Method for determining at least one vehicle parameter of a wheel-driven vehicle and measuring system

Abstract

Method (100) for determining at least one vehicle parameter of a wheel-driven vehicle (1), in particular a motor vehicle (1), comprising the following steps: - measuring (101) dynamic state variables (201) of the vehicle (1) during a test run (200) of the vehicle (1), - providing (102) an analytical relationship (210) between the dynamic state variables (201) and at least one inertial property (202) of the vehicle (1), - Determining (104) the inertial property (202) of the vehicle (1) as a function of the analytical relationship (210) and the dynamic state variables (201), characterized in that when determining (104) the at least one inertial property (202), an inertia tensor (J1) of the vehicle (1) is determined.

Description

[0001] The invention relates to a method for determining vehicle parameters of a wheel-driven vehicle, in particular a motor vehicle, and to a measuring system for a wheel-driven vehicle, in particular for a motor vehicle.

[0002] During the development of motor vehicles, it is fundamentally important to determine the actual inertial properties of the vehicle, such as inertia or the position of the center of gravity. Such inertial properties are, for example, the basis for simulations of driving dynamics and their implementation in driver assistance systems. It is known to determine an estimate of the center of gravity position from existing CAD data. However, due to the high complexity and the large number of assemblies involved in modern vehicles, this places such high demands on the data maintenance of each individual component that the estimates of the center of gravity position are generally too inaccurate to be used as the basis for driving dynamics calculations without further verification in a test.

[0003] Therefore, the position of the center of gravity for vehicles is usually determined using a pendulum test. However, this requires considerable effort and a complex test setup. Such tests are also commonly used to determine the inertia tensor of a motor vehicle.

[0004] DE 10 2012 101 705 B4 also discloses determining the position of a helicopter's center of gravity based on measurements of the contact forces. The helicopter is moved into several different positions using a transport device, for which measurements are then taken. Thus, a complex test setup is used here as well to enable the helicopter to be positioned in different positions. Furthermore, such positions cannot be easily transferred to wheel-driven vehicles.

[0005] Furthermore, methods for determining vehicle parameters are known from DE 10 2005 048 718 A1 and DE 100 53 605 B4. Furthermore, DE 10 2016 212 195 A1 discloses a method for performing an automatic intervention in vehicle guidance.

[0006] It is an object of the present invention to at least partially remedy the above-mentioned disadvantages known from the prior art. In particular, it is an object of the present invention to simplify the determination of at least one vehicle parameter of a wheel-driven vehicle, in particular a motor vehicle.

[0007] The above object is achieved by a method having the features of claim 1 and a measuring system having the features of claim 9. Further features and details of the invention emerge from the respective subclaims, the description, and the drawings. Features and details described in connection with the method according to the invention naturally also apply in connection with the measuring system according to the invention, and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is always made to each other.

[0008] According to the invention, a method for determining at least one vehicle parameter of a wheel-driven vehicle, in particular a motor vehicle, is claimed. The method comprises the following steps: - Measuring dynamic state variables of the vehicle, especially on the vehicle, during a test drive of the vehicle, - Providing an analytical relationship between the dynamic state variables and at least one inertial property of the vehicle, - Determination of the inertial properties of the vehicle depending on the analytical relationship and the dynamic state variables.

[0009] The inertia property thus represents a vehicle parameter that can be determined by the method. The inertia property can be understood in particular as a property of the vehicle that is dependent on the mass of the vehicle and / or the mass distribution of the vehicle. In particular, the inertia property can be understood as a position of a center of gravity and / or a moment of inertia. The dynamic state variables can vary in particular depending on the test drive and / or a driving maneuver on the vehicle. In particular, the dynamic state variables can include reaction forces and / or reaction moments at support points and / or accelerations or speeds of the vehicle. The test drive can be understood as operation of the vehicle in which the vehicle travels a distance.The test drive can be conducted for experimental purposes or during normal vehicle operation, for example, during operation by a user. In particular, the dynamic state variables can include a temporal profile. For this purpose, the dynamic state variables can be measured over a predetermined period of time during the test drive or over the entire test drive.

