Method and motor vehicle

Abstract

The present invention relates to a method for decelerating a motor vehicle with single wheel ruts, the method comprising the following steps: a) determining, by means of a control unit (22) of the motor vehicle, the total torque (GM) required for a desired driving manoeuvre of the motor vehicle wheels (12); b) deriving, by the control unit (22), a brake partial torque (B) and an engine partial torque (M) from the required total torque (GM); and c) generating the brake partial torque (B) on the wheels (12) by means of the control unit (22) controlling the braking device of the motor vehicle, and generating the engine partial torque (M) on the wheels (12) by means of the control unit (22) controlling the engine of the motor vehicle. The present invention also describes a motor vehicle with single wheel ruts.

Description

Field of the Invention

[0001] The present invention relates to a method for decelerating a motor vehicle with a single track and a motor vehicle. Background Art

[0002] Generally, deceleration of a motor vehicle is used to controllably reduce the speed of the motor vehicle, for example, in order to drive into a curve at an appropriate speed.

[0003] Particularly, a motor vehicle with a single track usually drives into a curve in a moving manner. In order to achieve better steering and braking characteristics here, the motor vehicle can be braked by means of a so-called "Slide". This slide is manifested as a controlled and intentional over-braking of the rear wheel, where a high slip is generated on the rear wheel and its steering force is reduced. The higher the slip, the smaller the steering force and the larger the sideslip angle (slide).

[0004] For example, when braking on a curve, particularly stronger deceleration of the motor vehicle can be achieved by means of a slide. Thereby, braking can be performed a little later on the curve and thus the curve can be driven through faster.

[0005] However, such a controlled and stable slide is difficult to achieve. Summary of the Invention

[0006] The object of the present invention is to provide a method and a motor vehicle in which a controlled slide can be simply achieved.

[0007] According to the present invention, the object is solved by a method for decelerating a motor vehicle with a single track, in particular a motorcycle, the method comprising the following steps:

[0008] a) determining, by a control unit of the motor vehicle, the total torque required for a desired driving maneuver of the motor vehicle wheels, in particular the rear wheel;

[0009] b) obtaining, by the control unit, the brake sub-torque and the engine sub-torque from the required total torque; and

[0010] c) generating, by the control unit controlling the braking device of the motor vehicle, a brake sub-torque on the wheels, in particular the rear wheel, and generating, by the control unit controlling the engine of the motor vehicle, an engine sub-torque on the wheels, in particular the rear wheel.

[0011] The core of the invention is thus to combinatorially control the braking device of a single-track motor vehicle and additionally the engine in order to jointly generate a total torque on the wheels of the single-track motor vehicle, in particular on the rear wheel. High braking torques can be generated on the wheels by the braking device, but with low precision and adjustment speed. The engine provides high precision and adjustment speed, but with a limited torque range. By combinatorially controlling these two actuators, a wide torque range can be covered with high precision and adjustment speed.

[0012] It can be provided here that the partial torque and thus the total torque - relative to the forward direction of the single-track motor vehicle wheel - is a braking torque, i.e. the initial torque of the wheel is reduced to the total torque by the braking device controlled by the control unit and the controlled engine.

[0013] As an alternative, the engine partial torque - relative to the forward direction of the single-track motor vehicle wheel - can be an accelerating torque, i.e. the initial torque of the wheel is increased to the total torque by the engine controlled by the control unit. Thus, the value of the engine partial torque is higher after controlling the engine than before.

[0014] In particular, the engine partial torque is adjusted by means of an engine drag torque adjustment device. In a single-track motor vehicle, a functional coupling between the engine and the rear wheel always exists. Therefore, no additional mechanism needs to be provided for applying the engine partial torque to the rear wheel. Thus, the engine partial torque can be simply adjusted by means of an engine drag torque adjustment device without further requiring additional components and a control unit.

