METHOD FOR STABILIZING A VEHICLE IN A STARTING SITUATION FROM A STEADY AND DEVICE

Description

[0001] The invention relates to a method for stabilizing a vehicle during a starting situation from a standstill, wherein the vehicle is driven by a drive motor which generates a drive torque at driven wheels during the starting process, according to claim 1. Furthermore, the invention also relates to a device for carrying out the method according to claim 14.

[0002] If the driven wheels of a vehicle spin during acceleration from a standstill, the resulting wheel slippage prevents sufficient longitudinal force from being transmitted between the driven wheels and the road surface to accelerate the vehicle as desired, and / or prevents sufficient lateral force from being transmitted between the driven wheels and the road surface. Especially on a cambered surface and / or with a low coefficient of friction, this can cause the vehicle to slide sideways.

[0003] With known traction control systems (ASR), excessive wheel spin at driven wheels can be detected. The system then reduces the drive torque at the excessively slipping driven wheels and / or selectively brakes them. The traction control system (ASR) must strike a compromise between rapid acceleration (allowing higher slip) and driving stability (allowing lower slip). However, there are situations in which this compromise can lead to lateral instability and sideslip.

[0004] Today's ESP systems (which can also be integrated into a braking system) will not intervene in such a situation because at the very low speeds prevailing during a starting situation, a lower activation speed threshold of the ESP has not yet been reached and / or initializations at a standstill cannot yet be completed and / or brake interventions on the non-driven front axle as a countermeasure against oversteer do not work.

[0005] If the starting situation is controlled by a driver, they can recognize a critical situation arising with regard to lateral dynamics during acceleration and release the accelerator. Counter-steering, on the other hand, would be unsuccessful, as the vehicle is essentially still stationary or only starting at a very low speed.

[0006] In contrast, with autonomously controlled vehicles, no driver can intervene, and even a Highly Autonomous Driving (HAD) function could not compensate for lateral instability. Even if such a situation could be detected via camera data and an attempt could be made to counteract it automatically by changing the trajectory, this changed trajectory could not be fully or even partially achieved due to the very low speed or standstill during acceleration.

[0007] The generic patent US 2020 / 122534 A1 describes a method in which, to optimize tire heating for improved traction during acceleration, the lateral speed and yaw rate are measured. If the yaw rate increases, the wheel speed of the driven wheels is increased, or the drive torque is increased.

[0008] The invention is based on the objective of providing a method and a device that can prevent driving instability during a starting situation.

[0009] This problem is solved according to the invention by the features of claims 1 and 14. Disclosure of the invention

[0010] According to a first aspect, the invention provides a method for stabilizing a vehicle during a starting situation from a standstill, wherein the vehicle is driven by a drive motor which generates a drive torque at driven wheels during the starting process, comprising at least the following steps: a) The vehicle's starting situation is detected and, in the detected starting situation, b) the actual vehicle behavior with respect to the vehicle's lateral dynamics is determined, and c) a deviation of the actual vehicle behavior from a target vehicle behavior with respect to the vehicle's lateral dynamics is determined, and d) an adjustment of the drive torque is made depending on the deviation.

[0011] The invention recognizes that in a starting situation with lateral dynamic instability, there is a need for greater lateral grip at the driven wheels of the vehicle. This is achieved by adjusting, and in particular by reducing, the drive torque depending on the deviation between the actual vehicle behavior and the desired vehicle behavior with regard to lateral dynamic behavior.

[0012] According to the invention, if the deviation exceeds a limit value, the drive torque generated by the drive motor is reduced. This limit value can be fixed or dependent on a lower vehicle speed limit below which wheel speeds can be detected.

[0013] Preferably, in this method, the drive torque generated by the drive motor is reduced depending on the deviation. Reducing the drive torque means that a lower or reduced drive torque is requested compared to the drive torque requested by the driver or autonomously. Furthermore, the drive torque generated by the drive motor during the starting process can be reduced more significantly the greater the deviation.

[0014] The method is preferably implemented in the form of an (additional) acceleration stability function or is implemented as an (additional) acceleration stability function in an electronic control unit. This acceleration stability function is preferably provided independently of or in addition to a conventional vehicle stability control system such as ESP and / or independently of or in addition to a conventional traction control system (ASR).

