Method, controller and system for stabilizing a vehicle

Abstract

A method for stabilizing a vehicle (100) is proposed. The vehicle (100) has a roll stabilizer (120) designed to stabilize a first bridge (101) and a second bridge (102) of the vehicle (100) according to a roll moment distribution between the first bridge (101) and the second bridge (102). The method comprises the following steps: determining a float angle index from a deviation between a lateral acceleration of the vehicle (100) calculated from a yaw rate of the vehicle (100) and a speed of the vehicle (100) and a detected lateral acceleration of the vehicle (100). The float angle index is related to a float angle of the vehicle (100). The method further comprises the step of generating a control signal (160) using the float angle index. The control signal (160) is suitable for adjusting the roll moment distribution of the roll stabilizer (120) according to the determined float angle index.

Description

[0001] The invention relates to a method for stabilizing a vehicle, a corresponding control unit and a system for stabilizing a vehicle.

[0002] Systems that influence vehicle behavior are, for example, so-called electronic stability programs (ESP). ESP can influence vehicle behavior by actuating individual wheel brakes, which can reduce the vehicle's speed. So-called ERC (Electromechanical Roll Control) influences vehicle behavior by shifting the rolling moment of the vehicle body and the resulting wheel support forces.

[0003] Furthermore, DE 10 2009 007 357 A1 relates to a method for controlling an active chassis of a two-axle, two-track motor vehicle.

[0004] Against this background, the invention provides, according to the independent claims, an improved method for stabilizing a vehicle, an improved control unit for stabilizing a vehicle and an improved system. Advantageous embodiments emerge from the dependent claims and the following description.

[0005] According to embodiments, in particular, an electronic or electromechanical roll stabilizer for a vehicle can be controlled or regulated in order to influence the rolling behavior of the vehicle by dynamically adjusting the chassis characteristics using the roll stabilizer. More precisely, for example, an adjustable roll stabilizer can be controlled so that the rolling moment is dynamically distributed or shifted between the front axle and the rear axle. In particular, the wheel support forces can thus be shifted in a defined manner, thereby influencing the rolling behavior of the vehicle. From the deviation between the calculated lateral acceleration and the measured or detected lateral acceleration, for example, a float angle index can be determined, as a function of which the roll moment distribution of the roll stabilizer can be adjusted or shifted between the front axle and the rear axle.

[0006] Advantageously, according to embodiments, the use of active stabilizers for stabilizing the vehicle in oversteering situations and understeering situations can be achieved, in particular by means of float angle detection. Advantageously, the vehicle can also be weakened or strengthened in its yaw behavior in different driving situations, in particular without the use of other stabilizing devices. The oversteering behavior of the vehicle, which can be considered to be of vital importance for the safety of mass-produced road vehicles, can be influenced in different driving dynamic situations and their environmental influences, such as load, tire condition, road condition, steering behavior and acceleration. In other words, a favorable influence on the yaw behavior of the vehicle can be achieved by dynamically adjusting the chassis characteristics and by appropriately controlling the electromechanical stabilizers. In this case, for example, brake and tire wear during the stabilization process can also be avoided.

[0007] A method for stabilizing a vehicle is proposed, wherein the vehicle has a roll stabilizer, which is designed to stabilize a first bridge and a second bridge of the vehicle according to a roll moment distribution between the first bridge and the second bridge, wherein the method comprises: a step of determining a float angle index from a deviation between a lateral acceleration of the vehicle calculated from a yaw rate of the vehicle and a speed of the vehicle and a detected lateral acceleration of the vehicle, wherein the float angle index is related to a float angle of the vehicle; and a step of generating a control signal using the float angle index, wherein the control signal is suitable for adjusting the roll moment distribution of the roll stabilizer according to the determined float angle index.

