, usually, the center of gravity of the vehicle change, which can have a considerable influence on the driving dynamics of the respective vehicle. The necessary control parameters are determined by the device according to the invention or by the method according to the invention with or without time delay and transmitted as selected or possibly also scaled parameters to a driving stabilization control device of the vehicle, so that the driving stabilization control device the vehicle depending on the load-dependent parameter set stabilize. A time delay occurs in a so-called indirect measuring method when the loading state is determined, for example, within the framework of one or more alternating driving states. In a directly measuring method, the characteristic measure is determined directly from measured values of a driving situation, for example from a roll angle value during cornering.

If the vehicle is not loaded, a set of control parameters is selected which allows a relatively large driving dynamics of the vehicle. If, on the other hand, the vehicle is heavily laden and / or the vehicle's center of gravity is high, a parameter set is selected or the parameters are scaled such that the driving stabilization control device intervenes earlier and / or more intensely, for example during cornering, in order to stabilize the vehicle to keep the chosen lane.

The driving stabilization control device, which expediently forms part of the stabilizing device according to the invention, may be e.g. one or more of the following systems include:

- an anti-lock system

- A traction control system

- a driving state controller

- a tilt prevention controller - a lateral acceleration limiter

- an electric or electrohydraulic brake system (Sensotronic Brake Control = SBC)

- an active suspension (Active Body Control = ABC)

- active roll control (ARC)

- An electric steering system (steer-by-wire = SBW).

The stabilization device according to the invention can be realized in hardware and / or software.

An embodiment of the invention will be explained in more detail with reference to the drawing. Showing:

1 shows a schematically illustrated vehicle according to the invention with a stabilization device according to the invention for driving stabilization,

2 shows the vehicle according to FIG. 1 in a rear view when cornering, wherein the structure of the vehicle staggers,

Fig. 3 is a schematic representation of the FahrStabilisierungsvorrichtung invention, and

4 shows a course of a rolling rate of the vehicle according to FIG. 1 when entering a cornering.

The vehicle 10 according to the invention shown in the figures is, for example, a lorry or delivery van, wherein in principle a passenger car, in particular a van or SUV (Sports Utility Vehicle), a trailer or Satte¬ lauflieger can be configured as a vehicle according to the invention. The vehicle 10 has a front axle 11 with steerable wheels 12, 13 and a rear axle 14 with non-steerable wheels 15, 16, which could also have twin tires. On the wheels 12, 13, 15, 16 are brakes 17, 18, 19, 20 for braking the respective wheel and speed sensors 21 to 24 for detecting the respective wheel speed of the wheel 11, 12, 15, 16 are arranged.

The brakes 15 to 20 are, as shown schematically by arrows dar¬, by a stabilizing device 25 mit¬ brake application signals 26 to 29 can be controlled.

The rotational speed sensors 21 to 24 send rotational speed measured values 30 to 33 to the stabilizing device 25 in the form of corresponding rotational speed signals, which represent the rotational speed of the respective wheel 12, 13, 14, 15, 16.

Furthermore, the stabilization device 25 can control a motor control 35 by means of a motor control signal 34, for example for throttling the engine power of a motor 35 which drives the front axle 11 and / or the rear axle 14 in the vehicle 10, for example.

At a steering wheel 37 or other steering handle, a driver 38 can specify steering commands. For example, a steering detection device 39 detects the respective steering angle δ _H and transmits it to a steering actuator 40, for example a servo steering aid, for steering the wheels 12, 13. Fer¬ ner transmits the Lenkerfassungseinrichtung 39 a Lenkwin¬ kelsignal 41 with the steering angle δ _H to the Stabilisierungs¬ device 25th The stabilization device 25 stabilizes the vehicle 10 by braking interventions and / or by the motor 35 controlling Ein¬ handles and / or steering interventions, for example, if the vehicle 10 um¬ tilt, spin or threatens to be unstable in any other way.