[0015] The measures listed in the dependent claims enable advantageous further developments and improvements of the invention specified in claim 1.

[0016] Preferably, a recorded actual vehicle yaw rate represents the vehicle's actual behavior, and a target vehicle yaw rate represents the target vehicle behavior. The deviation is then calculated, for example, as the difference between the target vehicle yaw rate and the actual vehicle yaw rate. Preferably, the magnitude of this difference is determined.

[0017] The target vehicle rotation rate is preferably determined using the single-track model according to the following equation: ψ ˙ = δ ∗ v l wh + EG ∗ v 2 with: ψ̇ = Target rotation rate δ = Wheel steering angle V = Vehicle speed EG = Self-steering gradient l wh = Wheelbase

[0018] Preferably, the vehicle speed (v) is detected by evaluating the rotational speed of at least one non-driven wheel.

[0019] Alternatively, a predetermined value can be used as the target vehicle rotation rate.

[0020] In this method, an additional or alternative method can use a recorded actual lateral acceleration of the vehicle to represent its actual behavior, and a specified or determined target lateral acceleration can represent its target behavior. The deviation is then calculated, for example, as the difference between the target lateral acceleration and the actual lateral acceleration. Preferably, the magnitude of this difference is determined.

[0021] The method can also detect the vehicle's starting situation by evaluating the rotational speed of at least one non-driven wheel.

[0022] Preferably, the vehicle's starting situation is detected in the method by determining that a vehicle speed, detected by at least one sensor, increases from zero to a (lower) vehicle limit speed.

[0023] According to a first embodiment, the method allows the drive slip to be determined, at least during the starting situation, and then the adjustment and, in particular, the reduction of the drive torque to be achieved by setting a maximum permissible drive slip for the driven wheels that is smaller than a target drive slip specified by a traction control system (ASR). According to a preferred second embodiment, the adjustment and, in particular, the reduction of the drive torque can be achieved by (directly) controlling the drive motor to adjust and, in particular, reduce the drive torque.

[0024] The starting situation in this process can also be triggered by a driver of the vehicle or autonomously, in particular by an autopilot.

[0025] According to a second aspect, the invention proposes a device for carrying out the above-described method, at least comprising: a) First means, which are set up and equipped to detect the vehicle's starting situation, b) Second means, which are set up and equipped to determine the vehicle's actual behavior and the vehicle's target behavior with regard to the vehicle's lateral dynamics, c) Third means, which are set up and equipped to adjust the drive torque depending on the deviation. Preferably, the device can be used

[0026] a) the first means comprise at least one wheel speed sensor on a non-driven wheel for generating a wheel speed signal and, connected to this signal, an electronic control unit for evaluating the wheel speed signal; and b) the second means comprise at least one yaw rate sensor for generating a yaw rate signal and / or at least one lateral acceleration sensor for generating a lateral acceleration signal and, connected to this signal, the electronic control unit for evaluating the yaw rate signal and / or the lateral acceleration signal; and c) the third means comprise the electronic control unit, as well as c1) drive control electronics connected to the electronic control unit, which receives and converts a drive control signal generated by the electronic control unit depending on the deviation; or c2) traction control (ASR) connected to the electronic control unit.which receives and implements a slip target signal generated by the electronic control unit depending on the deviation, representing a maximum permissible drive slip.

[0027] Preferably, electronic control is integrated into an electronic brake control unit of the vehicle's braking system. The braking system can be, in particular, an electro-pneumatic braking system, especially an electronically controlled braking system (EBS). Generally, however, the braking system can be pneumatic, electro-pneumatic, hydraulic, electro-hydraulic, or electric.