[0015] For example, the driving manoeuvre can be a controlled overbraking of the rear wheel during braking in a bend, thereby generating a high slip on the rear wheel. Here, the steering force of the rear wheel decreases and the slip angle of the rear wheel increases. Thereby, the motor vehicle decelerates more strongly than during a normal braking process.

[0016] The slip angle of the rear wheel here manifests itself as a "sliding" of the rear wheel.

[0017] The sum of the brake partial torque and the engine partial torque results in the required total torque. In this way, the advantages of the braking device (generating high braking torques) and the engine (high precision and adjustment speed) can be coordinated in order to precisely apply the required total torque to the wheel.

[0018] In particular, the control unit recognises that the driver wants to perform the desired driving manoeuvre before or during the desired driving manoeuvre. The recognition can be carried out automatically on the one hand or can also be manually initiated on the other hand.

[0019] The automatic recognition can be carried out on the basis of different vehicle parameters, such as the current braking pressure on the rear wheel brake and / or the front wheel brake, the current inertial state of the motor vehicle, in particular the current tilt position and the current roll angle, the current deceleration of the motor vehicle and the current speed.

[0020] When manually triggered, the control unit is informed by the driver's manual operation of the trigger, either before or during the desired driving maneuver in terms of time, that the desired driving maneuver should be executed when the motor vehicle decelerates next or now - when the motor vehicle is decelerating.

[0021] The trigger can be, for example, a manual input by the driver on one of the input devices.

[0022] Additionally or alternatively, a brief manual operation of the rear wheel brakes by the driver can be used as the trigger.

[0023] One embodiment provides that the braking device has a brake control device forming part of the control unit. In particular, the braking device includes an anti-lock braking system (ABS), and / or the motor vehicle has an engine control device forming part of the control unit. Since brake control devices, ABS, and engine control devices are usually present in modern motor vehicles, this method is very easy to integrate.

[0024] The brake control device can form the control device of the ABS. Therefore, no additional control device needs to be provided for the ABS, which saves installation space, manufacturing costs, and expenses.

[0025] Here, the brake control device and the engine control device can be coupled to each other in terms of signal technology, so that information or detection data of the sensor system can be exchanged between the brake control device and the engine control device, especially bidirectionally. In this way, the braking device and the engine can be controlled in relation to each other.

[0026] In particular, the engine is controlled according to the brake sub-moment generated by the braking device. Therefore, the engine sub-moment generated by the engine depends on the brake sub-moment.

[0027] It can be provided that the following additional steps are performed to generate a brake sub-moment on the wheels, especially the rear wheels:

[0028] - The control unit, especially the brake control device, determines the target brake pressure of the braking device according to the determined brake sub-moment, and

[0029] - The brake sub-moment is generated by the control unit operating the brakes of the braking device with the determined target brake pressure.

[0030] In this way, the braking device can be fully automatically controlled by the control unit, especially the brake control device, with the required target brake pressure to achieve a controlled skid. Therefore, the introduction of the controlled skid is significantly simplified because the target brake pressure is generated without the need for the motor vehicle driver to operate the rear wheel brakes himself.

[0031] As an alternative, the braking device, in particular the rear-wheel brake, can be actuated by the driver, wherein the brake control device implements a braking pressure limitation of the rear-wheel brake, by means of which the braking pressure applied by the driver can be adjusted to, in particular reduced to, a target braking pressure. In other words, the braking pressure applied by the driver can be reduced to the target braking pressure by actuating the braking device by means of the control unit, in particular the brake control device. The control unit, in particular the brake control device, thus limits the braking pressure applied by the motor vehicle driver to the target braking pressure required for introducing a controlled wheel slip, taking into account different parameters. This sub-function relieves the driver of the correct metering of the rear-wheel brake, since he only has to actuate the rear-wheel brake forcefully, while the brake control device adjusts the actually required target braking pressure. Thereby, over-braking that is too strong is prevented and the introduction of a controlled slip is greatly simplified.

