Determining a critical speed for rolling movements of a vehicle combination

Abstract

Method for determining a critical speed for rolling movements of a vehicle combination (10), comprising the steps: Determining a yaw rate signal from sensor data, wherein the yaw rate signal characterizes a yaw movement of the vehicle combination; Detection of a rolling movement of the vehicle combination from the yaw rate signal; characterized by Determining the critical speed from a damping curve of the yaw rate signal, wherein the critical speed is a trailer speed of the trailer at which amplitudes of the yaw rate signal remain substantially constant, and further comprising: Storing a predefined value for the critical speed; Recursively modify the value for the critical speed by: Determine that the critical speed is greater than the current trailer speed when no rolling motion occurs, and / or Determine that the critical speed is greater than the current trailer speed when amplitudes of the yaw rate signal decrease during the roll motion, and / or Determine that the critical speed is less than the current trailer speed when amplitudes of the yaw rate signal increase during the roll motion; Increase or decrease the value for the critical speed if the critical speed is greater or less than the value for the critical speed, wherein, in addition, a decay or rise gradient of the oscillation is determined and, in response to this decay or rise gradient exceeding a predetermined threshold value, a step size with which the value of the critical speed is changed is increased.

Description

FIELD OF THE INVENTION

[0001] This invention relates to the field of driver assistance systems. In particular, the invention relates to a method for determining a critical speed for rolling movements of a vehicle / trailer combination, a method for stabilizing a vehicle / trailer combination, a program element, a computer-readable medium, and a stabilization device. BACKGROUND OF THE INVENTION

[0002] In combinations of vehicles, particularly cars with trailers, excessive speed, poor road conditions, crosswinds, or similar factors can cause the vehicle to sway. Such swaying or pendulum motion can cause the trailer to swing around its vertical axis and, via the trailer coupling, also cause the vehicle pulling the vehicle to oscillate. Many vehicles today therefore feature electronic stability control (ESC), which, among other things, is also equipped with a vehicle stabilization function for vibration monitoring and control (trailer sway mitigation). This additional function can use existing sensors (e.g., a steering angle sensor or a yaw rate sensor) to detect a swaying trailer coupled to a vehicle based on corresponding signal patterns.

[0003] The vehicle stabilization function is activated when a certain degree of sway or roll is reached and stabilizes the vehicle / trailer combination through symmetrical deceleration (i.e., a reduction in speed) and / or superimposed asymmetrical braking interventions (i.e., active damping of the sway or roll). The termination of this intervention is determined, among other things, by a limiting degree of sway, which is determined based on the measured yaw rate.

[0004] The vibration measure in such a controller can result from complex signal processing. The yaw rate vibrations relevant to trailer operation can be isolated and converted into a parameter that characterizes the vibration, taking into account the vibration amplitude, behavior, and duration. This signal, which can be indirectly based on the yaw rate and steering angle, can be used both to initiate and terminate the stabilization intervention.

[0005] DE 10 2009 011 907 A1 discloses a method for processing data for stabilizing a vehicle-trailer combination. Based on one or more detected trailer vibrations, this method determines a critical speed, which can be processed to control the damping of the vibration and / or can be displayed perceptibly by a driver of the vehicle. SUMMARY OF THE INVENTION

[0006] It has been found that a so-called critical speed is of particular importance for the rolling or swaying movements of the vehicle / trailer combination. If the vehicle / trailer combination speed is below the critical speed, the oscillations are dampened. If the vehicle / trailer combination speed is equal to a critical speed, the oscillations are undamped. If the vehicle / trailer combination speed is above the critical speed, the oscillations build up. The value of the critical speed can depend, among other things, on geometric data such as the wheelbase and drawbar axle, the mass and yaw moment of inertia of the vehicle and trailer, and the slip stiffness of the tires. For vehicle / trailer combinations in the passenger car sector, the value of the critical speed can typically range between 90 km / h and 130 km / h. The frequency of the rolling or swaying movements is generally approximately 0.5 to 1.5 Hz.

[0007] The object of the invention is to provide a flexible and situationally appropriate automatic damping for rolling movements of a vehicle combination.

[0008] This object is achieved by the subject matter of the independent claims. Further embodiments of the invention emerge from the dependent claims and the following description.

[0009] A first aspect of the invention relates to a method for determining a critical speed for rolling movements of a vehicle / trailer combination. Rolling or rolling movements can be understood as essentially periodic lateral accelerations and / or essentially periodic yaw rates occurring in a vehicle or trailer.