[0028] Advantageous further developments of the invention result from the patent claims, the description and the drawings. drawing

[0029] The drawing shows Fig. 1a schematic circuit diagram of a preferred embodiment of a device for stabilizing a vehicle during a start-up situation from a standstill as part of an electro-pneumatic braking system of a towing vehicle of a towing vehicle-trailer combination; Fig. 2 a flowchart of a preferred embodiment of the inventive method for stabilizing a vehicle during a starting situation from a standstill. Description of the exemplary embodiment

[0030] In Fig. 1 A schematic representation of a preferred embodiment of a service brake system 1 of a towing vehicle of a towing vehicle-trailer combination is shown. In the present case, the towing vehicle-trailer combination has only a 2-axle semi-trailer; however, a drawbar trailer or several drawbar trailers can also be attached to the towing vehicle.

[0031] The service brake system 1 of the towing vehicle is formed, for example, by an electro-pneumatic friction brake system in the form of an electronically controlled brake system (EBS; Electronic Brake System).

[0032] In such an electronically controlled braking system (EBS), pressure control modules 16, 36, 38 are provided on each axle or wheel, with integrated inlet valves, outlet valves, and backup valves, as well as pressure sensors for detecting the actual brake pressure and a higher-level control electronics unit for comparing the actual brake pressures with the target brake pressures according to the respective braking requirement. The electronically controlled braking system (EBS) of the towing vehicle also includes an anti-slip braking system (ABS), the ABS control routines of which are preferably integrated into a central brake control unit 14. Furthermore, the control routines of an anti-slip regulation (ASR), an electronic stability program (ESP), and a launch stability function, which will be described later, are preferably implemented in the central brake control unit 14 of the towing vehicle. The service brake system of the trailer, not shown here, is preferably also an electro-pneumatic brake system.

[0033] According to the in Fig. 1 The circuit diagrams of the electro-pneumatic service brake system 1 of the towing vehicle shown include a foot brake pressure sensor 2, a front axle reservoir 4 for supplying a front axle pressure circuit or front axle pressure channel, and a rear axle reservoir 6 for supplying a rear axle pressure circuit or rear axle pressure channel. The air supply, air conditioning, and safety measures are implemented as legally required by an air conditioning module 8, which is not described in detail here.

[0034] The rear axle reservoir pressure reservoir 6 is connected via pneumatic supply lines 10, 12 to a supply connection of a 2-channel pressure control module 16 for the brake cylinders 50 of the rear axle and to a rear axle foot brake valve 26 of the foot brake sensor 2. Similarly, the front axle reservoir pressure reservoir 4 is connected via pneumatic supply lines 20, 22 to supply connections of two 1-channel pressure control modules 36, 38, each assigned to a brake cylinder 48 of a front wheel, and to a front axle foot brake valve 18 of the foot brake sensor 2.

[0035] The foot brake position sensor 2 therefore comprises two pneumatically actuated foot brake valves 18, 26, which, depending on a braking request applied by the driver's foot to a brake pedal, each generate a pneumatic backup pressure or control pressure at the outputs of the foot brake valves 18, 26. In parallel, an electrical front axle channel and an electrical rear axle channel are combined in an electrical channel 28 within the foot brake position sensor 2. Depending on the braking request, each of these channels feeds an electrical brake request signal into an electrical connection, preferably designed as a data bus 30, between the electrical channel 28 of the foot brake position sensor 2 and the central electronic brake control unit 14. This unit can distinguish between the two brake request signals for the front axle and the rear axle, which may differ, for example, due to load considerations.

[0036] Furthermore, the front axle foot brake valve 18 and the rear axle foot brake valve 26 of the foot brake pressure sensor 2 are each connected via a pneumatic control line 24, 32 to associated backup connections of the 2-channel pressure control module 16 and the 1-channel pressure control modules 36, 38, respectively. Additionally, a pneumatic brake line 40, 42 leads from the working pressure connections of the 2-channel pressure control module 16 and the two 1-channel pressure control modules 36, 38, respectively, to the wheel-side brake cylinders 48, 50 of the front axle and the rear axle, respectively.

[0037] Speed ​​sensors 56 report the current speed of, for example, the driven rear wheels and the non-driven front wheels of the two-axle vehicle to the central brake control unit 14 via electrical signal lines 58. Likewise, wear sensors 60 are preferably provided for each wheel brake, which report signals to the central brake control unit 14 via electrical signal lines 62 depending on the current brake wear.