[0032] The following additional steps are carried out in order to generate an engine partial torque:

[0033] - Determine a target torque of the engine based on the determined engine partial torque, and

[0034] - Generate the engine partial torque by adjusting the engine to the target torque by means of the control unit, in particular by means of the engine control device.

[0035] Thus, the engine partial torque required for generating a controlled wheel slip, in particular of the rear wheels, can be adjusted very precisely and quickly.

[0036] In particular, the torque of the engine is increased to the target torque here. A larger torque range is available when the engine torque is increased than when it is decreased. Therefore, it is advantageous that the brake partial torque is slightly lower than the desired total torque and that the current torque generated by the brake partial torque on the wheel, in particular the rear wheel, is increased very precisely to the desired total torque by means of the engine partial torque.

[0037] Overall, therefore, over-braking of the wheel, in particular the rear wheel, is ensured by generating the brake partial torque roughly by means of the braking device, in particular by means of the brake control device. The current torque on the wheel is finely adjusted by means of the engine, in particular by means of the engine control device, for example by increasing the engine torque to the target torque, in order to introduce a controlled slip that is suitable for the current state of the motor vehicle.

[0038] The engine is adjusted to the determined target torque, for example by actuating the entire engine, individual cylinders of the engine and / or individual cylinder banks. In this way, it can be ensured that the engine is matched to the current state of the motor vehicle and is thus effectively adjusted to the determined target torque.

[0039] One aspect provides for determining a total torque, a brake sub-torque, in particular a target braking pressure, and / or an engine sub-torque, in particular a target torque, based on the current steering angle, the current wheel speed of the front wheels, the current wheel speed of the rear wheels, the current vehicle speed, the current slip of the front wheels, the current slip of the rear wheels, the current inertial state of the motor vehicle, in particular the current tilt position and / or the current floating angle, the selected driving mode, and / or the braking pressure applied by the driver, in particular the braking pressure applied to the front wheels. Thereby, a total torque can be determined that is suitable for the current state of the motor vehicle and is required to introduce a stable and controlled slip of the rear wheels.

[0040] The inertial state can include the tilt position, the floating angle, and / or similar data.

[0041] In particular, it is provided that the brake sub-torque, in particular the target braking pressure, is determined from the current deceleration of the motor vehicle and / or the current vehicle speed. The deceleration is determined on the one hand based on the inertial state measured, for example, by an inertial sensor system and on the other hand by the braking pressure applied to the front wheels. In this way, a controlled over-braking of the rear wheels can be achieved here without endangering the stable position of the motor vehicle. In addition, the driver's correct metering of the rear-wheel brakes is thus shared, since the driver only needs to operate the rear-wheel brakes forcefully, while the control unit, in particular the brake control device and the ABS, adjusts the actually required brake sub-torque, in particular the actually required target braking pressure.

[0042] Furthermore, it can be provided that the engine sub-torque, in particular the target torque, is determined from the slip on the rear wheels. The engine control device, in particular the engine drag torque regulating device, determines the slip on the rear wheels and adjusts it to a target value by increasing the engine torque. This target value is derived here on the one hand from the inertial state, in particular the tilt position and / or the floating angle, and on the other hand from the deceleration of the motor vehicle and / or the vehicle speed.

[0043] Optionally, different settings, such as wheel characteristics, such as tire type, and / or driving modes, such as a sports mode with particularly strongly pronounced slip characteristics - these settings influencing the deceleration characteristics of the motor vehicle - can be used to determine the total torque or the sub-torques.

[0044] Furthermore, according to the present invention, the task is solved by a single-track motor vehicle, in particular a motorcycle, which includes a front wheel and a rear wheel, a braking device having a front-wheel brake and a rear-wheel brake, an engine, at least one sensor system, and a control unit coupled to the braking device, the engine, and the sensor system, and the control unit is configured to execute the above method. Such a single-track motor vehicle has a combined control of the rear-wheel torque during the deceleration of the motor vehicle, wherein the total torque on the rear wheel is generated by combining the brake sub-torque caused by the brake on the rear wheel and the engine sub-torque caused by the engine on the rear wheel. The total torque is selected such that the rear wheel is controllably over-braked and thereby a controlled and stable slip of the rear wheel is introduced, and better steering and braking characteristics of the motor vehicle are achieved through this slip.

