Control device and method for increasing the yaw rate during cornering of a vehicle equipped with front and rear wheels

Abstract

The present invention relates to a control device (20) for a vehicle (10) equipped with front wheels (10a) and rear wheels (10b) with an electronic device (20a) which is designed and / or programmed to increase the yaw rate during cornering of the vehicle (10), in that, by means of the electronic device (20a), taking into account a predetermined or fixed target value with respect to a target brake torque increase of non-zero to be effected on both rear wheels (10b) of the vehicle (10), at least one control signal (24a, 24b) can be output to at least one brake device (22a, 22b) of the vehicle (10), so that, at least temporarily during cornering, a brake torque can be exerted on both rear wheels (10b) of the vehicle (10) by means of the at least one controlled brake device (22a, 22b).which is increased by an actual increase in braking torque corresponding to the target increase in braking torque compared to a previous unbraked state of the rear wheels (10b) or compared to a previous initial braking torque applied to the rear wheels (10b). The invention also relates to a method for increasing the yaw rate during cornering of a vehicle (10) equipped with front wheels (10a) and rear wheels (10b).

Description

[0001] The present invention relates to a control device for a vehicle equipped with front and rear wheels. The invention also relates to a braking device for a vehicle equipped with front and rear wheels, and to a vehicle equipped with front and rear wheels. Furthermore, the invention relates to a method for increasing the yaw rate during cornering of a vehicle equipped with front and rear wheels. State of the art

[0002] From the prior art, such as DE 10 2021 214 867 A1, vehicle topologies are known in which conventional wheel-specific brakes are dispensed with on the respective vehicle and instead at least one service brake is installed centrally in a drive train of the respective vehicle. As disclosed in DE 10 2021 214 867 A1, the at least one service brake centrally integrated in the drive train of the respective vehicle can, for example, be at least one electric motor operable in a recuperative mode and / or at least one eddy current brake. Disclosure of the invention

[0003] The present invention relates to a control device for a vehicle equipped with front wheels and rear wheels, having the features of claim 1, a braking device for a vehicle equipped with front wheels and rear wheels, having the features of claim 7, a vehicle equipped with front wheels and rear wheels, having the features of claim 9, and a method for increasing the yaw rate during cornering of a vehicle equipped with front wheels and rear wheels, having the features of claim 10. Advantages of the invention

[0004] The present invention provides advantageous possibilities for increasing an actual yaw rate during cornering of a vehicle, at least temporarily, to a desired target yaw rate. While conventional strategies typically implement a yaw rate increase via wheel-specific brake interventions, no wheel-specific wheel brakes are necessary on the respective vehicle to implement the present invention. The present invention therefore also enables a yaw rate increase for novel vehicle topologies in which conventional wheel-specific wheel brakes are dispensed with in favor of at least one braking device centrally integrated into a drive train of the respective vehicle, such as for rear-wheel drive electric vehicles. The present invention thus facilitates the dispensing with conventional wheel-specific wheel brakes on a vehicle equipped with front and rear wheels.

[0005] As will become clear from the following description, the present invention can be implemented using a comparatively simple design / programming of the electronic device used. Furthermore, the electronic device used to implement the invention can be comparatively inexpensive and require relatively little installation space. Therefore, using the present invention involves little or no additional costs for the driver of the respective vehicle.

[0006] In an advantageous embodiment of the control device, the electronic device is designed and / or programmed such that, if a yaw rate increase request signal is output to the electronic device by the vehicle's control electronics external to the control device, the at least one control signal can be output to the at least one braking device by the electronic device, taking into account the target value that is either predefined or read from the yaw rate increase request signal. The embodiment of the control device described here can thus effect the desired yaw rate increase whenever the vehicle's control electronics external to the control device deems it necessary.

[0007] Alternatively or additionally, the electronic device can also be designed and / or programmed such that, if an actual yaw rate of the vehicle read by the electronic device from at least one provided sensor signal during cornering of the vehicle is below a target yaw rate of the vehicle by more than a predetermined limit difference, the at least one control signal can be output to the at least one braking device by the electronic device, taking into account the fixed target value or taking into account a deviation of the actual yaw rate from the target yaw rate determined by the electronic device. The embodiment of the control device / its electronic device described here can thus continuously / in real time compare the actual yaw rate with the target yaw rate and, as soon as necessary, adapt the actual yaw rate to the target yaw rate by means of an effected yaw rate increase.