[0008] The vehicle may be a motor vehicle for transporting people and / or goods, in particular a passenger vehicle, a truck or other commercial vehicle. The roll stabilizer may be designed to apply a force depending on a control signal to the wheel suspensions belonging to the bridges respectively in order to stabilize the first bridge and the second bridge. The roll moment distribution may define the distribution of the force that can be applied to the wheel suspensions of the first bridge and the second bridge by the roll stabilizer. The first bridge may be the front axle of the vehicle. The second bridge may be the rear axle of the vehicle. The yaw rate and the speed may be measured or measured by means of a measuring device. The lateral acceleration may be detected or detected by means of a detection device. The method may be implemented by means of a controller, more precisely by means of a suitable device of the controller. Depending on the floating angle index and the speed of the vehicle, a control signal may be generated as a correction factor for the roll moment distribution. In the case of using the control signal, the roll moment distribution may be adjusted in the case of using a regulation rule. For example, the current roll moment distribution may be changed in the case of using the control signal, or the roll moment distribution may be set in the case of using the control signal. The total support torque can thus be redistributed cyclically to the rear and front axles in order to provide continuity and stability in highly dynamic and complex driving situations.

[0009] According to one specific embodiment, a control signal can be generated in order to adjust the time course of the rolling moment distribution. In this case, the determination step and the generation step can be repeatedly and additionally or alternatively continuously performed. This specific embodiment offers the advantage that the vehicle can be stabilized reliably and according to the situation.

[0010] Here, the control signal generated in the generation step can be suitable for adjusting the time course of the roll moment distribution, so that the time course rises from a preset value to a maximum value, maintains the maximum value for an adjustable duration, and then drops back to the preset value. The preset value can, for example, represent a preset distribution of the wheel support forces between the front axle and the rear axle for normal driving conditions. The maximum value can represent a preset distribution of the wheel support forces between the front axle and the rear axle for critical driving conditions. For example, the maximum value can define the maximum adjustable displacement of the wheel support forces starting from the distribution of the wheel support forces defined by the preset values. The maximum value can also be the maximum value resulting from the current driving dynamics control. The duration of maintaining the maximum value can be fixedly adjusted for the vehicle once or continuously adapted, for example, when using a learning process, for example, adapted to the driving behavior of the driver of the vehicle. This embodiment provides the advantage that the vehicle can be stabilized robustly.

[0011] The float angle index may correspond to the float angle or the temporal trend of the float angle. Alternatively, the float angle index may be a variable derived from the float angle. In other words, the float angle index may be in a known or defined relationship with the float angle. The temporal trend of the float angle may also be referred to as the change of the float angle over time. The float angle index may be determined by the change of the float angle over time. In order to determine the float angle index, the absolute magnitude of the float angle may be used. This embodiment provides the advantage that the expensive acquisition of the float angle may be omitted and reliable stabilization of the vehicle may still be achieved.

[0012] Furthermore, the method can include a step of providing an actuation signal for output to an interface to a roll stabilizer or to the roll stabilizer and to at least one further driving dynamics control device. The at least one further driving dynamics control device can be an active damper device, an active spring device, a steering device for the first axle and additionally or alternatively for the second axle, a transverse axle lock, a dynamic all-wheel drive, a switchable coupling rod, an active ball joint and additionally or alternatively the like. This embodiment offers the advantage that the vehicle can be reliably and robustly stabilized using existing devices, in particular by means of the roll stabilizer or in addition to the roll stabilizer and by means of the at least one further driving dynamics control device.

[0013] Furthermore, the method can include a step of calculating the lateral acceleration of the vehicle as the product of the measured yaw rate of the vehicle and the measured speed of the vehicle in order to provide a calculated lateral acceleration. The calculated lateral acceleration can represent a reference lateral acceleration for lateral accelerations occurring in stable cornering without a slip angle. This embodiment offers the advantage that a reference value can be provided that is to be calculated simply and quickly, wherein computing resources can thus be saved in the determination step.

