Method for classifying a driving state of a vehicle and vehicle

Abstract

The invention relates to a method for classifying a driving state of a vehicle (1), wherein an actual torque value (46) is determined by means of an electronic computing device (17) which characterizes a current steering torque acting in a steering device (24) of the vehicle (1). An actual angle value is determined which characterizes a current roll angle of the vehicle (2). An actual speed value is determined which characterizes a current driving speed of the vehicle (2) and which forms an actual value pair with the actual angle value belonging thereto. From a reference characteristic curve family (37) comprising a plurality of reference angle values, a plurality of reference speed values and a plurality of reference torque values, one of the reference value pairs belonging to the actual value pair is selected as a value pair according to the actual value pair, and exactly one of the reference torque values is assigned to the respective reference value pair comprising exactly one of the reference angle values and exactly one of the reference speed values. The reference torque value (50) assigned to the selected reference value pair is determined.

Description

Technical Field

[0001] This invention relates to a method for classifying the driving status of a vehicle. This invention also relates to a vehicle. Background Technology

[0002] US 2022 / 0126833 A1 discloses a method in which road surface friction value information is received, the road surface friction value information describing road surface friction estimates for multiple areas surrounding a vehicle. A method is known from US 10 773 725 B1, in which an image is determined using sensors of a vehicle, the image showing a driving lane arranged in front of the vehicle. As known, a method for estimating the coefficient of friction of a vehicle wheel relative to a surface located beneath it is known from US 2018 / 0037234 A1. Furthermore, DE 10 2009 002 245 A1 discloses a method for determining the friction value between a tire and a driving lane in a vehicle. EP 2 290 318 B1 discloses a tilting vehicle. Additionally, a steering system for a vehicle is known from DE 102019 210 807 A1, the steering system having at least one sensor for determining steering torque. Summary of the Invention

[0003] The objective of this invention is to provide a method and a vehicle such that the driving state of the vehicle can be advantageously classified and thus determined.

[0004] According to the invention, this task is accomplished by a method having the features of claim 1 and by a vehicle having the features of claim 15. Advantageous embodiments of the invention are the subject of the dependent claims.

[0005] The first aspect of the invention relates to a method for classifying, particularly the current driving state, of a vehicle preferably constructed as a motor vehicle, especially during vehicle travel. This means, for example, that the method is implemented during vehicle travel, such as when the vehicle is traveling along a ground surface, particularly forward. The ground surface is, for example, the ground, such as the ground, allowing the motor vehicle to travel along it. In particular, the ground surface is, for example, a lane. Specifically, during travel along the ground surface, i.e., along the ground surface, the vehicle is supported downwards on the ground in the vehicle's vertical direction. For example, the vehicle has at least one vehicle wheel, simply referred to as a wheel, through which the vehicle is supported downwards on the ground in the vehicle's vertical direction, particularly during travel and therefore in the case of this method, such that the vehicle wheel contacts the ground surface, particularly directly, i.e., directly against the ground. Thus, the vehicle wheel is the ground contact element of the vehicle, which is supported downwards in the vehicle's vertical direction, particularly during travel and therefore during this method. In particular, the vehicle wheels include, for example, a rim and a tire, the tire being constructed separately from the rim, the tire being spread out on the rim and thus carried by the rim and being formed, for example, of rubber. If, during travel and therefore preferably in this manner, the vehicle is driven along a foundation while supported downwards on the ground by a ground contact element in the vehicle's vertical direction, the ground contact element rolls directly on the ground, i.e., on the foundation, so that the tires, in particular, roll directly on the foundation. In particular, the vehicle wheels are optionally held at a component of the vehicle about a wheel axis of rotation, wherein it is specifically stipulated that, during this method or during travel, the vehicle wheels roll directly on the foundation and rotate about the wheel axis of rotation relative to the component. This is especially true when the vehicle is constructed, for example, as a monorail two-wheeled vehicle, and especially when the component is a steering element of the vehicle's steering mechanism, the steering element being constructed, for example, as a fork, particularly a front wheel fork. Here, the steering element, for example, is held at the chassis, deflectably about a swing axis (also called the steering shaft), relative to the chassis, which is constructed as a frame, particularly a spatial frame. Here, the vehicle wheels, for example, configured as front wheels, deflect together with the steering element about the steering shaft relative to the chassis. By deflecting the steering element and thus the vehicle wheels about the steering shaft and relative to the chassis, the vehicle can be steered, thereby causing the vehicle to curve, change direction, and change lanes or driving lanes. For example, particularly, the person currently using the vehicle, such as the driver, can use the steering element and, by using the steering element, deflect the vehicle wheels about the steering shaft relative to the chassis to steer the vehicle, thereby causing the motor vehicle to curve, change direction, and change lanes or driving lanes.Therefore, in particular, the person currently using the vehicle can, for example, grip or hold the steering mechanism and thus the steering lever (Lenhandhabe) with their hand, so that the person can apply force or torque to the steering lever and thus the steering mechanism through their arm, thus introducing force or torque into the steering lever and thus the steering mechanism, the arm including the person's hand. This results in torque, also known as person torque or occupant torque, which is generated by the person and applied to the steering mechanism, and this torque acts specifically about the steering axis.

[0006] In this method, at least one actual torque value is determined by means of, in particular, the vehicle's electronic computing device. This actual torque value characterizes, i.e., describes, denotes, or defines, the current steering torque, which acts in the vehicle's steering system and is also referred to as steering torque. Specifically, the steering torque is, for example, a torque acting about the steering axis, which acts in the steering system, for example, by a person applying a person torque to the steering system, particularly to the steering element, and through the steering element to the steering system, as previously described, such that, for example, the steering torque is a person torque or is derived from a person torque. In particular, the steering torque may consist at least of the person torque and an additional torque different from the person torque, which is also referred to as a steering torque component. For example, the steering torque acting in the steering system is detected by means of, in particular, a measuring device of the vehicle. Here, for example, the measuring device provides a measuring device signal, particularly an electrical one, which is received by, for example, an electronic computing device. The measuring device signal characterizes the steering torque detected by means of the measuring device, such that, for example, the measuring device signal includes, the actual torque value. The measuring device signal is received by the electronic computing device, for example, and the electronic computing device determines the actual torque value. Furthermore, it is conceivable that the electronic computing device receives signals from the measuring device and determines, in particular calculates, the actual torque value based on the received measuring device signals.