The stabilization device 25 preferably operates with sensor signals which are anyway required for driving stabilization of the vehicle 10 and which deliver, for example, the rotational speed sensors 21 to 24 in the form of the rotational speed values of the wheels 12, 13, 15, 16.

Furthermore, the stabilization device 25 evaluates, for example, a yaw rate signal 42 with a yaw rate ψ of a yaw sensor 43, a lateral acceleration signal 44 with a lateral acceleration value a _y of a transverse acceleration sensor 45 installed transversely to the vehicle longitudinal axis 55, and optionally a vehicle speed signal 46 with the vehicle speed v 10, which determines a Fahrgeschwindigkeitseinrich¬ device 47. The vehicle speed signal 46 is determined by the driving speed device 47, for example based on the rotational number values of the wheels 12, 13, 15, 16.

Furthermore, the stabilization device 25 evaluates a roll rate signal 53 of a fuel sensor 54. The fuel sensor 54 is, for example, a yaw rate sensor which is installed in such an installed position in the vehicle 10 that it can detect a rotational movement about a vehicle longitudinal axis 55.

When cornering, which is shown schematically in Fig. 2, a structure 56 of the vehicle 10, for example, in the direction of a curved outer side 57 of a flat or inclined ge roadway 86. If the vehicle 10 then too fast If, for example, the lateral acceleration exceeds a predetermined level, the vehicle 10 threatens to overturn to the outside and / or to spin. The drive stabilization device 25 counteracts this problem by various measures, for example by braking interventions on the wheels 12, 13, 15, 16, by throttling the engine power of the motor 35, by changing the damping or stabilization properties of a chassis of the vehicle 10. fe by Lenkeingrif¬ or ^'the like. First, however, the basic structure of the stabilizing device 25, which is shown schematically in Figs. 1 and 3, explained.

In the present case, the stabilization device 25 is implemented as a module that holds both hardware and software. For example, input / output means 48, 49 are present, which can detect the abovementioned signals of the sensors 21 to 24, 43, 45, 47, 54 and corresponding control signals, for example the motor control signal 34 and the brake intervention signals 26 to 29 and Steering signal 50 for controlling the steering actuator 40, can generate. The input / output means 48, 49 contain, for example, one or more bus scooters and / or digital and / or analog input means and / or output means. The stabilizer 25 further includes one or more processors 51 that execute program code from program modules stored in a memory 52. These program modules include, for example, a roll angle module 58 and a drive stabilization control module 59 as a driving stabilization control device. The memory 52 contains volatile and / or nonvolatile memory, for example for storing the modules 58, 59. The driving stabilization control module 59, which eg forms or contains an ESP (ESP = Electronic Stabilization Program), comprises, for example, an anti-lock braking system 60 and / or a traction control 61 and / or a driving state controller 62 and / or a tilt prevention controller 63 and / or lateral acceleration limiter 64.

The roll angle module 58, which in itself can already form a stabilizing device according to the invention, contains, for example, the following constituents, which are e.g. implemented as program functions or modules are: acquisition means 65, evaluation means 66, interpretation means 68, selection means 69 and monitoring means 74.

The detection means 65 detect the measured values, for example the roll rate signal 53 and rotational speed values of the wheels 12, 13, 15, 16.

The evaluation means 66 form a characteristic measure 67 based on the measured values determined by the detection means 65, which characterizes a load state of the vehicle 10. For this purpose, the evaluation means 66 evaluate, for example, the roll rate signal 53. The evaluation means 66 and / or the detection means 65, which can be combined into a single module, can also be described as recognition logic.

The interpretation means 68 interpret the characteristic measure 67 and check it, for example, for plausibility. As long as no plausible, secured characteristic measure 67 is present, the interpretation means 68 transmits, for example, a characteristic start measurement which represents a mean load state of the vehicle 10. The interpretation means 68 can also select, for example, a start parameter set 73 or instruct the selection means 69 to des¬ sen selection until a "secured" characteristic measure 67 is present. The starting parameter set 73 expediently corresponds to a mean load state of the vehicle 10.