[0045] The motor vehicle may additionally include - in particular with ABS - a brake control device and an engine control device, in particular an engine drag torque regulation device, which may be part of the control unit.

[0046] For example, the sensor system includes a brake pressure sensor system, a steering angle sensor system, an inertial measurement sensor system, in particular at least one acceleration sensor and / or at least one rotational rate sensor, and / or a wheel speed sensor system. Thereby, comprehensive information about the state of the motor vehicle can be detected, which is necessary for determining the total torque or the sub-torques.

[0047] The above-mentioned advantages and features of the method according to the present invention equally apply to the single-track motor vehicle, and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Other advantages and features of the present invention result from the following description and from the attached drawings. In the drawings:

[0049] Figure 1 A schematic side view of a single-track motor vehicle according to the present invention is shown;

[0050] Figure 2 Shown according to Figure 1 A functional diagram of different components and units of the single-track motor vehicle according to the present invention; and

[0051] Figure 3 Shown according to the present invention for Figure 1 A flowchart of a method for decelerating a single-track motor vehicle according to the present invention. DETAILED DESCRIPTION

[0052] In Figure 1 a single-track motor vehicle 10 according to the present invention is shown, which has a rear wheel 12 and a rear-wheel brake 14, as well as a front wheel 16 and a front-wheel brake 18, an engine 20, and a control unit 22.

[0053] The control unit 22 includes an engine control device 24 coupled to the engine 20 and a brake control device 26 coupled to the rear wheel brake 14 and the front wheel brake 18.

[0054] The engine control device 24 thus controls the engine 20, and the brake control device 26 thus controls the rear wheel brake 14 and the front wheel brake 18.

[0055] The rear wheel brake 14 and the front wheel brake 18 together form the braking equipment of the motor vehicle 10, which may include an anti-lock braking system (ABS). The brake control device 26 may also be the control device of the ABS.

[0056] The engine control device 24 and the brake control device 26 may be part of the control unit 22 or form separate control devices of their own respectively.

[0057] In the embodiment shown here, the engine control device 24 and the brake control device 26 are part of the control unit 22 and are in a data connection with each other.

[0058] Furthermore, the motor vehicle 10 has a plurality of sensor systems, which are coupled to the control unit 22.

[0059] On the rear wheel 12, the motor vehicle 10 has on the one hand a rear wheel brake pressure sensor system 28 and on the other hand a rear wheel wheel speed sensor system 30.

[0060] On the front wheel 16, the motor vehicle 10 has on the one hand a front wheel brake pressure sensor system 32 and on the other hand a front wheel wheel speed sensor system 34.

[0061] Furthermore, the motor vehicle 10 has a steering angle sensor system 36 and an inertial measurement sensor system 38.

[0062] The inertial measurement sensor system 38 may include, for example, three acceleration sensors and three rotational rate sensors, by means of which in particular the tilt position and the floating angle of the motor vehicle 10 can be detected.

[0063] Optionally, the motor vehicle 10 may have one or more user interfaces, for example in the form of one input device 40 or a plurality of input devices 40, which are in a data connection with the control unit 22.

[0064] By means of Figure 2 and Figure 3 A method for decelerating the single-track motor vehicle 10 is described below. The aim of the method is to assist and simplify here the driving maneuvers introduced by the driver of the motor vehicle 10.

[0065] Reference Figure 2 Explain the basic principle of this method.

[0066] The desired driving maneuver is a controlled and intentional overbraking of the rear wheels 12, whereby a controlled and stable "skid" of the rear wheels 12 should be produced, so that a stronger deceleration of the motor vehicle can be achieved thereby compared to a normal braking process.

