DE10154028A1 - Method and device for situation-dependent and driver-dependent weakening of ESP stabilization interventions - Google Patents

Abstract

A device and a method for regulating at least one driving dynamics control variable that describes a movement of a vehicle are proposed. At least one vehicle dynamics variable of the vehicle is determined in the determination means. There are control means with which actuators for controlling the at least one dynamic control variable are activated, the sensitivity of the control means being able to be influenced. The essence of the invention is that the sensitivity of the control means in at least one operating state of the vehicle is influenced by at least one of the determined vehicle dynamics variables.

Description

State of the art

DE 199 49 286 A1 describes a device for Regulation of at least one vehicle movement variable, the one Movement of a vehicle describes. The Device control means with which actuators for control the vehicle movement size can be controlled. Further the device contains investigative means with which one Rough road distance, which is a ride of the vehicle describes a rough road, is determined. In Dependency of the rough road distance size is one Influencing the control means made such that the sensitivity of the control means to the drive of the Vehicle is adjusted on a rough road.

EP 0 339 056 B1 describes a control method the vehicle stability when cornering, the Vehicle speed and the coefficient of friction between tires and street are determined. The process will also the steering angle and the speed of rotation of the vehicle around the vertical axis (yaw rate) is determined and a lower limit of the yaw rate in Dependence on the steering angle taking into account the Vehicle speed and the coefficient of friction set. at The measured value falls below the limit value curve Yaw rate, brake pressure is reduced.

DE 199 64 032 A1 describes one method and one Device for stabilizing a vehicle is known. at This method is used to stabilize the vehicle Lateral dynamic variable, which is the lateral dynamics of the vehicle describes, regulates. The regulation of the transverse dynamic variable is performed so that the vehicle's slip angle is on a predetermined value is limited. By default of the driver is the regulation of the lateral dynamics changed that a larger float angle than that predetermined value is allowed.

The features of the preambles of the independent claims are taken from DE 199 49 286 A1.

Advantages of the invention

With vehicle dynamics control systems (ESP = "electronic stability program ", FDR) is carried out by the driver Steering angle specified a desired driving behavior. Depending on the steering angle, the lateral acceleration and the vehicle longitudinal speed becomes a setpoint for the Yaw rate calculated. Is the measured Yaw rate not at the calculated The target yaw rate matches, the tries Vehicle dynamics controller z. B. by brake pressure changes individual wheels or through active steering processes Adjust yaw rate to the setpoint. The Phase shift between steering angle change and Yaw rate change due to the vehicle's own dynamics is taken into account by suitable filters. It exists now with certain, especially sporty tuned Vehicles the desire, in some cases, a permissible Control deviation between the target yaw rate and the actual yaw rate tolerate. In these cases, the vehicle controller interventions To prevent this, suitable measures are required.

With known solutions it is not possible Depending on the situation, larger permanent control deviations between the yaw rate setpoint and the actual value to allow the yaw rate. This makes it Example not possible with front-wheel drive vehicles at Steer smooth road at the exit of the curve and alone by accelerating, without active brake intervention by the Driving dynamics controller, the vehicle slowly again almost make. For sporty vehicles but that's exactly what is often wanted. Only when the driver is clear must countersteer ("countersteer" means that the Steering angle beyond the zero position in the opposite direction) or when the The vehicle's slip angle increases, are said to be stabilizing Interventions take place. If the driver only turns back slightly ("Steering back" means that the steering angle is reduced will, but not beyond the zero position in the other Direction), the controller should Take over stabilization task and with full Intervene sensitivity. If the driver is strong redirects back, that is sufficient with appropriately coordinated Vehicles already to the vehicle even without brake intervention to turn straight ahead. So it should be prevented that the driver's stabilization intervention (due to strong Redirect) with that of the controller (by Brake intervention z. Superimposed on the front wheel on the outside of the curve), subjectively the stabilization seems too violent can. The described invention makes this possible opened, the well-known driving dynamics control (ESP, FDR) in the described way to expand.

• - die Ermittlungsmittel enthält, mit denen wenigstens eine fahrdynamische Größe des Fahrzeugs ermittelt wird und
• - die Reglermittel enthält, mit denen Aktuatoren zur Regelung der wenigstens einen fahrdynamischen Regelgröße angesteuert werden, wobei die Empfindlichkeit der Reglermittel beeinflussbar ist.

The invention relates to a device for controlling at least one driving dynamics control variable that describes a movement of a vehicle.

