Method for affecting vehicular motion of vehicle

Abstract

To provide a method for affecting vehicular motion of a vehicle (10), in particular an automobile, using as a starting point the method in which the vehicle (10) comprises a steering system (12) including a front axle turning part (14) and a rear axle turning part (16), and in which vehicular motion in at least one travel operation state is affected by drive control of the front axle turning part (14) and / or the rear axle turning part (16).SOLUTION: It is proposed that yaw motion of a vehicle (10) is adjusted in a travel operation state so that yaw acceleration and / or yaw shock is reduced, in accordance with drive control that combines a front axle turning part (14) and a rear axle turning part (16), without having the yaw motion depending on a target vehicle track (18) at least in part.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] Prior Art The invention starts from a method for influencing the vehicle dynamics of a vehicle, in particular a motor vehicle, according to the preamble of claim 1. Furthermore, the invention relates to a computing unit for implementing such a method, and to a vehicle equipped with such a computing unit. [Background technology]

[0002] During travel in a vehicle, such as a car, some people may experience physical reactions such as paleness, dizziness, headache, nausea and / or vomiting. This type of symptom is known as motion sickness, also technically called car sickness. Its cause is a mismatch between the vision of the eyes and the vestibular perception, i.e. the balance organs. This symptom is even more significantly aggravated if the passenger is engaged in other activities during the journey. For example, a passenger in an autonomously driven vehicle can be fully immersed in activities other than driving, since he no longer has to handle the task of controlling the vehicle. However, in this case, all dynamic stimuli resulting from the vehicle motion become potential physiological and psychological burdens for the passenger, thus directly affecting the travel comfort.

[0003] In order to reduce symptoms resulting from this type of car sickness and / or to increase driving comfort, various methods are known from the prior art, for example from DE 102017219585 A1 and DE 102015015306 A1, for influencing the vehicle dynamics of motor vehicles, in which the vehicle dynamics in at least one driving operating state are influenced by drive control of the front axle steering parts and / or the rear axle steering parts of the vehicle. However, in these known methods, there is no focus on adjusting the yaw motion of the vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] DE 102017219585 A1 [Patent Document 2] DE 102015015306 Summary of the Invention [Problem to be solved by the invention]

[0005] Starting from this, the object of the present invention is to provide a method for influencing the vehicle dynamics of a vehicle, in which the effects on the driver and / or passengers of the vehicle, which are caused in particular by the yaw motion of the vehicle, are advantageously reduced. This object is achieved by the characterizing features of claims 1, 9 and 10, whereas preferred embodiments and developments of the invention can be read from the dependent claims. [Means for solving the problem]

[0006] Disclosure of the Invention The present invention starts from a method, in particular a computer-implemented method, for influencing vehicle dynamics of a vehicle, in particular a motor vehicle, in which the vehicle comprises a steering system with a front-axle steering part and, in particular, an active rear-axle steering part, in which the vehicle dynamics in at least one driving operating state, preferably an automated driving operating state, are influenced by drive control of the front-axle steering part and / or the rear-axle steering part.

[0007] It is proposed here that in a driving operating state, the yaw movement of the vehicle, i.e. in particular the movement around the vertical axis and / or the vertical axis of the vehicle, is adjusted by the combined drive control of the front axle steering unit and the rear axle steering unit in such a way that the yaw movement is at least partially independent of the target vehicle trajectory, and the yaw acceleration of the vehicle and / or the yaw shock of the vehicle, i.e. in particular the change over time of the yaw acceleration, is reduced. In particular, the yaw movement is adjusted in this case in such a way that the effects caused by the yaw movement on at least one driver and / or passenger of the vehicle are reduced, thereby improving the driving comfort and / or reducing symptoms due to car sickness of at least one passenger. Particularly preferably, the adjustment of the yaw movement is performed in such a way that the yaw acceleration and / or the yaw shock are minimized. This configuration makes it possible to reduce the effects caused by the yaw movement of the vehicle on the driver and / or passenger of the vehicle in a particularly simple and effective way. In particular, this makes it possible to improve the driving comfort and / or reduce symptoms due to car sickness of the passenger. Furthermore, the combined front and rear axle steering preferably allows the yaw movement of the vehicle to be designed at least partially independently of the vehicle trajectory being followed, so that the yaw acceleration and / or yaw shock can be advantageously adapted to the respective driving situation.

