Method, computer program, vehicle and device for stabilizing the body of a vehicle during and / or after driving over an uneven surface located in the vehicle's travel path

Abstract

A method (10) for stabilizing the body of a vehicle (220) comprising: acquiring (11) information about a bump (240) in a travel path of the vehicle (220); determining (12) an impending acceleration caused by driving over the bump (240) based on the information about the bump (240); and Reducing (13) the acceleration by generating a counter-acceleration to the determined impending acceleration, wherein generating the counter-acceleration comprises a positive change of a torque on at least one wheel of the vehicle (220).

Description

[0001] The present invention relates to a method, a computer program, a vehicle and a device for stabilizing the body of a vehicle when and / or after driving over an unevenness in the vehicle's path, in particular but not exclusively to reducing the acceleration of the vehicle caused by driving over the unevenness.

[0002] Vehicles and means of transport are constantly evolving with regard to driving dynamics and ride comfort. To ensure both good driving dynamics and a comfortable ride for the driver, vehicles or means of transport can be equipped with dampers, springs, semi- or fully active suspension systems, or other chassis components designed to improve ride comfort.

[0003] Document US 6569059 B1 describes a control unit comprising an engine control unit and a continuously variable transmission (CVT) control unit. The control unit is designed to provide stepless torque and speed compensation between the wheels and the engine of a vehicle during load or gear changes. This reduces longitudinal vibrations in the vehicle caused by transmission play during load and / or gear changes.

[0004] A concept for reducing vibrations in a drivetrain is described in document US 7396314 B2. Such vibrations can be caused, for example, by drivetrain components, such as a slipping clutch, or engine components, such as an axially oscillating crankshaft. The amplitude of the vibrations can be reduced, at least partially, by counter-vibrations. The vibrations and counter-vibrations are identical in amplitude and frequency but have a phase difference, resulting in compensation of the vibrations. The counter-vibrations are introduced into the drivetrain by periodically engaging or disengaging a starting clutch or transmission.

[0005] Document US 2017 / 0369293 A1 describes a vehicle, specifically an industrial vehicle, with a lifting mast with a boom and a device that dampens vibrations in the longitudinal direction of the boom. The device comprises a damping element, such as a coil spring or a hydraulic damper, which connects the boom to the industrial vehicle in the longitudinal direction. A control unit allows the damping element's damping characteristics to be adjusted to operating data, such as the speed of the industrial vehicle or the height of the lifting mast.

[0006] The concepts described in the prior art deal with the damping of various vibrations that can occur in a vehicle. Other accelerations that occur during vehicle operation are not taken into account.

[0007] German patent application DE 10 2016 214 547 A1 discloses a concept for damping pitching movements of a vehicle caused by unevenness in the road surface. The damping is achieved by braking one of the vehicle's wheels.

[0008] The publication DE 10 2013 210 553 A1 discloses a method for controlling a chassis control system for the predictive adaptation of a chassis component based on initial road surface condition information about a road section yet to be traveled.

[0009] The German patent application DE 10 2017 221 940 A1 describes a method for controlling a motor vehicle. The method involves receiving status data and the geographical position of a road segment. Furthermore, the method involves aligning an environmental sensor to detect the road segment, adapting the evaluation of data from the environmental sensor, and / or updating and transmitting updated status data.

[0010] The publication DE 10 2015 121 537 A1 discloses a method for adjusting chassis parameters of a vehicle based on a classification of a section of road travelled by the vehicle.

[0011] This leads to the task of creating an improved concept for stabilizing the body structure of a means of transport or a vehicle.

[0012] This task will be solved according to the dependent and independent claims.

[0013] Exemplary embodiments of the present invention relate to a concept that serves to stabilize the body of a vehicle, thereby increasing ride comfort and improving driving dynamics. The basic idea of ​​the concept is to determine accelerations acting on the vehicle before they occur, possibly at a wheel or axle of the vehicle, and to reduce them by selectively introduced counter-accelerations.During vehicle operation, especially when driving over road irregularities, translational and rotational accelerations are transmitted to the vehicle's structure (chassis, driver's cab), particularly vertical, yaw, and / or longitudinal accelerations. The concept of body stabilization therefore aims to estimate the accelerations (vertical, yaw, and / or longitudinal accelerations) acting on the vehicle based on information about the nature and location of the irregularities (e.g., potholes or speed bumps). These accelerations are reduced by counter-accelerations. Counter-accelerations can be generated, for example, by braking or by increasing the torque of the engine or at one or more wheels.This allows for at least partial compensation of accelerations and counter-accelerations, thus stabilizing the vehicle's structure.

