DE102019208817A1 - Method, control unit and system for controlling a drive of a vehicle - Google Patents

Abstract

The invention relates to a method (100) for controlling a drive (17) of an, in particular autonomous, vehicle with the steps of receiving (101) at least one first parameter (K1) representing a payload of the vehicle from a first detection unit (13); of determining (102) a payload value from the at least one first parameter (K1) on the basis of at least one first rule representing the payload of the vehicle; and the generation (104) of a control signal (AS1) for controlling the drive (17) as a function of the payload.

Description

The invention is based on a method for controlling a drive of an, in particular autonomous, vehicle, a control unit for carrying out the method and a system according to the preamble of the independent claims. The invention also relates to a corresponding computer program and a storage medium.

State of the art

Electric parking brakes (EPB) are state of the art in today's vehicles. The electric parking brake can, for example, assist a driver when starting up a hill so that the vehicle does not roll back.

The DE 10 2017 207 077 A1 discloses a method for monitoring a drive of a vehicle, a movement parameter predetermined by a drive control unit being compared with a measured movement parameter and a malfunction of the drive being recognized on the basis of the comparison.

Disclosure of the invention

Against this background, the approach presented here is used to present a method for controlling a drive of an, in particular autonomous, vehicle. The method can advantageously be carried out in a control unit, which can have an evaluation unit and / or a memory unit.

The method has a step of receiving at least one first parameter representing a payload of the vehicle from a first detection unit. In other words, the vehicle's payload is detected by means of a sensor system. In particular, a change in the vehicle's payload can be detected. A payload can be understood to mean the sum of the weight that is made up of the people or passengers and movable objects in the vehicle. This payload changes in particular for vehicles that are designed for passenger transport. A vehicle can be understood to mean, for example, cars, vans, omnibuses or, in particular, so-called shuttles. Furthermore, in addition to the aforementioned road vehicles, it can also be understood to include rail-bound vehicles such as trains. The receiving step can take place once or repeatedly.

The method also has a step of determining a payload value from the at least one first parameter based on at least one first rule representing the payload of the vehicle. In other words, a value of the first parameter is compared with a list stored in a memory unit of the control unit with corresponding assignments of values of the first parameter to load values or with a map or with a characteristic curve in order to obtain the exact load value of the vehicle. The step of determining can take place once or repeatedly.

The method also has a step of generating a control signal for controlling the drive as a function of the payload value. In other words, the drive of the vehicle is controlled as a function of the current load value. The generation step can take place once or repeatedly.

Advantages of the invention

With this method, in particular in the case of an electrically operated and autonomously acting shuttle, the amount of the payload or a change in the payload can be determined in a simple manner in order to drive and / or brake the shuttle as smoothly as possible depending on this. Because especially with a shuttle whose payload varies greatly due to the regular entry and / or exit of people or passengers at stops, the method can be used in an advantageous manner to determine the current payload precisely and for a smooth or jerk-free Starting to set the required torque or the required pulling force precisely. Particularly when starting on a slope, knowledge of the exact payload and thus the exact total weight of the vehicle can effectively prevent the vehicle from rolling backwards. Furthermore, this method can also be used to identify whether the load is causing the shuttle to exceed its permissible total weight, and a message can be output to the passengers if necessary.

Further advantages result from the subclaims

In a preferred embodiment, it is provided that the control signal is generated as a function of an angle of inclination of the vehicle relative to a horizontal line detected by a position sensor and / or of a coefficient of friction of the roadway detected or predetermined by a coefficient of friction sensor. Because in this way, the torque required for a smooth start-up can advantageously be achieved or the tensile force required for this for the shuttle in use on a slope or on a road with an upward or downward gradient and / or with different road surfaces. This is particularly advantageous on hilly stretches and / or in changing weather conditions. The coefficient of friction of the roadway on which the shuttle is currently located can be precisely determined by the coefficient of friction sensor. The coefficient of friction sensor can be designed as an optical sensor, in particular as a camera.

