Device and method for adjusting the angular position of an optical axis of a motor vehicle headlight

Abstract

Device (20) for adjusting the angular position of an optical axis (18) of a headlight (10) of a motor vehicle, wherein the angular position depends on a static pitch angle of the motor vehicle, which results when the motor vehicle is stationary on a road or moving straight ahead on the road at a constant speed, and wherein the static pitch angle is determined from signals from at least one MEMS acceleration sensor (22), characterized in that the MEMS acceleration sensor (22) is a component of a control unit (28) of the headlight (10), wherein the headlight (10) has at least one light module (16) having the optical axis (18) of the headlight (10) and a pitch angle actuator (30) configured to adjust the angular position of the optical axis (18), and wherein the control unit (28) is configured toto determine a longitudinal acceleration of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS accelerometer (22) and to combine this multiplicatively with a predetermined coefficient to form a product, to combine the product additively with the static pitch angle to form a sum pitch angle and to adjust the angular position of the optical axis (18) as a function of the sum pitch angle by controlling the pitch angle actuator (30), wherein a six-axis sensor is provided which has a three-axis gyroscope and a three-axis linear accelerometer, wherein the gyroscope is designed and configured for measuring angular velocities and the linear accelerometer for measuring linear accelerations, wherein the device (20) is designed and configured for low-pass filtering of the accelerometer signals and for high-pass filtering of the gyroscope signals.

Description

[0001] The present invention relates to a device for adjusting the angular position of an optical axis of a headlight of a motor vehicle according to the preamble of claim 1. The angular position depends on a static pitch angle of the motor vehicle, which results when the motor vehicle is stationary on a roadway or moving straight ahead on the roadway at a constant speed. The static pitch angle is determined from signals from at least one MEMS acceleration sensor and depends on the load distribution and the road gradient.

[0002] Furthermore, the invention relates to a method for adjusting an angular position of an optical axis of a motor vehicle headlight, wherein the angular position is dependent on a static pitch angle which results when the motor vehicle is stationary on a roadway or moving straight ahead on the roadway at a constant speed, and wherein the static pitch angle is determined from signals from at least one MEMS acceleration sensor.

[0003] Such a device and method are known from US Pat. No. 8,838,343 B2. The pitch angle, roll angle, and yaw angle describe the position of a motor vehicle in space. These quantities are defined in DIN ISO 8855: 2013-11, Road vehicles, vehicle dynamics and handling, Terms, (ISO 8855: 2011), Berlin: Beuth, 2013. The pitch angle describes a rotational deflection of the vehicle's longitudinal axis about the vehicle's transverse axis. The roll angle describes a rotational deflection of the vehicle's transverse axis about the vehicle's longitudinal axis. The yaw angle describes a rotational deflection of the vehicle's longitudinal axis about the vehicle's vertical axis.

[0004] Other known devices of this type are disclosed in DE 694 08 778 T2, DE 10 2014 204 407 A1 and DE 10 2016 122 066 A1.

[0005] Since 1998, regulatory authorities have required compensation for the effects of load changes on the position of the optical axes of motor vehicle headlights. The goal is to avoid dazzling oncoming road users while simultaneously achieving the greatest possible range of the low beam. The devices that fulfill this task are also known as vertical aiming control (VAC) devices. Manual VAC devices are well known, in which the driver manually adjusts the position of the optical axis from the dashboard. Automatically acting devices (AVAC) are also known, which compensate for changes in the static position of the optical axis that occur as a result of changes in the load condition. The aforementioned US 8,838,343 B2 uses a MEMS acceleration sensor, but is limited to compensating for static position changes.

[0006] Dynamic AVAC devices are also known, which compensate for the dynamic changes in the position of the optical axis that occur while a vehicle is moving. These devices use compression sensors to detect the position of the optical axis. This solution is already disadvantageous due to the associated effort for wiring the usually four compression sensors.

[0007] Against this background, the object of the invention is to provide a device of the type mentioned at the outset which allows compensation of the dynamic changes in the position of the optical axis without having to accept the cabling effort associated with the use of deflection sensors.