• - Contains the determination means with which at least one vehicle dynamics variable is determined and
• - Contains the control means with which actuators for controlling the at least one dynamic control variable are controlled, the sensitivity of the control means being influenced.

The advantage of the invention is that Sensitivity of the control means in at least one Operating state of the vehicle by at least one of the determined driving dynamics of the vehicle influenced becomes.

Of course you can choose from the Detection means also determined vehicle dynamics variables the driving dynamics control variables are located.

• - als Betriebszustand eine Fahrt mit einer von Null verschiedenen Querbeschleunigung des Fahrzeugs und einem Lenken des Fahrers entgegen der Richtung der Querbeschleunigung oder
• - wenn als Betriebszustand sich das Fahrzeug in einem übersteuerten Zustand befindet und eine Fahrt mit einer von Null verschiedenen Querbeschleunigung des Fahrzeugs und einem Lenken des Fahrers in Richtung der Querbeschleunigung

vorliegt. An advantageous embodiment of the invention is characterized in that at least one transverse acceleration variable and one steering angle variable are determined by the ascertaining means as driving dynamics variables and that the sensitivity of the control means is influenced when

• - As an operating state, a drive with a non-zero transverse acceleration of the vehicle and a steering of the driver against the direction of the transverse acceleration or
• - If the vehicle is in an oversteered state as the operating state and a journey with a non-zero transverse acceleration of the vehicle and a steering of the driver in the direction of the transverse acceleration

is present.

• - als Betriebszustand eine Fahrt mit einer von Null verschiedenen Querbeschleunigung des Fahrzeugs und einem Lenken des Fahrers entgegen der Richtung der Querbeschleunigung vorliegt oder
• - wenn als Betriebszustand sich das Fahrzeug in einem übersteuerten Zustand befindet und eine Fahrt mit einer von Null verschiedenen Querbeschleunigung des Fahrzeugs und einem Lenken des Fahrers in Richtung der Querbeschleunigung vorliegt, wobei insbesondere vorgesehen ist, dass der übersteuernde Zustand dadurch definiert ist, dass die Ist-Giergeschwindigkeit die Sollgiergeschwindigkeit betragsmäßig überschreitet.

A further advantageous embodiment of the invention is characterized in that at least one transverse acceleration variable and one steering angle variable are determined by the ascertaining means as driving dynamic variables and that the sensitivity of the control means is influenced when

• - As the operating state, a drive with a non-zero transverse acceleration of the vehicle and a steering of the driver against the direction of the transverse acceleration is present or
• - When the operating state is the vehicle in an oversteered state and there is a journey with a non-zero transverse acceleration of the vehicle and a steering of the driver in the direction of the transverse acceleration, it being provided in particular that the oversteering state is defined by the fact that the actual - Yaw rate exceeds the target yaw rate.

It is also possible to use the term "oversteer" to define as follows: Oversteer is present if the slip angle increases with increasing lateral acceleration on the rear axle grows more than the slip angle on the front axle.

The invention is in an advantageous embodiment characterized in that a comparison of two different determined driving dynamics quantities is carried out and depending on the outcome of this Compare the influence of the sensitivity of the Regulator means done differently.

• - dass durch die Ermittlungsmittel als fahrdynamische Größen zumindest der Lenkwinkel und die Querbeschleunigung ermittelt werden und
• - dass beim Vergleich die Vorzeichen des Lenkwinkels und der Querbeschleunigung verglichen werden.

A further advantageous embodiment is characterized in that

• - That the determination means are used to determine at least the steering angle and the lateral acceleration as driving dynamics variables
• - That the signs of the steering angle and the lateral acceleration are compared in the comparison.

It is advantageous if one of the determined dynamic parameters at least one measured yaw rate and one, especially through a mathematical model, determined yaw rate.

• - dass sich unter den ermittelten fahrdynamischen Größen auch die Querbeschleunigung und die Fahrzeuglängsgeschwindigkeit befinden und
• - dass die durch ein mathematisches Modell ermittelte Gierrate betragsmäßig durch einen oberen Grenzwert nach oben begrenzt ist, wobei in den oberen Grenzwert zumindest die Querbeschleunigung und die Fahrzeuglängsgeschwindigkeit eingehen.

An advantageous embodiment is characterized

• - That the lateral acceleration and the longitudinal vehicle speed are also among the determined dynamic driving variables and
• - That the yaw rate determined by a mathematical model is limited in terms of amount by an upper limit value, at least the lateral acceleration and the longitudinal vehicle speed being included in the upper limit value.