[0067] For this purpose, the brake control device 26 or more precisely the brake pressure sensor systems 28, 32 of the control unit 22 detect the brake pressure D generated by the driver 14 by actuating the rear wheel brakes 14 and / or the front wheel brakes 18, which causes the motor vehicle 10 to decelerate.

[0068] The brake pressure D on the rear wheel brakes 14 and the brake pressure D on the front wheel brakes 18 can be different here.

[0069] Here, the control unit 22 can automatically recognize the desired driving maneuver to be performed based on different vehicle parameters.

[0070] As an alternative, it can be informed to the control unit 22 by a manual input on one of the input devices 40 before or during the desired driving maneuver in terms of time that the desired driving maneuver should be performed during the next deceleration of the motor vehicle 10 or now.

[0071] Subsequently, the control unit 22 determines the total torque GM required on the rear wheels 12 to introduce the desired overbraking and thus the skid of the rear wheels 12 based on the brake pressure D detected on the rear wheel brakes 14 and / or the front wheel brakes 18 and further data of the wheel speed sensor systems 30, 34, the steering angle sensor system 36, and the inertial measurement sensor system 38.

[0072] The basic idea of this method is: to generate a part of the required total torque GM by the engine control device 24 and to generate another part of the required total torque GM by the brake control device 26.

[0073] The engine sub-torque M generated by the engine control device 24 and the brake sub-torque B generated by the brake control device 26 together result in the total torque GM required on the rear wheels 12.

[0074] The following refers to Figure 3 Describe the individual steps of this method in more detail.

[0075] In step S1, the driver of the motor vehicle 10 actuates the rear wheel brakes 14 and / or the front wheel brakes 18 to achieve deceleration of the motor vehicle 10. By actuating the rear wheel brakes 14 and / or the front wheel brakes 18, the driver generates a brake pressure D on the rear wheel brakes 14 or the front wheel brakes 18.

[0076] In step S2, the control unit 22 recognizes that the driver wants to perform a desired driving maneuver.

[0077] This recognition can be carried out automatically on the one hand or can be manually initiated on the other hand.

[0078] The automatic recognition is carried out based on different vehicle parameters, such as the current braking pressure D on the rear wheel brake 14 and / or the front wheel brake 18, the current inertial state of the motor vehicle 10, in particular the current tilt position and the current floating angle, the current deceleration and the current speed of the motor vehicle 10.

[0079] When manually initiated, the control unit 12 can be informed by the driver's manual manipulation of a trigger before or during the desired driving maneuver in terms of time: the desired driving maneuver should be executed when the motor vehicle 10 decelerates next time or now - when the motor vehicle 10 is decelerating.

[0080] The trigger can be, for example, a manual input by the driver on one of the input devices 40.

[0081] Additionally or alternatively, a brief manual manipulation of the rear wheel brake 14 by the driver can be used as a trigger.

[0082] In step S3, the control unit 22 determines the total torque GM required to introduce slip of the rear wheel 12 based on the current measurement data of the brake pressure sensor systems 28, 32, the wheel speed sensor systems 30, 34, the steering angle sensor system 36, and the inertial measurement sensor system 38.

[0083] Based on the determined total torque GM, the brake control device 26 determines the target braking pressure D in step S4 taking into account the deceleration of the motor vehicle 10 Soll , with which the rear wheel brake 14 should be actuated in order to generate a brake partial torque B on the rear wheel 12, which brake partial torque should roughly, i.e., approximately correspond to the determined total torque GM.

[0084] The deceleration is determined on the one hand by means of the inertial measurement sensor system 38 and on the other hand from the current braking pressure B of the front wheel brake 18.

[0085] The target braking pressure D determined by the brake control device 26 or the ABS controlled by the brake control device 26 Soll is used to actuate the rear wheel brake 14, and a brake partial torque B is generated on the rear wheel 12 in step S5.