[0038] Furthermore, a trailer control module 64 is provided, which is supplied with compressed air via a supply line 46 from a trailer pressure reservoir 44 on the towing vehicle side and is pneumatically controlled by backup pressure from, for example, the pneumatic control pressure of the front axle foot brake valve 18 of the foot brake pressure sensor 2 via a control line 52. The trailer control module 64 also receives an electrical signal from the central brake control unit 14 via an electrical control line 54. Finally, the trailer control module 64 is also controlled by a parking brake unit 66, which is not relevant here.

[0039] The trailer control module 64 typically contains an inlet solenoid valve and an outlet solenoid valve, as well as a backup solenoid valve for pressure control of a relay valve, which is also integrated and supplied with compressed air from the trailer's compressed air reservoir 44. Depending on a control signal supplied via the electrical control line 54, these solenoid valves and the relay valve control a control pressure for a coupling head "brake" 70. The relay valve modulates the control pressure for the coupling head "brake" 70 from the supply pressure of the trailer's compressed air reservoir 44 at its supply port, depending on the control pressure generated by the solenoid valves. This control pressure for the coupling head "brake" 70 is measured by an integrated pressure sensor and reported to the central brake control unit 14.If this primary electrical control fails, the integrated backup valve switches on, and the relay valve is controlled by the pneumatic control pressure of the front axle brake circuit, which is carried in control line 52. Finally, the trailer control module 64 passes the compressed air from the trailer air reservoir 44, at reservoir pressure, to a coupling head "reservoir" 68 of the towing vehicle. The design and functions of such an electro-pneumatic trailer control module 64 are well known and therefore do not need to be explained further here.

[0040] The brake actuation devices of the rear axle are preferably designed as known combination cylinders, i.e., as a combination of an active service brake cylinder 50 and a passive spring-applied brake cylinder. "Active" in this context means that the service brake cylinders 50 actuate when the brakes are vented and release when they are released, and "passive" means that the spring-applied brake cylinders actuate when they are released and release when they are vented. In contrast, only active service brake cylinders 48 are provided at the wheels of the front axle.

[0041] The electro-pneumatic 2-channel pressure control module 16, designed as a single unit, has two separately controllable pressure control channels. For each pressure control channel, a regulated working pressure is generated at the respective working pressure ports for the rear axle brake cylinders 50, based on a supply air from the rear axle compressed air reservoir 6 and dependent on the brake request signal from the foot brake position sensor 2. This working pressure is measured by means of the integrated pressure sensors to adjust the measured actual brake pressure to the target brake pressure according to the brake request. Similarly, in each 1-channel pressure control module 36, 38 of the front axle, the brake pressure is individually regulated for the two brake cylinders 48 of the front axle wheels.

[0042] To form pneumatically circuit-separated pressure control channels (for example, here: front axle pressure control channel or rear axle pressure control channel), each pressure control channel is therefore assigned its own compressed air supply 4, 6, wherein the pneumatic flow paths of each pressure control channel, starting from the assigned compressed air supply 4, 6 via the assigned pressure control modules 16, 36, 38 up to the assigned brake clamping devices 48, 50, are pneumatically separated from the pneumatic flow path of each other pressure control channel.

[0043] To form an electro-pneumatic brake system with primarily electrically actuated pressure control channels (front axle pressure control channel or rear axle pressure control channel) and a secondary pneumatic fallback level in case of electrical failure, each pressure control module 16, 36, 38 is preferably assigned its own backup circuit, with its own backup valve for controlling a pneumatic backup or control pressure derived from the supply pressure of the compressed air supply 4, 6 assigned to the respective pressure control circuit of the rear axle or the front axle and generated by the foot brake position sensor 2, from which the respective brake pressure at the working pressure connections of the pressure control modules 16, 36, 38 is generated in case of failure of electrical components.

[0044] The braking system 1 of the towing vehicle and the braking system of the trailer are, as is usual with such braking systems, coupled to each other by means of a coupling head “supply” 68 and by means of a coupling head “brake” 70.