• - wenn dann eine fahrerunabhängige Ansteuerung der Aktuatoren zur Regelung der wenigstens einen zu regelnden fahrdynamischen Größe erfolgt, wenn die mit einem Faktor multiplizierte Abweichung der gemessenen Gierrate von der durch ein mathematisches Modell ermittelten Gierrate einen maximal zulässigen Grenzwert überschreitet und
• - wenn die Empfindlichkeit der Reglermittel durch diesen Faktor bestimmt wird.

It is an advantage

• if the actuators for controlling the at least one driving dynamic variable to be controlled are then driver-independent, if the deviation of the measured yaw rate from the yaw rate determined by a mathematical model multiplied by a factor exceeds a maximum permissible limit value and
• - if the sensitivity of the control means is determined by this factor.

The multiplication of the deviation between the measured Yaw rate and that determined by a mathematical model Yaw rate is synonymous with scaling. Thereby becomes a particularly robust, inexpensive and inexpensive Type of weakening of stabilization interventions allows.

• - der Wert Null eine Deaktivierung der Reglermittel und
• - der Wert Eins einen Betrieb der Reglermittel mit maximaler Empfindlichkeit

bedeuten. In an advantageous embodiment, the factor has a value between zero and one, wherein

• - the value zero deactivates the control means and
• - the value one an operation of the control means with maximum sensitivity

mean.

It should be noted that the advantageous mentioned Embodiments no additional sensors to the at a vehicle dynamics control system already existing Need sensors. This is not an essential one additional material expenditure. It should also be noted that the Driving dynamics control system not completely by the invention is changed. Rather, the invention is limited to many embodiments to one of driving dynamics dependent variation of intervention thresholds of the Vehicle dynamics control system.

drawing

An embodiment of the invention is shown in the following drawing. The drawing consists of FIGS. 1 to 3.

Fig. 1 shows in a block diagram form the construction of the invention.

Fig. 2 shows the integration of the invention in the sensors, actuators and the vehicle movement dynamics controller.

FIG. 3 shows the structure of the system as in FIG. 2, but divided into the blocks "determination means", "controller means" and "actuators".

embodiments

In general, in vehicle dynamics control systems from the steering angle Lw and the vehicle's longitudinal speed vx using the characteristic speed vch (vch is a vehicle constant) is a target yaw rate vGiAck calculated. This is then done with the help of Vehicle lateral acceleration ay that Longitudinal vehicle speed vx and possibly other Auxiliary quantities are capped. So that gets the target yaw rate vGiSo. The Value vGiBeg = ay / vx a significant share in the Limiting the target yaw rate because it is is a stability limit. If the The stability limit on a level road increases Vehicle swimming angle on and the vehicle becomes unstable. To do this, imagine a circular drive of the vehicle constant circle radius. There applies ay = vGi.vx. ay is the lateral acceleration, vGi is the measured Yaw rate and vx the longitudinal vehicle speed. VGi increases, but ay does not increase (and therefore not vGiBeg), then the float angle increases and the vehicle becomes unstable. This is also recognized mathematically by that the now larger value of vGi is the not larger one Stability limit ay / vx exceeds.

The following relationships apply to the variables vGiAck, vGiBeg and vGiSo mentioned:


as well as vGiBeg = ay / vx and vGiSo = f (vGiAck, vGiBeg).
c is the wheelbase.

For example, vGiSo can be chosen as the minimum of vGiAck and vGiBeg. The yaw rate control deviation DvGi0 can now be determined:
DvGi0 = vGiSo - vGi,
where vGi is the yaw rate measured, for example, with a yaw rate sensor. With the help of various control engineering methods, manipulated variables can be calculated from the control deviation, which influence the vehicle behavior in the desired way. Depending on the situation, it is also possible to weaken the control deviation DvGi0 in such a way that only weak or no control interventions take place. This is done by the multiplication DvGi = DvGi0.V1 explained later.

In Fig. 1, the procedure is shown to mitigate the control interventions.

In block 1 , a speed-dependent characteristic curve (vx is plotted along the abscissa) specifies a first weakening factor A1 for weakening the control interventions between zero and one. With A1 = 0 there is no weakening due to the contribution of the first weakening factor A1, with A1 = 1 there is a maximum weakening through the contribution of the first weakening factor A1, ie the control interventions are weakened or even completely prevented. This can reduce the z. B. only be carried out at low speeds. In a special embodiment, this speed-dependent characteristic curve can be a piece-wise linear characteristic curve.