The selection means 69 select a parameter set as a function of the characteristic measure 67 and / or scale a parameter set, for example one of the parameter sets 70, 71, 72. The parameter set 70 represents, for example, a load state with low loading and / or low center of gravity height of the vehicle 10, the parameter set 71 an average load of the vehicle 10 and the parameter set 72 a large load of the vehicle 10. It is understood that more parameter sets can be provided as the parame¬ tersätze 70 - 72 , Furthermore, it is possible for the selection means 69 to scale one or more parameters of the parameter sets 70 - 72 as a function of the characteristic measure 67. The selection means 69 send the respectively selected parameter set 70, 71, 72 to the control module 59, which stabilizes the vehicle 10 on the basis of the respectively selected parameter set.

The suitably present monitoring means 74 monitor the evaluation means 66, the selection means 69 and the interpretation means 68 and ensure, for example, that the start parameter set 73 is initially used when the roll angle module 58 is started. Further monitoring functions are not to be shown here, but are possible without further measures. ' It goes without saying that the aforementioned means 65, 66, 68, 69 can also be designed as integral means, for example, in one and the same program code.

The evaluation means 66 expediently determine the characteristic dimension 67 between a first and a second steady state, for example in a transition from cycling to cornering or vice versa. Such a transition is shown in FIG. 4 between times ti and t ₂ . During a transition period 75, that is, in a detection period 75 between the times t _x and t _2, 66 form the evaluation means a Wankratensummenwert, that can also be called a vehicle bank angle a _fzg.

The vehicle _{bank angle} a _fzg is composed of the road bank angle (X _pn and the vehicle roll angle φ _fig .

^(X fi _g = ^(X fln + <Pfz _{g (1} )

On a level roadway with a _fin = 0 the following results:

The vehicle _{bank angle} oc _ßg is calculated according to the following rule:

)

where ψ ' _{xmess is} a roll rate measured value determined from the roll rate signal 53. The roll rate signal 53 with the roll rate measured value ψ _xmess is, for example, _interspersed in cyclic intervals t _u

Times t1 and t2 detected, so that instead of the integral (3) and a sum value with a count variable n for each detected roll rate measurement ψ _xmess can be formed:

With :

t ₂ = t _x + n t _{cycle (4)}

and an evaluation time window, e.g. a transitional phase beginning at t1 and ending at t2 between e.g. a straight-ahead and a turn corresponds to:

t ₂ -t _ι = n _* t _cyclic ^ ₅ J

Ideally, the roll rate measurement ψ _xmess when _driving straight or stationary cornering and not inclined Fahr¬ path = 0, since the vehicle is not inclined or the inclination of the vehicle does not change. It is frequently found that the sensors used have an offset, that is to say they have a roll rate measurement ψ _{x> meas} ≠ 0 in the above-described situation of steady curve or straight-ahead travel. Such a situation is exemplary in

Fig. 4, where after the time t ₂ , that is, after turning into a curve in the roll rate signal 53 is still a Wankratenoffsetwert ψ _{Xt0ff is} included.

For example, if the curve is deflected again, the roll rate sum value would become equal according to equation (3a) which would not be expedient for the determination of the characteristic measure for characterizing the loading state of the vehicle 10 in the initially described indirectly measuring method using the formula (3a).

It is therefore an advantageous function of the stabilization device 25 or, in particular, of the roll angle module 58, to determine the transition from a first stationary roll state or cornering state to a second such state, that is, for example, the transition from Gera¬ deausfahrt in cornering or vice versa. It is also possible that a transition from a stationary cornering, in which the steering angle substantially constant has a first value, in a second stationary cornering, in which a substantially constant second steering angle is schlla¬ gen, based on the following conditions to investigate.