[0008] According to the invention, the steering system may be configured as a conventional mechanical steering system or, in particular, as an electric power steering or superimposed steering or active steering, in which case there is a mechanical connection between at least a steering wheel of the steering system and the front axle steering part. Alternatively, the steering system may be configured as a steer-by-wire steering system, in which the steering settings are preferably transferred purely electrically to the vehicle wheels. This steering system in this case includes, in particular, at least one wheel steering angle regulator for changing the wheel steering angle of at least one vehicle wheel and an operating unit which is preferably mechanically separated from the at least one wheel steering angle regulator and can be operated by the driver. A "steering system with a front-axle steering part" is to be understood as meaning a steering system with a steerable front axle, in which the front-axle steering part is provided for adjusting at least one vehicle wheel connected to the front-axle steering part, preferably at least two vehicle wheels connected to the front-axle steering part, depending on a steering setting, for example, at a steering wheel of the steering system. For this purpose, the front-axle steering part may comprise at least one wheel steering angle regulator, in particular in the form of a central regulator connected to at least two vehicle wheels, or multiple wheel steering angle regulators, in particular in the form of individual wheel regulators connected to only one vehicle wheel. A "steering system with an especially active rear-axle steering" is to be understood as meaning a steering system with a steerable rear axle, in which the rear-axle steering is in particular arranged to interact with the front-axle steering and to adjust at least one vehicle wheel connected to the rear-axle steering, preferably at least two vehicle wheels connected to the rear-axle steering, depending on, for example, a steering setting on a steering wheel of the steering system.For this purpose, the rear axle steering section may comprise a further wheel turning angle regulator, in particular in the form of a central regulator connected to at least two vehicle wheels, or a plurality of further wheel turning angle regulators, in particular in the form of individual wheel regulators connected to only one vehicle wheel. Furthermore, "automated driving operating state" is to be understood to mean in particular an at least partially automated driving operating state in which the driver and / or passengers are allowed to depart, preferably at least temporarily, from the driving task and the journey. Particularly preferably, the vehicle has an automated driving operating mode with at least three or at least four automation levels for implementing the automated driving operating state. In particular, the automated driving operating state may also include autonomous driving operation according to the invention.

[0009] Furthermore, the vehicle comprises a computing unit arranged to carry out a method for influencing the vehicle dynamics. A "computing unit" is to be understood as meaning, in particular, an electrical and / or electronic unit having an information input, an information processing section and an information output. Preferably, the computing unit further comprises at least one processor, at least one operating memory, at least one input and / or output means, at least one operating program, at least one control routine, at least one calculation routine, at least one evaluation routine and / or at least one drive control routine. In particular, the computing unit is arranged for drive control of the front-axle steering part and the rear-axle steering part, in particular by means of the drive control routine. According to the invention, the computing unit is arranged here for jointly drive control of the front-axle steering part and the rear-axle steering part, at least in the driving operating state. Furthermore, the computing unit is arranged for regulating the yaw dynamics of the vehicle. According to the invention, the calculation unit is arranged in such a way that in a driving operating state the yaw movement of the vehicle is adjusted by combined drive control of the front-axle steering and the rear-axle steering in such a way that the yaw movement is at least partially independent of the target vehicle trajectory, in such a way that the yaw acceleration and / or the yaw shock are reduced. Furthermore, the calculation unit may in particular be arranged to determine and evaluate the previous and / or future vehicle trajectory of the vehicle for the adjustment of the yaw movement. The calculation unit is preferably integrated here in a control device of the vehicle, for example a central control device of the vehicle or a control device, in particular in the form of a steering control device of the steering system. "Arranged" is to be understood as meaning in particular to be specially programmed, designed and / or equipped. An object being arranged for a certain function is to be understood as meaning in particular that the object fulfills and / or executes this certain function in at least one application and / or operating state.

[0010] It is further proposed that the yaw movement is adjusted in particular in a driving operating state such that the yaw movement of the vehicle required for the target vehicle trajectory is distributed over a longer driving section, for example over several meters or even over several hundred meters, thereby making it possible to reduce the time derivative of the required yaw angle and thus to achieve a reduction in yaw acceleration and / or yaw shock.

[0011] Furthermore, it is proposed that the yaw movement is adjusted in particular in a driving operating state so that a preset limit value for the yaw acceleration is not exceeded. Thus, according to the invention, in particular the maximum yaw acceleration of the vehicle is limited. As limit value, preferably the average perception threshold of the human vestibular system or the yaw acceleration can be used. As a result, a particularly comfortable driving sensation can be achieved for the passengers and the symptoms due to car sickness of the passengers can be reduced.

[0012] A particularly simple correction of the yaw movement of the vehicle can be achieved if, for the adjustment of the yaw movement, the vehicle's side slip angle is changed as a function of the target vehicle trajectory, in particular in a driving operating state, whereby, if a non-zero side slip angle is selected, this means, in particular, that the vehicle's velocity vector forms an angle with the vehicle's longitudinal axis or includes a predefined angle with the vehicle's longitudinal axis.