[0008] Preferably, the electronic device is additionally designed and / or programmed such that the at least one braking device can be controlled by the electronic device to maintain the increase in braking torque on both rear wheels of the vehicle until an actual yaw rate of the vehicle, newly read by the electronic device from the at least one provided sensor signal, is below the target yaw rate of the vehicle by at most the predetermined limit difference. Therefore, the embodiment of the control device described here can also achieve a yaw rate increase from the actual yaw rate to (almost) the (desired) target yaw rate.

[0009] In a further advantageous embodiment of the control device, at least one motorized brake pressure build-up device of a hydraulic brake system of the vehicle, at least one electric motor of the vehicle operable in a recuperative mode, an eddy current brake of the vehicle, and / or at least one electromotive friction brake of the vehicle can be controlled as the at least one braking device by means of the at least one control signal output by the electronic device taking into account the target value, such that at least temporarily during cornering, the braking torque, which is increased by the actual braking torque increase corresponding to the target braking torque increase, can be exerted on both rear wheels of the vehicle by means of the at least one controlled braking device. Thus, a variety of conventionally frequently used braking devices can be used to implement the present invention.

[0010] For example, the control device can be a central vehicle control unit, a controller for at least one motorized brake pressure build-up device of a hydraulic brake system, an electric motor controller for at least one electric motor operable in a recuperative mode, an eddy-current brake controller, or a friction brake controller for at least one electromotive friction brake. This allows for a wide variety of possible uses for the control device.

[0011] A braking device for a vehicle equipped with front and rear wheels, including such a control device, also realizes the advantages described above. The braking device can, in particular, be a motorized brake pressure build-up device for a hydraulic braking system, an electric motor operable in a recuperative mode, an eddy current brake, and / or an electromotive friction brake. However, the exemplary embodiments of the braking device listed here are not to be interpreted as exhaustive.

[0012] Likewise, the above-mentioned advantages are also realized in a vehicle equipped with front and rear wheels if the vehicle is configured with such a control device and the at least one braking device, which can be controlled by means of the at least one control signal output by the electronic device of the control device. This is also ensured if the vehicle does not have a wheel-specific brake.

[0013] Furthermore, implementing a corresponding method for increasing the yaw rate during cornering of a vehicle equipped with front and rear wheels also provides the advantages explained above. It is expressly noted that the method for increasing the yaw rate can be further developed according to the above-explained embodiments of the control device and / or the braking device. Short description of the drawings

[0014] Further features and advantages of the present invention are explained below with reference to the figures. They show: Fig. 1a to 1c show a flow chart and schematic representations of driving states for explaining an embodiment of the method for increasing the yaw rate; and Fig. 2 a schematic representation of an embodiment of the control device, or of a vehicle equipped therewith. Embodiments of the invention

[0015] Fig. 1a to 1c show a flow chart and schematic representations of driving states for explaining an embodiment of the method for increasing the yaw rate.

[0016] The method for increasing the yaw rate described below can be implemented during cornering by (almost) any vehicle type / motor vehicle 10 equipped with front wheels 10a and rear wheels 10b. Likewise, the implementation of the method for increasing the yaw rate is not limited to any specific braking device type of at least one braking device of the vehicle / motor vehicle 10 used for this purpose. It is expressly pointed out that the implementation of the method for increasing the yaw rate does not require the respective vehicle / motor vehicle 10 to be equipped with at least one wheel-specific wheel brake.