A steady state "straight ahead" is present, for example, if one or more of the following conditions (6) to (11) are present, the roll angle module 58 an¬ hand the corresponding signals, such as the speed readings 30-33, the steering angle signal 41, the yaw rate signal 42, the lateral acceleration signal 44, the Fahrge¬ speed signal 46 and the steering angle signal 41 can detect.

The roll angle module checks, for example, the condition driving on the basis of a minimum and / or maximum yaw rate

ψ "≤ \ sm \ (6) and / or a minimum and / or maximum rate change value

Ψ "≤ \ SW2 \ (7)

and / or a minimum and / or maximum lateral acceleration change value or lateral acceleration value

_yyma ≤ \ sm \ ₍₈₎

a "≤ \ SWA \ (9)

and / or a minimum and / or maximum steering angle (δ)

δ _H ≤ \ SW5 \ (10)

and / or a minimum and / or maximum steering angle änder¬ sungswert s

where SW1 - SW6 are predetermined limit values. The time from which the conditions (6) - (H) are no longer fulfilled and therefore the stationary state "straight ahead" is left, the time limit ti is assigned.

It goes without saying that only one of the above-mentioned conditions is in principle sufficient to determine the state of straight travel or cornering. In particular, the equations (6) and (7) and (8) and (9) can be tested alternately, for example, although it is preferred that a plurality of conditions be checked in order to determine the state of straight-ahead driving as reliably as possible. From the time ti, the initiation of the cornering, the roll rate measured values are added up and the count variable n is incremented.

At a time t ₂ , the vehicle 10 is in stati¬ onären cornering, that is, for example, that the steering angle no longer changes. The roll angle module 58 determines the stationary state "cornering", for example, by means of one or more of the following conditions:

Ψ,, _mess ≥ \ SW7 \ (12)

and or

ά _{y <mess} ≥ \ SWS \ (13)

and or

δ _H ≥ \ SW9 \ (14)

where SW7, SW8, SW9 are predetermined limit values. If the conditions (12), (13), (14) are met, the roll angle module 58 determines the stationary state "cornering" in the exemplary embodiment. When the equations (12) - (14) are satisfied, the time t _{2 is} reached at which the roll angle module 58 terminates the formation of the sum value according to formula (3a), that is, the summing stops.

The roll angle module 58 forms the characteristic dimension 67 on the basis of the roll rate sum value according to formula (3a), that is to say the vehicle _{bank angle αβg} .

In the exemplary embodiment, the characteristic measure 67 is based on a calculated or measured lateral acceleration of the vehicle 10. If one refers to the characteristic measure , Which is denoted in the following formula (13) k _SSG 67 at a calculated lateral acceleration of a Fahr¬ _ycalc zeugs 10, results, for example the following formula (13):

k - "* ^a y, calc ₍₁₅₎

wherein the calculated lateral acceleration a _ycalc , the product of the vehicle longitudinal velocity v _f2g and the measured yaw rate ψ _zmess is:

^a y, calc = ^V fig * Ψz, meas ^ 6)

Now, in principle, it would be possible for the roll angle module 58 to use the characteristic measure 67 directly to select one of the parameter sets 70, 71, 72 and transmit it to the control module 59. However, it could be that, for example, measurement errors, calculation errors or the like have occurred during the determination of the characteristic measure, so that the characteristic measure 67 can not yet be taken over directly. The roll angle module 58 secures the characteristic dimension 67 by one, preferably several or all of the following measures:

For example, the roll angle module 58 expediently checks the incoming measured values for plausibility, so that, for example, the roll angle module 58 checks whether the measured values are within predetermined tolerance limits, if the relation of the measured values to one another is plausible or similar. A low-pass, bandpass or high-pass filtering of the measured values is also possible, so that in this way implausible measured values, which are determined, for example, by vehicle vibration. are caused by the roll angle module 58 geblen¬ det. The application of statistical methods, for example the determination of variances or the like, can also be implemented in the roll angle module 58 as corresponding program functions.