[0010] The analytical relationship can preferably comprise one or more equations of motion by which the measured dynamic state variables are mathematically related to the at least one inertial property. In particular, the analytical relationship is model-free. For example, the analytical relationship can be based on the principle of momentum and / or the principle of angular momentum. In this context, model-free can be understood in particular to mean that the sum of the forces and moments in the principle of momentum and angular momentum are provided as measured variables and are not further broken down, for example to develop a vehicle model such as the single-track model. The analytical relationship can be determined for the test drive after the dynamic state variables have been measured, or it can be predetermined. For example, it is conceivable that the analytical relationship is provided by a memory module of a control unit.When determining the inertial property as a function of the analytical relationship and the measured dynamic state variables, the inertial property can be calculated by inserting the measured dynamic state variables into the analytical relationship. The inertial property can preferably be provided to a user, a simulation program and / or for determining driving dynamics. For this purpose, the inertial property can be provided, for example, in particular by sending the inertial property to a computing unit and / or storage unit. The provision of the analytical relationship and / or the determination of the inertial property can be carried out on the vehicle side, ie in particular by a control unit of the vehicle, and / or stationary, ie for example on a separate computer.Furthermore, the provision of the analytical relationship and / or the determination of the inertial property can be carried out during the test run and / or after the test run has been completed.

[0011] The inertial property is therefore a vehicle parameter that is determined as part of the method. In particular, an objectification, i.e. in particular a mechanical description, of the driving dynamics of the vehicle can thus be carried out in a simple manner. Using the method according to the invention, the inertial property can be determined in particular without a separate test setup. It is therefore conceivable for the measurement drive to be carried out as part of a test drive of the vehicle, during which further measurements are recorded. Sensors for measuring the dynamic state variables can preferably be used, by means of which further measurements are carried out during the measurement drive. Thus, the method according to the invention can simplify the determination of the inertial property through simple data evaluation.

[0012] Preferably, a method according to the invention can provide for the dynamic state variables to be measured at least partially at at least one bearing point on which at least a partial area of the vehicle rests, in particular at at least one wheel hub of the vehicle. The dynamic state variables are preferably measured at several bearing points. In particular, the measured dynamic state variables are therefore support forces and support moments that are measured at the bearing point. The partial area of the vehicle can be understood in particular to be the part of the vehicle that rests on the bearing point or points. If the wheel hub is used as the bearing point at which the dynamic state variables are measured, this has the advantage that the wheel hub is close to the actual support point of the vehicle on a surface.Thus, a large part of the vehicle is supported at the wheel hub and is particularly taken into account during the measurement. The measured orientations of the dynamic state variables, in particular the support forces and support moments, can preferably be adjusted for body-related angles, e.g., due to wheel camber, a steering angle, or an installation angle. For this purpose, multiplication by a rotation matrix can be performed. In addition to or as an alternative to a measurement at the wheel hub, it is conceivable that the dynamic state variables are measured on the vehicle's surface and / or on the tread of a vehicle's tire.

[0013] Furthermore, in a method according to the invention, it can advantageously be provided that, when determining the at least one inertial property, a vertical position of a center of gravity of the vehicle is determined, in particular with respect to a vertical axis of the vehicle. Additionally or alternatively, it is conceivable that, when determining the at least one inertial property, a horizontal position and / or another position of the center of gravity is determined. The center of gravity can be understood, in particular, as the center of mass. The center of gravity can also be referred to as the center of weight. The position of the center of gravity can be understood, in particular, as a coordinate of the center of gravity in a reference coordinate system. The reference coordinate system can be oriented at a fixed point on the vehicle, in particular depending on the vehicle body, or the ground beneath the vehicle.A horizontal position of the center of gravity with respect to the vehicle's vertical axis can be determined, in particular independently of the test drive, depending on the symmetry and / or other vehicle data. Furthermore, reaction forces at bearing points, such as wheel hubs, can also be used to determine the horizontal position of the center of gravity. Preferably, the horizontal position of the center of gravity can be determined by stationary weighing of the vehicle prior to the test drive. Therefore, determining the vertical position of the center of gravity offers the advantage of being able to easily determine a coordinate of the center of gravity that would otherwise be difficult to determine.

[0014] Furthermore, a method according to the invention advantageously provides that when determining the at least one inertia property, an inertia tensor of the vehicle, and in particular at least one moment of inertia, is determined. The moment of inertia can in particular be a principal moment of inertia or a deviation moment. The inertia tensor can be formed from several moments of inertia determined as a function of the analytical relationship and the dynamic state variables. The inertia tensor also represents an inertia property of the vehicle, which is usually determined in complex pendulum tests. The dynamic state variables measured during the test drive and the analytical relationship can thus simplify the determination of the inertia tensor or at least one moment of inertia.In particular, the inertia tensor can be referenced to a coordinate system at the center of gravity or to a reference coordinate system. In particular, when determining the inertia tensor, due to the symmetry properties of the vehicle, it can be provided that only a deviation moment and the principal moments of inertia are determined, while the other moments of inertia are neglected.

