Determining a dynamics quantity of a vehicle by means of a distributed arrangement of sensors

Abstract

The invention relates to a method for determining a dynamics quantity of a vehicle (1), wherein a plurality of sensors (22) are provided at different mounting positions in the vehicle (1), which determine a value of at least one local dynamics quantity of the vehicle (1) each, which is defined with respect to a predetermined vehicle axis (Z); wherein the method has: determining a value of an overall dynamics quantity of the vehicle (1) from the values of the local dynamics quantities and in consideration of at least two coordinate values of each mounting position, which is defined with respect to a roll axis or a pitch axis (X, Y) of the vehicle (1). The invention also relates to a control device (24) for a vehicle (1) and an arrangement (10) comprising such a control device (24).

Description

[0001] The invention relates to a method for determining a dynamic variable of a vehicle, a control device for a vehicle, and an arrangement for use in a vehicle.

[0002] Dynamic quantities are understood here to mean quantities that are, in principle, dynamically variable, but relate to a time-dependent and / or at least temporary static state. This applies, for example, to quantities (e.g., angles) that at least indirectly describe the current spatial attitude or position of at least part of the vehicle. However, this also includes quantities that describe changes in such at least temporary static quantities, such as velocity or acceleration. In particular, dynamic quantities are understood here to include roll and / or pitch quantities.

[0003] It is known to determine dynamic variables of a vehicle, and in particular roll and / or pitch variables, for various applications. For example, such variables can be used to infer the current or present spatial state of the vehicle, in particular the position and / or attitude of the vehicle chassis or body. In the professional field, the respective body or chassis is understood to be that part of the vehicle that is supported relative to the wheels by the vehicle suspension and generally lies above the wheels. The vehicle suspension, which typically comprises a so-called spring-shock absorber system (in particular, a separate spring-shock absorber system for each wheel), can thus connect the wheels and / or, in general, the chassis to the vehicle body. The vehicle body can include the vehicle body, the engine compartment, and / or the interior.

[0004] Exemplary areas of application for the determined dynamic variables are so-called rollover or roll detection or general control / regulation of driving dynamics functions, such as ESP systems. Provision can also be made according to the invention to use the determined dynamic variables for these purposes, but also for any other common purposes.

[0005] Solutions are also known that allow for targeted influence on vehicle dynamics using actuators. For example, actuators can be assigned to spring-damper systems to adjust the spring and / or damping properties of the vehicle, and in particular the vehicle body, relative to the wheels in a defined manner. This allows for chassis settings that, for example, enhance driving comfort or sportiness, in a manner known per se. In this context, it is also advantageous to detect relevant dynamic variables, for example, in order to readjust the selected chassis settings.

[0006] Solutions exist in which vehicle state variables are detected using sensor technology and entered into a (e.g., virtual, computer-based, and / or mathematical) vehicle model. The vehicle model is, for example, executed by the vehicle's controller and / or a software module executed by the controller includes the vehicle model. This vehicle model can map the relationship between the acquired sensor measurements and the existing dynamic variables, allowing the dynamic variables to be determined and, in particular, calculated based on the model without direct measurement. An example is the so-called single-track model. A disadvantage of this is that the vehicle model must be individually adapted to each vehicle type and, in particular, each vehicle variant (e.g., drive and / or equipment variant). For example, it may be necessary to always describe the vehicle's type- or variant-specific mass distribution as accurately as possible in the vehicle model. This increases the complexity during vehicle development and, in particular, during subsequent vehicle modifications. Another characteristic that, for example, needs to be stored and / or determined in relation to the model definition is the natural frequencies of the vehicle dynamics under consideration, such as the yaw, pitch, or roll natural frequencies.

[0007] In principle, it is also possible to detect all dynamic variables using sensor technology, for example, so-called 5D or 6D sensors, which detect vehicle body motion in all six spatial degrees of freedom. However, such sensor systems are characterized by high costs, particularly because available sensor systems are not readily available.