[0008] This object is achieved with the features of the independent claims. The device according to the invention differs from the aforementioned prior art in that the MEMS acceleration sensor is a component of a control unit of the headlight of the motor vehicle, wherein the headlight has at least one light module having the optical axis of the motor vehicle headlight and a pitch angle servomotor configured to adjust the angular position of the optical axis, and wherein the control unit is configured to determine a longitudinal acceleration of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS acceleration sensor and to multiply this acceleration by a predetermined coefficient to form a product,to combine the product additively with the static pitch angle to form a total pitch angle and to adjust the angular position as a function of the total pitch angle by controlling the pitch angle servo motor. A six-axis sensor is provided, which comprises a three-axis gyroscope and a three-axis linear acceleration sensor. The gyroscope is designed and configured to measure angular velocities and the linear acceleration sensor is designed and configured to measure linear accelerations. The device is designed and configured for low-pass filtering the acceleration sensor signals and for high-pass filtering the gyroscope signals. In principle, the invention is suitable for all types of headlights for which a vertical adjustment device is required. In such headlights, the beam direction of the light module is typically adjusted.

[0009] The method according to the invention is characterized in that a longitudinal acceleration of the motor vehicle is detected with the MEMS acceleration sensor and multiplicatively linked to a product with a predetermined coefficient and that the product is additively linked to the static pitch angle to form a total pitch angle and that the angular position is adjusted as a function of the total pitch angle, wherein a six-axis sensor is used which has a three-axis gyroscope and a three-axis linear acceleration sensor, wherein the gyroscope measures angular velocities and wherein the linear acceleration sensor measures linear accelerations, wherein the signals of the linear acceleration sensor are low-pass filtered and wherein the gyroscope signals are high-pass filtered.

[0010] With regard to the device aspects, it is preferred that the pitch angle servo motor is mechanically coupled to the light module and is configured to adjust a pitch angle position of the optical axis.

[0011] It is also preferred that the angular position is dependent on a static roll angle which results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed, and wherein the static roll angle is determined from signals from at least one MEMS acceleration sensor and wherein the headlight has a roll angle servo motor configured to adjust the optical axis of the light module, and wherein the control unit is configured to determine a lateral acceleration of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS acceleration sensor, wherein a lateral acceleration of the motor vehicle is multiplicatively linked with a predetermined coefficient to form a product, wherein the product is additively linked with the static roll angle to form a total roll angle and wherein the adjustment of the angular position takes place as a function of the total roll angle.

[0012] It is also preferred that the roll angle servo motor is mechanically coupled to the light module and is configured to adjust a roll angle position of the optical axis.

[0013] It is further preferred that the device has a bus connection to a further headlight, and that the MEMS acceleration sensor is connected via the bus connection to a control unit of the further headlight, wherein the control unit of the further headlight is configured to multiplicatively combine longitudinal accelerations of the motor vehicle detected by the MEMS acceleration sensor with a predetermined coefficient to form a product, to additively combine the product with the static pitch angle to form a total pitch angle, and to adjust the angular position as a function of the total pitch angle by controlling a further pitch angle servo motor, and is further configured to multiplicatively combine a lateral acceleration of the motor vehicle detected by the MEMS acceleration sensor with a predetermined coefficient to form a product,to combine the product additively with the static roll angle to form a total roll angle and to adjust the angular position depending on the total roll angle by controlling the additional roll angle servo motor.

[0014] A further preferred embodiment provides that the acceleration sensor is an acceleration sensor that detects accelerations about two mutually perpendicular axes.

[0015] It is also preferred that the control unit is configured to convert the accelerations detected by the acceleration sensor around the two mutually perpendicular spatial directions into longitudinal accelerations and lateral accelerations.

[0016] It is further preferred that the acceleration sensor is an acceleration sensor that detects accelerations in three mutually perpendicular spatial directions.

[0017] With regard to embodiments of the method, it is preferred that the angular position is additionally dependent on a static roll angle which results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed, and wherein the static roll angle is determined from signals from the at least one MEMS acceleration sensor and wherein a lateral acceleration of the motor vehicle is detected by the MEMS acceleration sensor and multiplicatively linked with a predetermined coefficient to form a product and that the product is additively linked with the static roll angle to form a total roll angle and that the setting of the angular position takes place as a function of the total roll angle.

[0018] Further advantages will become apparent from the following description, the drawings, and the dependent claims. It is understood that the features mentioned above and those to be explained below can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the present invention.