[0045] Since the trailer control module 64, for example, does not have its own electronic control unit, the electrical brake control signals from the central brake control unit 14 must be transmitted to the trailer via a CAN bus "trailer" 78 and an electronic trailer interface 76, as the trailer has an electro-pneumatic braking system. The trailer control module 64, as well as the 2-channel pressure control module 16 and the two 1-channel pressure control modules 36 and 38, are each controlled by the central brake control unit 14 via an electrical control line 54, 88, 90, 92.

[0046] Against this background, the braking system functions as follows: During normal braking, the driver depresses the brake pedal, thereby activating the foot brake sensor 2. This generates an electrical brake request signal in electrical channel 28, analogous to the desired target deceleration, and feeds it into the central brake control unit 14. The central brake control unit then uses electrical control lines 54, 88, 90, and 92 to control the trailer control module 64, the two-channel pressure control module 16, and the two single-channel pressure control modules, according to the brake request signal and possibly depending on other parameters such as the load. This process also activates the integrated inlet solenoid valves, exhaust solenoid valves, and any other components.Backup solenoid valves, usually designed as 2 / 2-way solenoid valves, are switched according to the brake request. They pneumatically control the integrated relay valves to deliver a target brake pressure or target control pressure, corresponding to the brake request, to the respective brake cylinders 48 and 50 of the towing vehicle and, on the trailer side, to the trailer control valve 80. This control valve modulates the brake pressure for the trailer's brake cylinders 84 from the target control pressure. The pressure sensors integrated into the pressure control modules 16, 36, and 38, and in the trailer control module 64, then report the actual brake pressure or actual control pressure to the central brake control unit 14. The central brake control unit then regulates the target brake pressure or target control pressure by actuating the module-side solenoid valves.

[0047] If the brake request signal for the central brake control unit 14 is generated autonomously by a driver assistance system such as ESP or ACC or by an autopilot instead of by the foot brake sensor 2, the same functions as described above will take place.

[0048] If the brake slip of one or more wheels of the towing vehicle exceeds a predefined brake slip limit of, for example, 12% to 14%, which can be detected via the wheel speed sensors 56, the brake slip control system or the ABS of the towing vehicle is activated. The ABS routines implemented in the central brake control unit 14 then adjust the brake pressures for the towing vehicle by appropriately controlling the solenoid valves in the pressure control module 36, 38 assigned to the respective wheel experiencing brake slip, or in the pressure control module 16 assigned to the respective wheels experiencing brake slip, so that the brake slip control deviation is compensated for.

[0049] The central brake control unit 14 stores compatibility bands that define the relationship between the desired deceleration z of the towing vehicle-trailer combination and the resulting braking force of the trailer, as well as the pressure at the coupling head "brake" of the towing vehicle. The brake pressure for the trailer's braking system, derived from the compatibility band, can optionally be further modified by a coupling force control. The trailer control module 64 is then activated by the central brake control unit 14 to adjust the pneumatic control pressure in the coupling head "brake" for the trailer according to these specifications. Thus, the brake pressure in the trailer would be determined based on the brake pressure in the towing vehicle, which is influenced by the brake slip control.

[0050] A device for stabilizing the towing vehicle during acceleration from a standstill is integrated, for example, into the service brake system 1. The acceleration stability function mentioned above is implemented as a program or program component in the central brake control unit 14. The device also includes the speed sensors 56 on the driven rear wheels and the non-driven front wheels, and evaluates their speed signals, particularly during or in the course of an acceleration. The device also includes a sensor module 100, which, for example, integrates a yaw rate sensor and a lateral acceleration sensor. The sensor module 100 is signal-connected to the central brake control unit 14 in order to perform the ESP functions, as described above.On the other hand, it also serves to supply yaw rate signals and lateral acceleration signals for the launch stability function implemented, for example, in the central brake control unit 14. Furthermore, the central brake control unit 14 is signal-connected to an electronic drive control unit 110, for example, via a data bus. The electronic drive control unit 110 controls a drive motor of the towing vehicle, for example, an internal combustion engine and / or an electric motor, with respect to speed, drive torque, and / or drive power. Here, the drive motor drives, for example, the rear wheels, but not the front wheels of the towing vehicle.

