Method for reducing wheel torque superelevation depending on the driving situation

Abstract

Method for reducing a wheel torque increase (33) depending on the driving situation due to an adjustment of the speed (34) of a speed (n) of an engine (4) of a motor vehicle (1) during at least a semi-automatic gear change (9) of a vehicle transmission (8) of the motor vehicle (1), wherein the method comprises the following steps: - Determining (S1) a time (19) of an impending at least semi-automatic gear change (9) from a first gear (10) to a second gear (11) of the vehicle transmission (8), wherein the first gear (10) is lower than the second gear (11); - Determine (S3) at least one driving situation information (20) that describes a driving situation of the motor vehicle (1); - Determining (S4) a control command (30) for the determined pending gear change (9) by applying a control command determination criterion (29) to the determined at least one driving situation information (20), wherein when controlling the motor vehicle (1) according to the control command (30) the wheel torque increase (33), which occurs due to the speed adjustment (34) of the speed (n) of the engine (4) during the determined pending gear change (9), is reduced by at least one wheel torque difference value (35), wherein wheel torque increase is defined as a temporarily occurring peak in a time course of a wheel torque (RM1, RM2) of at least one wheel of the motor vehicle (1); - Steering (S5) of the motor vehicle (1) according to the specified steering command (30) during the gear change (9) at the determined time (19); wherein (a) the control command (30) includes a clutch control signal (32) for a clutch (6) of the motor vehicle (1) and, when the clutch (6) is controlled according to the clutch control signal (32), a clutch torque value (40) of the clutch (6) is set, the control command (30) being executed in particular for a minimum duration; and / or (b) the control command (30) includes an engine control signal (31) for the engine (4) of the motor vehicle (1) and, when the engine (4) is controlled according to the engine control signal (31), an engine torque (MM1, MM2) of the engine (4) is reduced by an engine torque difference value (36) from a current engine torque value (37) to a target engine torque value (38) and the control command (30) is executed for a minimum duration; and / or (c) before determining at least one driving situation information (20) it is checked (S2) whether a current driving mode (17) of the motor vehicle (1) allows the motor vehicle (1) to be controlled in accordance with a control command (30) not stored in the driving mode (17) and only if this is the case, the further procedural steps are carried out.

Description

[0001] The invention relates to a method for reducing an excessive wheel torque as a function of the driving situation due to a speed adjustment of a speed of an engine of a motor vehicle during an at least partially automatic gear change of a vehicle transmission of the motor vehicle, and to a motor vehicle which is designed to carry out such a method.

[0002] During dynamic driving, such as on a race track, a motor vehicle driver should be provided with maximum driving force to propel the vehicle forward. Therefore, the motor vehicle should provide the maximum possible wheel torque. However, during dynamic driving or during race track operation, it may be the case that a single wheel or multiple wheels of the motor vehicle spin while cornering, thus operating at the traction limit of the respective wheel.The traction limit refers to a maximum drive force at which even a greater wheel torque conversion no longer allows the vehicle to move forward. Due to a limited friction force resulting from the normal force of the respective wheel perpendicular to the road surface and a friction coefficient of the road surface, the transmission of the drive torque required for forward movement is no longer possible. The traction limit thus limits the forces acting in the drive system of the vehicle. However, the traction limit should not be exceeded, especially not due to ongoing functional processes of an engine and / or vehicle transmission.

[0003] DE 10 2017 203 847 A1 shows a method for slip control of a vehicle, wherein a starting value, which depends on a determined actual drive torque and from which the slip control of the vehicle starts, is set to a minimum torque which is greater than the starting value, depending on a detection of an operating state of the vehicle.

[0004] DE 10 2010 035 806 A1 discloses an engine control system comprising a derivative module and a slippage mitigation module. The derivative module determines a mathematical derivative of a rotational speed of a driven wheel of a motor vehicle, and if the mathematical derivative is negative of a predetermined deceleration, the slippage mitigation module deactivates regenerative braking performed by one or more electric motors and / or increases an axle torque request and / or unlocks a torque converter.

[0005] DE 11 2017 003 392 T5 discloses a control unit for estimating traction. The control unit comprises a monitoring module that monitors torque values, a determination module that uses empirical data during a trip to determine a maximum torque value that quantifies the torque immediately before wheel slip, a prediction module that predicts a traction threshold based on the maximum torque value, and a control module that outputs a signal indicating the traction threshold.

[0006] US 5,628,378 A discloses a traction control device for a vehicle for reducing drive torque to a drive wheel in response to detecting an excessive slip tendency of the drive wheel during vehicle acceleration. In the traction control device, a shift movement of the automatic transmission is predicted by a shift prediction device based on operating parameters of the power source and a shift characteristic of the automatic transmission.

[0007] DE 10 2019 219 986 A1 discloses a method for controlling an automatic transmission of a vehicle. For this purpose, a road surface condition is predictively determined on a road section ahead of the vehicle, and gear selection is controlled taking the predictively determined road surface condition into account.

[0008] DE 698 22 679 T2 shows a method for controlling a vehicle in which, at the beginning of an inertia phase, a reduction control of an input torque is completed by an input torque reduction step.

[0009] DE 10 2006 024 277 A1 shows a method and a device for controlling an automated manual transmission.

[0010] It is the object of the invention to provide a solution by means of which an excessive wheel torque can be reduced in advance when shifting up a vehicle transmission of the motor vehicle.

[0011] The problem is solved by the subject matter of the independent patent claim. The problem is also solved by the subject matter of the subordinate patent claim. Possible embodiments of the invention are specified in the dependent claims, the following description, and the figures.

[0012] A first aspect of the invention relates to the method according to the invention. The method aims to reduce excessive wheel torque depending on the driving situation. The excessive wheel torque occurs during a speed adjustment of a motor vehicle engine, specifically whenever an at least partially automatic gear change of a vehicle transmission of the motor vehicle occurs. In particular, the excessive wheel torque always occurs when an at least partially automatic upshift of the vehicle transmission of the motor vehicle occurs.