[0017] The method for increasing the yaw rate comprises at least one method step S1, in which at least one control signal is output, at least temporarily during cornering, to the at least one braking device of the vehicle 10 used to execute the method. The output of the at least one control signal to the at least one braking device takes into account a predetermined or fixed target value with respect to a target braking torque increase not equal to zero to be applied to both rear wheels 10b of the vehicle 10.Method step S1 causes a braking torque to be applied to both rear wheels 10b of the vehicle 10 by means of the at least one controlled braking device at least temporarily during cornering, which braking torque is increased by an actual braking torque increase corresponding to the target braking torque increase compared to the unbraked state of the rear wheels 10b existing before / before the execution of method step S1 or compared to an initial braking torque applied to the rear wheels 10b before / before the execution of method step S1.By outputting the at least one control signal to the at least one braking device, the at least one braking device is controlled in such a way that either a braking torque corresponding to the target braking torque increase is built up on the previously unbraked rear wheels 10b of the vehicle 10 by means of the at least one braking device, or the initial braking torque exerted on the previously braked rear wheels 10b of the vehicle 10 is increased / "amplified" by the actual braking torque increase corresponding to the target braking torque increase.

[0018] The effect of the actual braking torque increase on both rear wheels 10b of the vehicle 10 caused by carrying out method step S1 is subsequently determined using the Fig. 1b and Fig. 1c explains in more detail. Because the driving conditions in the Fig. 1b and Fig. 1c are illustrated on a single-track model, only one front wheel 10a and only one rear wheel 10b of the vehicle 10 is in the Fig. 1b and Fig. 1c outlined.

[0019] Fig. Figure 1b depicts a so-called understeering driving condition, in which the vehicle 10, with its front wheels 10a and its rear wheels 10b, is located at a time t0 immediately before the start / execution of method step S1. In the understeering driving condition at time t0, the traction potential of the front wheels 10a of the vehicle 10 is exhausted, which is why the vehicle 10 can no longer follow an (additional) steering angle input. This can also be described as the vehicle 10 "pushing over its front axle." Therefore, at time t0, the vehicle 10 is in a stationary circular motion with an initial speed v(t0) and is understeering.

[0020] In general, a front wheel tire lateral force F y,10a (t0) and a rear wheel tire lateral force F y,10b (t0) in equilibrium with a centripetal force F C (t0) at the vehicle's center of gravity, which is defined according to equation (Eq. 1) with: FC(t0)=m / r*v2(t0), where m is a mass of the vehicle 10 and r is a radius of curvature of the cornering of the vehicle 10 at time t0.

[0021] Shown in Fig. 1b also a Kamm circle C 10a (t0) of the front wheels 10a at time t0, a Kamm circle C 10b (t0) of each of the rear wheels 10b at time t0, a respective front wheel velocity vector v 10a (t0) of the front wheels 10a at time t0, a respective rear wheel velocity vector v 10b (t0) of the rear wheels 10b at time t0, a respective front wheel tire slip angle α 10a(t0) of the front wheels 10a at time t0 and a respective rear wheel tire slip angle α 10d (t0) of the rear wheels 10b at time t0. As in Fig. 1b, the respective front wheel velocity vector v 10a (t0) by the front wheel tire slip angle α 10a (t0) is inclined to a respective front wheel orientation axis 12a. Accordingly, the respective rear wheel velocity vector v 10b (t0) by the rear wheel tire slip angle α 10d (t0) to a respective rear wheel orientation axis 12b. A target steering angle δ is Fig. 1b is also represented as the angle between the respective front wheel orientation axis 12a and the respective rear wheel orientation axis 12b. The desired steering angle δ can be specified by a driver of the vehicle 10 or by an automatic vehicle steering system of the vehicle 10.

[0022] In Fig. Figure 1c schematically depicts a driving state of the vehicle 10 at a time t1 during or immediately after the execution of method step S1. The actual braking torque increase brought about by method step S1 reduces the speed v(t1) of the vehicle 10 at time t1 compared to its speed v(t0) at time t0, whereby the centripetal force F C (t1) at the vehicle's center of gravity at time t1 according to equation (Eq. 2) decreases with: FC(t1)=m / r*v2(t1) <m / r*v2(t0)

[0023] Since the resulting increase in actual braking torque has no direct influence on the radius of curvature r of the cornering of vehicle 10, this is still specified in Equation 2 as the radius of curvature r of the cornering of vehicle 10 at time t0. By reducing the centripetal force F C (t1) at the vehicle's center of gravity at time t1, the tire lateral forces F y,10a (t1) and F y,10b(t1) at time t1, which is in equilibrium with the centripetal force F C (t1) are reduced.