[0014] Exemplary embodiments of the present invention provide a method for stabilizing the vehicle's ride height. The method comprises acquiring information about a bump in the vehicle's travel path. Furthermore, the method comprises determining the impending acceleration caused by driving over the bump, based on this information. Finally, the method comprises reducing the acceleration by generating a counter-acceleration to the determined impending acceleration.

[0015] The information can include, for example, the type, location, size, severity, and shape of the unevenness. For instance, in the case of an unevenness in the form of a dip or rise in the road surface, depending on whether the unevenness is located in a curve or on a straight stretch, and depending on the depth of a dip or the height of a rise, driving over the unevenness can result in varying degrees and directions of acceleration on the vehicle.

[0016] Accelerations caused by uneven surfaces can be, for example, longitudinal, yaw, or vertical accelerations. Typically, in real-world driving conditions, a combination of these accelerations affects the vehicle's structure and thus its occupants.

[0017] Acceleration can be transferred to the vehicle both while driving over a bump and after driving over it. Some of the energy generated when driving over a bump can be transferred from the suspension to the vehicle body, while some is stored within the suspension components (dampers, springs). When energy is stored, restoring forces are generated within the suspension. These restoring forces can therefore continue to affect the vehicle body even after the bump has been driven over. Reducing acceleration, therefore, refers to a decrease in the acceleration that can occur during and / or after driving over a bump.

[0018] In further embodiments, the method can include acquiring information about the unevenness in the vehicle's path by transmitting this information from a transmitter to the vehicle. By transmitting this information from a transmitter (for example, a vehicle ahead) to the vehicle, the vehicle can detect an impending acceleration in advance, before it gets close to the unevenness. Transmitters can be, for example, stationary transmitters, such as a locally fixed antenna with a data storage device, a processor, and a radio unit, or mobile transmitters, such as a vehicle ahead. In one embodiment, for example, a vehicle ahead could use sensors to acquire information about the unevenness in its path and transmit it to a vehicle behind it.This allows the following vehicle to anticipate an impending acceleration even before its front wheels encounter the bump. This enables the accelerations acting on the front and rear axles to be reduced through counter-acceleration.

[0019] In some embodiments, the method can include acquiring information about the unevenness in the vehicle's path by transmitting it from at least one in-vehicle sensor. In-vehicle sensors can, for example, be mounted at the front of the vehicle and monitor the road ahead for unevenness, measuring information about these unevennesses. The information measured by at least one sensor can then be used to determine the acceleration resulting from driving over the measured unevenness. At least one sensor could, for example, be a time-of-flight camera, a lidar (light detection and range) sensor, or a radar sensor. Another possibility is to use several sensors of the same or different types to acquire the information.

[0020] When using sensors to acquire the information, one embodiment of the method includes detecting the effects on at least one wheel and / or wheel suspension of the vehicle using the vehicle's internal sensor. The vehicle's internal sensor can, for example, be an accelerometer capable of measuring wheel acceleration. When driving over the bump, a vertical wheel acceleration can act on at least one of the wheels or the wheel suspension, which can be measured by the accelerometer. The information acquired from the wheel acceleration can be used to determine the acceleration that acts on the vehicle when another wheel passes over the bump.

[0021] In a specific case, for example, a right front wheel of the vehicle might drive over a bump, causing a wheel acceleration that can be measured by the acceleration sensor. Since a right rear wheel of the vehicle, for instance, drives over the same bump when traveling straight ahead, the measured wheel acceleration can be used to determine the acceleration exerted on the vehicle by the right rear wheel when it drives over the bump. In this way, it is possible, for example, to differentiate between the accelerations exerted on the vehicle by the right and left rear wheels when driving over bumps.