[0010] According to one embodiment of the invention, the method comprises the step of: determining a yaw rate signal from sensor data, wherein the yaw rate signal characterizes a yaw motion of the vehicle. Sensor data from vehicle sensors, such as a steering angle sensor or a yaw rate sensor, can be processed in such a way that a yaw rate signal can be isolated. The yaw rate signal can, for example, comprise temporally successive values ​​of the current yaw rate, which are stored in a memory of the controller that executes the method. In other words, the yaw rate signal can be a time-dependent function whose frequency and / or amplitude indicate the frequency and / or amplitude of a rolling motion of the vehicle or vehicle combination.

[0011] According to one embodiment of the invention, the method comprises the step of: detecting a rolling motion of the vehicle combination from the yaw rate signal. Based on the information present in the yaw rate signal, such as a frequency or maximum amplitudes, a decision can be made as to whether a rolling motion of the vehicle combination is present.

[0012] According to one embodiment of the invention, the method comprises the step of: determining the critical speed from a damping curve of the yaw rate signal, wherein the critical speed is a vehicle / trailer speed at which the amplitudes of the yaw rate signal remain substantially constant. The critical speed can be defined as the speed above which a vehicle / trailer reacts with increasing rolling motion after an external excitation. This means that the damping factor of the oscillation is less than 0 in this case.

[0013] In particular, the method allows the critical speed to be determined from the yaw rate signal by examining how the yaw rate signal changes over time for a specific rolling motion of the vehicle / trailer combination. This can be inferred from the damping curve of the yaw rate signal. The damping curve of the yaw rate signal can be defined as the behavior of the yaw rate signal's amplitudes over time. If the amplitudes remain constant, the yaw rate signal is undamped; if the amplitudes decrease, the yaw rate signal is damped or decaying; if the amplitudes increase, the yaw rate signal is decaying.

[0014] The rolling behavior can be detected using existing sensors and signal processing. For example, the process can be implemented with additional logic in ESP software.

[0015] In this way, the method can be used to determine the critical speed of a trailer combination. As already mentioned, the combination consisting of a vehicle and trailer can represent an oscillating system with inherent damping that depends on the combination speed. As a rule, the damping decreases with increasing speed. When the critical speed is reached, the combination is undamped. Above the critical speed, the combination represents an unstable system that can react to even the slightest disturbance (such as road bumps, steering movements, a gust of wind, or similar) with a noticeable pendulum or swaying motion.

[0016] According to one embodiment of the invention, the critical speed is set equal to a current trailer speed if the amplitudes of the yaw rate signal remain substantially constant during the rolling motion. For example, whenever a rolling motion is detected and its amplitudes neither decrease nor increase, it can be concluded that the current trailer speed is equal to the critical speed.

[0017] If roll is detected, the damping behavior can be evaluated, and the critical speed can be determined from this. In the simplest case mentioned above, the critical speed can be precisely determined by determining, at a constant driving speed, that a constant or very slow increase or decrease in roll or a rolling motion has occurred. This behavior can be detected, for example, based on the approximately constant amplitude of the yaw rate signal, and the corresponding current trailer speed can be used as a good approximation for the critical speed.

[0018] The critical speed is determined using a learning algorithm. The first step is to store a predefined value or starting value for the critical speed. For example, a typical, vehicle-class-dependent value for the critical speed can be v critas starting value v init for the v crit -determination. It is also possible that the starting value v init is subsequently determined by the driver of the vehicle combination.

[0019] The starting value for the critical speed is increasingly approximated to the actual critical speed by a recursive algorithm, i.e., by recursively modifying the estimated value starting from the starting value. For example, a recursive algorithm can be used to calculate the actual critical speed from the starting value v initStarting from detected trailer speeds (i.e., from determined current trailer speeds), learning is carried out and a current value of the critical speed stored in the system is improved. The following explains how it can be determined whether the current trailer speed is less than, greater than, or equal to the critical speed, and in this way, the value of the critical speed to be improved, which is to be improved recursively, can be increased or decreased.

[0020] It is determined that the critical speed is greater than the current trailer speed if, during stable driving without strong external excitation, for example from crosswind, no swaying motion occurs. In this case, a stable driving speed when towing a trailer can be evaluated. Increasing driving speed when towing a trailer can lead to the critical speed being exceeded in a trailer combination that is prone to swaying and thus to an increasing swaying motion if the driver does not counter-steer to dampen it. Conversely, stable trailer driving at the current trailer speed can be used to conclude that the critical speed is greater than the current trailer speed. If the current value of the critical speed, which is to be improved, is lower than the current speed, it can be increased in this case.