[0008] Solutions are known in the prior art in which, at least by way of example, dynamic variables, and in particular roll acceleration, can be determined solely from selected sensor measurements, in particular one-dimensional sensor measurements. For example, patent document DE 103 61 208 A1 teaches determining roll acceleration from the vertical acceleration of a vehicle's body, where the vertical acceleration is measured by two sensors positioned differently in the vehicle. While a precisely matched vehicle model is not essential in this case, and relatively inexpensive sensor systems that measure only along the vertical axis can also be used, this solution presupposes precise positioning of the sensors at predetermined installation locations, for example, at the same height (i.e., at the same position along the vertical axis). Otherwise, the equations taught in this document cannot be applied. However, the requirement to precisely adhere to the respective installation locations reduces flexibility in vehicle development. This is therefore an additional boundary condition that negatively impacts development costs.

[0009] Patent document DE 10 2004 024 951 discloses determining the body speed of a vehicle based on signals of a height sensor and wheel vertical acceleration sensors without using a body acceleration sensor.

[0010] Patent document DE 10 2006 011 436 A1 discloses determining the vertical velocity of a vehicle body by means of an acceleration sensor that measures the vertical acceleration of a wheel and a travel or angle sensor that measures the compression velocity of a spring.

[0011] SUMMARY OF THE INVENTION The object of the present invention is therefore to improve and, in particular, simplify the determination of dynamic variables of a vehicle, and in particular of roll and / or pitch variables.

[0012] The technical problem is solved by a technical solution having the features of the accompanying independent claims. Advantageous developments are defined in the dependent claims. It goes without saying that all the features and explanations described above are also provided for or applicable to the present solution, unless otherwise indicated or apparent.

[0013] The present invention recognizes that dynamic variables of interest can also be accurately detected using less complex sensors, particularly sensors that measure in only one dimension (e.g., along a vertical axis oriented along the direction of gravity). In particular, it was recognized that sufficient accuracy can be achieved when the sensor's installation location is considered as comprehensively as possible. It was also recognized that this, in turn, allows for greater flexibility in positioning the built-in sensors within the vehicle. Unlike the prior art discussed above (DE 10361 208 A1), for example, the requirement to arrange the sensors at the same height can be eliminated, thereby increasing installation flexibility (i.e., flexibility in selecting the installation location).

[0014] In particular, a method for determining a dynamic variable of a vehicle, in particular a motor vehicle and also in particular a passenger car or a truck, is proposed, wherein a plurality of sensors are provided at different installation locations in the vehicle, each of which determines the value of at least one local dynamic variable of the vehicle (for example at the installation location), which (i.e., the dynamic variable) is defined relative to a predetermined (in particular virtual) vehicle axis, wherein the method comprises:

[0015] - From the values ​​of the local dynamic quantities and taking into account at least two coordinate values ​​for each installation position, a value of an overall dynamic quantity of the vehicle is determined, the overall dynamic quantity being defined relative to a roll axis or a pitch axis of the vehicle.

[0016] The dynamic quantity can be, in particular, a roll quantity or a pitch quantity. In particular, it can be a roll angle, a roll rate (i.e., roll velocity) or a roll acceleration. It can also be a pitch angle, a pitch rate or a pitch acceleration. These movements are related to the aforementioned roll axis or pitch axis of the vehicle. In a manner known per se, the roll axis can be understood as an axis extending in the longitudinal direction of the vehicle and in particular the longitudinal axis of the vehicle, which connects, for example, the rear and the front of the vehicle. Therefore, the roll axis can be a horizontal axis (at least when parked on a flat surface). The pitch axis can be orthogonal to the roll axis and also to the vertical axis of the vehicle, which can alternatively also be called the height axis. In particular, when parked on a flat surface, the height axis can correspond to a vertical spatial direction. The pitch axis can be an axis extending horizontally.