[0022] In further embodiments, the method can be carried out by acquiring information about the unevenness of the road surface at the front wheels of the vehicle. Generating the counter-acceleration can then include modifying and preparing for the modification of a torque at at least one rear wheel. For example, information about the unevenness in the road surface can be acquired as the front wheels drive over it. This information can be acquired, for example, by measuring with acceleration sensors mounted on the front wheels or with other sensors (for example, to determine suspension travel). The acquired information is used to determine the acceleration that acts on the vehicle as the rear wheels drive over the unevenness.By changing the torque at at least one wheel, especially the rear wheel, counter-acceleration can be exerted on the vehicle before, during, and / or after the rear wheels have driven over the bump. This counter-acceleration counteracts the acceleration that occurs when the rear wheels drive over the bump, thus reducing the acceleration acting on the vehicle or, in a theoretically ideal case, eliminating it entirely.

[0023] A reduction in acceleration can be achieved by changing the torque applied to at least one wheel of the vehicle, for example, by applying increased engine torque. Since engines, such as internal combustion engines, are not capable of, for example, regulating the output engine torque in stages, some embodiments of the invention may include a pre-control mechanism for changing the torque applied to the wheel. This pre-control mechanism could, for example, involve the pre-control of vehicle components. For instance, the vehicle's engine could be regulated to a specific speed even before the counter-acceleration is generated, in order to deliver a speed-dependent engine torque when the counter-acceleration is initiated. Alternatively, a gear change could be performed, the frictional torque of the clutch could be changed, or, in the case of electric motors, the system could switch from motor to generator operation.

[0024] In some embodiments, the method can include reading information about unevenness in the vehicle's path from a data storage device. The information about unevenness in the vehicle's path, transmitted by a transmitter or detected by at least one sensor, can be stored in local or network-connected storage, i.e., on appropriately adapted storage (e.g., a hard disk drive or in the cloud). This has the advantage that when the vehicle repeatedly travels the same route, it can read information about unevenness early on and, for example, compensate for acceleration occurring when crossing the front and rear axles by counter-acceleration.In this case, sensors attached to the vehicle could measure information about unevenness in the road surface when repeatedly driving the same route and compare it with stored information, correct it, adjust it or calculate an average of the measured and stored information.

[0025] In addition, some embodiments of the method can include detecting residual acceleration of the vehicle occurring during and / or after driving over the bump and taking this residual acceleration into account when subsequently generating a counter-acceleration. Residual acceleration occurs if the counter-acceleration does not fully compensate for the acceleration resulting from driving over the bump. The occurrence of residual acceleration can be due, for example, to measurement errors, an incorrect determination of the impending acceleration, or environmental influences. By taking the residual acceleration into account, measurement errors detected when determining the acceleration acting on the vehicle can be incorporated when repeatedly driving the same route. Furthermore, changes in the bumps along the route over time can be detected.For example, a change in the depth or size of a depression in the driving route can be detected, and information stored about the depression can be updated based on the measured residual acceleration.

[0026] Another embodiment is a computer program for carrying out a method described herein, if the computer program runs on a computer, a processor, or a programmable hardware component. A device with a control unit configured to carry out one of the methods described herein is also another embodiment. Some embodiments include a vehicle with such a device.

[0027] Further advantageous embodiments are described in more detail below with reference to the embodiments shown in the drawings, to which embodiments are generally, but not entirely, limited. The drawings show: Fig. 1. A flowchart of an exemplary embodiment of a method for stabilizing the body of a vehicle. Fig. 2 A diagram illustrating exemplary embodiments of a vehicle and a device for stabilizing the vehicle's body.

[0028] Several embodiments are now described in more detail with reference to the accompanying drawings, in which some embodiments are illustrated. Optional features or components are shown in dashed lines.

[0029] Although embodiments can be modified and altered in various ways, the embodiments shown in the figures are examples and are described in detail herein. It should be clarified, however, that the intention is not to limit embodiments to the forms disclosed, but rather that embodiments are intended to cover all functional and / or structural modifications, equivalents, and alternatives within the scope of the invention.

[0030] Note that an element described as "connected" or "coupled" to another element may be directly connected or coupled to that element, or there may be intervening elements. Conversely, if an element is described as "directly connected" or "directly coupled" to another element, there are no intervening elements. Other terms used to describe the relationship between elements should be interpreted similarly (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

[0031] The terminology used herein serves only to describe specific embodiments and is not intended to limit the embodiments. As used herein, the singular forms "a," "an," "an" and "the" are intended to include the plural forms unless the context clearly indicates otherwise. Furthermore, it should be clarified that expressions such as "includes," "containing," "exhibits," "comprises," "comprehensive," and / or "indicating," as used herein, indicate the presence of the aforementioned features, integers, steps, workflows, elements, and / or components, but do not preclude the presence or addition of one or more features, integers, steps, workflows, elements, components, and / or groups thereof.