If a sufficient number of values are available for the characteristic dimension 67 which has been determined, for example, by means of the formulas (3a) and (13), the roll angle module 58 uses these values to determine one of the parameter sets 70-72 or to their scaling. In the present case, it is checked whether a predetermined minimum number c of values k _ιßg , .k _2fig .... + k _cj2g is present. The roll angle module 58 then forms the arithmetic mean k _{mv / fzg} according to the following formula (17):

kmw.fzg ⁼ (cage ⁺ ^ 2, fzg + ^ 3, / zg + ^• - + k _c j _zg ) I c (11)

In principle it is also possible that the Wankwinkelmodul 58 for example, some of the values of ki and k _c fades out or filter out, if they are not plausible. Such a test would be fulfilled, for example, at levels that exceed certain limits.

Furthermore, it is possible for the roll angle module 58 to check a plurality of values for the characteristic dimension 67 based on, for example, a linear regression, a plausibility check, a stationarity check or the like, and then only to determine one of the parameter sets 70, 71, 72, if the characteristic Dimension 67 is "secured", so to speak. The result of a regression can also be plausibilized, for example by the roll angle module 58 having a so-called coefficient of determination for the characteristic Dimension 67 determined. If all the values for the characteristic dimension 67 lie, for example, along a straight line, then the degree of determination lies, for example, at the value "1". If the corresponding values deviate from the straight line, ie are uncorrelated, the value for the coefficient of determination can be reduced to "0". It is possible to set a limit value for the degree of determination and thus to check the quality of the characteristic measure 67.

The roll angle module 58 can also perform a directly measuring procedure, that is to say it can continuously monitor the respectively determined roll angle and use one of the parameter sets 70 - 72 to determine and / or scale it. The roll angle module 58 monitors the respective roll angle not only during a stationary state or during a transition from a first to a second stationary state, but continuously, for example according to the following formula:

If the roll angle _value ψ _{xmess has exceeded,} for example, a first or a second limit SW10, SW11:

ψ "≥ \ svno \ (i9)

Ψ _x , _mess ≥ \ SW \ l \ (20),

The roll angle module 58 initiates, for example, measures for stabilizing the vehicle 10 directly, for example, sends corresponding parameters to the control module. When the limit value SW10 is exceeded, the brake pressure is increased, for example, in order to prevent an impending critical see situation to be able to brake fast and strong. When the second limit value SWI1 is exceeded, one or more of the brakes 17-20 are actuated, for example.

A preferred embodiment of the invention provides that the roll angle module ₅₈ does not continuously monitor the roll angle value or the roll rate sum ψ _xmess , but, for example, if one or more of the conditions (6) - (11) are filled, that is when the vehicle 10 is in Kurven¬ ride or has entered a cornering. When driving straight ahead critical driving conditions are not to be feared, so that the permanent monitoring of the roll angle could possibly mean a heavy computer load.

It goes without saying that additional measured values, if present, can also be used by the roll angle module 58 in the direct measuring method or in the indirect measuring method described first, for example a mass signal of the vehicle which has spring deflection measuring sensors which are not shown in the figure is determined, or the like.

The corresponding intervention strategies, which are represented by the parameter sets 70, 71, 72 and / or their scaling, are expediently determined during a driver test or application of the vehicle 10 and are correspondingly adjusted to its actual properties.

After a predetermined holding phase, for example after Ab¬ the engine 36, after a predetermined phase in which the vehicle longitudinal speed of the vehicle 10 is zero or the like, the roll angle module 58 begins to redefine the characteristic measure 67 again, because it after a such a standstill phase to a new loading stand of the vehicle 10 may have come, for example, by unloading or loading of cargo.

The roll angle module 58 and the control module 59 may be a single module. It is also possible that the roll angle module contains one or more submodules of the control module 59, for example the driving state controller and the drive slip control.