[0013] The driving operating state may be, for example, an overtaking maneuver. However, according to an embodiment of the present invention, it is proposed that the driving operating state includes cornering, and that the adjustment of the yaw movement is performed before the curve entry and / or after the curve exit. In particular, the adjustment of the yaw movement can be started or performed here long before the curve entry, for example several meters or even several hundred meters before the curve entry, and / or can be ended or performed long after the curve exit, for example several meters or even several hundred meters after the curve exit. This allows the vehicle movement to be adapted to cornering in a particularly advantageous manner.

[0014] It is further proposed that the yaw movement is adjusted in particular in a driving operating state in such a way that the longitudinal axis of the vehicle in the region of the curve entry and / or in the region of the curve exit has a predefined angle relative to the target vehicle trajectory. This angle can in particular correspond here to the already mentioned sideslip angle. "In the region of the curve entry" is to be understood in particular to mean the vicinity immediately before the curve to be traversed. "In the region of the curve exit" is to be understood in particular to mean the vicinity immediately after the curve that has been traversed. This makes it possible to further improve the vehicle dynamics.

[0015] In this connection, the yaw movement can be adjusted, for example, so that the longitudinal axis of the vehicle is oriented in the direction of the inside of the curve in the region of the curve entry and parallel to the target vehicle trajectory in the region of the curve exit. Preferably, the vehicle's side slip angle in this case is adjusted so that the side slip angle in the region of the curve entry corresponds to the overall curve angle for the curve to be traversed. Before negotiating the curve, the vehicle is slowly rotated in this case in a direction away from the target vehicle trajectory, in particular in the region of the curve entry, so that the longitudinal axis of the vehicle is oriented at an angle to the target vehicle trajectory. In this case, no further rotation of the vehicle takes place while negotiating the curve. However, alternatively, the vehicle can also be slowly rotated relative to the target vehicle trajectory while negotiating the curve, in particular if the side slip angle in the region of the curve entry deviates from the overall curve angle or if an angle different from the overall curve angle is selected.

[0016] Alternatively or additionally, the yaw movement can be adjusted so that the longitudinal axis of the vehicle is oriented parallel to the target vehicle trajectory in the region of the curve entry and towards the outside of the curve in the region of the curve exit. Preferably, the vehicle's side-slip angle in this case is adjusted so that the side-slip angle in the region of the curve exit corresponds to the overall curve angle for the curve that has been traversed. In this case, no rotation of the vehicle takes place while negotiating the curve. After negotiating the curve, the vehicle is then slowly rotated back in the direction of the target vehicle trajectory, in particular so that the longitudinal axis of the vehicle is oriented parallel to the target vehicle trajectory. Alternatively, however, the vehicle can also be slowly rotated relative to the target vehicle trajectory while negotiating the curve, in particular if the side-slip angle in the region of the curve entry and / or in the region of the curve exit is to be changed.

[0017] Alternatively or additionally, the yaw movement can be adjusted such that the longitudinal axis of the vehicle is oriented in the direction of the inside of the curve in the region of the curve entry and in the direction of the outside of the curve in the region of the curve exit. Preferably, the sideslip angle of the vehicle in this case is adjusted such that the sideslip angle in the region of the curve entry and in the region of the curve exit corresponds to half the overall curve angle for the curve to be traversed or traversed. Before negotiating the curve, the vehicle is slowly rotated in this case in a direction away from the target vehicle trajectory, in particular such that the longitudinal axis of the vehicle in the region of the curve entry is oriented at an angle to the target vehicle trajectory. In this case, no rotation of the vehicle takes place while negotiating the curve. After negotiating the curve, the vehicle is slowly rotated back in the direction of the target vehicle trajectory, in particular such that the longitudinal axis of the vehicle is oriented parallel to the target vehicle trajectory. Alternatively, however, the vehicle can also be slowly rotated relative to the target vehicle trajectory while negotiating the curve, in particular if the sideslip angle in the region of the curve entry and / or in the region of the curve exit is to be changed.

[0018] In a further embodiment, it is proposed that the vehicle speed is taken into account when adjusting the yaw movement, which makes it possible, in particular, for example, to determine the travel time of the vehicle to reach and / or negotiate a curve and take this into account when adjusting the yaw movement.

[0019] It is further preferably proposed that in the driving operating state, a dynamic optimization of the yaw movement is performed as a function of the target vehicle trajectory, and that the intended reduction of the yaw acceleration and / or the yaw shock, the maximum permissible yaw acceleration for the driving operating state, the vehicle speed and / or the length of the driving section are taken into account and correlated during the dynamic optimization of the yaw movement. This makes it possible to achieve, in particular, the best possible compromise between the target vehicle trajectory, the required yaw movement associated therewith and the adjustment of the yaw movement. Furthermore, this measure makes it possible, in particular, to optimally navigate a series of different curves as well.