[0051] The operation of the acceleration stability function is described as a flowchart of procedure 300 for stabilizing the towing vehicle during an acceleration from a standstill. Fig. 2The starting situation can be triggered by a driver of the towing vehicle or autonomously, in particular by an autopilot.

[0052] In step 301, it is checked whether the towing vehicle is in a starting state, preferably by evaluating the speed signals from the speed sensors 56 on the non-driven front wheels. Based on these speed signals, the stationary state and the vehicle speed v of the towing vehicle can be detected. The starting state is defined here, for example, as occurring when a vehicle speed v between zero and a lower limit of the vehicle speed, for example between 3-5 km / h, is detected ("Y" for "Yes"). If no starting state ("N" for "No") is detected, the procedure is terminated ("END").

[0053] In a subsequent step 302, when a starting situation is detected, the actual vehicle behavior with regard to the lateral dynamics of the towing vehicle is determined. For this purpose, for example, the actual yaw rate signals received by the sensor module 100 are evaluated in the central brake control unit 14.

[0054] In a subsequent step 303, a deviation of the vehicle's actual behavior from its target behavior with respect to the vehicle's lateral dynamics is determined, for example, by calculating the deviation of the actual yaw rate, represented by the actual yaw rate signals, from a target yaw rate to be determined here. The deviation is formed, for example, by the difference between the target yaw rate and the actual yaw rate. Preferably, the magnitude of this difference is determined.

[0055] The target rotation rate is preferably determined using the single-track model according to the following equation: ψ ˙ = δ ∗ v l wh + EG ∗ v 2 with: ψ̇ = Target rotation rate δ = Wheel steering angle V = Vehicle speed EG = Self-steering gradient l wh = Wheelbase

[0056] Preferably, the vehicle speed (v) is detected by evaluating the rotational speed of the non-driven front wheels. Alternatively, a predetermined value can be used as the target rotational speed.

[0057] Additionally or alternatively, the actual lateral acceleration detected by the lateral acceleration sensor in sensor module 100 can be evaluated in the central brake control unit 14 and compared with a target lateral acceleration. The deviation is then calculated, for example, as the difference between the target lateral acceleration and the actual lateral acceleration. Preferably, the magnitude of this difference is determined.

[0058] In a subsequent step 304, the drive torque is adjusted depending on the deviation. This is achieved by the central brake control unit 14 directly controlling the drive control unit, for example, to adjust and, in particular, reduce the drive torque of the drive motor. For instance, the greater the deviation, the more the drive torque generated by the drive motor during acceleration can be reduced. Similarly, the drive torque generated by the drive motor during acceleration can only be reduced once the deviation has exceeded a certain limit. Reducing the drive torque increases lateral stability during acceleration because a greater lateral force is then available at the driven wheels of the towing vehicle. Reference symbol list

[0059] 1 Service brake system, towing vehicle 2 Foot brake pressure sensor 4 Front axle pressure reservoir 6 Rear axle pressure reservoir 8 Air preparation module 10 Supply line 12 Supply line 14 Brake control unit 16 2-channel pressure control module 18 Front axle foot brake valve 20 Supply line 22 Supply line 24 Control line 26 Rear axle foot brake valve 28 Electrical channel 30 Data bus 32 Control line 36 1-channel pressure control module 38 1-channel pressure control module 40 Brake line 42 Brake line 44 Towing vehicle-side trailer pressure reservoir 46 Supply line 48 Front axle brake tensioning device 50 Rear axle brake tensioning device 52 Control line 54 Electrical control line 56 Speed ​​sensors 58 Electrical signal lines 60 Wear sensors 62 Electrical signal lines 64 Trailer control module 66 Parking brake unit 68 Coupling head "Supply" 70 Coupling head "Brake" 76 Trailer interface 78 Trailer data bus 88 Electrical control line 90 Electrical control line 92 Electrical control line 100 Sensor module 110 Drive control electronics

Claims

1. A method (300) for stabilizing a vehicle in a start-up situation from a standstill, wherein the vehicle is driven by a driving machine which generates a driving torque on driven wheels during the start-up process, comprising at least the following steps: a) the start-up situation of the vehicle is detected (301) and in the case of the detected start-up situation, b) the actual behavior of the vehicle in relation to the lateral dynamics of the vehicle is determined (302), and c) a deviation of the actual behavior of the vehicle from a target behavior of the vehicle with regard to the lateral dynamics of the vehicle is determined (303), and d) an adjustment of the drive torque is carried out (304) depending on the deviation, characterized in that e) if the deviation exceeds a limit value, the drive torque generated by the driving machine is reduced.