[0013] Wheel torque excess is a temporarily occurring peak in the temporal progression of a wheel torque of at least one wheel of the motor vehicle. The peak can be understood as a local summit or local peak in a graph of wheel torque against time. The wheel torque excess thus represents an increased value range in the temporal progression of the wheel torque, which is increased compared to an expected temporal development of the wheel torque. When a gear of the vehicle transmission is shifted up, an increase in wheel torque is expected during the gear change, at least for a period of time during the speed adjustment, in order to ultimately be adjusted from a wheel torque level of an original gear to a different wheel torque level of a comparatively higher gear.In this transition zone during gear changing, the engine speed is adjusted from the speed of the original gear to a different speed of the comparatively higher gear, caused, among other things, by the motor vehicle's engine torque, leading to a noticeable temporary increase in the wheel torque value, i.e., wheel torque excess. Due to the temporary wheel torque excess, a loss of traction of the tires, i.e., one or more wheels, of the vehicle can occur, particularly when cornering. Loss of traction here is understood as a loss of contact, as can occur, for example, when slippage occurs on at least one wheel of the vehicle. Loss of traction occurs, for example, when at least one of the vehicle's wheels spins.If a loss of traction occurs, the driving force in one direction of travel of the motor vehicle is reduced, which is undesirable. For this reason, loss of traction should always be avoided. The reduction of the wheel torque increase provided by the invention achieves precisely this. Specifically, it can be ensured, for example, that no wheel of the motor vehicle spins when cornering. The method according to the invention thus prevents at least one wheel of the motor vehicle from spinning.

[0014] The invention is based on the finding that the rotational energy of the motor is utilized to reduce the wheel torque increase. The rotational energy of the motor should be able to exert a varying influence on the wheel torque depending on the situation, for example, by controlling and / or activating the motor differently depending on the situation. This can maintain traction. Furthermore, the aim is to reduce an increase in the acceleration of the motor vehicle that occurs during gear shifts by utilizing the rotational energy of the motor vehicle's engine.

[0015] The situation-dependent exploitation of mass inertia is possible by continuously recording and evaluating the vehicle's driving situation in order to be able to counteract, for example, an impending loss of traction at a particularly early stage and preferably before the loss of traction of at least one wheel of the vehicle occurs. This is achieved by at least partially reducing the wheel torque increase during gear changes.

[0016] The method according to the invention comprises the following steps: First, a time of an upcoming at least partially automatic gear change from a first gear to a second gear of the vehicle transmission is determined, wherein the first gear is lower than the second gear. Thus, it is first determined when an upshift of the motor vehicle is expected to occur. In this case, either a manual activation of the partially automatic gear change by a driver of the motor vehicle can be recorded and evaluated. Alternatively or additionally, the time can be determined based on a regulation stored in the motor vehicle, an algorithm stored in the motor vehicle and / or a shift point determination stored in the motor vehicle, which, for example, comprise information about the operating situation of the engine in which an automatic upshift of the motor vehicle occurs.In the first step, the gear shift from first gear to the deviating second gear of the vehicle transmission has not yet been performed or started. Instead, a point in time in a future, preferably close to the present, is determined at which the at least partially automatic gear shift is expected to take place. A near future is understood to be a time period from the present, for example, from a few milliseconds to one minute, preferably from one to five seconds.

[0017] The first gear within the meaning of the invention can be any gear of the vehicle transmission between the lowest gear and the gear before the highest gear of the vehicle transmission. The second gear is any gear above the first gear. For example, if the vehicle transmission has six gears, the first gear can be what is colloquially referred to as the third gear, and the second gear can be what is colloquially referred to as the fourth gear of the vehicle transmission. Alternatively, the first gear can be referred to as an original gear and the second gear as a higher gear than the original gear.

[0018] In a next method step, at least one piece of driving situation information is determined that describes a driving situation of the motor vehicle. The driving situation information relates to the motor vehicle itself. It therefore does not include any information that, for example, concerns other road users in the vicinity of the motor vehicle. As at least one piece of traffic information, for example, a lateral acceleration of the motor vehicle can be determined using a corresponding sensor in the motor vehicle. The lateral acceleration contains, for example, information about whether the motor vehicle is currently at the beginning of a bend or is still bending. Information within the meaning of the invention refers to data that describe at least one detail relating to the driving situation. Preferably, several pieces of driving situation information are determined.

[0019] For example, based on the determined time and the driving situation information, it can be detected that an automatically pending gear change from, for example, the third gear of the motor vehicle (which can be referred to as first gear) to the fourth gear of the motor vehicle (which can be referred to as second gear), and thus from the lower first gear to the relatively higher second gear, is pending during, for example, the currently beginning cornering.

[0020] In a further method step, a control command is determined for the determined upcoming gear change. This determination is made by applying a control command determination criterion to the determined at least one piece of driving situation information. The at least one piece of driving situation information is therefore evaluated taking into account at least one rule and / or algorithm stored in the motor vehicle and containing details on how a suitable control command for controlling or actuating the motor vehicle can be generated. When controlling or actuating the motor vehicle in accordance with the control command, the wheel torque excess that occurs due to the speed adjustment of the engine speed during the determined upcoming gear change is reduced by at least one wheel torque difference value.The control command is thus generated by applying the control command determination criterion in such a way that when the control command is applied in the motor vehicle, the wheel torque increase is reduced at least by the wheel torque difference value, which is stored, for example, as a predetermined value in the control command determination criterion and is dependent on the determined driving situation information.

[0021] The control command can, for example, provide for a reduction in engine torque, which leads to a reduction in the wheel torque excess. By reducing the wheel torque excess by the wheel torque difference value, it is ensured that no loss of traction occurs during an at least partially automatic upshift of the vehicle transmission while cornering, thus counteracting the potential for at least one wheel to spin and the occurrence of slippage.

[0022] For example, if the driving situation information determines that the vehicle is traveling on a straight stretch of road or in a curve with a large curve radius that exceeds a limit curve radius, a wheel torque difference value of, for example, 0 can be selected. This specification can be included in the control command determination criterion. In these situations, which can be detected, for example, based on lateral acceleration, the wheel torque increase that occurs during gear changes is typically unproblematic, for example, for wheel traction.

[0023] Thus, depending on the driving situation in which the gear change will take place, the control command is determined, which ultimately aims to reduce the wheel torque increase by the specified wheel torque difference value. The driving situation is differentiated at least between driving on a straight stretch of road and cornering.

[0024] In a further method step, the motor vehicle is controlled according to the specific control command during the gear change at the determined time. The specific control command is therefore actually carried out by controlling or actuating the motor vehicle, for example its engine, according to the control command. Ultimately, when cornering, reducing the wheel torque excess by a wheel torque difference greater than zero reduces the acceleration excess, i.e., the temporarily increased acceleration of the motor vehicle due to the engine's mass inertia, thus enabling more stable driving overall, primarily because wheel spin is prevented.