[0024] In addition, the actual braking torque increase at the rear wheels 10b causes a rear wheel tire longitudinal force F x,10b (t1) at the rear wheels 10b of the vehicle 10 at time t1. The Kamm circle C 10b (t1) of the rear wheels 10b at time t1 defines that a vector sum of the respective rear wheel tire lateral force F y,10b (t1) of the rear wheels 10b at time t1 and the respective rear wheel tire longitudinal force F x,10b (t1) of the rear wheels 10b at time t1 cannot be greater than a respective wheel contact force of the rear wheels 10b at time t1 multiplied by a respective friction coefficient of the rear wheels 10b at time t1. The respective rear wheel tire lateral force F y,10b (t1) of the rear wheels 10b at time t1 is therefore determined by the respective rear wheel tire longitudinal force F x,10b(t1) of the rear wheels 10b at time t1 is reduced (F y,10b (t1) < F y,10b (t0)). This causes a “lateral slippage” of the rear wheels 10b, whereby the respective rear wheel tire slip angle α 10b (t1) of the rear wheels 10b at time t1 is increased (α 10b (t1) > α 10b (t0)). A so-called understeering tendency of the vehicle 10, or a vehicle sideslip angle of the vehicle 10, thus decreases.

[0025] At the same time, the actual braking torque increase causes a dynamic wheel load shift to the front wheels 10a of the vehicle, which is why the Kamm circle C 10b (t1) of the rear wheels 10b at time t1 is reduced, the Kamm circle C 10a (t1) of the front wheels 10a at time t1 increases and a tire lateral force potential of the front wheels 10a increases at time t1. Accordingly, the respective front wheel tire lateral force F y,10a (t1) of the front wheels 10a at time t1 increased (Fy,10a (t1) > F y,10a (t0)). The respective front wheel tire slip angle α 10a (t1) of the front wheels 10b at time t1 is thereby reduced (α 10a (t1) < α 10a (t0)).

[0026] In summary, process step S1 thus results in a reduction of the centripetal force F C (t1) at the vehicle's center of gravity at time t1 (F C (t1) < F C (t0)), a reduction of the respective tire lateral force F y,10b of the rear wheels 10b at time t1 (F y,10b (t1) < F y,10b (t0)), an increase in the respective rear wheel tire slip angle α 10d (t1) of the rear wheels 10b at time t1 (α 10d (t1) > α 10b (t0)), a dynamic wheel load distribution in favor of the front wheels 10a, an increase in the respective front wheel tire lateral force F y,10a (t1) at time t1 (F y,10a (t1) > F y,10a(t0)) and a reduction of the respective front wheel tire slip angle α 10a (t1) of the front wheels 10b at time t1 (α 10a (t1) < α 10a (t0)). As can be seen from a comparison of the Fig. 1b and Fig. As can be seen in Figure 1c, all of these factors contribute to an actual yaw rate of the vehicle 10 being increased, at least temporarily, during cornering. In particular, by executing method step S1, the actual yaw rate of the vehicle 10 can be approximated / adjusted to a target yaw rate specified by the target steering angle δ of the vehicle. This significantly increases driving comfort for the driver of the vehicle 10 during cornering.

[0027] Optionally, method step S1 can be preceded by method step S0, in which, while the vehicle 10 is cornering, the actual yaw rate of the vehicle 10 read from at least one provided sensor signal is compared with the (current) target yaw rate of the vehicle 10. The (current) target yaw rate of the vehicle 10 can be determined, in particular, based on the predetermined target steering angle δ. If the actual yaw rate is below the current target yaw rate by more than a predetermined limit difference (equal to zero or not equal to zero), method step S1 is preferably executed. In particular, the target variable taken into account when executing method step S1 with regard to the target braking torque increase can be determined taking into account a deviation of the actual yaw rate from the target yaw rate. Alternatively, the target variable with regard to the target braking torque increase can also be fixed.

[0028] In particular, method step S1 can be carried out to maintain the increase in braking torque on both rear wheels 10b of the vehicle 10 until an actual yaw rate newly read from the at least one sensor signal is below the target yaw rate of the vehicle 10 by at most the predetermined limit difference.