Alternatively or additionally, it can be provided that the shuttle has a navigation sensor system in order to determine the exact current location of the shuttle. By comparing the location with a map in which the respective coefficients of friction of the road surface are stored, the currently existing coefficient of friction can be determined in a simple manner.

In a further preferred embodiment it is provided that the control signal controls the drive as a function of a predetermined wheel speed and / or acceleration, and that the control takes place in such a way that slip occurring between the wheels of the vehicle and the roadway is essentially avoided. This ensures a particularly gentle or jerk-free start-up. In particular, it can be provided that the control takes place in such a way that the slip is less than 15%, preferably less than 10%, particularly preferably less than 5% and very particularly preferably less than 1%. This still enables the shuttle to start up or brake comfortably.

In a further preferred embodiment it is provided that in the step of receiving at least one second parameter representing the load of the vehicle is received by a second detection unit, that in the step of determining the load value from the at least one second parameter based on at least a second, the load of the Vehicle representing regulation is determined and that in the step of generating the control signal is generated when the load value determined from the first parameter and the load value determined from the second parameter by less than 5%, preferably by less than 2% and particularly preferably by less differ than 1%. In other words, a second sensor system is used here in order to carry out the previously described method in a corresponding manner and thereby to check plausibility. This has the advantage that there is redundancy in a system in which the method is used and the security of the method is thereby increased.

In a further preferred embodiment it is provided that in the step of receiving at least one further parameter representing the payload of the vehicle is received by a further detection unit, that in the step of determining the payload value from the at least one further parameter based on at least one further, the payload of the Vehicle representing regulation is determined and that in the step of generating the control signal is generated when the load value determined from the first parameter, the load value determined from the second parameter and the load value determined from the further parameter by less than 5%, preferably less differ by more than 2% and particularly preferably by less than 1%. In other words, a further sensor system is used here in order to carry out the previously described method in a corresponding manner and thereby to check plausibility. This further increases the security of the method.

Alternatively or additionally, it can be provided that in the receiving step at least one further parameter representing the payload of the vehicle is received by a further detection unit, that in the step of determining the payload value from the at least one further parameter using at least one further, the payload of the vehicle representing regulation is determined and that in the step of generating the control signal is generated if the load determined from the first parameter and the load determined from the second parameter differ by 5% or more and the load determined from the first parameter and the from the payload determined by the further parameter differ by less than 5%, preferably by less than 2% and particularly preferably by less than 1%, or the payload determined from the second parameter and the payload determined from the further parameter differ by less than 5%, preferably by less than 2% and especially ers preferably differ by less than 1% and that the control signal is generated as a function of the parameter whose payload differs from the payload determined by the additional parameter by less than 5%, preferably by less than 2% and particularly preferably by less than 1% differs. In other words, the additional sensor system is used here when the payload values determined from the first two detection units differ so greatly that one of the first two detection units can be assumed to be incorrect. The characteristic variable of that detection unit for generating the control signal is then selected whose payload value deviates the least from the payload value of the further characteristic variable. This further increases the security of the method.

Alternatively or additionally, it can be provided that a defective detection unit outputs a negative value so that it is clearly signaled to the control unit that this detection unit is defective. Only the other registration unit or the other registration units are now used for the method.

In a further embodiment it can be provided that the at least one first parameter and / or the at least one second parameter is a parameter selected from the list comprising a pressure, in particular an air suspension of the vehicle, or a spring deflection, in particular a mechanical suspension (e.g. . A coil suspension) of the vehicle, and that the at least one further parameter is a number of people, in particular a number of occupants or passengers of the vehicle.

It can preferably be provided that the first detection unit is a pressure sensor of the air suspension of the vehicle, and that the second detection unit is a displacement sensor of a mechanical suspension of the vehicle. It can optionally be provided that the further detection unit is a camera, in particular an interior camera of the shuttle. Because these parameters can be used to determine the load values of the shuttle in a simple and efficient manner. If, for example, three people get off at a stop, the pressure on the pressure sensor will be reduced accordingly and / or the depth of immersion of the mechanical suspension of the vehicle will decrease. In the opposite case, when people board the shuttle, the pressure at the pressure sensor will increase and / or the depth of immersion of the mechanical suspension will increase. In all cases, the camera will register a stream of people from the shuttle and / or into the shuttle and will be able to determine a net number of people in the shuttle using image evaluation algorithms. On the basis of corresponding specifications, a weight and thus the payload can be estimated from this net number of people.