[0025] Above all, because the time of the at least partially automatic gear change is determined before the gear is shifted up, and thus the driving situation information can be determined and evaluated at an early stage, the reduction of the wheel torque increase is initiated in a proactive and, above all, early manner if necessary.

[0026] The determination of the time and the at least one piece of driving situation information, and the determination of the control command, can each be carried out by means of an evaluation device in the motor vehicle. Controlling the motor vehicle according to the determined control command can be carried out by means of a control device of the motor vehicle.

[0027] The invention provides that the control command comprises an engine control signal for the motor vehicle's engine. When the engine is controlled according to the engine control signal, the engine torque is reduced by an engine torque difference value from a current engine torque value to a target engine torque value. Preferably, the target engine torque deviates from the current engine torque value, so that ultimately a smaller engine torque is set at the engine compared to the current engine torque, which is quantified by the current engine torque value. The target engine torque value quantifies the desired engine torque, which is set by controlling the engine according to the engine control signal and can therefore be referred to as the target engine torque.By reducing the engine torque value during gear changes, the wheel torque increase can ultimately be reduced. Depending on the selected reduction in the current engine torque value, a correspondingly greater reduction in the wheel torque increase can be observed. However, if only a comparatively small engine torque difference value is selected, only a comparatively small reduction in the wheel torque increase occurs. Depending on the size of the engine torque difference value, a greater or smaller reduction in the wheel torque increase is therefore implemented. Ultimately, the wheel torque increase can be easily counteracted by appropriately controlling or activating the motor. The control command is executed for a minimum period of time.

[0028] Alternatively or additionally, the invention provides that the control command comprises a clutch control signal for a clutch of the motor vehicle, and when controlling the clutch according to the clutch control signal, a clutch torque value of the clutch is set. The clutch torque value describes a clutch torque of the clutch. Thus, for example, a current clutch torque value can be changed to a target clutch torque value. Preferably, the target clutch torque value differs from the current clutch torque value, which describes a current clutch torque of the clutch. This is particularly useful when changing gears while cornering in order to reduce the wheel torque excess as desired.

[0029] In this case, a drive shaft of the engine is preferably coupled to a transmission shaft of the vehicle transmission by means of the clutch, wherein coupling the drive shaft of the engine to the transmission shaft of the vehicle transmission means that the drive shaft can be coupled to the transmission shaft in a torque-transmitting manner, whereby, for example, the torque provided by the drive shaft of the engine can be transmitted to the transmission shaft of the vehicle transmission. This allows the transmission shaft to be driven. The clutch can be switched between an open state and a closed state. In the open state, the two shafts are decoupled from one another, and in the closed state they are coupled to one another. In the open state, therefore, no torque can be transmitted between the drive shaft and the transmission shaft, for example.When closed, these are connected to each other in such a torque-transmitting manner that a torque greater than zero can be transmitted between the drive shaft and the transmission shaft.

[0030] A total of at least two types of control or actuation processes are provided within the motor vehicle to reduce the wheel torque excess: controlling the engine according to the engine control signal and / or controlling the clutch of the motor vehicle according to the clutch control signal by means of the control device. Alternatively, an engine control unit of the engine can be controlled according to the engine control signal and / or a clutch control unit of the clutch can be controlled according to the clutch control signal by means of the control device. The engine control unit then controls the engine according to the engine control signal and / or the clutch control unit controls the clutch according to the clutch control signal.

[0031] The invention provides, in particular, that the control command is executed over a minimum period of time and, in particular, comprises a plurality of time-varying engine control signals and / or clutch control signals. The minimum period of time is, for example, a period of the at least partially automatic gear change. However, the minimum period of time can alternatively be selected to be longer than the period of the pending gear change. The control command can therefore be variable over time and preferably transition smoothly into further control commands of the motor vehicle provided before and / or after the gear change. For example, a continuous increase in the engine torque difference value can initially be provided, which in turn continuously decreases at the end of the gear change so that there is no abrupt change in engine torque. A change in the clutch torque can be varied analogously.This will ultimately result in comfortable use of the motor vehicle while controlling the motor vehicle according to the control command.

[0032] Alternatively or additionally, the invention is characterized in that, before determining the at least one item of driving situation information, it is checked whether a current driving mode of the motor vehicle permits the control of the motor vehicle according to a control command not stored in the driving mode. Only if this is the case are the method steps described above, which occur after determining the time at which the semi-automatic gear change is due, performed. The driving mode can be, for example, a comfort mode, a dynamic driving mode, such as a sport mode, and / or a resource-saving driving mode, such as a driving mode referred to as an ecological driving mode.

[0033] It may be the case that one or more driving modes are provided in the motor vehicle, each of which contains specific control and / or actuation specifications for the motor vehicle and which, for example, explicitly do not permit a temporary reduction in engine torque and / or adjustment of the clutch torque. If this is the case, i.e., the current driving mode of the motor vehicle does not permit control of the motor vehicle according to the control command determined within the framework of the method according to the invention, the further method steps are not carried out at all, since ultimately, control of the motor vehicle according to the specific control command during the determined gear change is not possible due to the activated driving mode in the motor vehicle.

[0034] However, if it is determined in this method step that, for example, a specific driving mode is currently activated in the motor vehicle, this driving mode nevertheless allows temporary control of the motor vehicle according to a determined alternative control command, such as can be provided, for example, by the method according to the invention, this is determined, and the further method steps—that is, determining the driving situation information, determining the control command, and controlling the motor vehicle according to the determined control command—are then actually carried out. This makes the method according to the invention particularly resource-efficient, since no control command that cannot be executed due to the activated driving mode is determined.

[0035] One exemplary embodiment provides that the driving situation described by the determined at least one item of driving situation information describes a current driving situation and / or predicts a future driving situation of the motor vehicle. The future driving situation describes the driving situation in a time interval that lasts from the current point in time to a future end point in time. The future end point in time is preferably only a few milliseconds up to, for example, a maximum of one minute in the future. The future driving situation can be predicted, for example, if the driving situation information is based on data from a navigation system of the motor vehicle, which has information about, for example, a road course on which the motor vehicle is currently traveling.Based on such driving situation information, an upcoming curve, for example, can be quickly and reliably detected and thus predicted. However, it can also be concluded from the current lateral acceleration, if it has increased, for example, within the last few milliseconds, that a curve is currently being negotiated and will continue in the future. In contrast, a particularly low current lateral acceleration value can be used to conclude that the vehicle is unlikely to be negotiating a curve either now or in the near future.