Claims

DaimlerChrysler AGPatent claims

1. stabilization device for vehicle stabilization of a vehicle (10), with detection means (65) for detecting at least one roll (53) of the vehicle (10), and with Auswertemit¬ means (66) for evaluating the at least one roll value (53) in dependence a loading state of the vehicle (10), characterized in that the evaluation means (66) are designed to determine a characteristic measure (67) characterizing the loading state of the vehicle (10) on the basis of the at least one rolling value (53) Selection means (69) for selecting and / or scaling a control parameter set (70-72) as a function of the characteristic measure (67), and that the selection means (69) for transmitting the ausge¬ selected and / or scaled Parameter set (70-72) to a driving stabilization control device (59) of the vehicle (10) are configured, wherein the Fahrstabili- sierungsregelungseinrichtung (59) the vehicle (10) i dependence of the selected and / or scaled parameter set (70-72).

2. stabilization device according to claim 1, characterized in that the roll value (53) comprises a roll rate value (53) and / or a roll angle value.

3. stabilization device according to claim 1 or 2, characterized in that it comprises a sensor (54) for determining the roll value (53) or communicates with a sensor (54), the rotational movement, in particular an angle or a change in angle, of the vehicle ( 10) around its longitudinal axis (55) senses.

4. stabilization device according to one of the preceding claims, characterized in that the evaluation means (66) by adding several Wankratenwerte (53) a roll rate sum value (&,) determine and the characteristic measure (67) in Abhän¬ speed of the roll rate sum value ((X _fZg ).

5. stabilization device according to claim 4, characterized in that in the characteristic measure (67) of the roll rate total value (a _fzg ) based on a calculated and / or measured lateral acceleration value of the vehicle (10).

6. stabilization device according to claim 4 or 5, characterized in that the evaluation means (66) on the basis of Wankratensummen¬ value (cZ _ßg ) and the detection period of the accumulated Wankratenwerte (53) determine the load-dependent charakt¬ ristic measure (67).

7. Stabilizing device according to one of claims 4 to

6, characterized in that the evaluation means (66) determine the roll rate sum value (a _i2 ) in each case in a transition phase between a first and a second stationary state.

8. stabilization device according to claim 7, characterized in that the evaluation means (66) based on the transition phase

a minimum and / or maximum roll rate value (53) and / or

a minimum and / or maximum roll rate change value and / or

a minimum and / or maximum lateral acceleration value and / or

a minimum and / or maximum lateral acceleration change value and / or

a minimum and / or maximum steering angle (δ) and / or

a minimum and / or maximum steering angle change value and / or

a minimum and / or maximum driving speed (v) and / or

a minimum and / or maximum yaw rate and / or

- determine a minimum and / or maximum yaw rate change.

9. stabilization device according to one of claims 4 to 8, characterized in that the evaluation means (66) as Wankratensummenwert

(Z _fig ) determine a bank angle in which a

Inclination angle of the road (10) traveled by the vehicle and the respective roll angle of the vehicle (10) is included.

10. stabilization device according to one of claims 4 to 9, characterized in that the evaluation means (66) for the formation of the roll rate sum value (ttfi _g ) auf¬ continuously roll rate values (53) aufzusieren.

11. Stabilization device according to one of the preceding claims, characterized in that the evaluation means (66) the characteristic dimension

(67) directly on the basis of the roll rate sum value (a _fig ), which is interpreted as roll angle, and the selection means (69) select the control parameter set (70-72) in dependence of the roll rate sum value as a charactistic measure (67) and / or scale.

12. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means (66) and / or the selection means (69) when exceeding at least one predetermined limit value of the roll rate sum value (# _{/ zg} ) a vorbe¬ certain stabilization strategy for stabilizing the vehicle (10 ) prepare or initiate.