[0017] The installation position generally describes the position of the sensor in the vehicle. These installation positions can be described by spatial coordinates. The installation position or coordinates can be defined in a predetermined coordinate system, in which the vehicle axes mentioned here can also be defined, in particular in a fixed (spatial) coordinate system. The dynamic variables can be defined below only by way of example in the corresponding fixed coordinate system, which is a Cartesian coordinate system. In this case, the axis defined as the Z axis extends in the vertical spatial direction, while the X and Y axes extend in a horizontal plane. In this case, the X axis (at least when the vehicle is stationary) is parallel to the roll axis, and the Y axis is parallel to the pitch axis. The installation position of the sensor can be described by way of example by means of an X-coordinate value, a Y-coordinate value and a Z-coordinate value, respectively.

[0018] The sensors can be arranged on and / or integrated into the spring-damper system, respectively. The sensors can be designed according to conventional configurations in order to measure, in particular, the height and / or vertical acceleration of a vehicle body coupled to the corresponding spring-damper system.

[0019] According to the invention, a calibration can be provided in order to be able to unambiguously assign a sensor measurement value to a value of a local dynamic variable or to precisely determine the corresponding value of the dynamic variable from the sensor measurement value.

[0020] According to a variant, at least three sensors are provided. These sensors can be arranged on different wheels and / or on different spring-damper systems.

[0021] It can be provided that the sensors each determine the same type of dynamic variable, in other words that each sensor determines a local value of a common dynamic variable. The local dynamic variable and the global dynamic variable can also differ from one another.

[0022] As will be explained below, it can be provided, by way of example, that these sensors each determine a local height as a local dynamic variable, wherein, however, the corresponding (local) values ​​of the common dynamic variable (height) may differ from one another due to, for example, different vertical deflections of the wheels or different vibrations of the vehicle body. Therefore, it can be provided, in particular, that the predetermined vehicle axis is the vehicle's height axis. Similar to the roll or pitch axis, the height axis can generally be a virtual axis. This virtual axis should be distinguished from the wheel axle, also mentioned here, which can be fixed at least indirectly via a real mechanical vehicle component in a manner known per se and / or can be considered identical to such a vehicle component. However, it can generally be provided that the vehicle axis of the local dynamic variable is of a different type than the axis with reference to which the global dynamic variable is defined.

[0023] In summary, it can therefore be provided that the local and global dynamic quantities are different from one another or are not of the same type, and / or that these dynamic quantities are defined relative to different axes. In this case, a global dynamic quantity (e.g., pitch angle or roll angle) can be calculated from the value of a local dynamic quantity (e.g., altitude).

[0024] Since the overall dynamic variable is determined based on a plurality of coordinate values, preferably all coordinate values ​​(i.e., for example, the X, Y, and Z coordinates) of the installation location, the sensor can be positioned more flexibly. In this case, in particular, the requirement that only a smaller number of coordinate values ​​can be considered, such as arrangement at the same height in the vehicle or along a common (in particular, transverse) axis of the vehicle, can be eliminated.

[0025] Figuratively speaking, the sensors can also be positioned significantly differently relative to individual spring-damper systems or individual wheels within a common vehicle, which can be compensated for computationally by taking into account multiple coordinate values. This allows the determination of dynamic variables without requiring precise vehicle modeling or determining dynamic variables based on a described vehicle model, using a sensor system that is more affordable than 5D or 6D sensors, and the installation flexibility of the sensor system is additionally increased while saving costs and effort.

[0026] In general, it should be noted that the sensor can also be limited to determining the corresponding local dynamic variables or no more than two or three dynamic variables per installation position, for example, height and / or vehicle body acceleration, thereby reducing the complexity and cost of the sensor.

[0027] One further development provides that the installation locations do not lie on a common (virtual) plane. This can be the case in particular when at least or exactly three sensors are provided, as generally provided for by the present invention. In this case, each sensor can be assigned to a wheel or a spring-damper system there, so that, for example, corresponding sensors are installed on three different wheels. However, in this case, it can be provided, for example, that the height positions of the sensors differ from one another, for example, being higher or lower on the front wheel than on the rear wheel. This is achieved by a more comprehensive consideration of the exact installation location (i.e., a kinematic determination based on at least two installation location coordinate values) provided for by the present invention, and accordingly increases the installation flexibility.