[0007] In this method, at least one actual angle value is determined using an electronic computing device, which characterizes the vehicle's current roll angle. Roll can be understood as the movement of the vehicle about its longitudinal axis, also known as the vehicle's longitudinal axis, which extends along an imaginary straight line and passes through, for example, the vehicle's center of mass, also known as the center of gravity. Here, the roll angle is the angle by which the vehicle tilts about the longitudinal axis, particularly relative to an initial position, also known as the neutral position, and is currently rolling. In principle, it is conceivable that the current roll angle, and therefore, for example, the actual angle value, is zero, such that the vehicle is in the aforementioned initial position and therefore not tilted laterally relative to the initial position; or that the current roll angle is an angle other than zero, such that the vehicle is currently tilted about the longitudinal axis, particularly relative to the neutral position, such that the vehicle is, for example, in a tilt position (Schräglage) different from the neutral position when viewed about the longitudinal axis, and for example, the actual angle value is a value other than zero. For example, the current roll angle is calculated using a computer. Furthermore, it is conceivable that the current roll angle is detected using a vehicle measuring device, where the actual angle value characterizes the current roll angle detected by the measuring device.

[0008] In this method, at least one actual speed value is determined by means of an electronic computing device, also known as a control device. This actual speed value characterizes the current speed of the vehicle, also simply referred to as speed, at which the vehicle is traveling, particularly forward, especially in the aforementioned driving situation and therefore in the case of this method. Specifically, the vehicle's current speed and therefore the actual speed value are not zero, and are particularly greater than zero, such that, for example, during the method, i.e., in the case of this method, the vehicle travels at a speed, particularly forward, along the ground, or causes the vehicle to travel at a speed, particularly forward, along the ground. For example, the vehicle's current speed is measured, i.e., detected, by means of the vehicle's measuring device, such that the actual speed value characterizes, i.e., describes, or defines the currently measured speed. The determined actual angle value belongs to the determined actual speed value, and vice versa, such that the determined actual angle value and the determined actual speed value form an actual value pair. This should not necessarily be understood as the electronic computing device forming the actual value pair from the actual angle value and the actual velocity value. Therefore, the electronic computing device does not necessarily perform specific calculation steps to form the actual value pair from the actual angle value and the actual velocity value, or to assign the actual angle value and the actual velocity value to the actual value pair, etc. Rather, in principle, the determined actual angle and the determined actual velocity value are regarded as the values ​​that form the actual value pair. In particular, this is the case where the method can be described intuitively and practically based on the term "actual value pair".

[0009] In this method, an electronic computing device selects and, in particular, calls one of a family of reference characteristic curves, specifically exactly one family of reference characteristic curves, based on actual value pairs—that is, actual angle values ​​and actual speed values—as the value pair belonging to the actual value pair. This family of reference characteristic curves includes multiple reference angle values, multiple reference speed values, and multiple reference torque values. Exactly one of the reference torque values ​​is assigned to the corresponding reference value pair, which includes exactly one of the reference angle values ​​and exactly one of the reference speed values. For example, the family of reference characteristic curves is a family of steering torque characteristic curves, also known as a family of reference steering torque characteristic curves. Furthermore, for example, the family of characteristic curves is a family of characteristic curves determined for reference friction values, as will be explained in more detail below. For example, the reference friction value is a particularly high friction value, such as exceeding a limit value.

[0010] In particular, the family of reference characteristic curves is a family of characteristic curves that is at least or exactly three-dimensional, and which can be said to describe, i.e., to describe, reference torque values ​​by means of reference angle values ​​and reference speed values. It is conceivable that multiple reference value pairs are assigned to corresponding reference torque values. Furthermore, it is conceivable that the same reference angle value is part of multiple reference value pairs. It is also conceivable that the same reference speed value is part of multiple reference value pairs. The features “the corresponding reference value pair includes exactly one of the reference angle values ​​and exactly one of the reference speed values” and “one of the reference value pairs, in particular exactly one, is selected as a value pair belonging to the actual value pair” are not necessarily to be understood as reference value pairs, and thus the reference angle values ​​and reference speed values ​​are actually stored and contained as reference value pairs in the family of reference characteristic curves; rather, the term “reference value pair” is used only for the purpose of intuitively and practically describing the method below. Therefore, the feature “selecting one, in particular exactly one, of a pair of reference values ​​based on the actual value pair, and therefore based on the actual velocity value and the actual angle value” can be understood as selecting and therefore calling one, in particular exactly one, of a reference angle value and one, in particular exactly one, of a reference velocity value from the family of feature curves based on the actual value pair, and therefore based on the actual velocity value and the actual angle value, wherein the selected reference angle value and the selected reference velocity value belong to the determined actual value pair, and therefore belong to the determined actual angle value and the determined actual velocity value, and this, for example, only conceptually forms the conceived reference value pair.

[0011] In this method, the reference torque value assigned to the selected pair of reference values ​​is determined by means of an electronic computing device, specifically read from a family of reference characteristic curves, also simply called the family of characteristic curves. This means that one, in particular exactly one, of the reference torque values ​​is determined by means of an electronic computing device based on the selected reference angle value and the selected reference speed value.

[0012] A determined reference torque value is compared with an actual torque value using an electronic computing device, thereby determining the difference between the determined reference torque value and the determined actual torque value, also known as the discrepancy. This difference is also referred to as the distance between the actual torque value and the characteristic curve family, i.e., the distance from the determined reference torque value. In other words, the comparison is performed using an electronic computing device, wherein the determined reference torque value is compared with the determined actual torque value, and the difference between the determined reference torque value and the determined actual torque value is determined, in particular, calculated, through the comparison.

[0013] To classify driving states, an electronic computing device is used to assign driving states to multiple pre-given classes, particularly exactly one class, also known as the first class, based on differences, thereby classifying the driving states. For example, these classes are stored in, particularly electronic and / or electrical data storage, particularly in an electronic computing device. By means of the method according to the invention, the driving state of a vehicle, particularly the current driving state, can be classified particularly advantageously, thereby providing a basis for the advantageous operation of the vehicle. In particular, in the case of this method, it can be stipulated that at least one component of the vehicle is operated according to the classification of the driving state. The operation of the vehicle component in relation to the classification of the driving state includes, for example, outputting a cue signal, particularly by means of the component, to the environment of the component, perceptible for example by the person currently using the vehicle, in terms of vision and / or touch and / or hearing. The component is, for example, or includes, a performance device, particularly electrical and / or electronic, by means of which the cue signal is output to the environment. The cue signal can, for example, communicate to the person using the vehicle that the driving state has been assigned to or has been assigned to a class. This makes it particularly advantageous to inform the person of the vehicle's current driving state. Therefore, for example, a person can match or change their driving behavior so as to enable the vehicle to drive safely. Assigning driving states to a class is also known as classifying driving states into a class.

[0014] The driving status is categorized into a class that, for example, represents or describes a safe driving status, and thus safe driving, such that, for example, it can be conveyed to the person, in particular, by outputting a prompt signal, that the vehicle's current driving status is safe and therefore stable.