[0032] Fig. Figure 1 shows a sequence of operations for an embodiment of a method 10 for stabilizing the body of a vehicle. The method comprises acquiring information 11 about a bump in the vehicle's travel path. Furthermore, the method comprises determining 12 the impending acceleration caused by driving over the bump, based on the information about the bump. Finally, the method comprises reducing 13 the acceleration by generating a counter-acceleration to the determined impending acceleration.

[0033] In exemplary embodiments, any ground-based means of transport can be considered as vehicles, for example, passenger cars, trucks, or two-wheelers. Vehicle body stabilization, as defined in these exemplary embodiments, refers to a reduction of the accelerations transmitted from the wheels to the chassis and driver's cabin during driving. Particularly when driving over uneven surfaces (for example, dips or bumps), noticeable accelerations are experienced by the occupants, affecting the vehicle and especially the cabin, which are to be reduced by method 10.

[0034] The procedure described herein for leveling the surface includes, in particular, the acquisition of information about the unevenness. This information can encompass details about the type, location, size, severity, and shape of the unevenness. The information can, for example, be measured, derived from measurements, stored, or based on empirical data, as the following explanation will demonstrate.

[0035] The acquired information enables the determination of the impending acceleration caused by driving over the bump. In some embodiments, vehicle data, driving data, and / or external conditions can be included in the acceleration determination in addition to the acquired information about the bump. For example, different accelerations affect different vehicles depending on vehicle length, vehicle weight, wheel suspension, suspension travel, drive type, tires, and other possible vehicle-specific characteristics. Similarly, in some embodiments, driving data such as speed and / or steering angle, or external circumstances such as weather conditions or the number and weight of the occupants, can be taken into account when determining the acceleration.

[0036] Based on the determination of the impending acceleration, procedure 10 also includes reducing 13 the acceleration by generating a counter-acceleration. The counter-acceleration typically corresponds to acceleration in the opposite direction. That is, an upward vertical acceleration of the vehicle can be reduced or ideally compensated for by a downward vertical acceleration. Yaw and longitudinal accelerations can be reduced in the same way. Counter-accelerations can be initiated in the vehicle, for example, by a positive or negative change in torque at the wheels. A negative change in torque could, for example, be a braking process, a positive change an acceleration process.The counter-acceleration initiated by braking corresponds to a longitudinal acceleration in the opposite direction, and that of acceleration corresponds to a longitudinal acceleration along the vehicle's direction of travel. Furthermore, inertial forces cause so-called pitching movements of the vehicle, during which braking or acceleration generates different vertical accelerations on the rear and front axles. During braking, the vehicle's chassis experiences an upward vertical acceleration in the area of ​​the rear axle, and a downward vertical acceleration in the area of ​​the front axle. During acceleration, vertical accelerations in the opposite direction to those experienced during braking act on the respective areas of the chassis.Furthermore, varying or differing degrees of negative or positive change in torque at individual wheels of the vehicle can exert a yaw acceleration on the vehicle. Reducing the accelerations acting on the vehicle can utilize such effects to initiate targeted counter-accelerations that counteract the accelerations caused by uneven surfaces. In actual operation, combinations of different accelerations are conceivable and also to be expected. Exemplary embodiments can react to such accelerations by means of corresponding counter-accelerations.

