DE10247994A1 - Motor vehicle dynamic regulation method, e.g. for use with an electronic stability program (ESP), in which vehicle yaw rate and velocity vector are determined and if necessary a braking action triggered - Google Patents

Abstract

Method for motor vehicle dynamic regulation in which the yaw rate of a vehicle is determined and the vehicle velocity vector, relative to the vehicle center of gravity, is determined from measurements based on its GPS system signals. Dependent on the measured yaw and velocity vector direction, a braking action is triggered. An Independent claim is made for a motor vehicle dynamic control device with which braking can be controlled in response to measured yaw rate and vehicle velocity vector.

Description

State of technology

The invention relates to a method and a device for driving dynamics control.

From the DE 100 08 550 A1 A method and a device for determining a movement parameter of a motor vehicle are known, wherein a controller is used to determine, in particular, the current speed vector and the angle between the vehicle's longitudinal axis and the speed vector (float angle) using a differential navigation system (D-GPS). Since the differential navigation system (D-GPS) provides considerably more precise position data than a normal navigation system used in motor vehicles, the speed vector of the motor vehicle can also be determined with greater accuracy. This can be relevant in particular on slippery roads when the motor vehicle skids or the measurement data of the wheel sensor are no longer reliable. In a further embodiment of the invention, it is provided that the data supplied by the navigation system are also used to control and monitor the sensor data. If a specified limit value is exceeded, a corresponding error message can be issued.

In the DE 199 45 119 A1 A method for navigating a ground-based vehicle is specified, in which a path length size is measured using the number of revolutions of a wheel. Here you want to be able to use more precise basics for navigation. The path length size is calibrated with the help of at least one external position transmitter.

From the DE 197 48 127 A1 A navigation device for motor vehicles is known, in which coupling localization is used in addition to other location determination methods.

It is used to measure the distance for the coupling location an acceleration sensor preferably installed in the navigation direction provided, the output signal is integrated twice. Besides, can to determine the course for the coupling location a rotation rate sensor can be provided.

Advantages of invention

• – durch einen Gierratensensor die Gierrate des Kraftfahrzeugs ermittelt wird,
• – durch Ausweitung der durch einen im Kraftfahrzeug befindlichen GPS-Empfänger empfangenen GPS-Signale die Richtung der Geschwindigkeit insbesondere des Schwerpunkts des Kraftfahrzeugs (d.h. die Richtung der Schwerpunktsgeschwindigkeit) ermittelt wird und
• – abhängig wenigstens von der Gierrate und der Richtung der Geschwindigkeit des Kraftfahrzeugs wenigstens ein Bremseingriff durchgeführt wird.

The invention relates to a method for driving dynamics control in the

• The yaw rate of the motor vehicle is determined by a yaw rate sensor,
• The direction of the speed, in particular the center of gravity of the motor vehicle (ie the direction of the center of gravity speed) is determined by expanding the GPS signals received by a GPS receiver located in the motor vehicle and
• - Depending on at least the yaw rate and the direction of the speed of the motor vehicle, at least one brake intervention is carried out.

This is a procedure for driving dynamics control provided, which is based on the use of GPS signals and which in a simple manner in existing methods for driving dynamics control (e.g. ESP = "Electronic Stability Program ") can be integrated. Through those obtained via the GPS sensor Additional information becomes more precise and in some situations Above all, it enables faster vehicle dynamics control, i.e. the driving dynamics control system reacts faster to a critical driving dynamics condition.

• – aus der über den GPS-Empfänger ermittelten Richtung der Geschwindigkeit eine Winkelgeschwindigkeit ermittelt wird und
• – abhängig wenigstens von der Winkelgeschwindigkeit wenigstens ein Bremseingriff durchgeführt wird.

An advantageous embodiment is characterized in that

• - An angular speed is determined from the direction of the speed determined by the GPS receiver and
• - Depending on at least the angular velocity, at least one brake intervention is carried out.

With the angular velocity stands so that one size is available, which has the same physical dimension as the yaw rate.