[0028] Additionally or alternatively, it may be provided that two of the sensors are assigned to a common wheel axle and that the installation positions of the sensors differ from one another in terms of the value of at least one installation position coordinate value. The wheel axle may be a front axle or a rear axle. A wheel axle may typically include or connect two wheels, which are arranged on different sides of the vehicle, for example, on the left and right sides. Thus, the wheel axle may, for example, connect the left front wheel and the right front wheel or the left rear wheel and the right rear wheel to one another. The two sensors may be assigned to the respective wheel axles in such a way that they are positioned on the wheels connected by the wheel axle, for example, one sensor is positioned on the left wheel and the other sensor is positioned on the right wheel. However, in this case, according to this embodiment, it may be provided that the sensors are positioned differently relative to the respective wheels, for example, at different (horizontal) distances or at different heights relative to the wheels.

[0029] In this case, the installation flexibility is also increased because the sensors can be positioned differently, even though they are assigned to a common wheel axle. This is made possible by the above-mentioned more precise consideration of the exact installation position of the sensors when determining the dynamic variables.

[0030] According to the invention, the global dynamic quantity is the pitch angle or the roll angle. In connection therewith, it can be provided that the local dynamic quantity is the height of at least a part of the vehicle (in particular the body or chassis of the vehicle) along the vertical axis of the vehicle (also referred to herein as the height axis). In other words, this embodiment provides that the pitch angle and / or the roll angle are determined based on the local height. If the sensors are respectively assigned to the individual wheels and / or the spring-damper systems there, as is preferred according to the invention, the heights of the individual systems or wheels can be compared with one another. In particular, as will be explained in more detail within the scope of the exemplary embodiments, the heights of a plurality of dome points of the vehicle body can be determined, i.e. a height can be determined for each dome point. Accordingly, the local dome point heights can be determined as local dynamic quantities.

[0031] This embodiment is advantageous because the height can be detected with little effort, in particular less effort than attempting to directly determine the pitch angle or roll angle using a 5D or 6D sensor system or calculating these pitch angles or roll angles using a vehicle model.

[0032] In this connection, the present invention also provides for determining a virtual plane, in particular a regression plane, based on the values ​​of local dynamic variables. In a manner known per se, the plane can be defined based on three points. According to the present invention, it can be provided that local values ​​of the height are used as corresponding points for defining the virtual plane, i.e., for example, at least three corresponding values ​​are selected through which the plane extends. However, it is preferred that the definition of a regression plane not necessarily extend through the corresponding points or positions. Instead, this can correspond to a plane extending between the points in such a way that these points are at least partially arranged above or below the regression plane. For example, the regression plane can be defined such that the magnitude of the distances relative to the corresponding points (in particular, the absolute distances or average distances relative to the corresponding points) is minimized.

[0033] It has been shown that this allows more precise results to be achieved than using the individual heights directly as the basis for the quantity determination.

[0034] The definition of the respective plane may require (or be made possible by) taking into account the installation location comprehensively and, for example, preferably with respect to all its coordinate values, including the determined local height, as generally provided according to the invention.

[0035] In particular, a virtual plane can be used to determine overall dynamic variables based on its spatial orientation. In particular, the orientation relative to the roll axis or pitch axis can be determined in order to determine the roll angle and pitch angle.

[0036] In the preferred case where at least three sensors are provided and in particular when these sensors are assigned to different wheels or (wheel-specific) spring-damper systems, the virtual plane can be defined as follows:

[0037] f(x, y) = f0 + f x x+f y y (1)

[0038] Here, x and y are the positions (in the plane) at which the global dynamic quantity of interest is to be quantified, for example. i The values ​​φ are constants which should be determined from the determined values ​​of the local dynamic quantities (ie from the sensor measurements).

[0039] When the virtual plane is a regression plane representing a compensation plane and / or a plane satisfying the desired distance criterion in the manner described above, f i The value can be represented by the vector b = [f0, fx , f y ]include.