[0037] In one embodiment, for example, information about unevenness in the road surface could be acquired by sensors on the vehicle's front wheels. These sensors could measure, for instance, the acceleration acting on the front wheels or a change in the front suspension travel. An example of unevenness could be a raised section of road, such as a speed bump. Based on the information acquired at the front wheels, the acceleration acting on the vehicle as soon as the rear wheels cross the speed bump can be determined. Typically, crossing the speed bump with the rear wheels results in, in particular, a longitudinal acceleration acting on the vehicle in the opposite direction of travel, an upward vertical acceleration on the chassis in the area of ​​the rear axle, and a downward vertical acceleration in the area of ​​the front axle.By selectively increasing the torque (acceleration process) at the rear wheels and / or the front wheels, a counter-acceleration can be generated, as mentioned above. This counteracts both the longitudinal acceleration and the resulting vertical acceleration caused by uneven surfaces, thus reducing or eliminating them. In this way, accelerations caused by driving over uneven surfaces such as potholes, dips, or curbs can also be reduced. To reduce yaw acceleration of the vehicle, it can be advantageous to control the wheels individually, for example, via so-called "torque vectoring." Furthermore, one or more measures can be taken to prepare for the counter-acceleration. These can include pre-controlling vehicle components before the counter-acceleration is initiated to optimize engine parameters (e.g.,to adapt (speed, torque, power, gear ratio) to the upcoming counter-acceleration. For example, this could involve adjusting engine speed, switching an electric motor from motor to generator operation, changing the friction torque of a clutch, or shifting gears.

[0038] In particular, increasing the engine speed can create tension in the drivetrain. This can, with a delay, generate an increase in torque at one or more wheels. By selectively reducing the engine torque after driving over the bump, an overshoot of the torque applied to the wheels can be avoided.

[0039] Furthermore, wheel slippage, which can occur when torque increases at the wheels, can be taken into account when preparing for counter-acceleration.

[0040] Slippage requires, for example, a briefly higher engine torque to initiate an increase in wheel speed and thus a counter-acceleration.

[0041] In the described embodiment, the acquisition of information at the vehicle's front wheels only enables body stabilization during and / or after the rear wheels of the vehicle have driven over the bump. For body stabilization at both the front and rear wheels of the vehicle, the information must be acquired early, before the front wheels drive over the bump.

[0042] Further examples of implementation, which are described in Fig. The figures shown in 2 enable early detection of the information and can therefore also achieve a stabilization of the front and rear wheels.

[0043] In Fig. Figure 2 shows vehicle 220, another vehicle 230, and a stationary transmitter 210. Additionally or alternatively, vehicle 220 can be equipped with a sensor 223, in addition to sensor 224, which detects information about the unevenness 240 at the front wheel. This sensor 223 is designed to monitor the road ahead of vehicle 220. In this way, sensor 223 can detect information about the unevenness 240 in the road ahead. As already mentioned, such sensor 223 could be, for example, a time-of-flight camera, a lidar sensor, or a radar sensor. Furthermore, such sensor 223 is designed to transmit the detected information to a device 222.

[0044] The device 222 comprises one or more interfaces configured to acquire information about the unevenness. For example, the device 222 can acquire the information by transmitting it from sensors 223 and 224. Furthermore, the device 222 comprises a control unit (not shown here) configured to control the interfaces. On the one hand, the control unit could receive information from sensors 223 and 224, but it could also control them. For example, sensors 223 and 224 could be controlled to perform pulsed measurements.

[0045] The control device is further designed to determine, based on the acquired information, the acceleration that the vehicle 220 experiences when driving over the bump 240 with one or more wheels. Based on the determined acceleration, the control device can then determine a counter-acceleration and initiate it by changing the torque at the individual wheels. A motor or individual wheel brakes can typically be controlled to change the torque. Controlling the motor, for example, can achieve a positive change (acceleration) or a negative change (engine braking) in torque. Using wheel brakes, a larger negative change in torque at one or more wheels can typically be achieved.Especially in electric vehicles, where each wheel is driven by a separate motor, there are many possibilities regarding the generation of counter-acceleration, e.g. individual wheels in generator mode (negative acceleration) while other wheels are in motor mode (positive acceleration).

[0046] The embodiments described so far deal primarily with the acquisition 11 of information about the unevenness 240 via vehicle-internal sensors 223 and 224. In Fig. Figure 2 shows three further basic possibilities for acquiring information about the unevenness 240, in addition to the acquisition of information by sensors 223 and 224. The different acquisition variants for the various embodiments are shown with dashed lines. In some embodiments, combinations of the variants may also occur.