[0015] In particular, it is possible that, in order to classify driving states, an electronic computing device can selectively assign the driving state to a class (first class) or a second class within the same class based on the difference, thereby classifying the driving state. If, for example, the driving state is assigned to the second class and thus falls into the second category, and the second category is, for example, describing, characterizing, or defining motor vehicle driving close to the vehicle's limits, then the occupant can be informed, for example, particularly by outputting a warning signal, that the occupant is currently driving the vehicle close to its limits. For example, this might be due to low friction between the ground and the vehicle wheels, particularly the current friction value, and thus the friction value characterizing the current friction between the vehicle wheels and the ground, being particularly low, especially below the aforementioned high friction value (reference friction value). Therefore, the occupant can, for example, change their driving behavior, particularly changing the vehicle's current driving state so that the vehicle's driving state is no longer assigned to the second class but to the first class. Thus, the occupant can shift the vehicle's current driving state from driving close to its limits to a relatively safer driving state, enabling the occupant to drive the vehicle safely.

[0016] In particular, the present invention is based on the understanding and consideration that if a vehicle travels on a foundation and there is only low friction between the foundation and the vehicle wheels, and therefore only low friction values ​​characterizing low friction, this can be qualitatively determined by this method. This creates a premise for particularly advantageous, and especially safe, vehicle operation.

[0017] The invention begins with the assumption that, in steady-state circular travel at a defined speed and tilt position, and therefore a roll angle, different steering torques must be set or applied to different friction values ​​in order to follow the same defined circular track. Specifically, compared to travel at a relatively higher friction value, the steering torque must be changed along the inside of the curve at a lower friction value. However, it has been found that this effect is low at small tilt positions, and therefore at small roll angles, and increases with larger tilt positions. In particular, when a vehicle, for example constructed as a motorized bicycle and therefore a monorail two-wheeler, approaches the limit tilt position for that friction value and thus leaves the so-called linear tire zone while traveling in a curve at a lower friction value, where the limit tilt position is, for example, the vehicle's tilt position or roll angle such that the vehicle wheels and therefore the vehicle slip, particularly wegrutscht, relative to the ground when the current roll angle of the vehicle exceeds the limit tilt position, the steering torque to be set is significantly different from that to be set at a relatively higher friction value. Measurements of steering torque have shown that the signal characterizing the measured steering torque may have a very poor effective signal-to-noise ratio, making such measurements potentially highly inaccurate. Therefore, the effect of setting different steering torques at lower friction values ​​compared to higher friction values ​​can only be identified when the difference between the steering torque to be set at low friction values ​​and the steering torque to be set at relatively higher friction values ​​is sufficiently large. Thus, according to the method of the invention, instead of determining the friction value characterizing the current friction between the vehicle wheels and the ground, the method of the invention classifies the driving state such that, for example, when and especially when it is necessary, driving of the vehicle near or close to its limits can be identified, i.e., driving of the vehicle on such ground where there is little friction between the ground and the vehicle wheels, and therefore only a small friction value, such as less than the horizontal value. An advantage of the method of the invention is that the family of steering torque characteristic curves, for example, already determined for high friction values, is sufficient to classify the driving state and thus determine the driving state. Within the scope of the method according to the invention, the classification of driving states that can be implemented or implemented can be understood as determining the driving state of the vehicle, in particular the current driving state, because the driving state is qualitatively determined or evaluated by classifying the driving state.

[0018] In order to enable particularly advantageous classification of driving states and thus achieve particularly advantageous vehicle operation, in one embodiment of the invention, it is specified that, by means of an electronic computing device, at least one state value characterizing the driving state is determined based on at least one measurement parameter measured by means of a vehicle detection device and affected by the driving state, wherein, in order to classify the driving states, the driving states are also assigned to a class based on the state parameters.

[0019] Here, when the state parameter has a first value and the difference is simultaneously less than a predetermined threshold, classifying the driving state by assigning it to a class indicates that it is particularly advantageous for achieving particularly favorable operation. This class is also referred to as the first class or the first category within a class. When the state parameter has a first value and, in particular, the difference is simultaneously greater than or equal to a predetermined threshold, classifying the driving state by assigning it to a second class within the class, different from the first class. When the state parameter has a second value different from the first value, classifying the driving state by means of an electronic computing device, regardless of the difference—that is, regardless of whether the difference is less than, greater than, or equal to the predetermined threshold—classifying the driving state by assigning it to a third class within the class, different from both the first and second classes. Therefore, if the state parameter has a first value, it means that a sufficiently precise distinction can be made between the first and second classes, i.e., based on the difference. However, if the state parameter has a second value, it is, for example, impossible to distinguish between the first and second classes, making it, for example, impossible to determine precisely whether the vehicle's current driving state corresponds to safe driving or driving close to its limits. Occasionally, driver error can be advantageously avoided, resulting in particularly favorable vehicle operation.

[0020] Another embodiment is characterized in that the measured parameters include or characterize the driving speed. Alternatively or additionally, the measured parameters include or characterize the roll angle, also known as the tilt position. Alternatively or additionally, the measured parameter is or includes the time derivative of the roll angle, which is also known as the roll rate. Alternatively or additionally, the measured parameter is or includes the vehicle's acceleration, also known as longitudinal acceleration, extending in the vehicle's longitudinal direction. Alternatively or additionally, the measured parameter is or includes the vehicle's acceleration, also known as lateral acceleration, extending in the vehicle's lateral direction. This makes it particularly advantageous to determine whether the current driving conditions are suitable for classifying the driving state. Therefore, the measured parameters are, include, or characterize at least one driving dynamics signal, and thus the vehicle's, particularly the current driving dynamics.

[0021] To enable a particularly advantageous classification of states and thus achieve particularly advantageous vehicle operation, another embodiment of the invention specifies that the actual torque value is determined by means of an electronic computing device. This is done by determining at least one first output value, which characterizes at least one dynamic steering torque component and a steady-state steering torque component acting in the steering mechanism, also known as the steering system. Therefore, this first output value is, for example, the sum of at least one dynamic steering torque component and the steady-state steering torque component acting in the steering mechanism. In particular, the at least one first output value describes or characterizes the steady-state steering torque component and multiple, in particular all, dynamic steering torque components acting in the steering mechanism, such that the steady-state steering torque component and at least one dynamic steering torque component, in particular the dynamic steering torque component, and especially all the dynamic steering torque components collectively yield the first output value. Furthermore, the actual torque value is preferably determined using an electronic computing device by determining at least one second output value, which characterizes only at least one dynamic steering torque component acting in the steering system, in terms of both the dynamic steering torque component acting in the steering system and the steady-state steering torque component acting in the steering system. To determine the actual torque value, the electronic computing device determines the actual torque value based on the output value, specifically by subtracting the second output value from the first output value.