13. stabilization device according to claim 12, characterized in that the initiation of the stabilization strategy, the construction of a brake pressure and / or the application of brake pads on braking surfaces of the vehicle (10) and / or that the stabilization strategy, a braking of at least one wheel of the vehicle (10). comprises and / or the selection means (69) as Stabilisierungsstra¬ strategy a predetermined control parameter set (70- 72) to the driving stabilization control device (59) transmit.

14. Stabilizing device according to claim 12 or 13, characterized in that the evaluation means (66) the roll rate sum value (cCfi _g ) in dependence

a minimum and / or maximum roll rate value (53) and / or

a minimum and / or maximum roll rate change value and / or

a minimum and / or maximum lateral acceleration value and / or

a minimum and / or maximum lateral acceleration change value and / or

a minimum and / or maximum steering angle (δ) and / or

a minimum and / or maximum steering angle change value and / or

a minimum and / or maximum driving speed (v) and / or

- a minimum and / or maximum yaw rate change determine, monitor.

15. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means (66) determine the characteristic measure (67) as an arithmetic mean of a plurality of values for the characteristic measure (67).

16. stabilization device according to claim 15, characterized in that the evaluation means (66) replace the respective oldest value for the characteristic measure (67) by a respective currently determined value in the determination of the arithmetic mean value.

17. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means (66) the characteristic dimension

(67) only spend when

a predetermined number of values have been determined for the characteristic measure (67) and / or

- the characteristic measure (67) falls below or exceeds at least one predetermined limit and / or

- A variance of determined values of the characteristic measure (67) does not exceed a predetermined limit.

18. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means (66) are designed to form regression data on the basis of the measured values and / or a plurality of values for the characteristic measure (67) within the scope of a linear regression.

19. Stabilization device according to claim 18, characterized in that the evaluation means (66) are designed for a plausibility check of the regression data and a release of plausible regression data.

20. Stabilization device according to one of the preceding claims, characterized in that it comprises monitoring means for monitoring the evaluation means (66) and / or the selection means (69), in particular the selected and / or scaled parameter set (70-72). , having.

21. stabilization device according to one of the preceding claims, characterized in that at a driving start of the vehicle (10) the evaluation means (66) transmit a starting value as the characteristic measure (67) to the selection means (69) and / / or the selection means (69) transmit a starting parameter set (70-72) to the driving stabilization control device (59) of the vehicle (10), and that the starting value or the starting parameter set (70-72) corresponds to an average, In particular Mittle¬ ren, load state of the vehicle (10) corresponds.

22. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means (66) discard a determined characteristic dimension (67) after a predetermined duration of a stoppage phase of the vehicle (10) and determine it again after a new start of the journey.

23. Stabilizing device according to one of the preceding claims, characterized in that the driving stabilization control device (59) an anti-lock brake system and / or traction control and / or a driving state controller and / or a tilt prevention controller and / or a Querbeschleuni- restriction limiter has and / or they Vehicle stabilization control device (59) contains.

24. Stabilizing device according to one of the preceding claims, characterized in that it comprises program executable by a processor.

25. Storage means with a stabilization device according to claim 24.

26. A method for driving stabilization for driving stabilization of a vehicle (10), with the steps:

Detecting at least one roll-off value (53) of the vehicle (10), and evaluating the at least one roll-off value (53) as a function of a load state of the vehicle (10), characterized by

Determination of a characteristic measure (67) characterizing the load state of the vehicle (10) on the basis of the at least one roll value (53),

- Selection and / or scaling of a control parameter set (70-72) as a function of the characteristic measure (67), and

Transmission of the selected and / or scaled parameter set (70-72) to a vehicle stabilization control device (59) of the vehicle (10), wherein the vehicle stabilization control device (59) controls the vehicle (10) as a function of the selected and / or scaled parameter set (70-72) stabilized.

27 vehicle (10), in particular trucks, characterized in that it comprises a stabilizing device according to one of claims 1 to 24 and / or a storage means according to claim and An¬ claim 25 and / or means for carrying out the method according to claim 26.