[0047] In one embodiment of the present invention, information about the unevenness 240 in the roadway can be acquired, for example, by the sensor 231 of a preceding vehicle 230. The acquired information can then be transmitted via a transmitter 232 to the device 222 of the following vehicle 220. This acquisition 11 of the information about the unevenness 240 can occur alternatively or additionally to the acquisition 11 of the information by means of sensors 223 and 224. For example, the information from sensor 231 can be compared with information from sensors 223 and 224 to more accurately assess the nature of the unevenness 240. Another possibility would be that the device 222 acquires only the information from transmitter 232, and sensors 223 and 224 can therefore be inactive or even absent.

[0048] In further embodiments, information about the unevenness 240 in the roadway could be acquired by transmitting the information from a stationary transmitter 210 to the device 222. The stationary transmitter 210 could have the information stored on a data storage device (not shown here), retrieve it from the data storage device, and transmit it wirelessly to the device 222. The information stored on the data storage device could, in turn, be acquired by the sensor 231 of the vehicle 230 and transmitted via the transmitter 232 to a receiver module (not shown here) and stored in the data storage device of the stationary transmitter 210. Any wireless data transmission technology is conceivable for this purpose. Examples include Car-to-Car (C2C), 802.11p, Vehicle-to-Vehicle (V2V), etc.

[0049] In some embodiments of the present invention, a data storage device (digital storage medium) 221 could also be directly connected to the vehicle 220. The data storage device 221 could be installed in the vehicle 220 (for example, a local hard disk drive or other locally installed storage) or connected to the vehicle 220 via a network (such as a cloud). Information about unevenness in the road surface, measured, for example, by sensors 223 and 224 or transmitted to the device 222 by transmitters 232 or 210, could be stored on the data storage device 221. When the same road surface is traveled again, this information can then be transmitted from the data storage device 221 to the device 222 and processed.

[0050] Further embodiments can be designed to enable a combination of information acquisition regarding the unevenness 240. For example, the information could be acquired by both sensors, such as 223 and 224, and transmitters, such as 210 and 232. Such a combination of information acquisition would allow for a more precise determination of the counter-acceleration, for example, based on an average of the acquired information. Based on this, the device 222 can then initiate the counter-acceleration for body stabilization in the vehicle.

[0051] Despite initiated counter-acceleration, residual acceleration may still act on the vehicle during and / or after driving over the 240 bump, as in practice the predetermined acceleration or counter-acceleration sometimes deviates from the actual conditions. The occurrence of residual acceleration can have several causes.

[0052] One possibility is that a particular type or combination of longitudinal, yaw, and vertical accelerations acting on the vehicle cannot be compensated for by changing the torque at the individual wheels. This can occur, for example, when driving over a deep and large pothole at high speed. Similarly, accelerations that occur when driving over cobblestones may not be reduced as effectively due to their high frequency as accelerations with a lower rate of change.

[0053] Another possibility is that the acceleration resulting from driving over the bump 240 is incorrectly estimated or determined, leading to an incorrect determination and initiation of counter-acceleration. This incorrect determination of the acceleration could, in turn, be based on faulty or outdated measured or transmitted information about the bump 240. This could result in the acceleration not being optimally reduced, leaving a residual acceleration. In this case, the residual acceleration could be detected by additional sensors already present in the vehicle (for example, accelerometers) and stored in the data memory 221. Upon retracing the same route, stored values ​​of the measured residual acceleration could be used to achieve a more accurate determination of the counter-acceleration.Thus, erroneous information detected by sensors 223 and / or 224 and / or transmitters, such as 210 or 232, could be corrected using residual acceleration values ​​to improve ride comfort for vehicle occupants. In this way, exemplary implementations could potentially create adaptive systems.

[0054] Further embodiments include computer programs for carrying out one of the methods described herein, when the computer program runs on a computer, a processor, or a programmable hardware component. Depending on specific implementation requirements, embodiments of the invention can be implemented in hardware or in software. The implementation can be carried out using a digital storage medium, for example, a floppy disk, a DVD, a Blu-ray disc, a CD, a ROM, a PROM, an EPROM, an EEPROM, a FLASH memory, a hard disk, or other magnetic or optical storage media on which electronically readable control signals are stored. These control signals can interact with, or interact with, a programmable hardware component in such a way that the respective method is carried out.