In a further embodiment it is provided that in the step of receiving a plurality of first parameters from a plurality of first detection units arranged at different locations on the vehicle and / or a plurality of second parameters from a plurality of second ones arranged at different locations on the vehicle Detection units are detected, the respective first parameters and / or the respective second parameters being compared with each other in a comparison step and a further control signal for controlling a level control system of the vehicle is generated as a function of the comparison and / or a further control signal for controlling an, in particular axle-specific or individual wheel torque distribution system of the vehicle is generated depending on the comparison. This is because a spatial distribution of the payload within the shuttle can be determined in a simple manner through the large number of identical detection units. This in turn enables particularly efficient control of individual axles and / or individual wheels. Furthermore, based on the spatial distribution of the payload, the level control system can be controlled in such a way that a potential overturning of the shuttle, in particular when cornering, is counteracted.

In a further embodiment it is provided that in the step of receiving the further parameter additionally represents a spatial distribution of people in the vehicle and that the additional control signal for controlling the level control system of the vehicle and / or the torque distribution system of the vehicle is generated depending on the spatial distribution of people. For example, the additional detection unit can use special evaluation algorithms to determine how many people are in the front, rear, left and / or right area of the interior of the shuttle and control the level control system and / or the torque distribution system of the shuttle accordingly.

The aforementioned advantages also apply in a corresponding manner to a control unit for controlling a drive of an, in particular autonomous, vehicle, in particular according to the method according to one of the previously described embodiments. The control unit has at least one input interface for receiving at least one first parameter representing a payload of the vehicle from a first detection unit. The control unit further comprises at least one evaluation unit for determining the at least one first parameter in a payload value based on at least one first rule representing the payload of the vehicle and for generating a control signal for controlling the drive as a function of the payload value.

The method can be implemented in software or hardware, for example, or in a mixed form of software and hardware in the control unit. For this purpose, the control unit can also have at least one storage unit for storing signals or data, at least one further interface to the acquisition unit or an actuator for reading in sensor signals or parameters from the acquisition unit or for outputting control signals to actuators and / or at least one communication interface for reading or Output of data that are embedded in a communication protocol. The evaluation unit for processing signals or data can be, for example, a signal processor, a microcontroller or the like, wherein the storage unit can be a flash memory, an EPROM or a magnetic storage unit. The communication interface can be designed to read in or output data wirelessly and / or wired, a communication interface that can read in or output wired data, for example, can read this data electrically or optically from a corresponding data transmission line or output it into a corresponding data transmission line.

In an alternative embodiment it can be provided that the control unit is arranged on an external server, in particular in the form of a cloud, or is integrated in this and is connected to the vehicle for signaling purposes via a wireless communication interface.

Also of advantage is a computer program product or computer program with program code, which can be stored on a machine-readable, in particular non-volatile carrier or storage medium such as a semiconductor memory, a hard disk or an optical memory and for carrying out, implementing and / or controlling the steps of the method according to a of the embodiments described above is used, in particular when the program product or program is executed on a computer or a device according to one of the embodiments described above.

The aforementioned advantages also apply in a corresponding manner to a system in an, in particular autonomous, vehicle with at least one first detection unit for detecting a first parameter representing a payload of the vehicle and a control unit according to the embodiment described above. In a first embodiment, the control unit can be arranged on the vehicle or integrated in the vehicle. In particular, the control unit can be designed as part of a higher-level control unit of the vehicle. As a result, installation space on the device can be saved.

In a preferred embodiment, the system has a second receiving unit for receiving at least one second parameter representing the payload of the vehicle.

Optionally, the system has a further receiving unit for receiving at least one further parameter representing the payload of the vehicle.