• – die Winkelgeschwindigkeit die Drehgeschwindigkeit des die Geschwindigkeit beschreibenden Vektors beschreibt.

Another advantageous embodiment is that

• - The angular velocity describes the rotational speed of the vector describing the velocity.

An advantageous embodiment is characterized in that depending on a comparison between the yaw rate and the angular velocity at least one brake intervention carried out becomes. This comparison is simple in a control unit, for example Way feasible.

• – dann ein Bremseingriff durchgeführt wird, wenn der Betrag der Gierrate größer als der Betrag der Winkelgeschwindigkeit ist und/oder
• – kein Bremseingriff durchgeführt wird, wenn der Betrag der Gierrate kleiner als der Betrag der Winkelgeschwindigkeit oder gleich dem Betrag der Winkelgeschwindigkeit ist.

An advantageous embodiment is that

• - Then a brake intervention is carried out if the amount of the yaw rate is greater than the amount of the angular velocity and / or
• - No braking intervention is carried out if the amount of the yaw rate is less than the amount of the angular velocity or equal to the amount of the angular velocity.

• – abhängig wenigstens von der Gierrate und der Richtung der Geschwindigkeit des Kraftfahrzeugs das Vorliegen eines übersteuernden Fahrzustands erkannt wird, wobei insbesondere vorgesehen ist, dass
• – abhängig vom übersteuernden Fahrzustand wenigstens ein Bremseingriff durchgeführt wird.

For driving dynamics control systems, it is very important that driving through a steep curve is recognized. In particular, driving through a steep curve must be oversteer driving state can be distinguished. Therefore, an advantageous embodiment of the invention is characterized in that

• - Depending on at least the yaw rate and the direction of the speed of the motor vehicle, the presence of an oversteering driving condition is detected, it being provided in particular that
• - Depending on the overriding driving state, at least one brake intervention is carried out.

• – abhängig wenigstens von der Gierrate und der Richtung der Geschwindigkeit des Kraftfahrzeugs das Durchfahren einer Steilkurve erkannt wird und
• – beim Vorliegen des Durchfahrens einer Steilkurve kein Bremseingriff durchgeführt wird.

A further advantageous embodiment is therefore characterized in that

• - Depending on at least the yaw rate and the direction of the speed of the motor vehicle driving through a steep curve is detected and
• - No braking intervention is carried out when driving through a steep curve.

• – abhängig wenigstens von der Gierrate und der Richtung der Geschwindigkeit des Kraftfahrzeugs zwischen dem Vorliegen eines übersteuernden Fahrzustandes und dem Durchfahren einer Steilkurve unterscheiden wird und
• – abhängig vom Ergebnis dieser Unterscheidung wenigstens ein Bremseingriff durchgeführt wird.

A further advantageous embodiment is characterized in that

• - depending on at least the yaw rate and the direction of the speed of the motor vehicle between the presence of an oversteering driving state and driving through a steep curve and
• - Depending on the result of this distinction, at least one brake intervention is carried out.

An advantageous embodiment is characterized in that determining the direction of speed is based on the exploitation of the physical Doppler effect. In order to becomes a particularly precise Allows determination of the speed.

Another advantageous embodiment is that the speed of the motor vehicle by a frequency analysis of the received GPS signals is determined.

• – einen Gierratensensor zur Ermittlung der Gierrate des Kraftfahrzeugs,
• – einen im Kraftfahrzeug befindlichen GPS-Empfänger zum Empfang von GPS-Signalen,
• – eine Ermittlungsvorrichtung, in der aus den empfangenen GPS-Signalen die Richtung der Geschwindigkeit insbesondere des Schwerpunkts des Kraftfahrzeugs ermittelt wird sowie
• – Bremsmittel, durch die abhängig wenigstens von der Gierrate und der Richtung der Geschwindigkeit des Kraftfahrzeugs wenigstens ein Bremseingriff durchgeführt wird.