[0029] Fig. 2 shows a schematic representation of an embodiment of the control device or a vehicle equipped therewith.

[0030] The control device 20 described below can be used (essentially) on / in any vehicle type / motor vehicle type of vehicles / motor vehicles 10 equipped with front wheels 10a and rear wheels 10b. Likewise, the usability of the control device 20 is not limited to a specific braking device type of at least one braking device 22a to 22d of the vehicle 10.

[0031] The control device 20 has an electronic device 20a, which is designed and / or programmed to increase the yaw rate during cornering of the vehicle 10. This can also be described as an increase in the yaw rate being effected / brought about by the electronic device 20a during cornering of the vehicle 10. To ensure this, the electronic device 20a is designed and / or programmed such that at least one control signal 24a and 24b can be / is output to the at least one braking device 22a and 22b of the vehicle 10, at least temporarily during cornering.By means of the output of the at least one control signal 24a and 24b to the at least one braking device 22a and 22b, it is possible to ensure that, at least temporarily during cornering, a braking torque is exerted on both rear wheels 10b of the vehicle 10 by means of the at least one controlled braking device 22a and 22b, which braking torque is increased by an actual braking torque increase corresponding to a desired braking torque increase compared to a previous unbraked state of the rear wheels 10b of the vehicle 10 or compared to an initial braking torque previously exerted on the rear wheels 10b of the vehicle 10.

[0032] As already explained above, by means of the braking torque exerted at least temporarily on the rear wheels 10b of the vehicle 10 during cornering, which braking torque is increased by the actual braking torque increase, a rear wheel cornering force of the rear wheels 10b can be reduced, a front wheel cornering force of the front wheels 10a can be increased, a rear wheel tire slip angle of the rear wheels 10b can be increased, a front wheel tire slip angle of the front wheels 10a can be lowered, and a centrifugal force of the vehicle 10 can be reduced. In particular, the (additional) braking of the rear wheels 10b of the vehicle 10 causes a dynamic wheel load distribution to the front wheels 10a of the vehicle 10, which increases the traction potential of the front wheels 10a and reduces the understeer tendency.

[0033] Therefore, by means of the braking torque applied to the rear wheels 10b of the vehicle 10 at least temporarily during cornering, an actual yaw rate of the vehicle 10 can be increased at least temporarily during cornering. Thus, the control device 20 / its electronic device 20a described here also provides a strategy for preventing understeering of the vehicle 10 during cornering.

[0034] It should be noted that the strategy for preventing understeering of the vehicle 10 enabled by the control device 20 does not require individual wheel braking interventions on the driven rear wheels 10b. Therefore, the control device 20 can also be successfully used on a vehicle type / motor vehicle type that does not have individual wheel brakes. For example, the control device 20 of the Fig. 2 to effect the advantageous strategy for preventing understeering only with an electric motor 22a centrally integrated in a drive train of the rear wheels 10b of the vehicle 10, which can be used during its operation in a recuperative mode to brake the vehicle 10, and with an eddy current brake 22b also centrally integrated in the drive train. Specifically, in the Fig. In the vehicle 10 depicted in Figure 2, the electric motor 22a and the eddy current brake 22b are coupled to the rear wheels 10b via a transmission 26, a differential 28, and drive shafts 30. The fact that no significant yaw moment can be applied to the rear wheels 10b of the vehicle 10 by means of the electric motor 22a and the eddy current brake 22b, or that no wheel-specific braking interventions can be effected on the rear wheels 10b of the vehicle 10 by means of the electric motor 22a and the eddy current brake 22b, does not preclude the advantageous interaction of the control device 20 with the electric motor 22a and the eddy current brake 22b to effect the yaw rate increase.Although the braking torque produced by the electric motor 22a and the eddy current brake 22b cannot be actively distributed to the rear wheels 10b of the vehicle 10 on an individual wheel basis via the differential 28, the strategy executable by means of the control device 20 can nevertheless be used to increase the yaw rate during cornering of the vehicle 10.