[0014] The method may also include a step of reading the lateral acceleration of the vehicle from the detection device in order to provide the detected lateral acceleration. In the reading step, the measured yaw rate of the vehicle and the measured speed of the vehicle may also be read from corresponding measuring devices. This embodiment offers the advantage that, in particular, the actual lateral acceleration can be provided reliably and accurately.

[0015] The solution proposed here also provides a controller, which is designed to execute, control or implement the steps of the variant of the method proposed here in a corresponding device. The purpose based on the invention can also be achieved quickly and efficiently through the embodiment variant of the invention in the form of a controller.

[0016] To this end, the controller may have at least one computing unit for processing signals or data, at least one storage unit for storing signals or data, at least one interface for a sensor or actuator (for reading a sensor signal from a sensor or for outputting a control signal to an actuator) and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit may be, for example, a signal processor, a microcontroller, etc., wherein the storage unit may be a flash memory, an EEPROM, or a magnetic storage unit. The communication interface may be designed to read or output data wirelessly and / or wired, wherein a communication interface capable of reading or outputting wired data may, for example, electrically or optically read data from a corresponding data transmission line or output data to a corresponding data transmission line.

[0017] The controller can be understood as an electrical device that processes sensor signals and outputs control signals and / or data signals based on these sensor signals. The controller can have an interface that can be designed as hardware and / or software. In the hardware design, these interfaces can be, for example, part of a so-called system ASIC that contains various functions of the controller. However, it can also be realized that the interface is an integrated circuit of its own or is at least partially composed of discrete structural elements. In the software design, these interfaces can be software modules that, for example, exist on a microcontroller in addition to other software modules.

[0018] A system for stabilizing a vehicle is also proposed, wherein the system has an embodiment of a roll stabilizer and the aforementioned controller, wherein the roll stabilizer is designed to stabilize a first axle and a second axle of the vehicle as a function of a rolling moment distribution between the first axle and the second axle, wherein the controller is connectable or connected to the roll stabilizer in a signal-transmittable manner.

[0019] In this system, the above-described embodiments of the control unit can advantageously be used or applied in order to actuate the roll stabilizer using the actuation signal.

[0020] According to one specific embodiment, the system can also have at least one further driving dynamics control device. The control device can be connectable or connected to the at least one further driving dynamics control device in a signal-transmitting manner. The at least one further driving dynamics control device can be an active damper device, an active spring device, a steering device for the first axle and additionally or alternatively for the second axle, a transverse axle lock, a dynamic all-wheel drive, a switchable coupling rod, an active ball joint and additionally or alternatively the like. This specific embodiment offers the advantage that the vehicle can be stabilized in a particularly simple manner with the aid of a roll stabilizer or in a particularly robust manner in addition to the roll stabilizer and also with the aid of the at least one further driving dynamics control device, depending on the device already present.

[0021] The invention is explained in more detail by way of example with the aid of the accompanying drawings. In the drawings:

[0022] Figure 1 A schematic diagram showing a vehicle having a system according to one embodiment;

[0023] Figure 2 Show Figure 1 a schematic diagram of a controller of; and

[0024] Figure 3 A flow chart of a method for stabilization according to one embodiment is shown.

[0025] In the following description of preferred exemplary embodiments of the present invention, elements that are illustrated in different figures and have similar functions are provided with the same or similar reference numerals, wherein a repeated description of these elements is omitted.

[0026] Figure 1 1 shows a schematic diagram of a vehicle 100 having a system 110 for stabilizing the vehicle 100 according to one embodiment. The vehicle 100 is a motor vehicle, in particular a passenger vehicle or a commercial vehicle, for transporting persons and / or goods. Figure 1 1 shows the region of a first bridge 101 of a vehicle 100, the region of a second bridge 102, a first measuring device 104 for measuring the yaw rate of the vehicle 100, a second measuring device 106 for measuring the speed of the vehicle 100, and a detection device 108 for detecting the lateral acceleration of the vehicle 100. The first bridge 101 is, for example, the front axle of the vehicle 100. The second bridge 102 is, for example, the rear axle of the vehicle 100.