The device for driving dynamics control comprises

• A yaw rate sensor for determining the yaw rate of the motor vehicle,
• A GPS receiver in the motor vehicle for receiving GPS signals,
• A determining device in which the direction of the speed, in particular the center of gravity of the motor vehicle, is determined from the received GPS signals and
• - Brake means by means of which at least one braking intervention is carried out depending on at least the yaw rate and the direction of the speed of the motor vehicle.

Further advantageous configurations are the dependent claims refer to.

drawing

The drawing consists of the 1 to 4 ,

1 shows the forces acting on the vehicle during steep cornering.

2 shows the behavior of a vehicle when cornering. Stable driving through the curve is shown on the left and unstable driving through the curve on the right.

3 shows the sequence of the method according to the invention.

4 shows the structure of the device according to the invention

embodiments

• – ein Gierratensensor,
• – ein Querbeschleunigungssensor,
• – Raddrehzahlsensoren,
• – ein oder mehrere Bremsdrucksensoren und
• – ein Lenkwinkelsensor.

Today, systems that stabilize the driving condition of a vehicle in critical driving situations (ie critical driving situations) are becoming increasingly important. For example, anti-lock braking systems (ABS) and vehicle dynamics control systems (for example ESP = "Electronic Stability Program") may be mentioned here. The sensors used by such systems are essentially

• - a yaw rate sensor,
• - a lateral acceleration sensor,
• - wheel speed sensors,
• - One or more brake pressure sensors and
• - a steering angle sensor.

• - der Fahrerwunsch ermittelt und
• - der Bewegungszustand des Fahrzeugs bestimmt.

By means of these sensors

• - The driver's request is determined and
• - Determines the state of motion of the vehicle.

The float angle relevant for driving dynamics is usually estimated from the data provided by these sensors. Doing so under the float angle, the angle between the vehicle's longitudinal axis and the direction of the speed in the center of gravity of the vehicle Roger that.

The float angle can be adjusted using a only GPS antenna attached to the vehicle and a yaw rate sensor determined become. A particularly precise one The direction of the speed can be determined by using the Doppler effect.

The Doppler effect (the Doppler effect is the frequency shift when the beam source and beam receiver move relative to each other) can be used to calculate the relative speed between the GPS antenna attached to the vehicle and the corresponding GPS satellite from the GPS signals. In direct contact with four satellites, a 3D speed vector (vx, vx, vz) can be determined with an accuracy of the order of 0.1 m / s at a detection frequency of 10 Hz. This speed vector is determined by means of a frequency analysis which detects and evaluates the Doppler effect that occurs as a result of the vehicle movement. In contrast to this high-precision speed determination, the location determination using a GPS system (an accuracy of the order of magnitude of 10 m is achieved) is less accurate.

• 1. der GPS-Empfänger liegt in der durch den Fahrzeugschwerpunkt gehenden Hochachse des Fahrzeugs . Häufig liegt die durch den Fahrzeugschwerpunkt gehende Hochachse in der Nähe des Armaturenbretts. Deshalb bietet sich in diesen Fällen ein Einbau des GPS-Empfängers in das Armaturenbrett an. Ein weiterer geeigneter Einbauort für die GPS-Antenne ist die Kontaktlinie zwischen Frontscheibe des Fahrzeugs und Karosserie.
• 2. Im Falle, dass ein Einbau nahe dem Fahrzeugschwerpunkt nicht möglich ist, können die vom GPS-Empfänger ermittelten Geschwindigkeitskomponenten in den Schwerpunkt transformiert werden. Dies geschieht durch die Transformationsvorschriften vx_sp = vx + ωgier*Rx und vy_sp = vy – ωgier*Ry. Dabei sind vx_sp und vy_sp die Geschwindigkeitskomponenten im Fahrzeugschwerpunkt, vx und vy sind die Geschwindigkeitskomponenten am Einbauort der GPS-Antenne und ωgier ist die beispielsweise mit einem Gierratensensor ermittelte Gierrate des Kraftfahrzeugs. Rx bzw. Ry kennzeichnen den Abstand in Längs- bzw. Querrichtung des GPS-Empfängers vom Fahrzeugsschwerpunkt. Sind die Korrekturterme ωgier*Rx und ωgier*Ry viel kleiner als vx bzw. vy, dann können sie häufig vernachlässigt werden.