[0055] A programmable hardware component can be a processor, a computer processor (CPU = Central Processing Unit), a graphics processor (GPU = Graphics Processing Unit), a computer, a computer system, an application-specific integrated circuit (ASIC = Application-Specific Integrated Circuit), an integrated circuit (IC = Integrated Circuit), a system-on-a-chip (SOC = System on Chip), a programmable logic element, or a field-programmable gate array with a microprocessor (FPGA = Field Programmable Gate Array).

[0056] The digital storage medium can therefore be machine-readable or computer-readable. Some embodiments thus include a data carrier containing electronically readable control signals capable of interacting with a programmable computer system or a programmable hardware component to perform one of the methods described herein. An embodiment is therefore a data carrier (or a digital storage medium or a computer-readable medium) on which the program for performing one of the methods described herein is recorded.

[0057] In general, embodiments of the present invention can be implemented as a program, firmware, computer program, or computer program product with program code or as data, wherein the program code or data is / are effective in carrying out one of the methods when the program runs on a processor or a programmable hardware component. The program code or data can, for example, also be stored on a machine-readable medium or data carrier. The program code or data can be in the form of, among other things, source code, machine code, bytecode, or other intermediate code.

[0058] The embodiments described above merely illustrate the principles of the present invention. It is understood that modifications and variations of the arrangements and details described herein will be obvious to other people skilled in the art. Therefore, it is intended that the invention be limited only by the scope of protection set forth in the following claims and not by the specific details presented herein by way of description and explanation of the embodiments. Reference symbol list 10 methods for stabilizing a vehicle's body 11. Gathering information about an unevenness in the road surface 12. Determining an impending acceleration caused by driving over the bump based on information about the bump. 13. Reducing acceleration when driving over the bump by generating a counter-acceleration to the specific upcoming acceleration 210 Fixed transmitter 220 vehicles 221 Data storage 222 Device for stabilizing the structure 223 Sensor for recording information about the unevenness in front of the vehicle 224 Sensor for recording information about unevenness on a front wheel 230 Vehicle ahead 231 Sensor of the vehicle ahead for detecting unevenness 232 transmitters 240 unevenness

Claims

[1] A method (10) for stabilizing the body of a vehicle (220) comprising: acquiring (11) information about a bump (240) in a travel path of the vehicle (220); determining (12) an impending acceleration caused by driving over the bump (240) based on the information about the bump (240); and Reducing (13) the acceleration by generating a counter-acceleration to the determined impending acceleration, wherein generating the counter-acceleration comprises a positive change of a torque on at least one wheel of the vehicle (220). [2] Method (10) according to claim 1, wherein the detection (11) comprises transmitting the information about the unevenness (240) in the driving path of the vehicle (220) from a transmitter (210, 232) to the vehicle (220). [3] Method (10) according to claim 1, wherein the detection (11) comprises transmitting the information about the unevenness (240) in the driving path of the vehicle (220) from at least one vehicle-internal sensor (223, 224). [4] Method (10) according to claim 3, further comprising detecting (11) effects on at least one wheel and / or wheel suspension of the vehicle (220) with the vehicle-internal sensor (224). [5] Method (10) according to one of the preceding claims, wherein the acquisition (11) of the information about the unevenness (240) is carried out on front wheels of the vehicle (220) and wherein the generation of the counter-acceleration comprises changing and preparing to change a torque on at least one rear wheel. [6] Method (10) according to claim 1, further comprising reading the information about the unevenness (240) in the driving route of the vehicle from a data storage device (221). [7] Method (10) according to one of the preceding claims, further comprising capturing (11) a residual acceleration of the vehicle (220) occurring when and / or after driving over the unevenness (240) and taking the residual acceleration into account when subsequently generating a counter-acceleration. [8] A computer program for carrying out a method (10) according to any one of claims 1 to 7, wherein the computer program runs on a computer, a processor or a programmable hardware component. [9] A device (222) for stabilizing the body of a vehicle comprising, one or more interfaces designed to capture information about an unevenness (240) in a driving path of the vehicle; a control unit that is trained to to control one or more interfaces to determine an impending acceleration caused by driving over the bump (240) based on the information about the bump (240), to reduce the acceleration during and / or after driving over the bump (240) by generating a counter-acceleration to the specified upcoming acceleration, wherein generating the counter-acceleration includes a positive change in a torque at at least one wheel of the vehicle (220). [10] A vehicle (220) comprising a device (222) according to claim 9.

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