In a further embodiment it can be provided that the at least one detection unit is selected from the list comprising a pressure sensor, a displacement sensor, a capacitive sensor, a mono camera, a stereo camera, a lidar sensor or a radar sensor. This enables the system to be operated in an efficient and effective manner.

In a further embodiment it can be provided that the at least one detection unit is arranged on an underside of the vehicle.

Figure list

Embodiments of the invention are shown schematically in the drawings and explained in more detail in the following description. The same reference numerals are used for the elements shown in the various figures and which act in a similar manner, a repeated description of the elements being dispensed with.

• 1 eine schematische Darstellung eines Systems mit einer Steuereinheit, die eingerichtet ist, ein Verfahren zum Steuern eines Antriebs eines, insbesondere autonomen, Fahrzeugs auszuführen gemäß einem Ausführungsbeispiel; sowie
• 2 ein Ablaufdiagramm eines Verfahrens zum Steuern eines Antriebs eines, insbesondere autonomen, Fahrzeugs gemäß einem Ausführungsbeispiel.

Show it:

• 1 a schematic representation of a system with a control unit which is set up to carry out a method for controlling a drive of an, in particular autonomous, vehicle according to an exemplary embodiment; such as
• 2 a flowchart of a method for controlling a drive of an, in particular autonomous, vehicle according to an exemplary embodiment.

As already stated above, the present invention describes a method, a control unit and a system that make it possible to control a drive and / or a holding or braking system of an, in particular, an autonomous vehicle as a function of a payload of the vehicle.

A control unit is used to carry out the method 10 as provided in 1 is shown schematically. The control unit 10 is in a system according to this embodiment 1 integrated or on the system 1 arranged. The system 1 can be integrated or arranged in a particularly autonomous, electrically operated shuttle. The control unit 10 receives via an input interface 19th first data at least one, through one as a pressure sensor 13a trained registration unit 13 detected first parameter representing a payload of a vehicle K1 . The control unit 10 optionally receives via the input interface 19th second data at least one, through one as a displacement sensor 14a trained second detection unit 14th captured that Second parameter representing the load of the vehicle K2 . The control unit 10 also optionally receives via the input interface 19th further data at least one, through one as a camera 15a trained further detection unit 15th recorded, the payload of the vehicle representing additional parameter K3 .

The first data can contain, for example, information about a pressure in an air suspension system of the shuttle. The second data can contain information about an immersion depth or a spring travel of a mechanical suspension of the shuttle, for example. The further data can for example contain information about a number of people and / or a spatial distribution of the people within the shuttle.

In addition, it can be provided that the control unit 10 via the input interface 19th from a position sensor 26th receives recorded information about an angle of inclination of the shuttle relative to the horizontal. Alternatively or additionally it can be provided that the control unit 10 via the input interface 19th from a coefficient of friction sensor 27 receives detected information about a coefficient of friction of the roadway.

The first parameter received K1 , the received second parameter K2 and / or the further characteristic quantity received K3 , as well as the information from the position sensor 26th and the coefficient of friction sensor 27 can if necessary in a storage unit 12th the control unit 10 can be saved.

Based on the first parameter received K1 is in an evaluation unit 11 the control unit 10 a payload value is determined based on a first rule representing the payload of the shuttle. Optionally, the payload value is based on the received second parameter K2 on the basis of a second rule representing the load on the shuttle and / or of the additional parameter received K3 determined on the basis of a further regulation representing the load on the shuttle. The first, second and / or further rule can be stored in the memory unit 12th be stored as a characteristic curve, for example. Here, each value of one of the received parameters corresponds to a specific payload value, so that the corresponding current payload value of the shuttle can be precisely determined for all received values.

The regulation takes into account the dependence of the spring travel and / or the pressure and thus also the load value on an angle of inclination of the shuttle with respect to the horizontal.

Optionally, those from the first parameter K1 , the second parameter K2 and / or the further parameter K3 certain payload values can be compared with each other. If these payload values differ by less than 5%, the control unit can 10 consider the payload values plausible and proceed, for example, with an average of these payload values.