[0015] Furthermore, in a method according to the invention, it can advantageously be provided that, in order to determine the inertial property of the vehicle, error minimization is carried out, in particular between the measured, dynamic state variables based on the inertial properties, preferably such that a remaining residual error comprises measurement noise. The error minimization can preferably be carried out between the measured forces and / or moments of the load sensor unit and expected forces and / or moments of the inertial measuring unit and the inertial property. Remaining measurement errors can, for example, comprise measurement noise which is recorded when measuring the dynamic state variables. During error minimization, the measured dynamic state variables can be filtered and / or a mathematical, in particular numerical, optimization can be carried out.In particular, a phase-free filter can be used to determine angular acceleration from the angular rates. Furthermore, it is conceivable that error minimization is performed for each of the measured variables or is integrated into the analytical context. Preferably, error minimization can include the least squares method and be applied to the analytical context.

[0016] Furthermore, a method according to the invention can advantageously provide for predetermined driving maneuvers, preferably predetermined steering movements, of the vehicle to be performed when measuring the dynamic state variables during the vehicle's test run. It has been found that certain driving maneuvers enable particularly reliable measurement results for determining the inertial property. In particular, steering movements with a lateral acceleration of greater than or equal to 4 m / s 2can be advantageous for this purpose. Both the position of the center of gravity and the inertia tensor can be more accurate if reaction moments of the vehicle are stimulated during the test drive, for example by generating a roll and / or roll moment. The steering movements can be carried out sinusoidally. Furthermore, so-called steering angle ramps and / or steering angle sweeps can be provided by the predetermined driving maneuver. Such driving maneuvers are often part of an objectification of the driving dynamics of a vehicle anyway, so that they can be used in a simple way to measure the dynamic state variables. By carrying out the predetermined driving maneuvers, a simple comparison of test drives with different boundary conditions, such as different vehicle configurations or track conditions, and / or vehicle types can also be achieved.

[0017] Furthermore, in a method according to the invention, it is conceivable that the measurement of dynamic state variables is carried out by at least two measuring units, in particular wherein mutual plausibility checks are carried out for the measuring units. By comparing the measurement results, the measurements can be checked for plausibility. This makes it possible to achieve a high level of reliability, in particular without resorting to complex pendulum tests or the like. The two measuring units can preferably have different measuring principles. In particular, the measurements can be assumed to be plausible if both measuring units show the same measurement results or the measurement results of both measuring units lie within a predetermined tolerance range.To ensure comparability of the measurement results from both measuring units, one of the measuring units can be assigned a reference coordinate system, and a coordinate system of the measurement results from the other measuring unit can be related to the reference coordinate system, in particular, transformed into the reference coordinate system. Additionally or alternatively, a reference coordinate system can be related to the center of gravity of the vehicle. In particular, the measurement results from both measuring units can be related to the reference coordinate system and / or transformed into the reference coordinate system.

[0018] It is further conceivable in a method according to the invention that the dynamic state variables are determined by an inertial measuring unit for determining at least one acceleration and / or at least one yaw rate of the vehicle and / or by a load sensor unit for determining at least one force and / or at least one moment of the vehicle at a bearing point. The inertial measuring unit and the load sensor unit can represent the two measuring units for checking the plausibility of the respective results. Preferably, the inertial measuring unit measures accelerations and angular accelerations and / or yaw rates on the vehicle, and the load sensor unit measures forces and moments in the form of reaction forces and reaction moments at bearing points of the vehicle. Preferably, a coordinate system of the load sensor unit can be transformed into a reference coordinate system of the inertial measuring unit.

[0019] Furthermore, in a method according to the invention it can advantageously be provided that the method comprises the following step: - Determining a vehicle dynamics control and / or vehicle dynamics modeling based on the inertial property.