[0036] Ultimately, this makes it possible for the loss of traction of at least one wheel of the vehicle to occur without first, but rather for the appropriate control command to be determined in advance for the upcoming gear change.

[0037] Furthermore, one embodiment provides that the driving situation information is determined by applying a driving situation evaluation criterion to sensor data acquired by a sensor device of the motor vehicle. For example, an incline sensor of the motor vehicle can be provided as the sensor device of the motor vehicle, which determines whether the motor vehicle is traveling on a roadway with an uphill or downhill gradient. The driving situation information can include the uphill or downhill gradient determined by the incline sensor.

[0038] Alternatively or additionally, a driving resistance calculation can be carried out in the vehicle, based on the result of which the gradient or gradient of the road can be determined as driving situation information.

[0039] First, the sensor data is evaluated, for which the driving situation evaluation criterion is stored. This means that the vehicle contains regulations based on which the driving situation information can be obtained from the sensor data and thus determined. The driving situation evaluation criterion contains corresponding data, regulations, information, and / or algorithms for this purpose. Depending on the type of sensor data, a separate, specific driving situation evaluation criterion may be provided.

[0040] Alternatively or additionally, the driving situation information can be determined by applying the driving situation evaluation criterion to control data determined by a control device of a driver assistance system of the motor vehicle and / or another control unit of the motor vehicle. For example, an electronic stability program (ESP) can be provided as a driver assistance system in the motor vehicle. ESP is a system for counteracting skidding in curves by selectively braking individual wheels of the motor vehicle. An ESP control device contains information about whether, for example, the motor vehicle is currently negotiating a curve and is currently experiencing a loss of traction. The ESP control data can therefore contain the driving situation information.The driving situation evaluation criterion therefore contains corresponding provisions to be able to evaluate information about the driving situation of the motor vehicle at the current time and / or for a future time from the control data of the corresponding driver assistance system of the motor vehicle by means of corresponding forecast calculations.

[0041] Alternatively or additionally, an anti-skid control (ASR) can be provided in the motor vehicle as a driver assistance system, whereby the data from the ASR control device is suitable for being evaluated and taken into account as driving situation information.

[0042] The further control unit of the motor vehicle means, for example, a navigation system of the motor vehicle which, for example, has information about a curve radius of a curve traveled by the motor vehicle and / or an incline or a decline of a driving surface on which the motor vehicle is currently traveling, and provides this as control data for determining the at least one driving situation information.

[0043] An advantageous embodiment provides that the at least one item of driving situation information describes at least one of the following information: a lateral acceleration of the motor vehicle; an incline or a decline of a driving surface on which the motor vehicle is traveling; a ratio of a wheel speed of a first wheel of the motor vehicle compared to at least one second wheel of the motor vehicle that is different from the first wheel; a ratio of a wheel speed of the first wheel of the motor vehicle compared to the at least one second wheel of the motor vehicle that is different from the first wheel; a ratio of the wheel speed and / or the wheel speed to a vehicle speed; a steering angle of a steering wheel of the motor vehicle; a curve radius of a curve traveled by the motor vehicle;and / or a predetermined maximum wheel torque increase value provided by the control device of the driver assistance system and / or another control unit of the motor vehicle;

[0044] This allows various data to be taken into account, which ultimately can be used to describe the driving situation of the motor vehicle and thus determine driving situation information. Each of these pieces of information can be recorded using the motor vehicle's corresponding sensor devices. For example, the steering angle of the steering wheel can be determined using a steering angle sensor, the wheel speed of the wheel using a wheel speed sensor, and the gradient of the road surface using the vehicle's gradient sensor. Lateral acceleration can be recorded using a lateral acceleration sensor.Some of the aforementioned information can be provided alternatively or additionally by a control device of the driver assistance system, such as the specified maximum wheel torque excess value, but also, for example, the aforementioned relationships of the wheel speed and / or the wheel rotational speed of the individual wheels to one another. The specified maximum wheel torque excess value is, for example, a maximum value specified in the ESP or ASR for the wheel torque excess that can occur before the ESP or ASR intervenes to reduce the wheel torque. The wheel torque excess value is therefore a limit value for the wheel torque excess stored in the driver assistance system. Alternatively or additionally, the maximum wheel torque excess value can be determined by the driver assistance system and then provided by it.The specified maximum wheel torque increase value can alternatively or additionally be stored as a specified value in the control unit that is not assigned to the driver assistance systems ESP or ASR.

[0045] Ultimately, the information described is suitable for at least the difference between cornering and straight-ahead driving of the vehicle. This results in the two central driving situations in which either no reduction in the wheel torque excess is necessary or a significant reduction in the wheel torque excess should occur in order to maintain traction. Between these two driving situations there are numerous intermediate driving situations in which a reduction in the wheel torque excess can be provided, for example, between no reduction and a complete reduction. Ultimately, depending on the situation, any wheel torque difference value can be selected between zero (as the minimum value) and a maximum value corresponding to the wheel torque excess. Continuous interpolation is possible between the minimum value and the maximum value.

[0046] Furthermore, an exemplary embodiment of the invention provides that the at least one item of driving situation information is determined by applying a driving situation evaluation criterion to driving situation data provided by another vehicle and / or an external device in the motor vehicle. Information can be provided, for example via a communication link between the motor vehicle and the other vehicle and / or the motor vehicle and the external device, such as an external computing device, on the basis of which, for example, one of the aforementioned items of driving situation information can be provided. The external computing device can, for example, provide weather information on the basis of which, for example, it can be concluded that the road surface is slippery due to wetness after a rainfall event.This road surface condition can be taken into account by the control command determination criterion, so that, using it, a control command is determined that, for example, provides for a speed reduction at the time of the gear change. Slippery road surfaces due to wetness or other weather-related influences on the road surface, such as snow or black ice, can alternatively be determined using the vehicle's sensor system, for example, a front camera.

[0047] The driving situation evaluation criterion contains data, information, regulations, and / or algorithms that can be used to evaluate the driving situation data from the other vehicle and / or the external device and ultimately assess the driving situation of the motor vehicle. For example, navigation data and / or road course data recorded by a sensor device of the other vehicle can be transmitted from a preceding vehicle to the motor vehicle and thus made available to it as driving situation data. This contributes to a reliable determination of the driving situation.