2. The method as claimed in claim 1, characterized in that a recorded actual vehicle rotation rate of the vehicle represents the actual behavior of the vehicle and a target vehicle rotation rate of the vehicle represents the target behavior of the vehicle.

3. The method as claimed in claim 2, characterized in that the target rotation rate of the vehicle is determined by means of the single-track model according to the following equation: ψ = δ ∗ v l wh + EG ∗ v 2 with: ψ = target rotation rate δ = wheel steering angle V = vehicle speed EG = self - steering gradient lwh = wheelbase4. The method as claimed in claim 3, characterized in that the vehicle speed (v) is detected by evaluation of the rotation rate of at least one non-driven wheel.

5. The method as claimed in claim 2, characterized in that a predetermined value is used as the target rotation rate of the vehicle.

6. The method as claimed in any one of the preceding claims, characterized in that a recorded actual lateral acceleration of the vehicle represents the actual behavior of the vehicle and a target lateral acceleration of the vehicle represents the target behavior of the vehicle.

7. The method as claimed in any one of the preceding claims, characterized in that the start-up situation of the vehicle is detected by evaluating the rotation rate of at least one non-driven wheel.

8. The method as claimed in any one of the preceding claims, characterized in that the start-up situation of the vehicle is detected by determining that a vehicle speed recorded by at least one sensor increases from zero to a vehicle limit speed.

9. The method as claimed in any one of the preceding claims, characterized in that the limit value a) is fixed, or b) depends on a lower vehicle limit speed from which wheel rotation rates can be recorded.

10. The method as claimed in any one of the preceding claims, characterized in that, the more the drive torque generated by the driving machine during the start-up process is reduced, the greater the deviation.

11. The method as claimed in any one of the preceding claims, characterized in that at least in the start-up situation the drive slip is determined and the reduction of the drive torque takes place in such a way that a maximum permissible drive slip is specified for the driven wheels which is less than a target drive slip specified by a traction control system (ASR).

12. The method as claimed in any one of the preceding claims, characterized in that the adjustment of the drive torque takes place by controlling the driving machine to adjust the drive torque.

13. The method as claimed in any one of the preceding claims, characterized in that the start-up situation is controlled or triggered by a driver of the vehicle or autonomously.

14. A device for carrying out the method as claimed in any one of the preceding claims, at least comprising: a) first means (56, 14), which are set up and designed for detecting the start-up situation of the vehicle, b) second means (14, 100), which are set up and designed for determining the actual behavior of the vehicle with regard to the lateral dynamics of the vehicle, c) third means (14, 110), which are set up and designed for adjusting the driving torque as a function of the deviation.

15. The device as claimed in claim 14, characterized in that a) the first means comprise at least one wheel rotation rate sensor (56) on a non-driven wheel for generating a wheel rotation rate signal and an electronic controller (14) with a signal transfer connection to said sensor for evaluating the wheel rotation rate signal, and in that b) the second means comprise at least one rotation rate sensor (100) for generating a rotation rate signal and / or at least one lateral acceleration sensor for generating a lateral acceleration signal and the electronic controller (14) with a signal transfer connection to said sensor for evaluating the rotation rate signal and / or the lateral acceleration signal, and in that c) the third means comprise the electronic controller (14), and c1) a drive control electronic system (110) with a signal transfer connection to the electronic control system (14), which receives and implements a drive control signal generated by the electronic control system (14) depending on the deviation, or c2) a traction control system (ASR) with a signal transfer connection to the electronic control system (14), which receives and implements a slip specification signal representing a maximum permissible drive slip generated by the electronic control system (14) depending on the deviation.