[0035] The equipment of vehicle 10 of the Fig. 2 with one friction brake 22c per front wheel 10a is optional. It is expressly pointed out that the friction brakes 22c assigned to the front wheels 10a are not required to execute the strategy of the control device 20. Likewise, the Fig. The equipment of the vehicle 10 shown in Figure 2, with one parking brake 22d per rear wheel 10b at the differential outputs of the differential 28, is optional. Since the parking brakes 22d are also not required to implement the strategy of the control device 20, their installation on the vehicle 10 is not a prerequisite for the yaw rate increase realized by the strategy of the control device 20 during cornering of the vehicle 10.

[0036] The output of the at least one control signal 24a and 24b to the at least one braking device 22a and 22b is effected by means of the electronic device 20a, taking into account a predetermined or fixed target value with respect to the target non-zero braking increase to be effected on both rear wheels 10b of the vehicle 10. If the electronic device 20a is designed and / or programmed to execute the yaw rate increase in response to a yaw rate increase request signal output by a (not sketched) control electronics system of the vehicle 10 external to the control device, the target value can be read out from the yaw rate increase request signal, for example, by means of the electronic device 20a.Alternatively or additionally, the electronic device 20a can also be designed and / or programmed to execute the yaw rate increase whenever, during cornering of the vehicle 10, an actual yaw rate of the vehicle 10 read by the electronic device 20a from at least one provided sensor signal is below a target yaw rate of the vehicle 10 by more than a predetermined limit difference. If necessary, the target value can be determined by the electronic device 20a, taking into account a deviation of the actual yaw rate from the target value specified. However, the target value can also be understood as a target value predefined by the electronic device 20a.

[0037] As shown by the Fig.2, the control device 20 / its electronic device 20a can interact advantageously, in particular, with the electric motor 22a and the eddy-current brake 22b. Due to the comparatively high control dynamics of the electric motor 22a and the eddy-current brake 22b, these braking devices 22a and 22b allow precise adjustment of the desired braking torque on the rear wheels 10b. Accordingly, advantageous interaction with the front wheels 10a of the vehicle 10 is also possible within the scope of an application process, so that there is no / little risk of oversteering of the vehicle 10 due to excessive braking torque on the rear wheels 10b. Instead, precise and dynamic control of the braking torque on the rear wheels 10b is possible.

[0038] However, it should also be noted here that the at least one braking device interacting with the control device 20 can also be at least one motorized brake pressure buildup device of a hydraulic braking system of the vehicle 10 and / or at least one electromotive friction brake of the vehicle 10. The control device 10 can, in particular, be a central vehicle control unit, a controller for at least one motorized brake pressure buildup device of a hydraulic braking system, an electric motor controller for at least one electric motor 22a operable in a recuperative mode, an eddy current brake controller, or a friction brake controller for at least one electromotive friction brake.

[0039] The operating strategy of the control device 20 is particularly advantageous for vehicle types / motor vehicle types that do not have individual wheel brakes on their rear wheels 10b. However, the usability of the control device 20 is not limited to this application. In particular, the control device 20 can also be used to increase the yaw rate on a vehicle type / motor vehicle type that is equipped with four individual wheel brakes (for all front wheels 10a and rear wheels 10b). For example, the control device 20 can be used on all electric vehicles with axle-central drive as well as on vehicles 10 without conventional friction brakes on their driven rear axle. It is also noted that this advantageous operating strategy can be implemented exclusively by integrating its logic into the electronic device 20a of the control device 20 and without additional hardware expenditure. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 214 867 A1

[0002]