[0021] It is determined that the critical speed is greater than the current trailer speed if the amplitude of the yaw rate signal decreases during the swaying movement. In this case, the swaying movement is dampened, and if the oscillations are not constant and decay, it can be concluded that the current speed is less than the critical speed. When driving in the subcritical range, relatively strong external disturbances are generally required to cause the trailer to deflect, for example, strong crosswinds, a vehicle overtaking at a high relative speed, or steering input from the trailer driver themselves, for example during an evasive or overtaking maneuver. In this case, the measurable swaying will generally have a steadily decreasing amplitude.In this case, if the critical speed value to be improved is smaller than the current trailer speed, it can be increased or raised so that it better approximates the actual critical speed value.

[0022] It is determined that the critical speed is lower than the current trailer speed if the amplitudes of the yaw rate signal increase during the swaying motion. In this case, the swaying motion or the vibration of the trailer combination are supercritical, and if the vibrations are not constant and persist, it can be concluded that the current trailer speed is higher than the critical speed. A persistence of the swaying motion without any visible stimulus to the vehicle dynamics control (ESC) (e.g., from steering inputs or a load change) can be a clear indication that the critical speed has been exceeded.In this case, if the current value for the critical speed that exists in the system and that is to be improved is greater than the current trailer speed, this value can be reduced so that it better approximates the actual critical speed.

[0023] A decay or rise gradient of the vibration is also determined. From these gradients, it can be concluded that the vehicle is traveling far below or above critical if the gradient exceeds a certain threshold. In this case, a larger step size can be selected for changing the critical speed. For example, the critical speed value can be increased or decreased in constant, predefined steps of, say, 5 km / h. Due to the decay or rise gradient, this constant step size can be reduced to, for example, an increment of 1 km / h near the critical speed, or increased to 10 km / h if the vehicle is far away from the critical speed.

[0024] In summary, the damping behavior of trailer sway can be evaluated at different driving speeds using a learning strategy. Input from the driver can be taken into account. Basically, two strategies can be used for learning. The first strategy evaluates the damping behavior when sway is detected. This means that if sway is detected, it is determined whether the sway is increasing or decreasing without damping. The second strategy evaluates the stable driving speed when towing a trailer. This means that if there is no sway at a stable driving speed, it is concluded that the vehicle is currently driving slower than the critical speed.

[0025] Overall, the learning of the recursive learning algorithm can also be dependent on the presence of certain step size constraints and the existence of certain confidence factors to validate the learning result. This can be achieved through the frequency of occurrence, the variance, the oscillations, and the distance from the starting value of the recursive algorithm.

[0026] It is also possible that after a change in ignition or after a long vehicle standstill, changed conditions are detected, for example, whether a trailer has been attached or unhitched, or whether the vehicle or trailer has been loaded or unloaded, and that these changed conditions are then taken into account. In the simplest case, the critical speed value currently stored in the system could be reset to the initial value when the vehicle is restarted or after a longer vehicle standstill.

[0027] According to one embodiment of the invention, the critical speed is only determined when a trailer is attached to the vehicle. For example, the critical speed can only be determined when there is a high trailer probability. The trailer probability is a parameter present in common trailer dynamics control systems and is generated, for example, simply based on the occupancy of the trailer socket.

[0028] A further aspect of the invention relates to a method for stabilizing a combination, for example a passenger car with a trailer.

[0029] According to one embodiment of the invention, the method comprises the steps of: determining a critical speed, as described above or below; detecting a rolling movement of the vehicle combination; and generating a yaw moment that counteracts the rolling movement by automatically asymmetrically braking the vehicle combination. The critical speed can be determined by the same system that also automatically controls or regulates the rolling of the vehicle combination and also performs other control functions.

[0030] For example, these tasks can be carried out by a vehicle dynamics control system (ESP).

[0031] According to one embodiment of the invention, the generation of the yaw moment is terminated when the trailer speed falls below the critical speed. In other words, the learned, trailer-specific value for the critical speed can be used as an additional exit criterion for the vehicle stabilization function or the automatic counteraction against the rolling movement.