[0048] The communication connection to the other vehicle and / or the external device can be configured as a vehicle-to-vehicle or vehicle-to-infrastructure connection. The communication connection can be provided as a wireless connection, for example via a wireless local area network (WLAN), a Bluetooth connection, and / or a mobile data network, for example based on the Long Term Evolution (LTE), Long Term Evolution Advanced (LTE-A), or Fifth Generation (5G) mobile communications standard.

[0049] A further aspect of the invention relates to the motor vehicle according to the invention. This has at least one control device. The motor vehicle preferably has an evaluation device, which can, for example, be integrated into the control device or spatially separated from it. The motor vehicle is designed to carry out the method according to the invention, as described above. The invention also includes developments of the motor vehicle according to the invention that have features as already described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the motor vehicle according to the invention are not described again here.

[0050] If the driving situation data are provided by the other vehicle and / or the external devices, the motor vehicle is designed to carry out all the procedural steps prescribed in the motor vehicle itself, i.e., among other things, the application of the driving situation evaluation criterion to the received driving situation data in order to determine the driving situation information in the motor vehicle itself.

[0051] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

[0052] The invention also includes the control device for the motor vehicle. The control device can have a data processing device or a processor device configured to carry out an embodiment of the method according to the invention. For this purpose, the processor device can have at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor). Furthermore, the processor device can have program code configured to carry out the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device.

[0053] The invention also encompasses combinations of the features of the described embodiments. The invention therefore also encompasses implementations that each comprise a combination of the features of several of the described embodiments, unless the embodiments are described as mutually exclusive.

[0054] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 a schematic representation of a motor vehicle, Fig. 2 shows a schematic representation of a signal flow graph of a method for reducing an excessive wheel torque, Fig. 3 a schematic representation of a curve of an acceleration, a speed, a wheel torque and an engine torque of a motor vehicle during a gear change of a vehicle transmission of the motor vehicle, and Fig. 4 a schematic representation of a control command for reducing an excess wheel torque.

[0055] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be considered independently of one another, each of which also develops the invention independently of one another. Therefore, the disclosure is intended to encompass combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0056] In the figures, the same reference symbols designate elements with the same function.

[0057] In Fig. 1 shows a motor vehicle 1. The motor vehicle 1 has a control device 2 and an evaluation device 3. The evaluation device 3 can alternatively be integrated into the control device 2. The control device 2 is designed to control and / or actuate the motor vehicle 1. The evaluation device 3 is designed to perform individual evaluation steps of a method according to the invention.

[0058] The motor vehicle 1 has an engine 4 with an engine control unit 5 for controlling the engine 4. The motor vehicle 1 also has a clutch 6 with a clutch control unit 7, wherein the clutch control unit 7 is designed to control the clutch 6. The engine control unit 5 and / or the clutch control unit 7 can each be controlled by the control device 2.

[0059] Furthermore, the motor vehicle 1 has a vehicle transmission 8, by means of which a gear change 9 can be carried out. During the gear change 9, a change is made from a first gear 10 to a second gear 11 of the vehicle transmission 8, wherein the first gear 10 is lower than the second gear 11. The terms “first” and “second” do not refer to a number of the actual gear, but to arbitrary gears of the vehicle transmission 8. For example, the first gear 10 can be the gear colloquially described as second gear of the motor vehicle 1, and the second gear 11 can be, for example, the gear colloquially referred to as third, fourth, fifth or sixth gear. What is relevant is that the first gear 10 is lower than the second gear 11, so that the described gear change 9 involves an upshift from the current first gear 10 to the higher, second gear 11.

[0060] In addition, the motor vehicle 1 has two front wheels 12 and two rear wheels 13. With the help of the engine 4 and its interaction with the clutch 6 and the vehicle transmission 8, the motor vehicle 1 is ultimately operated by driving at least the front wheels 12 and / or the rear wheels 13 and thus observing a predetermined wheel torque RM1, RM2 at the front wheels 12 and / or the rear wheels 13 (see reference symbols RM1, RM2 in Fig. 3).

[0061] The motor vehicle 1 comprises a sensor device 14, a control device 15 of a driver assistance system, a further control unit 16, which is designed here as a control unit 16 of a navigation system of the motor vehicle 1, a driving mode 17, and a communication interface 18. The driving mode 17 is a driving mode 17 currently activated in the motor vehicle 1, by means of which, for example, the engine 4 and / or the clutch 6 and / or the vehicle transmission 8 of the motor vehicle 1 are controlled or actuated. Within the scope of the activated driving mode 17, the gear change 9, for example, can be carried out automatically or at least partially automatically.

[0062] The sensor device 14 is designed, for example, to detect a lateral acceleration of the motor vehicle 1, to detect an incline of a road surface on which the motor vehicle 1 is traveling, to detect the wheel speed of individual front wheels 12 and / or rear wheels 13, to detect a wheel rotational speed of individual front wheels 12 and / or rear wheels 13, and / or to detect a steering angle of a steering wheel of the motor vehicle 1. The control device 15 of the driver assistance system is, for example, a control device 15 of an electronic stability program (ESP) and / or an anti-skid control (ASR). This can, for example, provide a predetermined maximum wheel torque RM1, RM2 and / or relate to individual pieces of information already mentioned.By means of the further control unit 16 of the motor vehicle 1, which is embodied here as a navigation system of the motor vehicle 1, for example, a curve radius of a curve traveled by the motor vehicle 1 and / or an incline and / or a decline of the road surface on which the motor vehicle 1 is traveling can be provided. Ultimately, the sensor device 14, the control device 15 of the driver assistance system, and the further control unit 16 of the motor vehicle 1 provide a wealth of information that can describe a driving situation of the motor vehicle 1.

[0063] In Fig. 2 is a method for reducing a wheel torque increase 33 depending on the driving situation (see reference numeral 33 in Fig. 3). The wheel torque increase 33 is due to a speed adjustment of a speed n (see reference symbol n in Fig. 3) of the engine 4 of the motor vehicle 1 during the at least partially automatic gear change 9 of the vehicle transmission 8 from the first gear 10 to the second gear 11.