It is essential that the speed vector in the center of gravity of the motor vehicle (ie the center of gravity speed) is determined. In a GPS system (which is based on the reception of signals transmitted by satellites by an antenna and their evaluation), this can be achieved in at least two different ways:

• 1. the GPS receiver lies in the vertical axis of the vehicle going through the center of gravity of the vehicle. The vertical axis passing through the center of gravity of the vehicle is often close to the dashboard. In these cases, it is therefore advisable to install the GPS receiver in the dashboard. Another suitable installation location for the GPS antenna is the contact line between the front window of the vehicle and the body.
• 2. In the event that installation near the vehicle's center of gravity is not possible, the speed components determined by the GPS receiver can be transformed into the center of gravity. This is done using the transformation rules vx_sp = vx + ωgier * Rx and vy_sp = vy - ωgier * Ry. Here vx_sp and vy_sp are the speed components in the center of gravity of the vehicle, vx and vy are the speed components at the installation location of the GPS antenna and ωgier is the yaw rate of the motor vehicle, for example, determined with a yaw rate sensor. Rx and Ry indicate the distance in the longitudinal or transverse direction of the GPS receiver from the center of gravity. If the correction terms ωgier * Rx and ωgier * Ry are much smaller than vx or vy, they can often be neglected.

In the present invention the float angle is attached to the vehicle by means of a single one GPS antenna and a yaw rate sensor determined.

The GPS sensor system delivers a 3D speed vector (vx, vx, vz). Below is the projection of this vector looking at the xy plane, the velocity component in the z direction (vz) is neglected. With a constant straight line travel, the vector neither changes its Amount still its direction. With an uncritical cornering with at constant speed, this vector rotates in the x-y plane with the angular velocity ωgps with the vehicle. In the vehicle itself, in this situation the yaw rate sensor measured a yaw rate ω yaw.

The quantities ωgps and ωgier have the following descriptive meaning:
ωgps: This variable specifies the angular speed at which the speed vector of the vehicle's center of gravity rotates.
ωgier: This variable indicates the yaw rate measured with the vehicle's yaw rate sensor, ie the angular velocity at which the vehicle's longitudinal axis rotates.

The yaw rate ωgier measured in the vehicle corresponds to ωgps on a level road as long as no float angle is built up. However, if the two values differ from one another, then the difference corresponds to the time derivative of the float angle, ie the change in the float angle dβ divided by the time interval dt:
dβ / dt = ωgier - ωgps.

By integrating the size dβ / dt over time, the float angle is obtained:
β = ʃ (ωgier - ωgps) dt.
"Ʃ" denotes the integral symbol.

Those obtained from the GPS system and yaw rate sensor Data can also to improve precision and speed of interventions (e.g. braking interventions) a vehicle dynamics control system used when the vehicle is oversteered become.

The process of oversteering is characterized by that the vehicle's slip angle increases with increasing lateral acceleration stronger on the rear axle increases than on the front axle. The slip angle is thereby by the angle between the current direction of movement of the Wheel center and the tire center plane.

Considered clearly, expresses itself oversteering of a vehicle in that a more powerful steering action than that desired by the driver (and via the Steering wheel predetermined) steering occurs.

In the case of an oversteering vehicle the sensor signals of a vehicle dynamics control system are very similar those in a steep curve. In both cases, the one determined by a lateral acceleration sensor Lateral acceleration less than that from the output signal of a Yaw rate sensor determined lateral acceleration. That can also be completely vivid be understood.