[0086] Thus, the control unit 12 or more precisely the brake control device 26 can automatically generate a brake partial torque B on the rear wheels 12 without the driver of the motor vehicle 10 having to manually operate the rear wheel brakes 14 himself.

[0087] In the case where the driver operates the rear wheel brakes 14, the brake control device 26 can implement a brake pressure limitation of the rear wheel brakes 14, by means of which the brake pressure D applied by the driver is adjusted to, in particular reduced to, a target brake pressure D Soll . This sub-function relieves the driver of the correct metering of the rear wheel brakes 14, since the driver only has to operate the rear wheel brakes forcefully, while the brake control device 26 adjusts the actually required target brake pressure D Soll .

[0088] Based on the determined total torque GM and optionally based on the current brake partial torque B generated by the brake control device 26 on the rear wheels 12, the engine control device 24 determines in step S6 a target value for the slip of the rear wheels 12 taking into account the current slip of the rear wheels 12, the current inertial state of the motor vehicle 10, in particular the current tilt position and the current floating angle, the current deceleration and the current speed of the motor vehicle 10.

[0089] The slip is generated by the deviation between the circumferential speed of the rear wheels 12 and the circumferential speed of the front wheels 16. Thus, the slip is determined from the data detected by the wheel speed sensor systems 30, 34.

[0090] The slip regulation is carried out by adjusting the engine torque, by means of which an engine partial torque M is in turn generated on the rear wheels 12.

[0091] For this purpose, in step S7, the engine control device 24 determines the target torque of the engine 20, which adjusts the wheel speed of the rear wheels 12 such that the target slip is achieved on the rear wheels 12, or in other words, the current brake partial torque B generated by the brake control device 26 on the rear wheels 12 is adjusted to the determined total torque GM by generating an additional engine partial torque B.

[0092] In step S8, the current torque of the engine 20 is adjusted to the determined target torque, whereby in addition to the brake partial torque B generated by the brake control device 26 an engine partial torque M is generated on the rear wheels 12 and thus the required target slip is achieved, and thus the determined required total torque GM is achieved.

[0093] For example, the torque of the engine 20 can be adjusted in a manner known per se by controlling the entire engine 20, the individual cylinder banks and / or the individual cylinders.

[0094] Therefore, the engine control device 24 performs a fine adjustment on the braking sub-torque B that is "roughly" generated on the rear wheels 12 by the brake control device 26, so as to adjust the current rear-wheel torque ( braking sub-torque B) to, in particular, increase it to a specific total torque GM.

[0095] Therefore, the sum of the braking sub-torque B and the engine sub-torque M results in the total torque GM.

[0096] In summary, the current torque on the rear wheels 12 is roughly adjusted to the required total torque GM by the brake control device 26, and the current torque generated by the brake control device 26 on the rear wheels 12 is finely adjusted to the required total torque GM by the engine control device 24 by adjusting the engine torque.

[0097] Optionally, different settings can be made via the user interface or input device 40, such as wheel characteristics like tire type, and / or driving modes like a sport mode with particularly strongly pronounced slip characteristics. These settings affect the deceleration characteristics of the motor vehicle 10 and thus also affect the determination of the total torque GM or the sub-torques B, M.

Claims

1. A method for decelerating a motor vehicle (10) with a single wheel rut, comprising the following steps: a) determining, by means of a control unit (22) of the motor vehicle (10), the total torque (GM) required for a controlled overbraking of the rear wheel (12) of the motor vehicle (10) during braking in a bend; b) obtaining, by the control unit (22), a brake sub-torque (B) and an engine sub-torque (M) from the required total torque (GM); c) generating the brake sub-torque (B) on the rear wheel (12) by means of the control unit (22) controlling the braking device of the motor vehicle (10), and generating the engine sub-torque (M) on the rear wheel (12) by means of the control unit (22) controlling the engine (20) of the motor vehicle (10).

2. The method according to claim 1, characterized in that The sum of the brake sub-torque (B) and the engine sub-torque (M) results in the required total torque (GM).