[0027] The first measuring device 104 is designed to measure the yaw rate of the vehicle 100 and to provide a first measurement signal 105 representing the measured yaw rate. The second measuring device 106 is designed to measure the speed of the vehicle 100 and to provide a second measurement signal 107 representing the measured speed. The detection device 108 is designed to detect the lateral acceleration of the vehicle 100 and to provide a detection signal 109 representing the detected lateral acceleration.

[0028] The vehicle 100 also has a system 110 for stabilization. The system 110 has a roll stabilizer 120 and a controller 140. The roll stabilizer 120 is designed to stabilize the first bridge 101 and the second bridge 102 or to achieve stabilization of the vehicle 100 with respect to the first bridge 101 and the second bridge 102, depending on the roll moment distribution between the first bridge 101 and the second bridge 102. According to the embodiment shown here, the roll stabilizer 120 has, by way of example, a central unit, a bridge unit assigned to the first bridge 101, and a bridge unit assigned to the second bridge 102.

[0029] The controller 140 is connected to the roll stabilizer 120 in a signal-transmittable manner. The controller 140 is designed to control the roll stabilizer 120. More precisely, the controller 140 is designed to generate a control signal 160 for controlling the roll stabilizer 120 using the first measurement signal 105, the second measurement signal 107 and the detection signal 109. Here, the control signal 160 can be transmitted from the controller 140 to the roll stabilizer 120 via the interface 150. The control signal 160 is suitable for adjusting the roll moment distribution of the roll stabilizer 120. The controller 140 will be discussed in more detail with reference to the following figures. For example, the roll stabilizer 120 is designed to numerically adjust the wheel support forces acting on the wheels of the first bridge 101 and the wheel support forces acting on the wheels of the second bridge 102 using the control signal 160, or is designed to adjust the ratio between the wheel support forces acting on the wheels of the first bridge 101 and the wheel support forces acting on the wheels of the second bridge 102 using the control signal 160.

[0030] According to one exemplary embodiment, the system 110 has at least one further driving dynamics control device 130. In this case, the control unit 140 is connected to the at least one further driving dynamics control device 130 in a signal-transmittable manner. Actuation signals 160 from the control unit 140 can also be transmitted to the at least one further driving dynamics control device 130 via the interface 150. Figure 1In the illustration of FIG. 1 , for reasons of space and only by way of example, a further driving dynamics control device 130 is shown. The at least one further driving dynamics control device 130 is designed, for example, as an active damper device, an active spring device, a steering device for the first axle 101 and / or the second axle 102, a transverse axle lock, a dynamic all-wheel drive, a switchable coupling rod, an active ball joint and / or the like. The further driving dynamics control device 130 is designed to adjust at least one operating parameter of the further driving dynamics control device 130 using the control signal 160. For example, the control signal 160 is used to adjust the damping behavior of a first damper device assigned to the first axle 101 and the damping behavior of a second damper device assigned to the second axle 102 and / or the spring behavior of a first spring device assigned to the first axle 101 and the spring behavior of a second spring device assigned to the second axle 102. Additionally or alternatively, according to one exemplary embodiment, control signal 160 is used to adjust the power distribution of an all-wheel drive of vehicle 100 between first axle 101 and second axle 102. Such measures can additionally optimize the driving dynamics of vehicle 100.

[0031] According to one exemplary embodiment, the roll stabilizer 120, which is also referred to as an electric or electromechanical roll stabilizer (ERC), is designed to dynamically shift the rolling moment between the first axle 101 and the second axle 102. As a result, the wheel support forces are shifted in a defined manner between the wheels of the first axle 101 and the second axle 102, whereby the yaw behavior of the vehicle 100 can be influenced. The shifting of the wheel support forces is performed using the control signal 160.