Claims

[1] Control device (20) for a vehicle (10) equipped with front wheels (10a) and rear wheels (10b), comprising: an electronic device (20a) which is designed and / or programmed to increase the yaw rate during cornering of the vehicle (10), in that by means of the electronic device (20a) taking into account a predetermined or fixed target value with regard to a target braking torque increase not equal to zero to be effected on both rear wheels (10b) of the vehicle (10), at least one control signal (24a, 24b) can be output to at least one braking device (22a, 22b) of the vehicle (10), so that at least temporarily during cornering, a braking torque can be exerted on both rear wheels (10b) of the vehicle (10) by means of the at least one controlled braking device (22a, 22b), which braking torque, compared to a previous unbraked state of the rear wheels (10b) or compared to an initial braking torque previously exerted on the rear wheels (10b) is increased by an actual braking torque increase corresponding to the desired braking torque increase. [2] Control device (20) according to claim 1, wherein the electronic device (20a) is designed and / or programmed such that, if a yaw rate increase request signal is output to the electronic device (20a) by control electronics of the vehicle (10) external to the control device, the at least one control signal (24a, 24b) can be output to the at least one braking device (22a, 22b) by means of the electronic device (20a) taking into account the fixedly predetermined desired variable or the desired variable read out from the yaw rate increase request signal. [3] Control device (20) according to claim 1 or 2, wherein the electronic device (20a) is designed and / or programmed such that, if during cornering of the vehicle (10) an actual yaw rate of the vehicle (10) read out by means of the electronic device (20a) from at least one provided sensor signal is below a target yaw rate of the vehicle (10) by more than a predetermined limit difference, the at least one control signal (24a, 24b) can be output to the at least one braking device (22a, 22b) by means of the electronic device (20a) taking into account the fixedly predetermined target variable or taking into account a deviation of the actual yaw rate from the target yaw rate by means of the electronic device (20a). [4] Control device (20) according to claim 3, wherein the electronic device (20a) is additionally designed and / or programmed such that the at least one braking device (22a, 22b) can be controlled by means of the electronic device (20a) to maintain the increase in braking torque on both rear wheels (10b) of the vehicle (10) until an actual yaw rate of the vehicle (10) read out from the at least one provided sensor signal by means of the electronic device (20a) is below the target yaw rate of the vehicle (10) by at most the predetermined limit difference. [5] Control device (20) according to one of the preceding claims, wherein at least one motorized brake pressure build-up device of a hydraulic brake system of the vehicle (10), at least one electric motor (22a) of the vehicle (10) operable in a recuperative mode, an eddy current brake (22b) of the vehicle (10) and / or at least one electromotive friction brake of the vehicle (10) as the at least one braking device (22a, 22b) can be controlled by means of the at least one control signal (24a, 24b) output by the electronic device (20a) taking into account the target value in such a way that, at least temporarily during cornering, the braking torque, which is increased by the actual braking torque increase corresponding to the target braking torque increase, can be exerted on both rear wheels (10b) of the vehicle (10) by means of the at least one controlled braking device (22a, 22b). [6] Control device (20) according to one of the preceding claims, wherein the control device (20) is a central vehicle control unit, a controller for at least one motorized brake pressure build-up device of a hydraulic brake system, an electric motor controller for at least one electric motor (22a) operable in a recuperative mode, an eddy current brake controller or a friction brake controller for at least one electromotive friction brake. [7] Braking device for a vehicle (10) equipped with front wheels (10a) and rear wheels (10b), comprising: a control device (20) according to one of the preceding claims. [8] Braking device according to claim 7, wherein the braking device is a motorized brake pressure build-up device for a hydraulic braking system, an electric motor operable in a recuperative mode, an eddy current brake and / or an electromotive friction brake. [9] Vehicle (10) equipped with front wheels (10a) and rear wheels (10b), with: a control device (20) according to one of claims 1 to 6; and the at least one braking device (22a, 22b) which can be controlled by means of the at least one control signal (24a, 24b) output by the electronic device (20a) of the control device (20); wherein the vehicle (10) does not have a wheel-individual wheel brake. [10] Method for increasing the yaw rate during cornering of a vehicle (10) equipped with front wheels (10a) and rear wheels (10b), characterized by the step: Outputting at least one control signal (24a, 24b) to at least one braking device (22a, 22b) of the vehicle (10), taking into account a predetermined or fixed target value with regard to a target braking torque increase not equal to zero to be effected on both rear wheels (10b) of the vehicle (10), such that at least temporarily during cornering, a braking torque is exerted on both rear wheels (10b) of the vehicle (10) by means of the at least one controlled braking device (22a, 22b), which braking torque is increased by an actual braking torque increase corresponding to the target braking torque increase compared to a previously existing unbraked state of the rear wheels (10b) or compared to an initial braking torque previously exerted on the rear wheels (10b) (S1).

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