[0032] According to one embodiment of the invention, the trailer combination can be decelerated by automatic symmetrical braking in addition to or as an alternative to generating the yaw moment if a trailer speed exceeds the critical speed by a predefined value. In other words, the critical speed can also be used as an indicator for selecting the deceleration level. The trailer stabilization strategy can depend, among other things, on the extent of the yaw rate oscillations. For example, only asymmetrical damping of the trailer combination can be performed, but alternatively or additionally, both slight and strong deceleration of the trailer combination can also be performed.

[0033] Overall, it is possible to improve the exit criterion for the vehicle stabilization function—that is, the termination condition for automatically counteracting rolling movements—by using the determined critical speed. This allows for a more accurate determination of the earliest and latest point in time at which stabilization may or should be terminated. This point in time can be determined significantly by the speed falling below the critical speed.

[0034] With a non-fixed critical speed, trailer variance can be better accounted for. For example, the exit criterion for automatic damping can be applied based on a certain trailer configuration with a specific critical speed. If the critical speed is not adjusted, a change in the factors influencing the critical speed, such as the tongue load, tire stiffness on the vehicle or trailer, moment of inertia about the vertical axis, etc., leads to stabilization interventions that may be significantly too long or too short in terms of their length and intensity for the modified trailer combination. Due to these influencing parameters, changes in the critical speed in the range of over 30 km / h are possible.

[0035] In addition, the method for determining the critical speed can be used to circumvent signal weaknesses. Since, as a rule, only the towing vehicle's standard ESP sensors can be used to implement trailer stabilization, the entire system can generally only be observed to a limited extent. Steering movements or the application of a yaw moment around the vehicle's vertical axis by other driving dynamics functions can influence both the control deviation underlying trailer stabilization (setpoint influence) and the yaw rate curve. Due to the influence of the steering angle signal on the control deviation of the trailer vibration, it is possible to reduce the control deviation and thus the vibration level by means of a steering movement during a trailer stabilization intervention and to allow it to fall below the deactivation threshold prematurely.In addition, by implementing effective (asymmetric) stabilization interventions of the trailer stabilization function or by targeted steering movements (e.g., phase-shifted steering) and the corresponding feedback on the trailer / trailer combination, the vehicle's yaw rate can be dampened so much that no significant instability can be detected by the vehicle sensors. If the critical speed has not been reached when the intervention is terminated, the oscillations immediately resume, resulting in another stabilization intervention. This can be circumvented by setting a critical speed that can be adjusted by the system.

[0036] One aspect of the invention relates to a program element, for example, a computer program, which, when executed on a processor, instructs the processor to perform the steps of the method as described above and below. For example, this computer program can be executed in a control processor, which is present, for example, in an ESP controller.

[0037] Another aspect of the invention relates to a computer-readable medium on which such a program element is stored. A computer-readable medium can be a floppy disk, a hard disk, a USB storage device, a RAM, a ROM, or an EPROM. A computer-readable medium can also be a data communications network, such as the Internet, that enables the download of program code. For example, the computer-readable medium can be a ROM integrated into the ESP.

[0038] A further aspect of the invention relates to a stabilization device or a system for stabilizing a vehicle / trailer combination, which is designed to carry out the method as described above and below. As already mentioned, such a stabilization device or such a system can be an ESP control.

[0039] Such a stabilization system is capable of detecting and learning the critical speed of the trailer / trailer combination to be stabilized, and then adapting the termination criterion for the trailer stabilization function accordingly. This can prevent implausibly long stabilizations for trailer / trailer combinations with high critical speeds. It can also reduce the danger to following traffic caused by an unnecessary, rapid reduction in speed, and minimize the danger to the trailer / trailer driver if the system is triggered during an overtaking maneuver with oncoming traffic. (The trailer / trailer combination is usually decelerated during the triggering, and early termination of trailer stabilization by the driver is generally not possible. Furthermore, acceleration increases the criticality and is therefore prevented in common implementations.)In addition, the driver of the vehicle is not patronized in an implausible way by the control system.

[0040] For trailers with a low critical speed, this stabilization system can prevent the stabilization from being too brief. This prevents an immediate resumption of the rolling motion after the intervention has ended above the critical speed, thus preventing a recurrence of the dangerous situation.

[0041] With the stabilization device or method, the trailer can be adapted to changed trailer parameters, such as slipping loads or sloping road surfaces, especially while driving.