[0040] This vector can be determined by the following equation (5), which can be derived as follows: The sensor measurement values ​​(i.e., local heights) si = [s1, s2, s3] of the individual sensors 1-3 are known (or given). These values ​​can indicate the height directly at the installation location or at a reference point that is positioned in a defined manner relative to the installation location. The reference point can, in particular, be a circle point whose (height) distance from the installation location is known.

[0041] The installation position of the sensor, coordinates [x, y, z] indicated by 1-3, is known in terms of the x-coordinate value and the y-coordinate value (the z-value varies with the measured height).

[0042] For example, the plane can be positioned relative to the sensor measurement value s i =[s1, s2, s3] is preset as the distance criterion. The difference between the (local) height value of the plane, i.e. the height value transformed into the plane, and the sensor measurement value should therefore be minimized, which is reflected in the following equation 2:

[0043]

[0044] If the minimization task is formulated as a quadratic optimization problem and according to f i The constants are deduced, and the following expression of Equation 3 is obtained as a formula:

[0045]

[0046] Here, the quadratic error is:

[0047] (yA·b) T (yA·b)=0 (3a)

[0048] In order to find the minimum error, the above expression is derived. The derivation based on vector b is:

[0049] (yA·b) T (-b)=0 (3b)

[0050] If equation 3b is transformed in terms of b, the solution to the optimization problem is obtained (i.e., the values ​​of the vector components of b that satisfy the distance criterion):

[0051] b=(A T A) -1 ·A T y (4)

[0053] Here, in expression and by way of example, for three sensors, two of which are on the front wheels and one on the rear wheel, for the quantity b2 (ie f x ) applies to:

[0054] f x =b2=k1s1+k2s2+k3s3+k4 (5).

[0055] More precisely, in this example, the sensors are installed at the "front left" (v1), "front right" (v r ) and “left rear” (h1), wherein corresponding symbols are used below for the individual x, y, z coordinates of these installation positions.

[0056] In addition, k in the above equation (5) i Variables are auxiliary quantities as follows:

[0057]

[0058]

[0059]

[0060]

[0061] In addition, in terms of the expression of quantity b3 (i.e. f y ) applies to:

[0062] f y =b3=k1s1+k2s2+k3s3+k4 (6).

[0063] Here, k i Variables are auxiliary quantities as follows:

[0064]

[0065]

[0066]

[0067]

[0068] The dynamic variables describing the vehicle's position in space, here expressed as Euler angles by way of example, are given by: b is the pitch angle, Φ b is the roll angle, and z b is the height value:

[0069] φ b =atan(f y )

[0070] θ b =-atan(f x )

[0071] z b =f(x CG ,y CG ) (7).

[0072] The symbols in (7) are chosen only as an example and are due to the choice of the orientation of the determined coordinate system. Here, for example, the value of the altitude sensor is defined as the distance relative to the ground, which affects the pitch angle θ b Definition and symbols associated with it.

[0073] variable z b Describes the height of the vehicle's center of gravity relative to the road. This variable is formed by taking the coordinates x of the center of gravity and CG and y CG Calculate the plane equation f = f0 + f for the center of gravity x xf y y.

[0074] One refinement provides that the global dynamic variable is the pitch acceleration or the roll acceleration. In this case, the local dynamic variable is preferably the vertical acceleration of at least a portion of the vehicle (e.g., the body and / or chassis) along the vehicle's vertical axis (body acceleration). In other words, the local vertical acceleration can be measured based on the vertical acceleration measured by sensor technology, more precisely based on the local value of this vertical acceleration (in particular at the installation location and / or at the respective dome point of the vehicle assigned to the sensor), in order to thereby determine the global dynamic variable. In this regard, the solution according to the present invention is also advantageous because, by comprehensively considering the details of the installation location, the installation location can be flexibly determined when determining the global dynamic variable.

[0075] In this context, it can be provided in particular that the global dynamic variable is the pitch acceleration, that two of the sensors are assigned to a common wheel axle, and that the pitch acceleration is determined based on the difference between the values ​​of the local dynamic variables of these sensors. For example, the sensors can each be assigned to a front wheel or a rear wheel, so that the pitch acceleration is determined using, for example, the values ​​measured at the left and right front wheels (or at the respective rear wheels).