[0019] Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description.

[0020] Showing, in schematic form: Fig. 1 a headlight of a motor vehicle; Fig. 2 a relationship between low-pass filtered pitch angles and longitudinal accelerations for a fixed load distribution; Fig. 3 an embodiment of a headlight with a roll angle actuator for adjusting the angular position of the optical axis of the headlight; Fig. 4 shows an embodiment of a device having a bus connection to another headlight; Fig. 5 is a flowchart illustrating an embodiment of a method according to the invention for adjusting the pitch angle position of an optical axis of a motor vehicle headlight; and Fig. 6 a flowchart as an embodiment of a method according to the invention for adjusting the roll angle position of the optical axis of a motor vehicle headlight.

[0021] In detail, the Fig. 1 shows a headlight 10 of a motor vehicle with a housing 12 whose light exit opening is covered by a transparent cover plate 14. The x-direction corresponds to the longitudinal direction of the motor vehicle, while the y-direction corresponds to a transverse direction and the z-direction to a vertical direction of the motor vehicle. This convention applies to all embodiments.

[0022] The headlight 10 has a light module 16, whose optical axis 18 is the optical axis of the headlight 10. The light module 16 and thus also its optical axis 18 can be pivoted about a transverse direction y. With such a pivoting movement, for example, the height of a cut-off line of a low-beam distribution generated by the light module 16 is changed. This height changes, for example, with changes in the pitch angle Phi of the motor vehicle. The pitch angle Phi can change (statically) with changes in the load of the motor vehicle, for example if the rear lowers and the front raises. The static pitch angle Phi_0 of the motor vehicle results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed.

[0023] Dynamic changes in the pitch angle Phi occur during driving due to dynamic axle load shifts during braking and acceleration in the longitudinal direction.

[0024] The resulting changes in the angular position of the optical axis 18 can be compensated by counter-pivoting the light module 16 around the transverse direction y.

[0025] The headlight 10 has a device 20 for adjusting the angular position of the optical axis 18. The device 20 comprises a known MEMS acceleration sensor 22, which according to the invention is arranged together with a processor 24 and an output stage 26 in a control unit 28 of the headlight 10. The control unit 28 controls, in particular, a pitch angle actuator 30, which is coupled to the light module 16 via coupling rods and joints such that an actuating movement of the pitch angle actuator 30 pivots the light module 16 about the y-direction. The pitch angle actuator 30 is a further component of the device 20 and is mechanically coupled to the light module 16 and configured to adjust a pitch angle position of the optical axis 18.

[0026] The control unit 28 is configured to determine the static pitch angle Phi_0 from signals from the at least one MEMS acceleration sensor 22. MEMS acceleration sensors comprise, for example, a spring-suspended inertial mass provided with one or more electrodes. Depending on the deflection of the mass, the distance of one or more electrodes from one or more counter electrodes changes, which can be measured capacitively. This allows static changes in the angular position of the optical axis 18 to be measured. This measurement is not considered part of the invention here.

[0027] According to the invention, the control unit 28 is configured to determine a longitudinal acceleration ax of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS acceleration sensor 22 and to multiplicatively combine this with a predetermined coefficient Phi_1 to form a product, to additively combine the product with the static pitch angle Phi_0 to form a total pitch angle Phi and to adjust the angular position of the optical axis 18 as a function of the total pitch angle Phi by controlling the pitch angle actuator motor 30.

[0028] For the invention, it is theoretically sufficient if the MEMS acceleration sensor 22 is an acceleration sensor that detects accelerations around two mutually perpendicular axes. In practice, however, it is preferable to use a MEMS acceleration sensor 22 that detects accelerations in three mutually perpendicular spatial directions. Such a MEMS acceleration sensor 22 can be installed in the control unit 28 with any orientation, and the longitudinal accelerations and, if applicable, also the lateral accelerations detected with it can then be calculated from the measured values ​​using a 3D rotation matrix.

[0029] Fig. Figure 2 shows a relationship between low-pass filtered pitch angles, plotted on the ordinate, and longitudinal accelerations, plotted on the abscissa. This relationship was recorded during test runs. Obviously, the relationship can be modeled by a low-order polynomial, with a linear relationship shown here. Conducting the test runs with varying lateral accelerations yields a similar relationship between the lateral accelerations and the resulting roll angles.