Alternatively, the control unit 10 discard a payload value that deviates from the other two payload values, for example by more than 5%, and proceed with the average of the two other payload values.

The control unit generates depending on the load value 10 a first control signal AS1 , which via an output interface 16 to control a drive 17th of the shuttle is issued. The drive 17th can be designed as an axle-specific and / or wheel-specific torque distribution system.

In addition to the empty weight of the shuttle, the inclination of the shuttle relative to the horizontal and a coefficient of friction between the roadway and a tire of the shuttle, the load value determines the maximum acceleration a_max of the shuttle. This can be calculated according to the formula a_max = F_Reibung_max - F_Hang / m = [µ * m * g * cos (alpha) - m * g * sin (alpha)] / m, where F_Reibung_max is the maximum between the tire and the road Driving force, F_Hang the downhill force, µ the coefficient of friction between the road and the tire, m the total mass (empty weight plus load), g the acceleration due to gravity and alpha the angle of inclination of the shuttle relative to the horizontal. The maximum acceleration a_max indicates an upper threshold value which the axle-specific and / or wheel-specific torque distribution system should not exceed.

The dependency of a torque applied to the axle and / or to one of the wheels on the load of the shuttle, in order to ensure a smooth or jerk-free start-up, can be used for a wide range of different parameter combinations, such as different slopes of the roadway, different coefficients of friction and / or different load values for the shuttle are determined and applied in a test operation.

Alternatively or additionally, the control unit 10 a second control signal AS2 generate which via the output interface 16 for controlling a level control system 18th of the shuttle is issued. The second control signal AS2 can in this case from a plurality of first parameters K1 by a plurality of first detection units arranged at different locations on the shuttle 13 and / or a plurality of second parameters K2 from a plurality of second detection units arranged at different locations on the vehicle 14th are captured, depend. The respective first parameters K1 and / or the respective second parameters K2 in a comparison step in the evaluation unit 11 compared with each other. If, for example, it turns out that a left side of the vehicle sinks deeper into the air suspension system than a right side of the vehicle due to a spatially uneven distribution of the passengers within the shuttle, the second control signal is activated AS2 generated and via the output interface 16 to the level control system 18th of the shuttle.

In 2 Figure 3 is a flow diagram of a method 100 to control a drive 17th of a, in particular autonomous, vehicle according to an embodiment. In a first process step 101 at least one first parameter representing a payload of the vehicle is received K1 from a first acquisition unit 13 . In a further process step 102 a load value is determined from the at least one first parameter K1 based on at least one first rule representing the payload of the vehicle. Optionally, in a further process step 103 an angle of inclination of the vehicle relative to a horizontal can be detected by a position sensor and / or a coefficient of friction of the roadway can be detected by a sensor, in particular by a coefficient of friction sensor. The coefficient of friction can alternatively or additionally be specified. In a further process step 104 becomes a control signal AS1 to control the drive 17th generated depending on the load value and optionally depending on the angle of inclination and / or the coefficient of friction.

Optionally, it can be provided that in the first method step 101 at least one second parameter representing the payload of the vehicle K2 from a second acquisition unit 14th is received and / or another parameter representing the payload of the vehicle K3 from another registration unit 15th is received, in the further method step 102 the payload value from the at least one second parameter K2 is determined on the basis of at least one second rule representing the payload of the vehicle and / or the payload value is determined from the further parameter K3 is determined based on at least one further rule representing the payload of the vehicle. Furthermore, it is optional in the further process step 104 the control signal AS1 to control the drive 17th additionally depending on that from the second parameter K2 and / or from the further parameter K3 certain payload generated.

Another alternative embodiment of the control of the drive or a braking or holding function is described below. If the vehicle is to start up on an incline, it must be accelerated from a stationary state. The drive must therefore compensate for the downhill force. The brake can then be released without the vehicle rolling forwards or backwards. Another force component is added to this, which ensures acceleration uphill. If the vehicle has a parking brake or parking brake, this holds the vehicle with a maximum parking brake torque, which is much greater than the holding torque usually required. The parking brake closes at every stop and opens again when you start driving.