[0022] To enable a particularly advantageous determination of the actual torque value from the output value and thus subsequently of the parameters, another embodiment of the invention specifies that a second output value is calculated by means of an electronic computing device based on the rotational speeds of the vehicle wheels and / or other vehicle wheels and / or based on the vehicle's roll rate and / or based on the vehicle's roll acceleration and / or based on the vehicle's yaw acceleration and / or based on the vehicle's steering angle rate and / or based on the deceleration (Verzögerung) acting particularly in the vehicle's longitudinal direction, and thus the vehicle's negative acceleration and / or based on the pressure in the brakes of at least one wheel of the vehicle and / or based on the vehicle's gyroscopic torque, also known as gyroscopic torque. For example, the vehicle's rotational speed is detected by means of a conversion sensor. The vehicle's roll rate is the first time derivative of the roll angle, and the vehicle's roll acceleration is the second time derivative of the roll angle, and therefore the first time derivative of the roll rate. Yaw acceleration is the first derivative of the vehicle's yaw angle, which acts particularly about the vehicle's vertical direction. The vehicle's deceleration is obtained, for example, from the vehicle's braking. Wheel brakes are, for example, assigned to the wheels of a vehicle and are configured to brake the wheels of the vehicle and thus the vehicle. Thus, a wheel brake, for example, configured as a friction brake, is the operating brake of the vehicle.

[0023] To enable a particularly advantageous determination of the actual torque value, another embodiment of the invention specifies that the torque acting in the steering system is detected as the steering torque by means of a vehicle detection device, wherein the actual torque value is determined based on the detected torque. For example, the detection device is or includes a measuring device, or the detection device is part of a measuring device. For example, a first output value is determined, particularly measured, based on the detection of the steering torque. For this purpose, the measuring device provides, for example, a torque signal, particularly an electrical signal, which characterizes the measured steering torque and, here for example, the first output value. An electronic computing device can receive the torque signal and thereby determine the first output value. Thus, the steering torque includes, for example, a dynamic steering torque component and at least one steady-state steering torque component. Furthermore, it is conceivable that the electronic computing device receives the torque signal and determines the first output value from or based on the torque signal. For example, the torque signal is a measuring device signal or part of a measuring device signal or other signals.

[0024] The actual torque value is determined, for example, based on the output value, such that the second output value is subtracted from the first output value.

[0025] To enable a particularly advantageous determination of the actual torque value, another embodiment of the invention specifies that at least one influence value is determined by means of an electronic computing device. This influence value characterizes the effect of the relative position between the vehicle and, in particular, the occupant currently using the vehicle, on the steering torque currently acting in the vehicle's steering mechanism. This is achieved by determining at least a position value by means of an electronic computing device. This position value characterizes a detection parameter detected by means of, in particular, the vehicle's sensor devices and influenced by the relative position between the occupant and the vehicle. The influence value is determined based on the position value, and the actual torque value is determined based on the influence value. The relative position is, in particular, the position currently taken by the occupant of the vehicle relative to the vehicle, and is also referred to as the seating position or driver's seat position. The background of this embodiment is that the relative position between the occupant and the vehicle (also referred to as the seating position or driver's seat position) can generally influence the steering torque, especially when the seating position deviates from the initial position, also known as the neutral position. In particular, when the upper body of an occupant, for example, sitting in or on a vehicle's seating arrangement, deviates from the vehicle's vertical axis (also called the vehicle's vertical axis) in the lateral direction of the vehicle and thus in the plane also called the yz plane, which is separated by the vehicle's lateral direction and the vertical direction of the vehicle, the upper body tilts in the lateral direction of the vehicle relative to the vertical axis, which extends through, for example, the vehicle's center of gravity (also called the center of mass). Furthermore, the seating position may, for example, affect the steering torque, causing the occupant, particularly using their buttocks to sit in or on the seating arrangement, especially the current point of support, to deviate in the lateral direction of the vehicle and thus, for example, in the plane, relative to the vehicle's center of gravity and therefore relative to the vertical axis, thus having an offset in the lateral direction of the vehicle and, particularly, in the plane, relative to the vehicle's center of gravity or relative to the vehicle's vertical axis. By measuring, i.e., detecting the measured parameters and therefore the relative position, the possible influence of the relative position on the steering torque, and therefore its possible effect, can be determined and advantageously considered when determining the actual torque value, making it particularly advantageous to classify the vehicle's current driving state and thus achieve advantageous vehicle operation.

[0026] The method according to the present invention does not necessarily include detecting the detection parameters by means of a sensor device.

[0027] However, it has been shown that if the detection parameters are detected by means of a sensor device in this method, it is particularly advantageous to consider the relative position.

[0028] In order to determine the relative position in a particularly advantageous manner, in another embodiment of the invention, it is specified that a vehicle sensor device is used as at least part of the sensor device.

[0029] Another embodiment is characterized in that, as at least part of the sensor device, a sensor device arranged at the personnel location is used, thereby making it particularly advantageous to measure, i.e. detect, measurement parameters and thus relative positions.

[0030] In another particularly advantageous embodiment of the invention, it is specified that, as at least part of the sensor device, a sensor device is used that is arranged on at least one piece of clothing of a person, thereby enabling the detection of relative position and thus the measurement of parameters in a particularly advantageous and especially comfortable manner for the person.

[0031] Finally, it has been shown to be particularly advantageous if the vehicle is constructed as a monorail two-wheeled vehicle, especially as a motorized bicycle.

[0032] A second aspect of the invention relates to a vehicle configured to implement the method according to a first aspect of the invention. The advantages and advantageous designs of the first aspect of the invention can be considered as advantages and advantageous designs of the second aspect of the invention, and vice versa. Attached Figure Description

[0033] Further details of the invention will become apparent from the following description of preferred embodiments taken in conjunction with the accompanying drawings. Hereinafter: Figure 1 A schematic side view of a vehicle constructed as a monorail two-wheeled vehicle is shown; Figure 2 A flowchart illustrating the method for classifying vehicles, particularly their current driving status, is shown. Figure 3 Another flowchart is shown to further illustrate the method; Figure 4 Another flowchart is shown to further illustrate the method; Figure 5 A schematic diagram of a state machine is shown for advantageously classifying driving states.