[0042] In the following, embodiments of the invention are described in detail with reference to the accompanying figures. SHORT DESCRIPTION OF THE CHARACTERS Fig. 1 shows a combination of car and trailer according to an embodiment of the invention. Fig. 2 shows a flowchart for a method for determining a critical speed according to an embodiment of the invention. Fig. 3 shows a flowchart for a method for stabilizing a vehicle combination according to an embodiment of the invention. DETAILED DESCRIPTION OF EMBODIMENTS

[0043] In the Fig. Figure 1 schematically shows a combination 10 consisting of a passenger car 12 and a trailer 14, which are connected to each other via a trailer coupling. The trailer 14 can be, for example, a caravan.

[0044] As already explained above, above a critical speed, the vehicle combination 10 may perform supercritical rolling movements, i.e., those that build up so that the vehicle combination 10 becomes unstable. To prevent and dampen these rolling movements, the vehicle 12 comprises a stabilization device 16 or system 16, for example, an ESP control system, which is designed to receive data from various sensors of the vehicle 12, such as a steering sensor or a yaw sensor, and to evaluate and further process this data and, based on the results generated, to brake the vehicle 12. Braking can be carried out symmetrically, i.e., with approximately equal braking force on both sides of the vehicle, or asymmetrically, i.e., with unevenly distributed braking force across the sides of the vehicle.

[0045] In the Fig. Figure 2 illustrates a method for determining a critical speed. In step S10, a first value for the critical speed is initialized. This can occur, for example, after starting the vehicle 12 or after a prolonged vehicle standstill. However, it is also possible for the driver of the vehicle 12 to reset the value stored in the stabilization device 16 to the initialization value by pressing a button.

[0046] In step S12, a yaw rate signal is determined based on various vehicle sensor data. The yaw rate signal can comprise a set of temporally successive values ​​that characterize a yaw motion of the vehicle. For example, the amplitude of the yaw rate signal can be used to determine the severity of the rolling motions of the vehicle 12 or the vehicle-trailer combination 10. The frequency of the yaw rate signal can be used to determine the frequency of the rolling motions.

[0047] In step S14, it is determined whether the vehicle is currently performing a rolling movement. This can be detected, for example, by the presence of an oscillation in the yaw rate signal with a substantially constant frequency whose amplitude exceeds a predetermined limit.

[0048] If a rolling motion is detected, the method continues in step S16. In step S16, a gradient of the amplitude of the yaw rate signal is determined. In other words, it is determined whether the amplitudes of the yaw rate signal remain constant, increase, or decrease during the rolling motion. If the amplitudes remain constant, the gradient is 0; if the amplitudes increase, the gradient is greater than 0; and if the amplitudes decrease, the gradient is less than 0. Based on the gradient of the amplitudes of the yaw rate signal during the rolling motion, the current damping behavior of the rolling motion can be determined.

[0049] In step S18, the damping behavior of the yaw rate signal is evaluated. If the gradient is essentially 0, it can be concluded that the current trailer speed is essentially the critical speed. If the gradient is greater than 0 and the amplitudes of the yaw rate signal increase accordingly, it can be concluded that the critical speed is lower than the current trailer speed. Similarly, if the gradient is less than 0 and the amplitudes decrease, it can be concluded that the current speed is lower than the critical speed.

[0050] If it is determined in step S14 that the vehicle is not currently performing any rolling movements, the method continues to step S20. In step S20, it is determined that the current speed is lower than the critical speed, since no rolling movements are occurring at the current speed.

[0051] The information obtained in steps S18 and S20 is used in step S22 to modify the current value for the critical speed if necessary. If it is determined that the critical speed essentially corresponds to the current speed and the value stored in the system deviates from the current trailer speed by a certain amount, for example, more than 5 km / h or 10 km / h, the value stored in the system is corrected by a predefined increment. This increment can be, for example, 1 km / h, 2 km / h, or 5 km / h. If the value stored in system 16 is too small, it is increased by this predefined increment; if it is too large, it is decreased by this predefined increment.

[0052] If it is determined that the critical speed is greater or less than the current trailer speed, and the value stored in the system is greater or less than the current trailer speed, the value stored in system 16 is increased or decreased accordingly by the above-mentioned increment toward the critical speed. This way, the value stored in system 16 is closer to the critical speed than before.

[0053] The Fig. The method shown in Figure 2 can be repeated each time rolling movements of the vehicle 12 occur, so that the value stored in the system increasingly corresponds to the critical speed.