The load is determined from the spring deflection (of the mechanical suspension) or the pressure (in the air suspension bellows of the air-suspension system), which is readjusted to maintain the level of the vehicle, and the mass is determined if the vehicle's curb weight is known. A necessary holding torque is determined with the angle of inclination. The holding torque is usually much smaller than the parking brake torque which the parking brake provides. By changing the payload, the current mass is calculated on the basis of the data from the recording unit (s) and the holding torque is determined from this. This holding torque is relevant for the start-up process, as it must at least be provided by the drive (e.g. implemented by an electric machine). The downhill force has to be overcome (to be compensated by the drive) and the opposing frictional force when accelerating the vehicle. The torque at the electric machine results from the force, a rolling radius of the wheels of the vehicle and the characteristics of a transmission of the vehicle, which is a torque converter, with a fixed gear ratio. To provide this moment, a certain current is required, which is made available by the power electronics. This is supplied by the traction battery. This starting torque must already be made available when the parking brake is released in order to prevent the vehicle from rolling back. The acceleration torque must be added to this torque in order to provide the vehicle with the required torque Moving acceleration. This ensures a comfortable start-up.

If the vehicle brakes to a standstill on an incline while driving, e.g. because of a sudden obstacle, the hydraulic brake, which is the service brake of the vehicle, is actuated for this process and not the parking brake. The doors remain locked, so the payload does not change. The load is known, the angle of inclination and the coefficient of friction sensor provide the current values so that the holding torque can be determined in accordance with case A. To be on the safe side, the torque should be increased by an applicable value (primarily a percentage) in order to avoid rolling back in any case. When starting, this torque is reduced by this safety factor. At the same time, the electric machine provides a torque that corresponds to the holding torque. When the holding torque is reduced, the electric machine torque takes effect and holds the vehicle until the corresponding acceleration torque is added.

As an alternative or in addition, a force measurement can take place by means of a load cell on the parking brake, which outputs the force with which the brake holds the vehicle.

As an alternative or in addition, a “hill hold” functionality can be activated for a short time, which prevents the vehicle from rolling back by energizing the electric machine at zero speed. When using a 6-phase electric machine, such as that used as a solution for fault-tolerant drive trains, which can be used especially in autonomous vehicles to achieve specified SafeStopLevels (SSL), it is advantageous if the electric machine is energized over all six phases he follows. Because this means that the e-machine's efficiency is better because the stator temperature of the e-machine rises less sharply.

However, since the starting torque of the vehicle can be precisely determined using one of the previously described embodiments, there is the advantage that the “hill-hold” functionality can be at least partially dispensed with.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the 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 assumes no liability for any errors or omissions.

Patent literature cited

• DE 102017207077 A1 [0003]

Claims (13)