• 1. die Gewichtskraft Fx
• 2. die Zentrifugalkraft Fy
• 3. die (vektorielle) Gesamtkraft Fres, welche sich aus Fx und Fy zusammensetzt. Der Fahrzustand während eine Steilkurvenfahrt ist üblicherweise so, dass die resultierende Kraft Fres näherungsweise senkrecht auf der (geneigten) Fahrbahnoberfläche steht. Dies führt dazu, dass der Fahrer (auf den natürlich auch die Summe aus Zentrifugalkraft und Gewichtskraft wirken) keine wesentliche Kraftkomponente in Fahrzeugquerrichtung (als gestrichelter Pfeil Fay in 1 eingezeichnet) und damit keine wesentliche Beschleunigung ay in Fahrzeugquerrichtung bemerkt. Da sich ein im Fahrzeug eingebauter Querbeschleunigungssensor während der Steilkurvenfahrt mit dem Fahrzeug mitneigt, wird deshalb der Querbeschleunigungssensor keine nennenswerte Querbeschleunigung aq messen, d.h. aq ≈0. Ein im Fahrzeug vorhandener Gierratensensor wird jedoch eine nennenswerte Gierrate ωgier messen. Dieser Gierrate ist bei einem fahrdynamisch unkritischen Fahrzustand (d.h. kein Schleudern usw.) eine Querbeschleunigung aq2 = ωgier * v zugeordnet. Dabei ist aq2 die aus dem Gierratensignal ωgier berechnete Gierrate und v die Fahrzeuglängsgeschwindigkeit. Deshalb gilt bei einer Steilkurvenfahrt aq < aq2 .

This is in 1 a vehicle (in front or rear view) is shown during a steep turn. 100 marks the left and right wheels and 101 marks the vehicle body. The following forces act on the vehicle:

• 1. the weight Fx
• 2. the centrifugal force Fy
• 3. the (vectorial) total force Fres, which is composed of Fx and Fy. The driving state during steep curve driving is usually such that the resulting force Fres is approximately perpendicular to the (inclined) road surface. This means that the driver (who of course also have the sum of centrifugal force and weight force) has no significant force component in the transverse direction of the vehicle (as a dashed arrow Fay in 1 shown) and thus no significant acceleration ay noticed in the vehicle transverse direction. Since a lateral acceleration sensor installed in the vehicle inclines with the vehicle during steep cornering, the lateral acceleration sensor will therefore not measure any significant lateral acceleration aq, ie aq ≈0. However, a yaw rate sensor present in the vehicle will measure a significant yaw rate ω yaw. A transverse acceleration aq2 = ωgier * v is assigned to this yaw rate in a driving state that is not critical to driving dynamics (ie no skidding, etc.). Here, aq2 is the yaw rate calculated from the yaw rate signal ωgier and v is the longitudinal vehicle speed. This is why aq <aq2 applies to steep curves.

Next, consider the case of a vehicle on a circular path. This is in 2 the left figure shows the case of a driving dynamically stable traversed circular path, the right figure shows an oversteering vehicle when crossing the circular path. The circular path and the vehicle are each shown in a top view; the vehicle is shown at three successive times t1, t2 and t3 (t1 <t2 <t3).

In the left figure from 2 applies to the lateral acceleration measured by the lateral acceleration sensor aq = (v * v) / r = (v / r) * v = ω * v = ωgier * v = aq2.

V denotes the vehicle's longitudinal speed and r the radius of the circular path. ω is that Angular velocity at which the circular path is traversed. For the drawn Course of travel applies ω = ωgier, because after circumnavigating the circular path, the vehicle turns once has rotated on its own axis.

• 1. Die durch den Gierratensensor gemessene Gierrate ωgier ist in der rechten Abbildung größer als in der linken Abbildung. Das hängt damit zusammen, dass durch das übersteuern des Fahrzeugs dessen Drehgeschwindigkeit erhöht wird. Damit steigt auch aq2 an.
• 2. Die durch den Querbeschleunigungssensor erfasste Querbeschleunigung ist in der rechten Abbildung kleiner als in der linken Abbildung. Das hängt damit zusammen, dass die Messrichtung des Querbeschleunigungssensors in der linken Abbildung stets senkrecht zur Fahrbahn nach außen weist. In der rechten Abbildung dagegen dreht sich der Querbeschleunigungssensor zugleich mit dem Fahrzeug, d.h. der damit erfasste Querbeschleunigungswert sinkt. Als Grenzfall kann man sich vorstellen, dass das Fahrzeug infolge des Übersteuerns quer zur Fahrrichtung orientiert ist. In dieser Fahrzeuglage misst der (mit dem Fahrzeug mitgedrehte) Querbeschleunigungssensor die Querbeschleunigung aq = 0.