[0054] In this way, after a certain period of time, the value stored in system 16 corresponds relatively well to the critical speed of the combination 10 consisting of vehicle 12 and trailer 14, which can vary depending on the vehicle load and other parameters already mentioned above. To improve the handling of the combination 12, it is sufficient if the value stored in system 16 does not deviate from the actual critical value by more than 5 km / h.

[0055] The Fig. Figure 3 shows a flow chart for a method for stabilizing a combination that uses a dynamic value for the critical speed, as it is determined using the method from the Fig. 2 was used.

[0056] In step S30, it is determined that the vehicle 12 or the vehicle combination 10 is swaying. Therefore, the method stabilizes the vehicle combination 10 in the following steps.

[0057] In a step S32, the trailer stabilization function is triggered and a stabilization of the trailer 10 is started and, depending on the Fig. 2, the stabilization strategy is selected. For example, if the current trailer speed is within the critical speed range, i.e., if it deviates from it by no more than 5 km / h or 10 km / h, only asymmetric damping of the wheels of vehicle 12 is performed. If the current trailer speed is greater than or significantly greater than the determined critical speed, a slight or strong deceleration, i.e., symmetrical braking of vehicle 12 and thus a deceleration of vehicle 12, can also occur in order to dampen the rolling movements.

[0058] In step S34, the rolling movements are damped and the vehicle combination 10 is stabilized using the selected stabilization strategy.

[0059] In step S36, it is determined whether the vehicle combination has stabilized. This is done analogously to the determination of rolling movements via the yaw rate signal. For example, it can be determined that rolling movements no longer exist when the amplitudes of the yaw rate signal fall below a predefined value. In step S38, a decision is then made regarding the termination of the intervention of the stabilization device 16 in the braking or acceleration behavior of the vehicle 12. Only when the current vehicle combination speed of the vehicle 12 is lower than the determined critical speed is the stabilization of the vehicle combination started in step S34 stopped.

[0060] Additionally, it should be noted that "comprising" does not exclude other elements or steps, and "one" or "an" does not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limitations.

Claims

[1] Method for determining a critical speed for rolling movements of a vehicle combination (10), comprising the steps: Determining a yaw rate signal from sensor data, wherein the yaw rate signal characterizes a yaw movement of the vehicle combination; Detection of a rolling movement of the vehicle combination from the yaw rate signal; characterized by Determining the critical speed from a damping curve of the yaw rate signal, wherein the critical speed is a trailer speed of the trailer at which amplitudes of the yaw rate signal remain substantially constant, and further comprising: Storing a predefined value for the critical speed; Recursively modify the value for the critical speed by: Determine that the critical speed is greater than the current trailer speed when no rolling motion occurs, and / or Determine that the critical speed is greater than the current trailer speed when amplitudes of the yaw rate signal decrease during the roll motion, and / or Determine that the critical speed is less than the current trailer speed when amplitudes of the yaw rate signal increase during the roll motion; Increase or decrease the value for the critical speed if the critical speed is greater or less than the value for the critical speed, wherein, in addition, a decay or rise gradient of the oscillation is determined and, in response to this decay or rise gradient exceeding a predetermined threshold value, a step size with which the value of the critical speed is changed is increased. [2] The method of claim 1, further comprising the step: Set the critical speed equal to a current trailer speed if amplitudes of the yaw rate signal remain essentially the same during the roll motion. [3] Method according to one of the preceding claims, The critical speed is only determined when a trailer is attached to a towing vehicle of the combination. [4] Method for stabilising a vehicle combination, in particular a passenger car, comprising the steps: Determining a critical speed according to one of claims 1 to 3; Detection of a swaying movement of the vehicle combination; Generating a yaw moment that counteracts the rolling movement by automatically asymmetrically braking the vehicle combination. [5] A method for stabilizing a vehicle combination according to claim 4, wherein the generation of the yaw moment is terminated when a vehicle combination speed falls below the critical speed. [6] The method of claim 4 or 5, further comprising the step: Deceleration of the trailer by automatic symmetrical braking of the trailer if the trailer speed exceeds the critical speed by a predefined value. [7] Program element which, when executed on a processor, instructs the processor to perform the steps of the method according to any one of claims 1 to 6. [8] A computer-readable medium on which a program element according to claim 7 is stored. [9] Stabilization device (16) for stabilizing a vehicle combination (10), which is designed to carry out the method according to one of claims 1 to 6.

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