[0076] It can also be provided that the global dynamic variable is the roll acceleration, that two of the sensors are assigned to different wheel axles (ie, for example, one sensor to the front wheel and the other sensor to the rear wheel), and that the roll acceleration is determined based on the difference between the values ​​of the local dynamic variables of these sensors.

[0077] In detail, in order to determine the pitch acceleration and the roll acceleration based on the mentioned differences, it can be assumed that there is a correlation between the local values ​​of the local dynamic variables. In particular, it can be assumed (for example, assuming sufficient torsional strength) that the vertical accelerations at different wheel axles are also correlated with each other or can be converted to each other. For example, the left front (a z，v1 ) and left rear (a z，h1 ) can be calculated based on the vertical acceleration of the right front (a z，vr ), wherein these positions relate to the individual wheels on the respective front and rear axles (or the sensors arranged there). z，vr ) is used as a calculation quantity in an exemplary manner to formulate the following equation (9):

[0078]

[0079] Here, the roll and pitch quantities are specified with reference to a coordinate system fixed relative to the body, where p is the roll rate, q is the pitch rate, r is the yaw rate, and the corresponding derived (or differentiated) quantities are the roll acceleration, pitch acceleration, and yaw acceleration.

[0080] After transforming equation (8), we obtain the following equation, where the second addend, which is completely enclosed in brackets, is negligibly small due to the multiplication / squaring of two kinetic quantities of different or identical types:

[0081]

[0082] This results in the following equations to determine the roll and pitch accelerations

[0083]

[0084] The present invention also relates to a control device for a vehicle, the control device being configured to implement a method according to any of the aspects described herein. In particular, the control device can be configured to obtain signals or values ​​of local dynamic quantities from any of the types of sensors described herein, and based thereon, to implement or provide any of the steps, measures, or functions described herein. In particular, the control device can be configured to determine a value for an overall dynamic quantity of the vehicle based on the obtained sensor values.

[0085] The control device can generally be a single or distributed controller. The control device can include at least one processor device and / or digital memory. The control device can generally be electronically and, in particular, digitally operable. By executing program instructions using the processor device, the control device can be configured to implement any of the steps and measures described herein.

[0086] The invention further relates to an arrangement for use in a vehicle (or an arrangement for installation in a vehicle or the arrangement being installed in a vehicle), the arrangement comprising:

[0087] a plurality of sensors which can be arranged at different installation locations in the vehicle and are each provided for determining a value of at least one local dynamic variable of the vehicle, the local dynamic variable being defined relative to a predetermined vehicle axis; and

[0088] - A control device according to one of the preceding aspects. It can again be provided that the sensor is designed according to any of the variants described herein.

[0089] The following describes embodiments of the present invention based on the accompanying schematic diagrams.

[0090] Figure 1 The diagram shows a schematic top view of a vehicle, which includes an arrangement with a control device according to an exemplary embodiment of the present invention, which implements an exemplary method according to the present invention.

[0091] exist Figure 1 , a schematic vehicle 1, more precisely a motor vehicle, is shown, which includes an arrangement 10 according to the present invention. Also shown is the forward travel direction F of vehicle 1 and the orientation of a vehicle coordinate system. For example, if this vehicle coordinate system is defined at the vehicle center point, the Y axis corresponds to the roll axis, and the X axis corresponds to the pitch axis. The Z axis corresponds to the vertical spatial direction or height axis of vehicle 1. In a known manner, roll and pitch movements correspond to movements of vehicle 1 about the respective axes, i.e., rotational movements.

[0092] Also shown are the front axle 12 and the rear axle 14, each of which includes two wheels 16. Each wheel 16 is supported on or relative to the vehicle body 20, which is shown only in outline, via a spring-shock absorber system 18. This is achieved in a manner known per se at corresponding, not individually labeled, domed points on the interior of the vehicle body 20.