In the right figure from 2 the course of the journey for an oversteering vehicle is shown. Compared to the figure on the left (stable driving), there are two major differences in the figure on the right (oversteering):

• 1. The yaw rate ωgier measured by the yaw rate sensor is larger in the right illustration than in the left illustration. This is due to the fact that oversteering the vehicle increases its turning speed. This also increases aq2.
• 2. The lateral acceleration detected by the lateral acceleration sensor is smaller in the right illustration than in the left illustration. This is due to the fact that the measurement direction of the lateral acceleration sensor in the left figure always points outwards perpendicular to the road. In the illustration on the right, on the other hand, the lateral acceleration sensor rotates at the same time as the vehicle, ie the lateral acceleration value recorded with it decreases. As a borderline case, one can imagine that the vehicle is oriented across the direction of travel as a result of the oversteer. In this vehicle position, the lateral acceleration sensor (rotated with the vehicle) measures the lateral acceleration aq = 0.

The following applies to the oversteering vehicle aq <aq2. Based on Comparison of aq and aq2 can be between a steep curve and an oversteer cannot be distinguished.

With an oversteering vehicle builds up therefore very quickly a float angle on the vehicle turns faster around its vertical axis (detected with the yaw rate sensor) as the speed vector of the vehicle turns (with the GPS system recorded).

However, the speed vector rotates in both the left and right images of 2 each with the angular velocity ωgps.

In the case of an oversteering vehicle, therefore, ωgier> ωgps and the slip angle β = ʃ ωgier dt - ʃ ωgps dt assumes a positive sign.

In contrast, in a steep curve yaw rate ωgier measured in the vehicle smaller than the angular velocity ωgps measured by the GPS system in the fixed space Coordinate system. Ωgier applies = ωgps * cos (α) , where α is the Indicates road inclination in the steep curve, i.e. we have ωgier <ωgps.

This also gives the calculated float angle β a negative one Sign. The formula ωgier = ωgps * cos (α) The easiest way to make it clear is to look at the (though completely unrealistic, but very meaningful) Limit case of a vertically inclined steep curve considered. There is α = 90 ° and so cos (α) = 0. This makes ωgier = 0 measured. This measurement result is plausible because the Yaw rate sensor rotated by 90 ° with the vehicle on this curve will and during does not experience any rotation around its measuring axis when cornering.

The GPS information can thus be used to differentiate between a steep curve and an oversteering vehicle. This makes a faster intervention (in particular Brake intervention) of the vehicle dynamics control system possible, since it can be decided more quickly whether there is a steep curve or an oversteer process of the vehicle.

The sequence of the method according to the invention is shown in 3 shown. The start of the procedure is in block 300 , Then in block 301 the yaw rate of the motor vehicle is determined. In block 302 the direction of the speed of the center of gravity of the motor vehicle is then determined by evaluating the GPS signals received by a GPS receiver located in the motor vehicle. The one in the blocks 301 and 302 determined sizes should be determined at the same time. Therefore it is conceivable that the blocks 301 and 302 can also be executed simultaneously. Following block 302 is in block 303 decided whether depending on at least the yaw rate (in block 301 determined) and the direction of the speed of the motor vehicle (in block 302 determined) at least one brake intervention is carried out. If the answer is "yes", then in block 304 if the brake intervention is carried out, the answer is "no", then the method ends in block 305 , Block is optional 304 and 305 to block 300 branches back. Then the procedure can run again.