[0020] The determined inertia property can thus be directly integrated into the vehicle dynamics control and / or vehicle dynamics modeling. Vehicle dynamics modeling can be understood, for example, as a simulation or a computational model on which a driver assistance system is based. If the test drive involves normal vehicle operation, the determined inertia property can be used directly for vehicle dynamics control. For this purpose, for example, at least the provision of the analytical relationship and the determination of the inertia property can be carried out by a control unit of the vehicle that also controls the vehicle's vehicle dynamics. In particular, vehicle dynamics control can comprise, for example, an adaptation of damper properties, trajectory data, lateral dynamics and / or the like.

[0021] According to a further aspect of the invention, a measuring system for determining vehicle parameters for a wheel-driven vehicle, in particular for a motor vehicle, is claimed. The measuring system has at least one measuring unit for determining dynamic state variables on the vehicle during a test run of the vehicle and a control unit for executing a method according to the invention.

[0022] In particular, the control unit has a plurality of modules designed to carry out the steps of the method. The measuring unit can preferably have an inertial measuring unit and / or a load sensor unit. The measuring unit and / or the control unit can be integrated into the vehicle. However, it is also conceivable for the measuring unit to be arranged in a subsurface, such as a roadway, for the test run. This allows the reaction forces of the vehicle on the subsurface to be recorded. The control unit can also be integrated into a central control center outside the vehicle in order to be able to centrally evaluate the measured dynamic state variables. This eliminates the need to integrate computing and / or storage capacities into the vehicle for providing the analytical relationship and / or for determining the inertial property. This can simplify the test setup for the vehicle.

[0023] Further advantages, features, and details of the invention will become apparent from the following description, which describes exemplary embodiments of the invention in detail with reference to the drawings. The features mentioned in the claims and in the description may be essential to the invention individually or in any combination. They show schematically: Fig. 1a+b a measuring system according to the invention in a motor vehicle in a first embodiment, Fig. 2 a method according to the invention which can be carried out by the measuring system according to the invention, in a schematic representation of method steps, Fig. 3 Reaction forces at bearing points in the measuring system according to the invention, Fig. 4 a reference coordinate system in the measuring system according to the invention, Fig. 5a-c temporal courses of dynamic state variables over time in the method according to the invention.

[0024] In the following description of some embodiments of the invention, the same reference numerals are used for the same technical features even in different embodiments.

[0025] The Fig. 1a and Fig. 1b show a measuring system 10 according to the invention, which is at least partially integrated into a wheel-driven vehicle 1 in the form of a motor vehicle 1, in a first exemplary embodiment. For measuring 101 dynamic state variables 201 of the vehicle 1 according to Fig. 2, sensors of a load sensor unit 4 are arranged at bearing points 2 of the vehicle 1. At least a partial area 1.1 of the vehicle 1 rests at the bearing points 2. In particular, the bearing points 2 are wheel hubs 2 of the vehicle 1. The sensors measure reaction forces and / or reaction moments at the bearing points 2 when the vehicle 1 performs a test run 200. Furthermore, the measuring system 10 has an inertial measuring unit 3, by means of which dynamic state variables 201 of the vehicle 1 in the form of accelerations and / or rotation rates of the vehicle 1 can be measured during the test run 200. Additionally or alternatively, the load sensor unit 4 can have sensors in the ground of the vehicle 1 in order to measure reaction forces and / or reaction moments. Furthermore, the measuring system 10 has a control unit 5, which is designed to carry out a method 100 for determining at least one vehicle parameter of the vehicle 1.The control unit 5 can be integrated into the vehicle 1 or located outside the vehicle 1, e.g., in a central control center. Preferably, the control unit 5 is in data communication with the measuring units 3, 4 during the measurement 101 of the dynamic state variables 201 of the vehicle 1.

[0026] Fig. Figure 2 shows the method 100 according to the invention in a schematic representation of method steps. This involves measuring 101 the dynamic state variables 201 of the vehicle 1, wherein each of the Fig. 1a and Fig. 1b, dynamic state variables 201 are determined separately. This allows the measurements to be easily compared in order to detect measurement errors. For this purpose, as previously described, the measuring units 3, 4 are different measuring units. At least the measurement 101 of the dynamic state variables 201 takes place within the scope of the method 100 during the test drive 200 of the vehicle 1. During the test drive 200, predetermined driving maneuvers, in particular predetermined steering movements, can preferably be carried out by the vehicle 1. This makes it possible to achieve advantageous measurement results, since a characteristic and comparable course of the dynamic state variables 201 can be imposed on the vehicle 1 during the test drive 200. In this case, predetermined steering movements, in particular, have proven advantageous for determining vehicle parameters.It is also conceivable that the further steps of the method 100 are also carried out during the measuring run 200.