[0034] In the figures, identical or functionally equivalent elements are equipped with the same reference numerals. Detailed Implementation

[0035] Figure 1 A schematic side view shows vehicle 1, currently configured as a monorail two-wheeled vehicle. Figure 1 In the embodiment shown, the vehicle is constructed as a monorail motorized bicycle, particularly as a monorail motorcycle. Vehicle 1 has exactly two wheels 2 and 3, which are arranged relative to each other and thus sequentially along the longitudinal direction of vehicle 1. The longitudinal direction is indicated by double arrows 4. Figure 1In the embodiment shown, vehicle wheel 2 is the front wheel, and vehicle wheel 3 is the rear wheel. Vehicle wheels 2 and 3 are also simply referred to as wheels. Vehicle wheels 2 and 3 are ground contact elements of vehicle 1, through which vehicle 1 is supported downward in the vehicle's vertical direction or can be supported on the ground 5, also known as the base. If vehicle 1 is driven along the ground 5, and vehicle 1 is supported downward in the vehicle's vertical direction on the ground 5 via the ground contact elements, the ground contact elements roll on the ground 5, particularly directly on the ground 5. The vehicle's vertical direction is illustrated by the double arrow 6. Vehicle wheel 2 is rotatably held at steering element 8 relative to vehicle 1 about wheel rotation axis 7. Steering element 8 includes steering fork 9 and handlebar 10, and is deflectably held at chassis 11 relative to the vehicle 1's current frame structure about swing axis, also known as steering axis L. For example, handlebar 10 is a handlebar or formed from a handlebar. The steering element 8 and the vehicle wheels 2 can be deflected about the steering axis L relative to the chassis 11 and thus steer by means of the steering element 8. In particular, the occupant of the vehicle 1 can grip, in particular, the handle 10, and thus the occupant of the vehicle 1 can apply force or torque to the steering element 8, particularly through the handle 10, by means of their arm (the arm including the occupant's hand). The steering element 8 and therefore the handle 10 are components of the steering device 24 of the vehicle 1, also known as the steering system, so that the occupant can apply the aforementioned torque or force to the steering device 24. From this is obtained a torque, also known as occupant torque, which acts in the steering device 24, particularly about the steering axis L. By means of the deflection of the steering element 8, i.e., the steering device 24, and therefore the vehicle wheels 2 about the steering axis L and relative to the chassis 11, the vehicle 1 can be caused to curve, change of direction, and lane change. The vehicle wheels 3 are rotatably held at the rocker arm 13, also known as the rear wheel rocker arm, about the second wheel rotation axis 12 of the vehicle 1. The rocker arm 13 is rotatably held relative to the chassis 11 about the swing axis S, such that the rocker arm 13 and the vehicle wheel 3 are rotatably held relative to the chassis 11 about the swing axis S. When the vehicle 1 is traveling in a straight line, the wheel rotation axes 7 and 12 extend parallel to each other, and the vehicle travels in a straight line, particularly forward and specifically along a straight line. Furthermore, the swing axis S also extends in the vehicle transverse direction of the vehicle 1, which is indicated by the double arrow 14 and is perpendicular to... Figure 1The image plane extension. Vehicle 1 has, for example, a seat 15, which is held, for example, at the chassis 11, and is also referred to as a seating arrangement. The person currently using vehicle 1 sits, for example, particularly at the support point, on seat 15, where the person is, for example, the driver of vehicle 1. The person can sit on seat 15 and then grip, in particular, the handlebar 10 with their hands, so that the person can use their hands to deflect the steering element 8 and thus the steering mechanism 24 and thereby the vehicle wheels 2 about the steering axis L relative to the chassis 11. Thus, the person can cause the vehicle 1 to curve, change direction, and change lanes, thus steering the vehicle 1. In other words, in order to steer vehicle 1, the steering element 8 and the vehicle wheels 2 can be deflected about the steering axis L relative to the chassis 11 by means of the steering element.

[0036] Vehicle 1 also has an electronic computing device 17, also referred to as a control device, by means of which a method for classifying the current driving state of vehicle 1 is implemented, as will be described in more detail below. For example, in this method, vehicle 1 is driven along ground 5, while vehicle 1 is supported on ground 5 in the vertical direction of the vehicle by ground contact elements, and thus the ground contact elements roll directly on ground 5.

[0037] Vehicle 1 has a sensor device 45, which includes, for example, inertial measurement technology 18. With the aid of inertial measurement technology 18, the acceleration of vehicle 1 can be detected, including, for example, the acceleration of vehicle 1 extending laterally and / or longitudinally and / or vertically. Furthermore, the roll angle of vehicle 1 can be detected, for example, with the aid of inertial measurement technology 18. It is also conceivable that the roll rate of vehicle 1 can be detected as the first time derivative of the roll angle and / or the roll acceleration as the second time derivative of the roll angle, and thus as the first time derivative of the roll rate, and / or the yaw acceleration. Sensor device 45 includes wheel speed sensors 19, also simply referred to as speed sensors, assigned to vehicle wheels 2, by which the rotational speed of vehicle wheels 2 about wheel rotation axis 7 can be detected. Furthermore, sensor device 45 includes wheel speed sensors 20, also simply referred to as speed sensors, assigned to vehicle wheels 3, by which the rotational speed of vehicle wheels 3 about wheel rotation axis 12 can be detected. For example, corresponding wheel brakes can be assigned to the respective vehicle wheels 2 and 3. The corresponding wheel brakes can be friction brakes. In particular, the corresponding wheel brakes can be constructed as disc brakes. Especially preferably, the corresponding wheel brakes are the operating brakes of vehicle 1, by means of which the vehicle can be braked. Here, the sensor device 45 includes, for example, a brake pressure sensor 21, which is assigned to the wheel brakes, which are assigned to vehicle wheels 2. The wheel brake assigned to vehicle wheels 2 is also referred to as the first wheel brake, wherein a first braking pressure, also simply referred to as the first pressure, can be detected by means of the brake pressure sensor 21. The sensor device 45 further includes a second brake pressure sensor 22, which is assigned to the wheel brakes, which are assigned to vehicle wheels 3, and is also referred to as the second wheel brake. A second braking pressure, also simply referred to as the second pressure, can be detected by means of the brake pressure sensor 22. Furthermore, the sensor device 45 includes, for example, a steering torque sensor 23, by means of which the steering torque about the steering axis L and acting in the steering mechanism 24 can be detected. In other words, the aforementioned steering torque is the torque acting in the steering device 24, which can be detected, for example, by means of the steering torque sensor 23 of the sensor device 45. Here, for example, the steering torque is obtained only or at least partially from the aforementioned driver torque. In other words, the steering torque may correspond to the driver torque, and is therefore the driver torque, or the steering torque may consist of the driver torque and at least one other torque. Optionally, the sensor device 45 includes a steering angle sensor 25, by means of which a corresponding steering angle extending about the steering axis L can be detected so that the steering element 8 can be deflected about the steering axis L relative to the chassis 11 by the steering angle.

[0038] To induce straight-line travel of vehicle 1, steering element 8 is positioned in a straight-line position with a steering angle of 0 degrees. Optionally, sensor device 45 includes a steering rate sensor 26, which detects the steering rate of steering element 8 or steering mechanism 24. In particular, the steering rate is the first time derivative of the steering angle.