[0030] From these observations, a calculation model for the pitch angles and the roll angles can be formulated as a linear system of equations: Pitch angle: Phi_0 + Phi_1 * ax Roll angle:Theta=Theta_0+Theta_1*ay

[0031] The inventor has recognized that the accuracy of this simple calculation model is sufficient for the purposes of dynamic headlight range control (vertical, pitch angle Phi) and, if necessary, a supplementary horizontal adjustment (roll angle Theta) and can be used directly to feed existing adjustment algorithms of angular position controls of optical axes 18 of headlights 10.

[0032] The calculation model is based on four coefficients: Theta_0 and Theta_1 for the pitch angle Theta, and Phi_0 and Phi_1 for the roll angle. The coefficients Phi_0 and Theta_0 represent the static pitch and roll angles.

[0033] The coefficients Phi_1 and Theta_1 represent the pitch and roll angle changes that occur during driving as a result of longitudinal accelerations ax and lateral accelerations ay. These accelerations can be caused by gravity in conjunction with changes in the longitudinal and / or transverse gradient of the road surface or by the propulsion influences of the vehicle.

[0034] These coefficients depend on the design of the vehicle's chassis and can be defined as parameters characteristic of a specific chassis (a specific vehicle suspension). These two parameters can also be determined from information collected during driving and continuously updated over the vehicle's lifetime to monitor the aging condition and ensure timely maintenance or repair of the suspension system.

[0035] It is understood that the accuracy of the computational model can be increased by considering higher orders that represent quadratic and cubic contributions.

[0036] Another way to improve accuracy is to use a six-axis sensor comprising a three-axis gyroscope and a three-axis accelerometer. Gyroscopes measure angular velocities. Accelerometers measure linear accelerations along one or more axes. For example, the determination of the total pitch and roll angle can be improved by fusing the data with gyroscope outputs. The data fusion process is preferably performed using a complementary filter, combining the accurate high-frequency information provided by the gyroscope with the accurate lower-frequency components of the total pitch and roll angles provided by an accelerometer, as described above.

[0037] Integrating the gyroscope output allows for the determination of changes in the sensor's orientation. However, due to sensor bias errors, the orientation determined in this way is subject to an error that grows infinitely over time. The accelerometer only allows for a determination of the sensor's orientation, which is subject to considerable noise. This is especially true for dynamic driving situations. However, the orientation error remains limited and does not grow infinitely over time. The idea behind the complementary filter is to combine slowly changing signals from the accelerometer with rapidly changing signals from a gyroscope.

[0038] Accelerometers enable the determination of orientation under static conditions. Gyroscopes enable the determination of orientation under dynamic conditions. Advantageously, the accelerometer signals are low-pass filtered, and the gyroscope signals are high-pass filtered. The filtered signals are then combined. The frequency responses of the high-pass filtering and the low-pass filtering add up to 1 at all frequencies, so that the combined signal is either high-pass filtered or low-pass filtered at all times. In a preferred embodiment, a complementary filter is used to combine the information obtained from the suspension model. This enables an even better determination of the angles.

[0039] Fig. 3 shows an embodiment of a headlight as shown in the Fig. 1, with an additional roll angle actuator to compensate for changes in the roll angle position of the optical axis of the headlight 10.

[0040] As already explained, the angular position of the optical axis 18 depends on a static roll angle Theta_0, which results when the motor vehicle is stationary on a roadway or moving straight ahead on the roadway at a constant speed. The static roll angle Theta_0 is determined from signals from at least one MEMS acceleration sensor 22. The headlight 10 has a roll angle actuator 32 configured to adjust the optical axis 18 of the light module 16. The control unit 28 is configured to determine a lateral acceleration ay of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS acceleration sensor 22. The lateral acceleration of the motor vehicle is multiplicatively linked with a predetermined coefficient Theta_1 to form a product. The product is additively linked with the static roll angle Theta_0 to form a total roll angle Theta.The angular position of the optical axis 18 is adjusted depending on the total roll angle Theta thus formed.