[0093] The spring-damper systems 18 of the two front wheels 16 and one of the rear wheels (the right rear wheel 16) are each assigned a sensor 22. In the example shown, the sensors are multi-part sensors 22 that can measure both vertical acceleration and altitude. The manner in which such sensors operate, particularly in conjunction with the spring-damper systems 18, is generally known.

[0094] The installation position of the sensor 22 is fixed in design, so the coordinate values ​​of the sensor are known. As explained in the general description, according to the present invention, it is not necessary (but possible) to arrange the sensors 22 of the front axle 12 at a common height Z.

[0095] The sensors 22 of the arrangement 10 are each connected to a control unit 24 of the arrangement 10 in a data transmission manner. These sensors each provide the control unit 24 with measured values ​​for vertical acceleration and altitude as local dynamic variables. The control unit then determines the roll and pitch angles from the determined altitude, and the roll and pitch accelerations from the measured vertical acceleration, using the equations shown above and, in particular, by determining the regression plane. These variables, reliably determined by the inexpensive sensor system, can then be input into other known driver assistance systems.

[0096] Reference Signs List

[0097] 1 vehicle

[0098] 10. Layout structure

[0099] 12 front axle

[0100] 14 rear axle

[0101] 16 wheels

[0102] 18 Spring-shock absorber system

[0103] 20 body

[0104] 22 sensors

[0105] 24 Control Devices

[0106] F Forward driving direction

Claims

1. A method for determining a dynamic quantity of a vehicle (1), in, At least three sensors (22) are provided at different installation locations in the vehicle (1), which sensors each determine the value of at least one local dynamic variable of the vehicle (1), which is defined relative to a predetermined vehicle axis (Z); The method comprises: - determining the value of an overall dynamic quantity of the vehicle (1) from the values ​​of the local dynamic quantities and taking into account at least two coordinate values ​​for each installation position, the overall dynamic quantity being defined relative to the roll axis or pitch axis (X, Y) of the vehicle (1), It is characterized by: The global dynamic quantity is the pitch angle or the roll angle, and the local dynamic quantity is the height of at least a portion of the vehicle along the vertical axis (Z) of the vehicle (1), The regression plane is determined based on the value of the local dynamics, and the global dynamics is determined according to the spatial posture of the regression plane. wherein the global dynamic quantity is the pitch acceleration (Q) or the roll acceleration (P), and the local dynamic quantity is the vertical acceleration of at least a portion of the vehicle (1) along the vertical axis (Z) of the vehicle (1), wherein the global dynamic variable is the pitch acceleration (Q), two of the sensors (22) are assigned to a common wheel axle (12, 14), and the pitch acceleration (Q) is determined based on the difference between the values ​​of the local dynamic variables of these sensors (22), or The global dynamic variable is a roll acceleration (P), two of the sensors (22) are assigned to different wheel axles (12, 14), and the roll acceleration (P) is determined based on the difference between the values ​​of the local dynamic variables of these sensors (22).

2. The method according to claim 1, It is characterized by: The installation positions do not lie in a common plane and / or two of the sensors (22) are assigned to a common wheel axle (12, 14) and the installation positions of the sensors (22) differ from one another in terms of the value of at least one installation position coordinate value.

3. The method according to claim 1 or 2, It is characterized by: The overall dynamic quantity is a pitch angle or a roll angle, wherein the overall dynamic quantity is determined according to the spatial posture of the virtual plane.

4. The method according to claim 3, It is characterized by: The overall dynamics are determined based on the spatial attitude of the virtual plane relative to the roll or pitch axis (X, Y).

5. A control device (24) for a vehicle (1), It is characterized by: The control device (24) is provided for carrying out the method according to any of the preceding claims.

6. An arrangement (10) for use in a vehicle (1), comprising: a plurality of sensors (22) which can be arranged at different installation locations in the vehicle (1) and are each configured to determine a value of at least one local dynamic variable of the vehicle (1), the local dynamic variable being defined relative to a predetermined vehicle axis; - A control device (24) according to claim 5.

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