[0039] In particular, the method is implemented while the vehicle 1 is in motion, during which the vehicle travels along the ground 5, and the vehicle 1 is supported downward on the ground 5 in the vertical direction of the vehicle by its ground contact element. In particular, this motion is cornering, in which the vehicle 1 travels forward through a curve, such as a right curve or a left curve, such that, for example, the vehicle 1 is in an inclined position while in motion and while the method is implemented, and therefore has a roll angle other than zero.

[0040] The roll angle of vehicle 1 can be detected, for example, by means of sensor device 45, and in particular by means of inertial measurement technology 18.

[0041] For example, a measuring parameter, referred to as a detection parameter, is detected and thus measured by means of a sensor device 45. This measuring parameter is influenced by the relative position between the vehicle 1 and the person currently using the vehicle 1 and, particularly, sitting in seat 15 at a support point. This relative position is also referred to as the seating position or driver's seat position. This means that the detection parameter characterizes the relative position, i.e., describes or includes the relative position. For example, a position value is determined by means of an electronic computing device 17, which characterizes the measured, i.e., detected, detection parameter. The relative position can have an effect on, in particular, the torque currently acting in the steering system 24, wherein, based on the position value, an influence value is determined by means of the electronic computing device 17, such that the influence value characterizes the measuring parameter, and thus characterizes the relative position and, therefore, the effect of the relative position on the steering torque currently acting in the steering system 24.

[0042] In this method, the steering torque is measured, for example, by means of a sensor device 45, particularly by means of a steering torque sensor 23. Here, for example, the sensor device 45, particularly the steering torque sensor 23, provides a measurement signal, particularly an electrical measurement signal, which characterizes, i.e., describes or illustrates the steering torque measured by means of the sensor device 45. Figure 2Arrow 39 illustrates the steering torque measured by means of sensor device 45. Therefore, arrow 39, for example, illustrates a measurement signal characterizing the measured steering torque. For example, measurement signal 39 is filtered by means of filter 40. The filtered measurement signal is or includes a measured value, or is also referred to as a measured value, which is used as a first output value. The aforementioned measurement signal is also referred to as a first measurement signal. Furthermore, sensor device 45 is or includes a detection device by means of which driving dynamics parameters are measured, particularly describing the current driving state of vehicle 1, i.e., current driving dynamics. Here, for example, the detection device, i.e., sensor device 45, provides a second measurement signal, which is filtered, for example, by means of a second filter 42. Figure 2 Arrow 41 in the diagram clarifies the driving dynamics parameters. Therefore, arrow 41, for example, clarifies the second measurement signal. The second measurement signal is also referred to as the driving dynamics signal. Driving dynamics parameters include, for example, the rotational speed of vehicle wheel 2, the rotational speed of vehicle wheel 3, the roll angle of vehicle 1, the roll rate of vehicle 1 as the first time derivative of the roll angle, the roll acceleration of vehicle 1 as the second time derivative of the roll angle, the yaw acceleration of vehicle 1, the steering angular rate, positive and / or negative accelerations of vehicle 1, particularly acting in the longitudinal direction of vehicle 1, the pressure in the first wheel brake, the pressure in the second wheel brake, and / or the acceleration of vehicle 1 acting in the vertical direction of vehicle 1, and / or other parameters. Therefore, the detection device includes, describes, characterizes, or defines at least one measurement parameter and the driving dynamics parameters, which are influenced, particularly by the current driving conditions. Here, for example, an electronic computing device 17 determines at least one state value based on at least one of the driving dynamics parameters, particularly based on the driving dynamics parameter and therefore based on the measurement parameter, the state value representing the current driving state of the vehicle 1.

[0043] exist Figure 2Arrow 43 clarifies the aforementioned first output value, which characterizes the steering torque detected by the steering torque sensor 23, particularly filtered by filter 40. Alternatively or additionally, another driving dynamics parameter in the driving dynamics parameters may be, for example, the current driving speed of vehicle 1, at which vehicle 1 travels along the ground 5, particularly forward, while vehicle 1 is supported downward on the ground 5 in the vertical direction of the vehicle by ground contact elements. Arrow 44 clarifies the actual angle value, which characterizes the current roll angle of vehicle 1, measured by sensor device 45, particularly by inertial measurement technology 18, and filtered, for example, by filter 40. Furthermore, arrow 44 clarifies the actual speed value, which characterizes the current driving speed of vehicle 1, measured by sensor device 45, particularly by inertial measurement technology 18, and filtered by filter 40. Figure 2 Reference characteristic curve family 37 is illustrated by reference characteristic curve family, which is stored, for example, in the particularly electrical or electronic data memory of electronic computing device 17. Actual speed values ​​and actual values ​​form actual value pairs, where the actual speed value represents the current driving speed of vehicle 1 detected and thus measured by sensor device 45, and the actual value represents the current roll angle of vehicle 1 measured and thus detected by sensor device 45. For example, reference characteristic curve family 37 is, for example, determined for a reference friction value, which is, for example, of magnitude 1.0, and represents the friction between vehicle wheel 2 and the ground (ground 5) or other ground. Reference characteristic curve family 37 includes multiple reference angle values, multiple reference speed values, and multiple reference torque values, wherein reference characteristic curve family 37 assigns exactly one of the reference torque values ​​to a corresponding reference value pair, the reference value pair including exactly one of the reference angle values ​​and exactly one of the reference speed values. Based on the actual value pairs, one of the reference value pairs is selected from reference characteristic curve family 37 as the value pair belonging to that actual value pair. The reference torque value assigned to the selected reference value pair via the reference characteristic curve family 37 is determined by means of the electronic calculation device 17, and is therefore read from the reference characteristic curve family 37. Figure 2 In the diagram, as illustrated by arrow 46, it is also called the steady-state value M. stationär The actual torque value, which is determined, in particular calculated, by means of an electronic computing device 17 from the first output value indicated by arrow 43 and from the second output value indicated by arrow 47, and thus determined, in particular calculated, such that a difference is formed between the first output value and the second output value. Figure 2 The reference torque value is indicated by arrow 50.

[0044] exist Figure 2Box 48 clarifies that a comparison is performed using an electronic computing device 17, during which the determined reference torque value, as indicated by arrow 50, is compared with the determined actual torque value, as indicated by arrow 46. During the comparison, the determined reference torque value is compared with the determined actual torque value using the electronic computing device 17, wherein, during or through the comparison, the electronic computing device 17 determines the difference between the determined reference torque value and the determined actual torque value, said difference... Figure 3 The difference dM is marked as dM. Figure 3 The difference dM is illustrated by arrow 38. Therefore, the difference dM is the output parameter of the above comparison illustrated by arrow 38. Furthermore, box 48 illustrates the classification of the vehicle 1, particularly its current driving state, which is implemented by means of electronic computing device 17.