The output of block 1 is multiplied in block 100 by the output of block 2 . Block 100 is a multiplier. Block 2 contains a characteristic curve dependent on lateral acceleration. There, a weakening factor A2 is calculated as a function of the amount of lateral acceleration ay, ie | ay |. Instead of the characteristic curve dependent on transverse acceleration, a characteristic curve dependent on the coefficient of friction is also conceivable. Then the attenuation factor is determined as a function of the coefficient of friction. The coefficient of friction represents a measure of the friction between the tire and the road surface. It is dependent on variables such as the nature of the road surface, tire material, wheel contact force or variables representing the driving dynamics. In a special embodiment, block 2 can also contain a piecewise linear characteristic. In the specific exemplary embodiment, A2 takes the value 1 for small transverse accelerations | ay | on and then decreases linearly to a smaller value with increasing lateral acceleration.

The multiplier 100 delivers the size A1.A2 as an output signal. In logic block 3 , the result of multiplication A1.A2 is subtracted from one. The output signal V0 from block 3 thus corresponds to an amplification for the control interventions, because it is V0 = 1 - A1.A2. This results in the following borderline cases:
V0 = 0: maximum or even complete prevention of control interventions
V0 = 1: no interference with the control interventions.

For example, V0 = 1 occurs when A1 or A2 is zero. I.e. at high vehicle longitudinal speeds or large Lateral accelerations are not prevented Control interventions take place. This makes sense because it is then potentially dangerous situations may exist.

When evaluating the statements relating to the "maximum prevention of control interventions" or "no prevention of control interventions", it should be noted that V0 is the output signal generated by logic block 3 . In the further course of the method, additional terms are added to V0, through which the signal V1 is ultimately generated. This signal V1 is the decisive measure for the sensitivity of the overall system. The size V0 can be regarded as an intermediate size.

The output signal V0 from block 3 is now passed on in two branches:
Branch A: the driver steers in the direction of the bend (this also includes back steering)
Branch B: the driver steers against the direction of the bend (countersteering)

Which of the two branches is selected depends on the position of the switch 11 .

First, consider branch A, which is for steering applies in the direction of the curve. The steering angle Lw and the Lateral acceleration ay have the same in this case Sign.

The signs can be chosen, for example, so that with a right turn both steering angle as well Lateral acceleration have a positive sign in the case of a Left curve both have negative signs. (Both at the right curve as well as the left curve for example, assuming a driving stable driving condition become.)

In block 4 , the amount of the determined yaw rate vGi (vGi is measured with a yaw rate sensor, for example) is evaluated with respect to the stability limit vGiBeg (= ay / vx). Here, in the abscissa direction | vGi | and the size V4 is plotted in the ordinate direction. If the amount of yaw rate | vGi | the value of | vGiBeg | exceeds, then the output of the characteristic implemented in block 4 is 1 (V4 = 1). As a result, the controller gain may later be weakened less or not at all. If the yaw rate is lower, the output of the characteristic curve in block 4 quickly drops to zero, since in this case vehicle stabilization by the controller is no longer as urgent. If | vGi | is smaller than | vGiBeg |, the vehicle swimming angle automatically becomes smaller, ie the driving state becomes more stable.

In a block 5 the dependence on the amount of the target yaw rate | vGiAck | and thus evaluated from the given steering angle. Along the abscissa the size is | vGiAck | plotted along the ordinate the Great V5. Is | vGiAck | near the stability limit | vGiBeg |, then the output of the characteristic curve is close to the value 1. This means that the control gain is only slightly reduced. However, is | vGiAck | significantly smaller than | vGiBeg |, then this means that the driver is steering back, that is, he has taken over the stabilization task. In this case, the controller gain can be significantly reduced. This also makes clear the statement made at the outset that if the driver slightly steers back, the controller should take over the stabilization task (vGiAck is only slightly reduced when the driver steers slightly backwards), while if the driver steers back strongly (vGiAck now takes a small value), it does so Controller influence is reduced or switched off.

In blocks 4 and 5 , of course, linear characteristics can be implemented piece by piece in special embodiments.

The output signals from block 4 (output signal V4) and block 5 (output signal V5) are now multiplied in block 101 and a criterion for changing the controller gain is obtained, which primarily depends on the steering angle (driver specification) and the yaw rate (vehicle reaction). The result V4.V5 of the multiplication is again added to the gain V0 in the logic block 6 , ie the previously reduced gain can be increased again here.