[0027] Furthermore, the method 100 comprises providing 102 an analytical relationship 210 between the dynamic state variables 201 and at least one inertial property 202 of the vehicle 1, which in particular influences an inertial behavior of the vehicle 1. In particular, the analytical relationship 210 is provided 102 separately for each of the measuring units 3, 4. Depending on the analytical relationship 210 and the dynamic state variables 201, a determination 104 of the inertial property 202 is also provided. In particular, several inertial properties 202 of the vehicle 1 are determined in the process. Preferably, an inertia tensor Jij and / or a position S.1, S.2, S.3 of a center of gravity S of the vehicle 1 can be determined as the inertial property 202. The positions of the center of gravity S are in Fig. 1. The position S.1, S.2, S.3 can be a horizontal position S.1, S.2 with respect to a vehicle vertical axis 1.2 or a vertical position S.3 of the center of gravity S with respect to the vehicle vertical axis 1.2. In particular, the determination of the vertical position S.3 of the center of gravity S can be particularly simplified by the method 100.

[0028] The analytical relationship 210 results preferably from the momentum theorem according to V˙=1m∑F−ω×V and the angular momentum theorem ω̇ = (J1) -1 Σ M - (J1) -1 ω × (J1ω). The momentum and torque laws arise, in particular, from the basic equations of Newton's law F = m α and M = J1 α, respectively. Here, α denotes angular acceleration and a acceleration. The measured dynamic state variables 201 include the forces F and moments M in vector notation, as well as the rotation vector ω and the velocity vector V. Forces F x ,F zat the bearing points 2 are in Fig. 3. The inertia tensor J1 of the vehicle 1 can thus be determined from the momentum and angular momentum theorems. The dynamic state variables 201 in the form of the acceleration of the vehicle 1 can be determined in particular from the dynamic state variables 201 measured by the inertial measuring unit 3 if their position is corrected by the lever arm of the inertial measuring unit 3 relative to the center of gravity S. This results in the acceleration vector V as a function of the position S.1, S.2, S.3 of the center of gravity S or of the vertical position S.3 of the center of gravity S if the horizontal positions S.1, S.2 have been predetermined.

[0029] Furthermore, a plausibility check 103 of the inertial properties 202 is carried out. This can be carried out by a direct comparison of the calculated inertial properties 202. Preferably, the inertial properties 202 can be checked for plausibility by comparing the measuring units 3, 4, for example, using the momentum theorem, before the inertial properties 202 are determined 104. For this purpose, forces and moments can be determined based on the accelerations determined by the inertial measuring unit 3, which should correspond to the forces and moments of the load sensor unit 4. Since the position vector from the load sensor unit 4 to the inertial measuring unit 3 is known, the respective relative position of the measuring units 3, 4 to the center of gravity S of the vehicle can be determined. This is shown in Fig. 4, according to which the position of the coordinate system K3 of the inertial measurement unit 3 relative to the coordinate system K4 of the load sensor unit 4 can be determined based on the structural dimensions. However, since both measured variables depend on the position S.1, S.2, S.3 of the center of gravity S, plausibility check 103 is possible taking into account the coordinate systems K3 and K4.

[0030] In the Fig. 5a and Fig. 5b are dynamic state variables 201 in the form of support forces F x , F y , F z and support moments M x , M y , M z during a test run 200 at one of the bearing points 2 over a time t. The measured and / or calculated support forces F x , F y , F z and support moments M x , M y , M z are equal within a tolerance range for the measuring units 3 and 4. In particular, the support forces F x ,F y ,Fz and support moments M x , M y , M z be different for all bearing points 2 and preferably measured separately for all wheels of the vehicle 1, as in Fig. 3. At the moments M x , M y , M z In particular, it can be a torque about the respective axis, in which the corresponding force F x , F y , F z runs. Fig. 5c also shows exemplary accelerations α x , α y , α z of the vehicle 1, ie in particular dynamic state variables 201, which can be recorded by the inertial measuring unit 3. At the accelerations α x , α y , α z of the vehicle 1 can be, for example, the longitudinal, lateral and vertical acceleration of the vehicle 1. A comparison with the dynamic state variables of the Fig. 5a and Fig.Figure 5b shows similar curves. This can be used for plausibility checks 103 and / or error minimization. Additional dynamic state variables 201 measured by the inertial measurement unit 3 can include, for example, a pitch angle and / or a roll angle of the vehicle 1 over time t. In particular, their curves can be similar to the curves of the support moments.