Method (100) for controlling a drive (17) of an, in particular autonomous, vehicle with the steps - Receiving (101) at least one first parameter (K1) representing a payload of the vehicle from a first detection unit (13); - Determination (102) of a load value from the at least one first parameter (K1) on the basis of at least one first rule representing the load of the vehicle; such as - Generating (104) a control signal (AS1) for controlling the drive (17) as a function of the payload. Method (100) according to Claim 1 , characterized in that the control signal (AS1) is generated as a function of an angle of inclination of the vehicle relative to a horizontal line detected by a position sensor (26) and / or by a coefficient of friction of the roadway detected or specified by a coefficient of friction sensor (27) . Method (100) according to Claim 2 , characterized in that the control signal (AS1) controls the drive (17) as a function of a predetermined wheel speed and / or acceleration, and that the control takes place in such a way that slip occurring between the wheels of the vehicle and the roadway is essentially avoided or less than 15%, preferably less than 10%, particularly preferably less than 5% and very particularly preferably less than 1%. Method (100) according to one of the Claims 1 to 3 characterized in that in the step of receiving (101) at least one second parameter (K2) representing the load of the vehicle is received by a second detection unit (14) that in the step of determining (102) the load value from the at least one second parameter ( K2) is determined on the basis of at least one second rule representing the load of the vehicle and that in the generating step (104) the control signal (AS1) is generated when the load value determined from the first parameter (K1) and that from the second parameter (K2) different payload value by less than 5%, preferably by less than 2% and particularly preferably by less than 1%. Method (100) according to Claim 4 characterized in that in the step of receiving (101) at least one further parameter (K3) representing the load of the vehicle is received by a further detection unit (15) that in the step of determining (102) the load value from the at least one further parameter ( K3) is determined on the basis of at least one further rule representing the payload of the vehicle and that in the generating step (104) the control signal (AS1) is generated when the payload value determined from the first parameter (K1) is that from the second parameter (K2) and the payload value determined from the further parameter (K3) differ by less than 5%, preferably by less than 2% and particularly preferably by less than 1%. Method (100) according to Claim 4 characterized in that in the step of receiving (101) at least one further parameter (K3) representing the load of the vehicle is received by a further detection unit (15) that in the step of determining (102) the load value from the at least one further parameter ( K3) is determined on the basis of at least one further rule representing the payload of the vehicle and that in the generating step (104) the control signal (AS1) is generated when the payload determined from the first parameter (K1) and that from the second parameter (K2) different payload determined by 5% or more and the payload determined from the first parameter (K1) and the payload determined from the further parameter (K3) differ by less than 5%, preferably by less than 2% and particularly preferably by differ by less than 1% or the load determined from the second parameter (K2) and the load determined from the further parameter (K3) differ by less a 5%, preferably by less than 2% and particularly preferably by less than 1%, and that the control signal (AS1) is generated as a function of that parameter (K1, K2) whose payload differs from that determined by the further parameter (K3) certain payload differs by less than 5%, preferably by less than 2% and particularly preferably by less than 1%. The method (100) according to any one of the preceding claims, characterized in that the at least one first parameter (K1) and / or the at least one second parameter (K2) is a parameter selected from the list comprising a pressure, in particular an air suspension of the vehicle, or is a spring travel, in particular a mechanical suspension of the vehicle, and that the at least one further parameter (K3) is a number of people, in particular a number of occupants or passengers of the vehicle. The method (100) according to one of the preceding claims, characterized in that in the step of receiving (101) a plurality of first parameters (K1) from a plurality of first detection units (13) arranged at different locations on the vehicle and / or a plurality on second parameters (K2) of one A plurality of second detection units (14) arranged at different locations on the vehicle are detected, the respective first parameters (K1) and / or the respective second parameters (K2) being compared with one another in a comparison step and a further control signal (AS2) for control a level control system (18) of the vehicle is generated as a function of the comparison and / or a further control signal (AS2) for controlling a, in particular axle-specific or wheel-specific torque distribution system of the vehicle is generated as a function of the comparison. Method (100) according to Claim 8 , characterized in that in the step of receiving the further parameter additionally represents a spatial distribution of people in the vehicle and that the additional control signal for controlling the level control system of the vehicle and / or the torque distribution system of the vehicle is generated depending on the spatial distribution of people. Control unit (10) for controlling a drive (17) of a, in particular autonomous, vehicle, in particular according to a method (100) according to one of the preceding claims - At least one input interface (19) for receiving (101) at least one first parameter (K1) representing a payload of the vehicle from a first detection unit (13); - At least one evaluation unit (11) for determining (102) the at least one first parameter (K1) in a load value on the basis of at least one first rule representing the load of the vehicle and for generating (104) a control signal (AS1) for controlling the drive ( 17) depending on the payload. System (1) in an, in particular autonomous, vehicle with - a control unit (10) Claim 10 ; and - at least one first acquisition unit (13) for acquiring at least one first parameter (K1) representing a load of the vehicle. Computer program, comprising instructions that cause the control unit (10) of the Claim 10 the method steps (100) according to one of the Claims 1 to 9 executes. Machine-readable, in particular non-volatile, storage medium on which the computer program is based Claim 12 is stored.

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