In the case of countersteering (branch B), the output of block 7 is added to linkage V0 by logic block 8 . Block 7 has the amount of the target yaw rate vGiAck as an input signal. Block 7 calculates the gain factor V7 (ordinate) as a function of | vGiAck | (Abscissa). Up to a predetermined value, which depends primarily on the steering angle, the output of block 7 remains at a small value or at zero, after which it increases continuously. This increases the gain V0. This means that when countersteering starts from a predefinable threshold, the previously reduced gain for the control deviation increases again.

Query 9 now differentiates between oversteering and non-oversteering. Oversteer is recognized by the fact that the actual yaw rate vGi exceeds the target yaw rate vGiSo in terms of amount. If the vehicle does not oversteer, the gain is fixed to one in block 10 . This is due to the fact that the gain should only be reduced by this algorithm if the vehicle does not react immediately when turning back, that is, if the actual yaw rate exceeds the target yaw rate. Query 11 now differentiates between countersteering (Lw.ay <0) and steering into the curve (Lw.ay> 0). In the case of countersteering, the output of link 8 is forwarded (branch B). If query 11 is negative, ie there is no countersteering, then the result of query 9 is forwarded (branch A).

The output signal of query 11 is now limited between zero and one in block 12 and gain V1 is obtained, by which the yaw rate control deviation (vGiSo - vGi), which is formed in subtraction block block 103 , is multiplied. In the characteristic curve stored in block 12 , the output signal of query 11 is plotted in the abscissa direction (for example V0 + V4.V5 or 1 or V0 + V7), and V1 is plotted in the ordinate direction.

The multiplication takes place in multiplier 104 . Normally V1 has the value 1, ie the control deviation DvGi corresponds to vGiSo - vGi and the controller works with full gain. The control deviation and thus the stabilization intervention are only weakened if the calculation returns a value less than one. In certain situations, this can support sporty driving with less subjectively disruptive control interventions.

The signal DvGi is forwarded to the query block 105 . There the query takes place whether DvGi exceeds a threshold Sw. The query is: DvGi> Sw? If DvGi exceeds the threshold value Sw, the vehicle dynamics control system intervenes by block 106 . If DvGi does not exceed the threshold value Sw, the vehicle dynamics control system does not intervene (block 107 ).

In the following, the input signals of blocks 1 , 2 , 4 , 5 and 7 are to be put together in key words:
Block 1 : input signal vx
Block 2 : input signal | ay | Block 4 : Input signal | vGi | Block 5 : Input signal | vGiAck | Block 7 : Input signal | vGiAck |

In Fig. 2 the embedding of the invention in the system consisting of sensors, actuators and the driving dynamics controller is shown. The actuators can be, for example, the wheel brakes or the engine control unit.

Block 200 contains the "remaining" vehicle dynamics controller functions, that is the vehicle dynamics controller functions without the parts contained in this invention.

Block 201 is referred to as an "additional block" and includes the present invention as essentially shown in FIG. 1.

Block 202 contains the sensors.

Block 203 contains the actuators.

In block 202 , for example, the following sensors are included: wheel speed sensors, a yaw rate sensor, a steering angle sensor, a lateral acceleration sensor, brake pressure sensors.

The output signals of these sensors are supplied to block 200 (remaining vehicle dynamics controller functions) on the one hand, and part of the output signals are also supplied to block 201 , which includes the present invention. In the specific exemplary embodiment, the signals which are supplied to block 201 are vGi, | vGi | and | ay |.

Block 201 contains further input signals from block 200 , namely | vGiAck |, vGiSo and vx. The longitudinal vehicle speed vx can be determined, for example, from the wheel speeds. The input signals from block 201 can also be seen in FIG. 1, if one looks at the input channels drawn in from the top to the bottom on the left.

In the exemplary embodiment, the output signal DvGi is generated in block 201 and is supplied to block 200 .

Block 200 controls the actuator system 203 , which includes, for example, the individual wheel brakes and the engine control. This enables the vehicle dynamics control system to initiate braking or braking processes on individual wheels or to intervene in the engine control system (e.g. control of the throttle valve position).

The overall system is shown again in FIG. 3. In contrast to FIG. 2, the overall system is subdivided into the blocks “determination means”, “controller means” and “actuators”.

The determination means 300 provide the output signals vx, ay, vGi, vGIAck and Lw (and possibly also other variables such as brake pressures). These variables are input to the control means 301 . The controller means in turn interact with the actuator 302 .

Instead of weakening the control deviation DvGi, of course also in many other places in the Control loop of the control intervention are weakened, e.g. B. by Decrease the controller gain or by weakening the Actuating variables (e.g. the target slip changes).