[0064] In a first method step S1, a time 19 is determined at which the at least partially automatic gear change 9 from first gear 10 to second gear 11 is pending. It is therefore first detected whether an upshift of the vehicle transmission 8 is to be expected in a preferably near future, i.e. within the next milliseconds, seconds and / or the next minute, and whether the upshift is therefore pending. A partially automatic gear change 9 occurs, for example, whenever a user manually activates the gear change 9, for example by actuating a gear lever provided for this purpose in the motor vehicle 1. In this case, no clutch pedal is actuated in the motor vehicle 1, since typically no such clutch pedal designed for partially automatic gear changes 9 is provided in the motor vehicle 1.Preferably, the gear change 9 takes place fully automatically, i.e. the motor vehicle 1 determines itself when to shift up from the first gear 10 to the second gear 11 during the current journey of the motor vehicle 1.

[0065] In a next method step S2, a check is performed to determine whether the current driving mode 17 of the motor vehicle 1 permits control of the engine 4 and / or the clutch 6 of the motor vehicle 1 according to a control command 30 not stored in the driving mode 17. Only if this is the case does the method proceed to a method step S3. If the driving mode 17 does not permit control of the engine 4 and / or the clutch 6 according to a control command 30 not stored in the driving mode 17, either the method step S1 is performed again or the method is terminated in a method step S6.

[0066] In a method step S3, at least one item of driving situation information 20 is determined, which describes the driving situation of the motor vehicle 1. The driving situation information 20 can describe a current driving situation of the motor vehicle 1 and / or predict a future driving situation of the motor vehicle 1. The future driving situation of the motor vehicle 1 describes the driving situation of the motor vehicle 1 in a time interval that lasts from the current time to a future end time, wherein the future end time preferably lies after the determined time 19 of the gear change 9; particularly preferably, the future end time extends at least to the end of the gear change 9 beginning at the determined time 19.

[0067] The driving situation information 20 determined in method step S3 can, in principle, be determined in two different ways. Firstly, the driving situation information 20 can be determined from sensor data 21 and / or control data 22. The sensor data 21 are acquired by the sensor device 14, and the control data 22 are acquired by the control device 15 of the driver assistance system of the motor vehicle 1. A driving situation evaluation criterion 23, which includes corresponding evaluation rules for determining the driving situation information 20, is then applied to the sensor data 21 and / or the control data 22. Thus, for example, with the aid of the sensor device 14, which is designed to acquire the lateral acceleration of the motor vehicle 1, driving situation information 20 can be provided that contains details about the current lateral acceleration of the motor vehicle 1.However, alternatively or additionally, a maximum permissible wheel torque increase value for a current journey of the motor vehicle 1 can be provided by means of the ESP or the ASR as a driver assistance system, which is provided as corresponding driving situation information 20 by applying the driving situation evaluation criterion 23.

[0068] Alternatively or additionally, driving situation data 24 can be used to determine the driving situation information 20. This data can be provided in the motor vehicle 1 by another vehicle 26 and / or an external device 27, such as an external computing device arranged outside the motor vehicle 1. For this purpose, the another vehicle 26 and / or the external device 27 also has the communication interface 18, so that the driving situation data 24 can be transmitted to the motor vehicle 1 via a communication connection 28 between the communication interface 18 of the another vehicle 26 and the communication interface 18 of the motor vehicle 1 and / or via the communication connection 28 between the communication interface 18 of the external device 27 and the communication interface 18 of the motor vehicle 1.In the evaluation device 3, a driving situation evaluation criterion 25 can then be applied to the received driving situation data 24, and the driving situation information 20 can be determined. For this purpose, for example, information about a road course, i.e., for example, information about the gradient of the road surface and / or a curve radius of a curve in front of the motor vehicle 1, can be transmitted to the motor vehicle 1 and taken into account by the motor vehicle when determining the driving situation information 20. Ultimately, numerous data can be evaluated, based on which numerous information can be obtained, in particular regarding the current road course along which the motor vehicle 1 is traveling.

[0069] Additionally or alternatively, the future driving situation of the motor vehicle 1 can be predicted from the aforementioned data, with the driving situation evaluation criterion 23 and / or the driving situation assessment criterion 25 containing corresponding provisions for this purpose.

[0070] Furthermore, the control data 22 can be provided and taken into account by the additional control unit 16 of the motor vehicle 1, i.e., for example, the navigation system of the motor vehicle 1. In this case, the driving situation evaluation criterion 23 can also be applied, for example, to the control data 22 provided by the additional control unit 16 of the motor vehicle 1.

[0071] In a further method step S4, the control command 30 for the determined pending gear change 9 is determined. For this purpose, a control command determination criterion 29 is applied to the determined at least one driving situation information 20. When controlling or actuating the motor vehicle 1 according to the control command 30, the wheel torque increase 33 is increased by at least a wheel torque difference value 35 (see reference numeral 35 in Fig. 3) is reduced. For this purpose, the control command 30 has a motor control signal 31 and / or a clutch control signal 32.

[0072] In a final method step S5, the motor vehicle 1 is controlled according to the determined control command 30 during the gear change 9 at the determined time 19. The previously determined control command 30 is therefore executed during the execution of the at least partially automatic gear change 9 or fully automatic gear change 9 pending at the determined time 19, for example to control or actuate the engine 4 and / or to control or actuate the clutch 6.

[0073] The method steps S1 to S3 described here are preferably performed by the evaluation device 3 of the motor vehicle 1. Method step S5 is performed by the control device 2 of the motor vehicle 1. For this purpose, the control device 2 can, for example, provide corresponding control signals for the engine control unit 5 and / or the clutch control unit 7, so that, for example, the engine 4 is ultimately controlled by means of the engine control signal 31 and the clutch 6 is controlled according to the clutch control signal 32.

[0074] In Fig. 3 shows four different temporal progressions of individual, relevant physical quantities, which occur synchronously. Looking at the top of Fig. 3 shows first the time profile of an acceleration a of the motor vehicle 1, below it second the time profile of the speed n of the engine 4 of the motor vehicle 1 and below it third the time profile of a first exemplary engine torque MM1 of the engine 4, two clutch torques KM1, KM2 and a wheel torque RM1 of the motor vehicle 1 in the case of a dual clutch transmission as vehicle transmission 8. Below in Fig. Fourthly, Figure 3 shows an alternative example for the case of an automated manual transmission as a vehicle transmission 8 with the engine torque MM2, the clutch torque KM3, and the wheel torque RM2. The time is denoted by the letter t, with a temporal duration of the speed adjustment 34 during the gear change 9 comprising a time interval Δt. Before the gear change 9, the vehicle transmission 8 of the motor vehicle 1 is in first gear 10, whereas after the gear change 9, it is in second gear 11.