[0045] Figure 5 Classes K1, K2, and K3 are defined, and these classes are distinct from each other in pairs. For example, classes K1, K2, and K3 are stored in the particularly electrical and / or electronic data memory of the electronic computing device 17. Figure 2 In the classification of the vehicle 1, particularly its current driving state, as illustrated in box 48, the electronic computing device 17 assigns the vehicle 1 to one, specifically exactly one, of a plurality of pre-given classes K1, K2, and K3 based on the difference dM. This means that, in the classification using the electronic computing device 17, the driving state of the vehicle 1 is categorized into one, specifically exactly one, of the pre-given classes K1, K2, and K3 based on the difference dM. This categorization of the driving state into one, specifically exactly one, of the pre-given classes K1, K2, and K3 is the aforementioned classification and the classification illustrated in box 48.

[0046] exist Figure 2 In the diagram, arrow 55 clarifies the output parameter of the classification as illustrated by box 48, where the output parameter is the result of the classification. The result of the classification may include, for example, at least one or exactly one classification value, which represents the classification of the driving state into or already into class K1, K2, or K3 by means of the electronic computing device 17. Thus, for example... Figure 5 This clarifies the content of box 48, and thus clarifies the content of the category. In other words, for example... Figure 5 This describes one or more processes implemented during classification to categorize driving conditions.

[0047] The steering torque operating in the steering system 24 consists, for example, at least one or exactly one steady-state steering torque component and at least one or more dynamic steering torque components, which is measured, i.e. detected, for example by means of a steering torque sensor 23. Also referred to as the steady-state value M. stationärThe actual torque value, for example, represents only the steady-state steering torque component and at least one dynamic steering torque component, wherein the second output value, for example, as illustrated by arrow 47, represents at least one dynamic steering torque component, particularly the dynamic steering torque component, wherein the second output value is subtracted from the first output value, for example.

[0048] exist Figure 2 In the diagram, box 51 clarifies the parameters of vehicle 1, also known as vehicle parameters, which characterize vehicle 1 and / or its current driving state. Box 52 clarifies the correction factor. Box 53 clarifies that the dynamic steering torque component is calculated using electronic computing device 17 based on at least a portion of the driving dynamics parameters measured by sensor device 45 and filtered, for example, by filter 42. Box 54 clarifies that a correction term, particularly as a correction torque, is calculated based on the correction factor and on at least a portion of the driving dynamics parameters measured by sensor device 45 and filtered, for example, by filter 42. The correction term is, for example, represented by M. korr Indicated, and the dynamic steering torque component is expressed, for example, by M dyn This indicates that, for example, the correction term and the dynamic steering torque component are combined into a second output value, specifically by addition, at box 49. This means that, for example, the second output value includes the dynamic steering torque component and the correction term. Specifically, the correction term and the dynamic steering torque component are combined into the second output value, for example, by addition. For example, the second output value is subtracted from the first output value, and therefore from the measured value, so that the correction term and the dynamic steering torque component are calculated from the measured value (the first output value). Therefore, the actual torque value, for example, illustrated by arrow 46, particularly advantageously characterizes the steady-state steering torque component of the steering torque that is actually and currently operating in the steering system 24, as measured by means of sensor device 45.

[0049] For example, at least one component of vehicle 1 is made to operate according to a classification, particularly according to a classification value. This component is, for example, a driver assistance system of vehicle 1. Alternatively or additionally, this component is, for example, an electrical or electronic performance device of vehicle 1. With the aid of the performance device, cues perceptible to the person currently using vehicle 1 in a visual, tactile, and / or auditory manner are output to or to the environment of the performance device. Thus, the person currently using vehicle 1 can understand the classification or driving state to which it has been categorized. Then, for example, the person can match their driving behavior to enable safe driving of vehicle 1.

[0050] exist Figure 4In section 56, it is clarified that the suitability of the current driving state of vehicle 1 for classification is being examined. This examination is performed using an electronic computing device 17. During the examination, the electronic computing device 17 examines whether the current driving state of vehicle 1 (also referred to as maneuvering or driving maneuvering) is suitable for classification and therefore for classification, or in what manner the classification is implemented. Relatedly, section 56 clarifies that the electronic computing device 17 determines at least one state value characterizing the driving state based on at least one measurement parameter measured by the sensor device 45 of vehicle 1 and affected by the current driving state of vehicle 1, the state value being... Figure 4 The value is represented by m_flag. For this purpose, sensor device 45 is, for example, a detection device, by means of which the measured parameters are measured, i.e., detected. Here, the second measurement signal, and therefore the driving dynamics signal, is, for example, a measurement parameter that includes, characterizes, and thus describes. This measurement parameter is, for example, the current speed and / or roll angle and / or roll rate of vehicle 1 and / or longitudinal acceleration and / or vertical acceleration of vehicle 1, the vertical acceleration extending in the vertical direction of the vehicle. To classify the driving state of vehicle 1, the driving state is also categorized into classes K1, K2, and K3 according to the state parameter m_flag.

[0051] Figure 5 The state machine is explained, and classification is performed based on the difference dM and the state values. Class K1 represents the current safe driving state of vehicle 1. If the current driving state is therefore classified into class K1, then the current driving state is classified as safe driving, i.e., classified as a safe driving state. Class K2 represents the driving state of vehicle 1 close to its limits, such as the driving state of vehicle 1 on a foundation with reduced friction values ​​between the foundation and the corresponding vehicle wheels 2, 3. Reduced friction values ​​can be understood as friction values ​​below, for example, predetermined or pre-given limits. Therefore, if the current driving state of vehicle 1 is classified into class K2, then the current driving state of vehicle 1 is thus classified as driving close to its limits, and therefore driving on a foundation with reduced friction values. Class K3 represents the unknown, specifically the current driving state of vehicle 1. Therefore, if the current driving state of vehicle 1 is classified into class K3, for example, it can be estimated or determined that: it is impossible to make a statement, determination or inference about the current driving state of vehicle 1 as follows: whether the current driving, and therefore the current driving state of vehicle 1, is safe driving or driving close to the limit.

[0052] The state value can, for example, take two, especially exactly two different values: a first value and a second value. For example, the first value is one. For example, the second value is zero. Therefore, the state value can be either "true" (corresponding to the value one) or "false" (corresponding to the value zero). For example, in classification, the driving state of vehicle 1 is assigned to class K1 and thus classified into class K1 when, and especially whenever the state parameter has the first value and the difference dM is less than a pre-given threshold G. In classification, the driving state is assigned to a second class K2, which is different from the first class K1 and the third class K3, when and especially whenever the state parameter has the first value and the difference dM is greater than or equal to the pre-given threshold G. In classification, the driving state is assigned to a third class K3, independent of the difference dM, when and especially whenever the state parameter has the second value. The feature "when and especially whenever the state parameter has a second value, the driving state is classified into the third category K3 regardless of the difference dM" can be understood as follows: if the state parameter has a second value, it is irrelevant whether the difference dM is less than, greater than, or equal to the threshold G; always, i.e., regardless of whether the difference dM is greater than, less than, or equal to the threshold G, the driving state is classified into the third category K3. The background is as follows: if it is determined that the state value has a second value, then it is thus determined that the following cannot be stated, determined, or estimated: whether the current driving state is safe driving or driving close to the limit. This avoids misinformation from the person currently using vehicle 1.