[0041] The roll angle actuator 32 is mechanically coupled to the light module 16 and configured to adjust a roll angle position of the optical axis 18. For this purpose, the roll angle actuator 32 is configured, in particular, to rotate the light module 16 about an optical axis 18 of the light module 16.

[0042] Fig. 4 shows an embodiment of a device 20, which is characterized in that it has a bus connection 34 to a further headlight 36, and that the MEMS acceleration sensor 22 is connected via the bus connection 34 to a further control unit 38, which is a component of the further headlight 36.

[0043] The additional control unit 38 of the additional headlight 36 is configured to process longitudinal accelerations ax of the motor vehicle detected by the MEMS acceleration sensor 22 as if they had been detected by a separate MEMS acceleration sensor arranged in the additional headlight 36. In other words, the additional control unit 38 is configured to multiplicatively combine the detected longitudinal accelerations with the coefficients to form a product, to additively combine the product with the static pitch angle to form a total pitch angle, and to adjust the angular position as a function of the total pitch angle by controlling an additional pitch angle actuator motor 40.With regard to the roll angle, the further control unit 38 is further configured to multiplicatively combine a lateral acceleration ay of the motor vehicle detected by the MEMS acceleration sensor 22 with a predetermined coefficient Theta_1 to form a product, to additively combine the product with the static roll angle Theta_0 to form a total roll angle Theta, and to adjust the angular position of the optical axis 18 as a function of the total roll angle by controlling a further roll angle actuator motor 42, which is a component of the further headlight 36.

[0044] In a preferred alternative, the total pitch angle and the total roll angle are calculated by the control unit 28 and transferred to the additional control unit 38. Technically, this is better than transferring the raw data to the control unit because, with the more advantageous approach, less information needs to be transferred and the additional control unit 38 needs to perform fewer complex operations.

[0045] Fig. 5 shows an embodiment of a method according to the invention for adjusting an angular position of an optical axis of a motor vehicle headlight, wherein the angular position is dependent on a static pitch angle. In a first step 100, the static pitch angle is determined from signals from at least one MEMS acceleration sensor 22. In a second step 102, a longitudinal acceleration ax of the motor vehicle is detected by the MEMS acceleration sensor 22 and, in a third step 104, multiplicatively linked to a predetermined coefficient Phi_1, which is characteristic of the chassis, to form a product. In a fourth step 106, the product is additively linked to the static pitch angle Phi_0 to form a total pitch angle. In a fifth step 108, the angular position of the optical axis 18 is adjusted as a function of the total pitch angle Phi by controlling the pitch angle actuator motor 30 in a correspondingly compensating manner.

[0046] Fig. 6 shows a flowchart as an exemplary embodiment of a method according to the invention, which additionally compensates for dependencies of the angular position of the optical axis on a roll angle. In a first step 200, the static roll angle Theta_0 is determined from signals of the at least one MEMS acceleration sensor 22. In a second step 202, a lateral acceleration ay of the motor vehicle is detected using the MEMS acceleration sensor 22. In a third step 204, the detected lateral acceleration ay is multiplicatively linked with a predetermined coefficient Theta_1 to form a product. In a fourth step 206, the product is additively linked with the static roll angle Theta_0 to form a total roll angle Theta. In a fifth step 208, the angular position of the optical axis 18 is adjusted as a function of the total roll angle Theta by appropriately controlling the roll angle actuator motor 32.