[0075] During the upshift, i.e. during gear change 9, there is a temporary increase in acceleration a, a reduction in speed n by the value Δn, i.e. a speed adaptation 34, as well as a change in engine torque MM1, MM2, clutch torque KM1, KM2, KM3 and wheel torque RM1, RM2.

[0076] In the individual diagrams for the speed n and the torques, several curves are sketched.

[0077] In the second diagram (n versus t), a dotted line depicts the speed n curve in first gear 10. The dot-dash line depicts the speed n curve in second gear 11. A solid line depicts the speed n curve actually observed in engine 4. Here, for example, it is clear that during gear shift 9, the speed adjustment 34 occurs from the speed level in first gear 10 (depicted by the dotted line) to the speed level in second gear 11 (depicted by the dot-dash line).

[0078] Furthermore, in the second diagram, an alternative curve of the rotational speed n during the gear change 9 is sketched with a dashed line, which is referred to below as alternative rotational speed curve 42.

[0079] The third diagram is examined in detail below: Here, the case of the dual-clutch transmission as vehicle transmission 8 is sketched in the area of ​​first gear 10. The dotted line represents the clutch torque KM1 in first gear 10, and the dot-dash line represents the clutch torque KM2 in second gear 11, to which the gearshift occurs. One of the solid lines shows the curve of the engine torque MM1 of the engine 4 of the motor vehicle 1. Another solid line shows the curve of the wheel torque RM1, which shows the wheel torque increase 33 in the area of ​​the speed adaptation 34. The level of the wheel torque RM1 relative to the level of the engine torque MM1 and the clutch torques KM1 and KM2 is not shown to scale here.

[0080] The dot-dash line for the clutch torque KM2 for second gear 11, which is switched to by gear change 9, shows an increase in the clutch torque KM2 to a current clutch torque value 40 in the time interval Δt. This can now be reduced by a clutch torque difference value 41 by applying the control command 30. For this purpose, the clutch torque KM2 is reduced from the dot-dash line to the dashed line, the level of which corresponds to a target clutch torque 39. At the same time, for example, a current engine torque value 37 of engine 4 is reduced to a comparatively reduced target engine torque value 38. This reduction is quantified by an engine torque difference value 36. The reduced target engine torque is sketched here as a narrow, dotted line.

[0081] In this example, control command 30 includes clutch control signal 32 for clutch 5 and / or engine control signal 31 for engine 4 of motor vehicle 1. By changing clutch torque KM2 and reducing engine torque MM1, wheel torque excess 33 is ultimately reduced by at least the indicated wheel torque difference value 35. If motor vehicle 1 is currently negotiating a curve, this at least reduces, and preferably prevents, wheel spin, for example, the front wheels 12 of motor vehicle 1.

[0082] The fourth diagram is examined in detail below: Here, gear change 9 for the automated manual transmission is sketched as vehicle transmission 8. For this reason, a different curve of the clutch torque KM3 (dotted line) is sketched here than in the third diagram.

[0083] In the fourth diagram, the curve of the wheel torque RM2 is also sketched as a solid line. The level of this curve relative to the level of the engine torque MM2, which is sketched with a dot-and-dash line, is not shown to scale here. For the gear change range 9, a reduction of the wheel torque increase 33 by the wheel torque difference value 35 is sketched here, which roughly corresponds to the entire increase in the wheel torque RM2. Therefore, a correspondingly large engine torque difference value 36 is selected in order to compensate for all, or at least essentially all, of the wheel torque increase 33. For this purpose, the engine torque MM2 is ultimately reduced from the current engine torque value 37 to the target engine torque value 38, which differs significantly in comparison and is sketched here with a narrow, dotted line.

[0084] Furthermore, in addition to the curve of the engine torque MM2, which is sketched with the dot-dash line, an alternative engine torque curve 43 at the beginning of the gear change 9 is sketched with a dashed line. Before the time interval of the speed adjustment 34, the alternative engine torque curve 43 does not show an identical curve of the clutch torque KM3 and the engine torque MM2, but rather a constant curve of the engine torque MM2. The constant comparison is understood to mean a substantially unchanged curve compared to a curve of the engine torque MM2 before the gear change 9. In the alternative engine torque curve 43, there is a temporary increase in the speed n, as sketched in the alternative speed curve 42 in the second diagram.The reason for this is that in this case no clutch torque KM3 is taken from the clutch 6, but the motor 4 continues to provide the motor torque MM2, which results in the increasing speed n according to the alternative speed curve 42.

[0085] In order to prevent the increase in the speed n according to the alternative speed curve 42, i.e. in order to be able to observe the curve of the speed n according to the curve shown with the solid line in the second diagram, the engine torque MM2 must be reduced, as shown by the curve of the engine torque MM2 shown with the dot-dash line.

[0086] Between the two curves of the engine torque MM2, i.e., the curve shown with the dot-dash line and the alternative engine torque curve 43, the engine torque MM2 can follow any intermediate curve. The higher the engine torque MM2 is selected, the higher the wheel torque increase 33. The reason for this is that the rotational energy also increases with increasing speed n. A higher engine torque MM2 also leads to a greater increase in acceleration a during gear shifting 9 compared to the accelerations a outlined in the first diagram.

[0087] In the first diagram of Fig. Figure 3 (a versus t) outlines the possible effects of reducing the wheel torque increase 33 by the wheel torque difference value 35 on the acceleration a. A small reduction in the wheel torque difference value 35, such as shown in the third diagram, leads to an acceleration difference Δa1. In contrast, with a complete reduction in the wheel torque increase 33, as shown in the fourth diagram, for example, the acceleration a is reduced by the acceleration difference Δa2, so that in this case there is no deflection of the acceleration curve, i.e., no increase in the acceleration a, during gear shift 9.

[0088] In Fig.Figure 4 shows the control command 30 in detail. It is clear that the current engine torque value 37 is reduced by the engine torque difference value 36 to the target engine torque value 38, which differs from it, if the control command 30 includes the engine control signal 31. If the control command 30 additionally or alternatively includes the clutch control signal 32, a current clutch torque value 40 of the clutch 6 is changed by a clutch torque difference value 41, for example, increased or decreased, so that it ultimately assumes a target clutch torque value 39.