[0053] List of reference numerals 1 vehicle 2 vehicle wheels 3 vehicle wheels 4 double arrows 5 ground 6 double arrows 7 wheel rotation axles 8 Steering Components 9-way steering fork 10 hands 11 chassis 12 wheel rotating axles 13 rocker arms 14 Double Arrows 15 seats 17 Electronic computing devices 18 Inertial Measurement Technology 19 Wheel speed sensors 20 Wheel speed sensors 21 Brake pressure sensor 22 Brake pressure sensor 23 Steering torque sensor 24-way steering system 25 Steering Angle Sensor 26 Steering Rate Sensor 37 Family of Reference Characteristic Curves 38 arrows 39 arrows 40 frames 41 arrows 42 frames 43 arrows 44 arrows 45 sensor devices 46 arrows 47 arrows 48 frames 49 frames 50 arrows 51 frames 51 frames 52 frames 53 frames 54 frames 55 arrows 56 frames dM difference L-steering shaft m_flag status value G threshold

Claims

1. A method for classifying the driving state of a vehicle (1), wherein an electronic computing device (17) is used: - Determine at least one actual torque value (46), the actual torque value representing the current steering torque that acts in the steering device (24) of the vehicle (1); - Determine at least one actual angle value, which represents the current roll angle of the vehicle (2); - Determine at least one actual speed value, which represents the current speed of the vehicle (2) and forms an actual value pair with the corresponding actual angle value; - Select one of the reference value pairs from the reference characteristic curve family (37) according to the actual value pair as the value pair belonging to the actual value pair. The reference characteristic curve family includes multiple reference angle values, multiple reference speed values ​​and multiple reference torque values, and assign exactly one of the reference torque values ​​to the corresponding reference value pair. The reference value pair includes exactly one of the reference angle values ​​and exactly one of the reference speed values. - Determine the reference torque value (50) assigned to the selected reference value pair; - The determined reference torque value (50) is compared with the determined actual torque value (46), thereby determining the difference (dM) between the determined reference torque value (50) and the determined actual torque value (46); and - In order to classify driving states, the driving states are assigned to one of a plurality of pre-given classes (K12, K2, K3) based on the difference (dM).

2. The method according to claim 1, Its features are, Using an electronic computing device (17), at least one state value (m_flag) characterizing the driving state is determined based on at least one measurement parameter measured by a detection device (45) of the vehicle (1) and affected by the driving state, wherein, in order to classify the driving state, the driving state is also assigned to a class based on the state parameter (m_flag).

3. The method according to claim 2, Its features are: - When the state parameter (m_flag) has a first value and the difference (dM) is less than a pre-given threshold (G), in order to classify the driving state, the driving state is assigned to a class (K1) as the first class (K1). - When the state parameter (m_flag) has a first value and the difference (dM) is greater than or equal to a pre-given threshold (G), in order to classify the driving state, the driving state is assigned to a second class (K1, K2, K3) that is different from the first class (K1); as well as - When the state parameter (m_flag) has a second value that is different from the first value, in order to classify the driving state, the driving state is assigned to a third class (K1, K2, K3) that is different from the first class (K1) and the second class (K2) in the class (K1, K2, K3) regardless of the difference (dM).

4. The method according to claim 2 or 3, Its features are, Measurement parameters: - Including or representing driving speed; and / or - Including or characterizing the roll angle; and / or - Including or characterizing the time derivative of the roll angle; and / or - Including or characterizing the acceleration of the vehicle extending longitudinally in the vehicle direction; and / or - Including or characterizing the acceleration of the vehicle (1) extending laterally in the vehicle (1).

5. The method according to any one of the preceding claims, Its features are, The actual torque value is determined by means of an electronic computing device (17): - Determine at least one first output value (43), the first output value characterizing at least one dynamic steering torque component acting in the steering device (24) and one steady-state steering torque component acting in the steering device (24); - Determine at least one second output value (47), which characterizes only at least one dynamic steering torque component in the steering device (24) in relation to the at least one dynamic steering torque component in the steering device (24) and the steady-state steering torque component in the steering device (24); as well as - Determine the actual torque value (46) based on the output values ​​(43, 47).

6. The method according to claim 5, Its features are, The second output value (47) is calculated using an electronic computing device (17) based on the following aspects: - The rotational speed of the vehicle wheels (2) and / or at least one other vehicle wheel (3) of the vehicle (1); and / or - The roll rate of the vehicle (1); and / or - The roll acceleration of the vehicle (1); and / or - Yaw acceleration of vehicle (1); and / or - The steering angular rate of the vehicle (1); and / or - The deceleration of the vehicle (1); and / or - The pressure in at least one wheel brake of the vehicle; and / or - Gyroscopic torque of vehicle (1).

7. The method according to any one of the preceding claims, Its features are, The torque acting in the steering device (24) is detected by the detection device (45) of the vehicle (1) as the steering torque, wherein the actual torque value (46) is determined based on the detected torque.

8. The device according to claim 7 when it references claim 5 or 6, Its features are, The first output value (43) is determined based on the torque detected by the sensor device (45).

9. The method according to any one of the preceding claims, Its features are, At least one influence value is determined by means of an electronic computing device (17), the influence value representing the effect of the relative position between the vehicle (1) and the person using the vehicle (1) on the steering torque currently operating in the steering device (24) of the vehicle (1): - Determine at least one position value, the position value being a detection parameter detected by means of a sensor device (45) and influenced by the relative position between the person (P) utilizing the vehicle (1) and the vehicle (1); and - Determine the influence value based on the position value, and then determine the actual torque value based on the influence value.

10. The method according to claim 9, Its features are, The detection parameter is detected by means of a sensor device (45).

11. The method according to claim 10, Its features are, The sensor device (45) of the vehicle (1) is used as at least part of the sensor device (45).

12. The method according to claim 10 or 11, Its features are, As at least part of the sensor device (45), a sensor device arranged at the personnel location is used.

13. The method according to any one of claims 10 to 12, Its features are, As at least part of the sensor device (45), a sensor device is used that is arranged on at least one piece of clothing of a person.

14. The method according to any one of the preceding claims, Its features are, The vehicle (1) is constructed as a monorail two-wheeled vehicle.

15. A vehicle (1) configured to perform the method according to any one of the preceding claims.

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