Claims

[1] Device (20) for adjusting an angular position of an optical axis (18) of a headlight (10) of a motor vehicle, wherein the angular position is dependent on a static pitch angle of the motor vehicle, which results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed, and wherein the static pitch angle is determined from signals from at least one MEMS acceleration sensor (22), characterized bythat the MEMS acceleration sensor (22) is a component of a control unit (28) of the headlight (10), wherein the headlight (10) has at least one light module (16) having the optical axis (18) of the headlight (10) and a pitch angle servomotor (30) configured to adjust the angular position of the optical axis (18), and wherein the control unit (28) is configured to determine a longitudinal acceleration of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS acceleration sensor (22) and to multiplicatively combine this with a predetermined coefficient to form a product, to additively combine the product with the static pitch angle to form a total pitch angle, and to adjust the angular position of the optical axis (18) as a function of the total pitch angle by controlling the pitch angle servomotor (30), wherein a six-axis sensor is provided,which has a three-axis gyroscope and a three-axis linear acceleration sensor, wherein the gyroscope is designed and configured to measure angular velocities and the linear acceleration sensor is designed and configured to measure linear accelerations, wherein the device (20) is designed and configured for low-pass filtering the acceleration sensor signals and for high-pass filtering the gyroscope signals. [2] Device (20) according to claim 1, characterized by that the pitch angle adjustment motor (30) is mechanically coupled to the light module (16) and is designed to adjust a pitch angle position of the optical axis (18). [3] Device (20) according to claim 1 or 2, characterized bythat the angular position is dependent on a static roll angle which results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed, and wherein the static roll angle is determined from signals from at least one MEMS acceleration sensor (22), and wherein the headlight (10) has a roll angle actuator (32) configured to adjust the optical axis (18) of the light module (16), and wherein the control unit (28) is configured to determine a lateral acceleration of the motor vehicle from an acceleration of the motor vehicle detected by the MEMS acceleration sensor (22),and wherein a lateral acceleration of the motor vehicle is multiplicatively linked to a product with a predetermined coefficient, and wherein the product is additively linked to the static roll angle to form a total roll angle, and wherein the angular position of the optical axis (18) is adjusted as a function of the total roll angle. [4] Device (20) according to claim 3, characterized by that the roll angle adjustment motor (32) is mechanically coupled to the light module (16) and is designed to adjust a roll angle position of the optical axis (18). [5] Device (20) according to one of the preceding claims, characterized bythat the device (20) has a bus connection (34) to a further headlight (36), and that the MEMS acceleration sensor (22) is connected via the bus connection (34) to a control unit (38) of the further headlight (36), wherein the control unit (38) of the further headlight (36) is configured to multiplicatively combine longitudinal accelerations of the motor vehicle detected by the MEMS acceleration sensor (22) with a predetermined coefficient to form a product, to additively combine the product with the static pitch angle to form a total pitch angle, and to adjust the angular position as a function of the total pitch angle by controlling a further pitch angle actuator motor (40), and is further configured to multiplicatively combine a lateral acceleration of the motor vehicle detected by the MEMS acceleration sensor (22) with a predetermined coefficient to form a product,to combine the product additively with the static roll angle to form a total roll angle and to adjust the angular position of the optical axis (18) as a function of the total roll angle by controlling a further roll angle actuator motor (42). [6] Device (20) according to one of claims 1 to 5, characterized by that the acceleration sensor is an acceleration sensor that detects accelerations around two mutually perpendicular axes. [7] Device (20) according to claim 6, characterized by that the control unit is designed to convert the accelerations detected by the acceleration sensor around the two mutually perpendicular spatial directions into lateral accelerations and longitudinal accelerations of the motor vehicle. [8] Device (20) according to one of claims 1 to 5, characterized by that the acceleration sensor is an acceleration sensor that detects accelerations in three mutually perpendicular spatial directions. [9] Method for adjusting an angular position of an optical axis of a motor vehicle headlight, wherein the angular position is dependent on a static pitch angle which results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed, and wherein the static pitch angle is determined from signals from at least one MEMS acceleration sensor, characterized bythat a longitudinal acceleration of the motor vehicle is detected with the MEMS acceleration sensor and multiplicatively linked with a predetermined coefficient to form a product and that the product is additively linked with the static pitch angle to form a total pitch angle and that the angular position is adjusted as a function of the total pitch angle, wherein a six-axis sensor is used which has a three-axis gyroscope and a three-axis linear acceleration sensor, wherein the gyroscope measures angular velocities and wherein the linear acceleration sensor measures linear accelerations, wherein the signals of the linear acceleration sensor are low-pass filtered and wherein the gyroscope signals are high-pass filtered. [10] Method according to claim 9, characterized bythat the angular position is additionally dependent on a static roll angle which results when the motor vehicle is stationary on a roadway or is moving straight ahead on the roadway at a constant speed, and wherein the static roll angle is determined from signals from the at least one MEMS acceleration sensor, and wherein a lateral acceleration of the motor vehicle is detected by the MEMS acceleration sensor and multiplicatively linked to a product with a predetermined coefficient, and that the product is additively linked to the static roll angle to form a total roll angle, and that the angular position is adjusted as a function of the total roll angle.

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