[0089] The engine torque MM1, MM2 of the engine 4 and the clutch torque KM1, KM2, KM3 of the clutch 6 are thus the two central parameters within the motor vehicle 1, by influencing which the desired reduction in the wheel torque increase 33 can be achieved. Preferably, the control command 30 is executed over a minimum period of time, for example, over the period Δt. Preferably, the control command 30 varies over time, so that, for example, time-varying engine control signals 31 and / or clutch control signals 32 are included in the control command 30. This preferably achieves a smooth transition of the engine control and / or clutch control during the gear change 9 from the first gear 10 to the second gear 11.

[0090] Overall, the examples demonstrate a differentiated shifting method for maintaining traction. To maintain traction, an increase in wheel torque RM1, RM2 should be varied depending on the situation by utilizing the rotational mass inertia. While driving on a straight stretch or gently cornering, the full wheel torque increase 33 from the speed adjustment 34, as occurs, for example, during an upshift, is transferred from the rotating masses via a torque converter, such as an automatic transmission, a manual transmission, a multi-clutch transmission, or even a continuously variable transmission, to the wheel, such as the front wheel 12. This results in an excessive wheel torque RM1, RM2, i.e., the wheel torque increase 33, compared to the currently available engine torque MM1, MM2, possibly transmitted via the vehicle transmission 8, i.e., the current engine torque value 37.

[0091] If there is a possibility that the wheel torque RM1, RM2 could lead to a loss of traction due to the wheel torque excess 33 caused by the speed adjustment 34, the engine torque MM1, MM2 must be reduced to an appropriate extent for the wheel torque excess 33, i.e., by the engine torque difference value 36. For this purpose, an engine torque reduction appropriate to the driving situation, i.e., ultimately the engine control signal 31, is sent to the engine 4, whereby the excess due to inertia is partially or completely compensated or even overcompensated. The corresponding intervention depth, i.e., ultimately the engine torque difference value 36, is determined from the evaluation of one or more driving situation information items 20.The individual driving situation information 20, which can also be referred to as an input variable, relates to the lateral acceleration of the motor vehicle 1, a determined incline and / or a determined decline of the roadway, i.e., the road surface, an evaluation of the wheel speeds and / or wheel rotational speeds relative to one another or against a determined vehicle speed, a steering angle of the steering wheel, i.e., the turning angle, and / or the cornering radius being traveled. Furthermore, the driving situation information 20 relates to a determination of the maximum permissible wheel torque increase 33 of a traction control system, such as the ESP or the ASR, and / or another control unit, such as the additional control unit 16 of the navigation system, and / or data transmitted by the additional vehicles 26 and / or the external device 27.

Claims

[1] Method for reducing a wheel torque increase (33) as a function of the driving situation due to a speed adjustment (34) of a speed (n) of an engine (4) of a motor vehicle (1) during an at least partially automatic gear change (9) of a vehicle transmission (8) of the motor vehicle (1), the method comprising the following steps: - determining (S1) a time (19) of an upcoming at least partially automatic gear change (9) from a first gear (10) to a second gear (11) of the vehicle transmission (8), wherein the first gear (10) is lower than the second gear (11); - determining (S3) at least one driving situation information item (20) which describes a driving situation of the motor vehicle (1); - determining (S4) a control command (30) for the determined upcoming gear change (9) by applying a control command determination criterion (29) to the determined at least one item of driving situation information (20), wherein, when the motor vehicle (1) is controlled according to the control command (30), the wheel torque excess (33) that occurs due to the speed adaptation (34) of the speed (n) of the engine (4) during the determined upcoming gear change (9) is reduced at least by a wheel torque difference value (35), wherein a temporarily occurring peak in a time profile of a wheel torque (RM1, RM2) of at least one wheel of the motor vehicle (1) is referred to as wheel torque excess; - controlling (S5) the motor vehicle (1) according to the determined control command (30) during the gear change (9) at the determined time (19); wherein (a) the control command (30) comprises a clutch control signal (32) for a clutch (6) of the motor vehicle (1), and when the clutch (6) is controlled according to the clutch control signal (32), a clutch torque value (40) of the clutch (6) is set, wherein the control command (30) is executed in particular over a minimum period of time; and / or (b) the control command (30) comprises an engine control signal (31) for the engine (4) of the motor vehicle (1), and when the engine (4) is controlled according to the engine control signal (31), an engine torque (MM1, MM2) of the engine (4) is reduced by an engine torque difference value (36) from a current engine torque value (37) to a target engine torque value (38), and the control command (30) is executed over a minimum period of time; and / or (c) before determining the at least one item of driving situation information (20), it is checked (S2) whether a current driving mode (17) of the motor vehicle (1) allows the motor vehicle (1) to be controlled according to a control command (30) not stored in the driving mode (17), and only if this is the case, the further method steps are carried out. [2] Method according to alternative (a) and / or alternative (b) of claim 1, wherein the control command (30) comprises a plurality of time-varying engine control signals (31) and / or clutch control signals (32). [3] Method according to one of the preceding claims, wherein the driving situation described by the determined at least one driving situation information item (20) describes a current driving situation and / or predicts a future driving situation of the motor vehicle (1). [4] Method according to one of the preceding claims, wherein the at least one driving situation information item (20) is determined by applying a driving situation evaluation criterion (23) to sensor data (21) acquired by a sensor device (14) of the motor vehicle (1) and / or control data (22) determined by a control device (15) of a driver assistance system of the motor vehicle (1) and / or a further control unit (16) of the motor vehicle (1). [5] Method according to claim 4 or one of the preceding claims, wherein the driving situation information (20) describes at least one of the following information: - a lateral acceleration of the motor vehicle (1); - an incline or a decline of a road surface on which the motor vehicle (1) is travelling, - a ratio of a wheel speed of a first wheel of the motor vehicle (1) compared to at least one second wheel of the motor vehicle (1) different from the first wheel; - a ratio of a wheel speed of a first wheel of the motor vehicle (1) compared to at least one second wheel of the motor vehicle (1) different from the first wheel; - a ratio of the wheel speed and / or the wheel rotational speed to a vehicle speed; - a steering angle of a steering wheel of the motor vehicle (1); - a curve radius of a curve travelled by the motor vehicle (1); - a predetermined maximum wheel torque increase value provided by the control device (15) of the driver assistance system and / or the further control unit (16) of the motor vehicle (1). [6] Method according to one of the preceding claims, wherein the at least one driving situation information item (20) is determined by applying a driving situation evaluation criterion (25) to driving situation data (24) provided to the motor vehicle (1) by another vehicle (26) and / or an external device (27). [7] Motor vehicle (1) with a control device (2) which is designed to carry out a method according to one of the preceding claims.

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