[0032] In order to stabilize the vehicle 100, according to one exemplary embodiment, a calculation of the lateral acceleration is performed using the measured yaw rate and the vehicle speed. In this case, the lateral acceleration is calculated as the product of the measured yaw rate and the measured speed. This relationship is valid for stable cornering of the vehicle 100 without a slip angle. Therefore, the error in this relationship describes the slip angle. The error is caused by the deviation between the calculated lateral acceleration and the detected lateral acceleration, i.e., by the lateral acceleration detected by means of the yaw rate. Figure 2 The deviation between the described calculation signal and the detection signal 109 is determined and used as a float angle index. According to the float angle index, the roll moment distribution is shifted by the correspondingly generated control signal 160. In order to stabilize the vehicle 100 robustly, the trend of the control signal 160 according to one embodiment follows the so-called "Peak Hold and Ramp Down" function. This function maintains the peak value for an applicable duration and then returns to the original value. The peak value can be a fixed preset maximum value or a currently reached maximum value. The original value can be a preset value preset for the operating mode of the vehicle 100.

[0033] According to one exemplary embodiment, actuation signal 160 can also be output only to the at least one further vehicle dynamics control device 130 . In this case, no rolling moment distribution takes place.

[0034] Figure 2 According to one embodiment, Figure 1 Schematic diagram of the controller 140 in FIG. The controller 140 is particularly designed to implement the reference Figure 3 The controller 140 has a determination device 244 and a generation device 246. According to the embodiment shown here, the controller 140 optionally also has a reading device 241, a calculation device 242 and a providing device 248.

[0035] The reading device 241 is designed to read out a detection signal 109 representing a detected lateral acceleration of the vehicle from the detection device. The reading device 241 is also designed to read out a first measurement signal 105 representing a measured yaw rate of the vehicle and a second measurement signal 107 representing a measured speed of the vehicle. Furthermore, the reading device 241 is designed to forward the first measurement signal 105 and the second measurement signal 107 to the calculation device 242. The reading device 241 is also designed to forward the detection signal 109 to the determination device 244.

[0036] The calculation device 242 is designed to generate a calculation signal 243, which represents the calculated lateral acceleration of the vehicle, using the first measurement signal 105 and the second measurement signal 107 and the calculation rule. In other words, the calculation device 242 is designed to calculate the lateral acceleration of the vehicle as the product of the measured yaw rate of the vehicle and the measured speed of the vehicle, in order to provide a calculated lateral acceleration, which is represented by the calculation signal 243. The calculated lateral acceleration represents a reference lateral acceleration in the case of a lateral acceleration occurring in a stable cornering operation without a floating angle. The calculation device 242 is also designed to forward the calculation signal 243 to the determination device 244.

[0037] The determination device 244 is designed to determine the float angle index 245 using the detection signal 109 and the calculation signal 243 and the determination rule. In other words, the determination device 244 is designed to determine the float angle index 245 from the deviation between the lateral acceleration of the vehicle calculated from the yaw rate of the vehicle and the speed of the vehicle and the detected lateral acceleration of the vehicle. The float angle index 245 has a relationship, in particular a known or defined relationship, with the float angle of the vehicle. The determination device 244 is designed to output the float angle index 245 to the generation device 246 or to provide the float angle index for output to the generation device.

[0038] The generating device 246 is designed to generate the control signal 160 using the float angle index 245. The control signal 160 is suitable for adjusting the roll moment distribution of the roll stabilizer as a function of the determined float angle index 245. The generating device 246 is also designed to forward the control signal 160 to the providing device 248.

[0039] The provision device 248 is designed to provide an actuation signal 160 for output to an interface 150 to a roll stabilizer or to at least one further driving dynamics control device. Thus, the actuation signal 160 can be used in the roll stabilizer to adjust the roll moment distribution to be achieved by the roll stabilizer. Additionally or alternatively, the actuation signal can be used by the further driving dynamics control device to adjust at least one parameter of a driving dynamics control to be performed by the further driving dynamics control device.