Regarding this invention, it should be noted that here Driver behavior is included in the regulation. This Driver behavior is included, for example about the target yaw rate raw value (vGiAck), which by the driver by specifying the steering angle Lw and Longitudinal vehicle speed vx is influenced.

Finally, for reasons of clarity, the most important mathematical variables used are compiled:
Lw = steering angle,
vGi = yaw rate,
vx = longitudinal vehicle speed,
vch = characteristic speed (vehicle constant),
ay = lateral vehicle acceleration,
vGiAck = target yaw rate raw value,
vGiBeg = yaw rate limit value
vGiSo = target yaw rate,
DvGi0 = yaw rate control deviation,
DvGi = yaw rate control deviation multiplied by factor V1

Claims (10)

1. Device for controlling at least one driving dynamics control variable (vGi) that describes a movement of a vehicle,
contains the determining means ( 300 ) with which at least one vehicle dynamic variable (vx, ay, vGi, vGiAck, Lw) of the vehicle is determined,
contains the control means ( 301 ) with which actuators ( 302 ) for controlling the at least one driving dynamics control variable (vGi) are controlled, the sensitivity of the control means ( 301 ) being able to be influenced,
characterized in that
the sensitivity of the control means ( 301 ) in at least one operating state of the vehicle is influenced by at least one of the determined vehicle dynamic variables (vx, ay, vGi, vGiAck, Lw). 2. Device according to claim 1, characterized in that at least one lateral acceleration variable (ay) and one steering angle variable (Lw) are determined by the determining means ( 300 ) as vehicle dynamics variables and that the sensitivity of the controller means ( 301 ) is influenced when
as the operating state, a drive with a non-zero transverse acceleration (ay) of the vehicle and a steering of the driver against the direction of the transverse acceleration (ay) or
if the operating state is the vehicle in an oversteered state and a journey with a non-zero transverse acceleration (ay) of the vehicle and a steering of the driver in the direction of the transverse acceleration (ay)
is present. 3. Device according to claim 1, characterized in that
a comparison of the signs of two different determined vehicle dynamics variables (Lw, ay) is carried out and
depending on the outcome of this comparison, the sensitivity of the control means is influenced differently. 4. The device according to claim 3, characterized in
that at least the steering angle (Lw) and the lateral acceleration (ay) are determined by the ascertaining means ( 300 ) as driving dynamic variables and
that the signs of the steering angle (Lw) and the lateral acceleration (ay) are compared in the comparison. 5. The device according to claim 1, characterized in that at least among the determined driving dynamics a measured yaw rate (vGi) and one, in particular by a mathematical model, determined yaw rate (vGiSo) located. 6. The device according to claim 5, characterized in that
that the lateral acceleration (ay) and the longitudinal vehicle speed (vx) are among the determined driving dynamics and
that the yaw rate (vGiSo) determined by a mathematical model is limited in terms of amount by an upper limit value (vGiBeg), the upper limit value (vGiBeg) including at least the lateral acceleration (ay) and the longitudinal vehicle speed (vx). 7. The device according to claim 5, characterized in that
that the actuators for controlling the at least one dynamic parameter to be controlled are controlled independently of the driver when the deviation of the measured yaw rate (vGi) from the yaw rate (vGiSo) determined by a mathematical model multiplied by a factor (V1) has a maximum permissible limit value ( Sw) and
that the sensitivity of the control means ( 301 ) is determined by this factor (V1). 8. The device according to claim 7, characterized in that the factor (V1) has a value between zero and one, wherein
the value zero deactivates the control means ( 301 ) and
the value one means operation of the control means ( 301 ) with maximum sensitivity
mean. 9. Method for controlling at least one driving dynamics control variable that describes a movement of a vehicle in which
at least one vehicle dynamics variable (vx, ay, vGi, vGiAck, Lw) of the vehicle is determined,
are driven to control the at least one vehicle dynamic control variable (vGi) by controller means (301) actuators (302), the sensitivity of the regulator means (301) can be influenced,
characterized in that
the sensitivity of the control means ( 301 ) in at least one operating state of the vehicle is influenced by at least one of the determined vehicle dynamics variables (vx, ay, vGi, vGiAck, Lw) of the vehicle. 10. The method according to claim 9, characterized in that
a comparison of the signs of two different determined vehicle dynamics variables (Lw, ay) is carried out and
Depending on the outcome of this comparison, the sensitivity of the control means ( 301 ) is influenced differently.