[0031] Based on the inertial property 202, a vehicle dynamics control 211 and / or vehicle dynamics modeling 212 is preferably determined 105 within the scope of the method 100. In particular, the vehicle dynamics of the vehicle 1 can be controlled by the control unit 5. Thus, the vehicle dynamics control 211 can include an adaptation of damper properties, lateral dynamics, trajectory data, and / or the like. The vehicle dynamics modeling 212 can, for example, simulate the vehicle dynamics of the vehicle 1 in order to perform optimizations or, based thereon, to design or adapt the vehicle dynamics control 211. List of reference symbols 1 vehicle 1.1 Part of 1 1.2 Vehicle vertical axis 2 storage location 3 Measuring unit, in particular inertial measuring unit 4 Measuring unit, in particular load sensor unit 5 Control unit 10 Measuring system 100 procedures 101 Determining 201 102 Providing 210 103 Plausibility 104 Determining 202 105 Determining 211 200 test runs from 1 201 dynamic state variables 202 Inertial property 210 analytical context 211 Driving dynamics control 212 Vehicle dynamics modeling g acceleration due to gravity K3 coordinate system for 3 K4 coordinate system for 4 J1 inertia tensor J ij moment of inertia S focus S.1, S.2 horizontal center of gravity positions S.3 vertical center of gravity t time

Claims

[1] Method (100) for determining at least one vehicle parameter of a wheel-driven vehicle (1), in particular a motor vehicle (1), comprising the following steps: - measuring (101) dynamic state variables (201) of the vehicle (1) during a test run (200) of the vehicle (1), - providing (102) an analytical relationship (210) between the dynamic state variables (201) and at least one inertial property (202) of the vehicle (1), - determining (104) the inertial property (202) of the vehicle (1) as a function of the analytical relationship (210) and the dynamic state variables (201), characterized by that when determining (104) the at least one inertial property (202) an inertia tensor (J1) of the vehicle (1) is determined. [2] Method (100) according to claim 1, characterized bythat the dynamic state variables (201) are measured at least partially at at least one bearing point (2) on which at least a partial area (1.1) of the vehicle (1) rests, in particular at at least one wheel hub (2) of the vehicle (1), during the measurement (101) of the dynamic state variables (201). [3] Method (100) according to claim 1 or 2, characterized by that when determining (104) the at least one inertial property (202), a vertical position of a center of gravity (S) of the vehicle (1) is determined, in particular with respect to a vertical axis (1.2) of the vehicle (1). [4] Method (100) according to one of the preceding claims, characterized by that, in order to determine (104) the inertial property (202) of the vehicle (1), an error minimization between the measured dynamic state variables is carried out based on the inertial properties. [5] Method (100) according to one of the preceding claims, characterized bythat when measuring (101) the dynamic state variables (201) during the measuring run (200) of the vehicle (1), predetermined driving maneuvers, preferably predetermined steering movements, of the vehicle (1) are carried out. [6] Method (100) according to one of the preceding claims, characterized by that the measurement (101) of dynamic state variables (201) is carried out by at least two measuring units (3, 4), in particular wherein a mutual plausibility check (103) is carried out for the measuring units (3, 4). [7] Method (100) according to one of the preceding claims, characterized by that the dynamic state variables (201) are determined by an inertial measuring unit (3) for determining at least one acceleration and / or at least one rotation rate of the vehicle (1) and / or by a load sensor unit (4) for determining at least one force and / or at least one moment of the vehicle (1) at a bearing point (2). [8] Method (100) according to one of the preceding claims, characterized by that the method (100) comprises the following step: - determining (105) a vehicle dynamics control (211) and / or a vehicle dynamics modeling (212) based on the inertial property (202). [9] Measuring system (10) for determining vehicle parameters for a wheel-driven vehicle (1), in particular for a motor vehicle (1), comprising at least one measuring unit (3, 4) for determining (101) dynamic state variables (201) of the vehicle (1) during a test run (200) of the vehicle (1) and a control unit (5) configured to carry out a method (100) according to one of the preceding claims.

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