3. The method according to claim 1 or 2, characterized in that, The braking device has a brake control device (26) forming part of the control unit (22), and / or the motor vehicle (10) has an engine control device (24) forming part of the control unit (22).

4. The method according to claim 3, characterized in that The braking device includes an anti-lock braking system.

5. The method according to claim 1 or 2, characterized in that, The following additional steps are carried out to generate the brake sub-torque (B) on the rear wheel (12): - The control unit (22) determines the target braking pressure (D) of the braking device based on the determined braking torque of the brake (B). Soll ); and - By operating the brakes (14, 18) of the braking device with the target braking pressure (D) determined by the control unit (22) Soll ), a braking torque component (B) is generated.

6. The method according to claim 3, wherein The following additional steps are carried out to generate the brake sub-torque (B) on the rear wheel (12): - The brake control device (26) determines the target brake pressure (D) of the braking device based on the determined partial brake torque (B). Soll ); and - By operating the brakes (14, 18) of the braking device with the target braking pressure (D) determined by the control unit (22), a braking torque component (B) is generated. Soll ​ 7. The method according to claim 5, wherein The braking pressure (D) applied by the driver is reduced to a target braking pressure (D Soll ) by controlling the braking device by means of a control unit (22).

8. The method according to claim 6, wherein The braking pressure (D) applied by the driver is reduced to a target braking pressure (D) by operating a braking device by a brake control device (26). Soll ) 9. The method according to claim 1 or 2, characterized in that, The following additional steps are carried out to generate the engine sub-torque (M): - obtaining the target torque of the engine (20) based on the obtained engine sub-torque (M); and - generating the engine sub-torque (M) by means of the control unit (22) adjusting the engine (20) to the target torque.

10. The method according to claim 3, characterized in that, The following additional steps are carried out to generate the engine sub-torque (M): - obtaining the target torque of the engine (20) based on the obtained engine sub-torque (M); and - generating the engine sub-torque (M) by means of the engine control device (24) adjusting the engine (20) to the target torque.

11. The method according to claim 9, wherein The engine (20) is adjusted to the obtained target torque by controlling the entire engine (20), the individual cylinders of the engine (20), and / or the individual cylinder banks.

12. The method according to claim 1 or 2, characterized in that, The total torque (GM), the brake sub-torque (B), and / or the engine sub-torque (M) are obtained based on the current steering angle, the current wheel speed of the front wheel (16), the current wheel speed of the rear wheel (12), the current vehicle speed, the current slip of the front wheel (16), the current slip of the rear wheel (12), the current inertial state of the motor vehicle (10), the selected driving mode, and / or the braking pressure (D) applied by the driver.

13. The method according to claim 12, characterized in that, The current inertial state of the motor vehicle (10) includes the current tilt position and / or the current floating angle.

14. The method according to claim 12, wherein The braking pressure (D) applied by the driver is the braking pressure applied to the front wheel (16).

15. The method according to claim 12, wherein The braking sub-moment (B) is the target braking pressure (D Soll ).

16. The method according to claim 12, characterized in that, The engine sub-torque (M) is the target torque.

17. A single-track motor vehicle (10), the single-track motor vehicle comprising a front wheel (16) and a rear wheel (12), a braking device having a front-wheel brake (18) and a rear-wheel brake (14), an engine (20), at least one sensor system, and a control unit (22) coupled to the braking device, the engine (20), and the sensor system, the control unit being configured to perform the method according to any one of claims 1 to 16.

18. The motor vehicle (10) with a single rut according to claim 17, characterized in that, The sensor system includes a brake pressure sensor system (28, 32), a steering angle sensor system (36), an inertial measurement sensor system (38), and / or a wheel speed sensor system (30, 34).

19. The motor vehicle (10) with a single rut according to claim 18, characterized in that, The inertial measurement sensor system (38) includes at least one acceleration sensor and / or at least one rotational rate sensor.

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