[0040] Figure 3 A flow chart of a method 300 for stabilization according to one embodiment is shown. The method 300 can be implemented for stabilizing a vehicle. Here, the method 300 for stabilization can be implemented in conjunction with a roll stabilizer designed to stabilize a first bridge and a second bridge of the vehicle according to a roll moment distribution between the first bridge and the second bridge. The method 300 for stabilization can be implemented using the controller of the previous figures or a similar controller.

[0041] Method 300 for stabilization has a step 310 of determining a float angle index from a deviation between a lateral acceleration of the vehicle calculated from the yaw rate of the vehicle and the speed of the vehicle and a detected lateral acceleration of the vehicle. The float angle index is related to the float angle of the vehicle. According to one embodiment, in determination step 310 a float angle index is determined which corresponds to the float angle and / or to the temporal profile of the float angle and / or is a variable derived from the float angle.

[0042] The method 300 for stabilization further comprises a step 320 of generating a control signal using the float angle index determined in the determination step 310. The control signal is suitable for adjusting the roll moment distribution of the roll stabilizer as a function of the determined float angle index. According to one embodiment, a control signal is generated in the generation step 320, which control signal is suitable for adjusting the course of the roll moment distribution. According to one embodiment, the control signal generated in the generation step 320 is suitable for adjusting the course of the roll moment distribution such that the course increases from a preset value to a maximum value, remains at the maximum value for an adjustable period of time, and then decreases back to the preset value.

[0043] According to one embodiment, the method 300 for stabilization further comprises a reading step 330 and / or a calculating step 340 and / or a providing step 350. Here, the reading step 330 and the calculating step 340 may be performed before the determining step 310. The providing step 350 may be performed after the generating step 320.

[0044] In a reading step 330 , the lateral acceleration of the vehicle is read from the detection device in order to provide a detected lateral acceleration. Optionally, in a reading step 330 , a measured yaw rate of the vehicle and a measured speed of the vehicle are also read from a measuring device of the vehicle.

[0045] In calculation step 340, the lateral acceleration of the vehicle is calculated as the product of the measured yaw rate of the vehicle and the measured speed of the vehicle in order to provide a calculated lateral acceleration. The calculated lateral acceleration represents a reference lateral acceleration for a lateral acceleration occurring in a stable cornering operation without a slip angle.

[0046] In a provision step 350, the control signal generated in the generation step 320 is provided for output to an interface to a roll stabilizer and additionally or alternatively to at least one further vehicle dynamics control device. The at least one further vehicle dynamics control device is an active damper device, an active spring device, a steering device for the first axle and / or the second axle, a transverse axle lock, a dynamic all-wheel drive, a switchable coupling rod, an active ball joint and / or the like.

[0047] In optional step 360, the control signal is used for driving dynamics control of the vehicle. According to one embodiment, the control signal is used by a roll stabilizer to adjust the rolling moment distribution. Additionally or alternatively, the control signal is used by the at least one further driving dynamics control device to adjust parameters of the at least one further driving dynamics control device.

[0048] If an embodiment includes an "and / or" relationship between a first feature and a second feature, this can be interpreted as: an embodiment according to one embodiment has both the first feature and the second feature, while an embodiment according to another embodiment has either only the first feature or only the second feature.