• – Block 400 einen Gierratensensor zur Ermittlung der Gierrate des Kraftfahrzeugs,
• – Block 401 einen im Kraftfahrzeug befindlichen GPS-Empfänger zum Empfang von GPS-Signalen,
• – Block 402 eine Ermittlungsvorrichtung, in der aus den empfangenen GPS-Signalen die Richtung der Geschwindigkeit des Schwerpunkts des Kraftfahrzeugs ermittelt wird sowie
• – Block 403 Bremsmittel, durch die abhängig wenigstens von der Gierrate und der Richtung der Geschwindigkeit des Kraftfahrzeugs wenigstens ein Bremseingriff durchgeführt wird.

The structure of the device according to the invention is in 4 shown. It marks

• - block 400 a yaw rate sensor for determining the yaw rate of the motor vehicle,
• - block 401 a GPS receiver in the motor vehicle for receiving GPS signals,
• - block 402 a determination device in which the direction of the speed of the center of gravity of the motor vehicle is determined from the received GPS signals and
• - block 403 Braking means by which at least one braking intervention is carried out depending on at least the yaw rate and the direction of the speed of the motor vehicle.

The output signals of the blocks 400 and 401 be on block 402 forwarded. The output signals of the determining device 402 are going to the braking means 403 forwarded.

Claims (11)

Method for driving dynamics control in which - the yaw rate (ωgier) of the motor vehicle is determined by a yaw rate sensor ( 301 ) - the direction of the speed (vx, vy), in particular the center of gravity of the motor vehicle, is determined by evaluating the GPS signals received by a GPS receiver located in the motor vehicle ( 302 ) and - depending on at least one of the yaw rate (ωgier) and the direction of the speed (v) of the motor vehicle, at least one braking intervention is carried out ( 304 ). A method according to claim 1, characterized in that - out the over the GPS receiver determined direction of speed (v) an angular speed (Ωgps) is determined and - dependent at least on the angular velocity (ωgps) at least one brake intervention is carried out. A method according to claim 2, characterized in that - the Angular velocity (ωgps) the speed of rotation of the one describing the speed (v) Vector describes. A method according to claim 2, characterized in that dependent from a comparison between the yaw rate (ωgier) and the angular velocity (Ωgps) at least one brake intervention is carried out. A method according to claim 4, characterized in that - then a brake intervention was carried out becomes when the amount of yaw rate (ωgier) is greater than the amount of angular velocity (Ωgps) is and / or - no Brake intervention carried out becomes when the amount of yaw rate (ωgier) is less than the amount the angular velocity (ωgps) or is equal to the amount of angular velocity (ωgps). A method according to claim 1, characterized in that - dependent at least from the yaw rate (ωgier) and the direction of the speed (v) of the motor vehicle Presence of an oversteering Driving state is recognized and - depending on the oversteering driving state at least a brake intervention was carried out becomes. A method according to claim 1, characterized in that - dependent at least from the yaw rate (ωgier) and the direction of the speed (v) of the motor vehicle Driving through a steep curve is detected, in particular provided is that - at the If a steep curve is encountered, no brake intervention is carried out. A method according to claim 1, characterized in that - dependent at least from the yaw rate (ωgier) and the direction of the speed (v) of the motor vehicle between the presence of an oversteering Distinguish driving state and driving through a steep curve will and - depending on Result of this distinction, at least one brake intervention is carried out. A method according to claim 1, characterized in that determining the direction of the speed (v) on the Exploitation of the physical Doppler effect is based. A method according to claim 1, characterized in that the speed of the motor vehicle through a frequency analysis of the received GPS signals is determined. Device for driving dynamics control which - a yaw rate sensor ( 400 ) to determine the yaw rate (ωgier) of the motor vehicle, - a GPS receiver in the motor vehicle for receiving GPS signals ( 401 ), - an investigation device ( 402 ) in which the direction of the speed (vx, vy), in particular the center of gravity of the motor vehicle, is determined from the received GPS signals, and - braking means ( 403 ), by means of which at least one braking intervention is carried out depending on at least the yaw rate (ωgier) and the direction of the speed (v) of the motor vehicle.