[0049] List of Reference Numerals

[0050] 100 Vehicles

[0051] 101 First Bridge

[0052] 102 Second Bridge

[0053] 104 First measuring device

[0054] 105 First measurement signal

[0055] 106 Second measuring device

[0056] 107 Second measurement signal

[0057] 108 Detection device

[0058] 109 Detection Signal

[0059] 110 for stable systems

[0060] 120 Roll Stabilizer

[0061] 130 Additional driving dynamics control

[0062] 140 Controller

[0063] 150 Interface

[0064] 160 Control Signal

[0065] 241 Reading device

[0066] 242 Computing Devices

[0067] 243 Calculating Signals

[0068] 244 Determine the device

[0069] 245 Floating angle index

[0070] 246 Generator

[0071] 248 Provide device

[0072] 300 Methods for stabilization

[0073] 310 Determine the steps

[0074] 320 Generation Steps

[0075] 330 Reading steps

[0076] 340 Calculation steps

[0077] 350 Provide Steps

[0078] 360 Usage Steps

Claims

1. A method (300) for stabilizing a vehicle (100), wherein the vehicle (100) has a roll stabilizer (120), the roll stabilizer being designed to stabilize a first bridge (101) and a second bridge (102) of the vehicle (100) according to a roll moment distribution between the first bridge (101) and the second bridge (102), wherein the method (300) comprises: a step (310) of determining a float angle index (245) from a deviation between a lateral acceleration of the vehicle (100) calculated from a yaw rate of the vehicle (100) and a speed of the vehicle (100) and a detected lateral acceleration of the vehicle (100), wherein the float angle index (245) is related to a float angle of the vehicle (100); and And it has a step (320) of generating a control signal (160) while using the floating angle index (245), wherein the control signal (160) is suitable for adjusting the roll moment distribution of the roll stabilizer (120) according to the determined floating angle index (245), and the control signal (160) generated in the generating step (320) is suitable for adjusting the time trend of the roll moment distribution, so that the time trend rises from a preset value to a maximum value, maintains the maximum value for an adjustable duration, and then drops back to the preset value, the preset value represents the preset distribution of the wheel support force between the front axle and the rear axle for normal driving conditions, and the maximum value represents the preset distribution of the wheel support force between the front axle and the rear axle for critical driving conditions.

2. The method (300) according to claim 1, characterized in that In a determination step (310), a float angle index (245) is determined, which corresponds to the float angle and / or to the temporal profile of the float angle and / or is a variable derived from the float angle.

3. The method (300) according to one of the preceding claims, characterized in that A step (350) of providing the control signal (160) for output to an interface (150) leading to the roll stabilizer (120) or to the roll stabilizer (120) and at least one other driving dynamics control device (130), wherein the at least one other driving dynamics control device (130) is an active damper device, an active spring device, a steering device for the first axle and / or the second axle, a transverse axle lock, a dynamic all-wheel drive, a switchable coupling rod, an active ball joint.

4. The method (300) according to claim 1 or 2, characterized in that The step (340) of calculating the lateral acceleration of the vehicle (100) as the product of the measured yaw rate of the vehicle (100) and the measured speed of the vehicle (100) to provide a calculated lateral acceleration, wherein the calculated lateral acceleration represents a reference lateral acceleration when a lateral acceleration occurs in stable cornering without a float angle.

5. The method (300) according to claim 1 or 2, characterized in that The step (330) of reading the lateral acceleration of the vehicle (100) from the detection device (108) to provide the detected lateral acceleration.

6. A controller (140) adapted to implement and / or control the steps of the method (300) according to one of the preceding claims in a reading device (241), a computing device (242), a determining device (244), a generating device (246) and a providing device (248).

7. A system (110) for stabilizing a vehicle (100), wherein the system (110) comprises a roll stabilizer (120) and a controller (140) according to claim 6, wherein the roll stabilizer is designed to stabilize a first bridge (101) and a second bridge (102) of the vehicle (100) according to a roll moment distribution between the first bridge (101) and the second bridge (102), wherein the controller (140) is connected to the roll stabilizer (120) in a signal-transmittable manner.

8. The system (110) according to claim 7, characterized in that At least one further driving dynamics control device (130), wherein the controller (140) is connected to the at least one further driving dynamics control device (130) in a signal-transmitting manner, wherein the at least one further driving dynamics control device (130) is an active damper device, an active spring device, a steering device for the first axle and / or the second axle, a transverse axle locking device, a dynamic all-wheel drive device, a switchable coupling rod, an active ball joint.

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