[0020] The method for influencing vehicle dynamics and the vehicle should not be limited to the applications and embodiments described herein, and in particular, the method for influencing vehicle dynamics and the vehicle may have a different number of individual elements, components and units than those mentioned herein to fulfill the functions described herein.

[0021] Further advantages will become apparent from the following description of the drawings, in which an embodiment of the invention is shown. [Brief description of the drawings]

[0022] [Figure 1] 1 is a schematic diagram illustrating a vehicle equipped with a steering system including a front axle steering portion and a rear axle steering portion. [Figure 2a] FIG. 2 illustrates a vehicle in various exemplary driving operating conditions, in which the yaw movement of the vehicle is regulated by combined drive control of the front and rear axle steering units. [Figure 2b]FIG. 2 illustrates a vehicle in various exemplary driving operating conditions, in which the yaw movement of the vehicle is regulated by combined drive control of the front and rear axle steering units. [Figure 2c] FIG. 2 illustrates a vehicle in various exemplary driving operating conditions, in which the yaw movement of the vehicle is regulated by combined drive control of the front and rear axle steering units. [Diagram 3] 2 shows an exemplary flow chart with the main method steps of a method for influencing vehicle dynamics of a vehicle; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Description of the embodiment FIG. 1 shows an exemplary vehicle 10 in the form of a motor vehicle with a number of vehicle wheels (not shown) and a steering system 12. This steering system 12 may be configured according to the invention as a conventional mechanical steering system or as a steer-by-wire steering system. In both cases, the steering system 12 has an operative connection with the vehicle wheels and is provided for influencing the driving direction of the vehicle 10. For this purpose, the steering system 12 comprises, for example, a steering wheel in the form of a steering wheel (not shown), a front axle steering part 14 operatively connected to the steering wheel and a rear axle steering part 16 operatively connected to the steering wheel and to the front axle steering part 14. Furthermore, the vehicle 10 has an automated driving operating mode with at least three automation levels in the case of the invention. In principle, however, it may also be possible to dispense with a steering wheel, for example in a purely autonomously driving vehicle.

[0024] The front-axle steering part 14 and the rear-axle steering part 16 have a structure known per se. In the present case, the front-axle steering part 14 and the rear-axle steering part 16 can, for example, each have a wheel turning angle regulator (not shown) configured as a central regulator for controlling the wheel turning angles of the vehicle wheels. Alternatively, however, the front-axle steering part and / or the rear-axle steering part can also comprise at least two wheel turning angle regulators configured as individual wheel regulators. In principle, the steering system can also comprise a combination of wheel turning angle regulators configured as individual wheel regulators and wheel turning angle regulators configured as central regulators.

[0025] Furthermore, the vehicle 10 comprises a control device 28, which in the present case is configured as a steering control device and is therefore part of the steering system 12. The control device 28 has an electrical connection to the steering wheel. Furthermore, the control device 28 has an electrical connection to the front axle turning part 14. The control device 28 further has an electrical connection to the rear axle turning part 16. Thus, according to the present invention, at least the steering wheel, the front axle turning part 14 and the rear axle turning part 16 are connected to each other in a communication manner via the control device 28. The control device 28 is arranged to control at least the operation of the steering system 12.

[0026] For this purpose, the control device 28 comprises a calculation unit 26, which comprises at least one processor (not shown), for example in the form of a microprocessor, and at least one operating memory (not shown). Furthermore, the calculation unit 26 comprises at least one operating program stored in the operating memory, which comprises at least one calculation routine, at least one evaluation routine and at least one drive control routine. In principle, however, the control device can also be configured as a separate central vehicle control device, which is also distinct from the steering control device, for example with a central calculation unit. Furthermore, it is also conceivable to provide separate control devices and / or calculation units for the front-axle steering section and the rear-axle steering section, which are connected to each other in a communication manner.

[0027] Furthermore, the vehicle 10 may include further components and / or assemblies not shown, such as, for example, a surrounding environment sensor system known per se for capturing travel distance information, a vehicle sensor system known per se for capturing the travel speed, an on-board computer known per se, and / or a navigation device known per se. Preferably, the control device 28 here has electrical connections to the surrounding environment sensor system, the vehicle sensor system, the on-board computer, and / or the navigation device. However, it is basically also conceivable to omit the surrounding environment sensor system, the vehicle sensor system, the on-board computer, and / or the navigation device.

[0028] During the journey, some people may experience physical reactions such as paleness, dizziness, headache, nausea and / or vomiting. This type of symptom is known as motion sickness, also technically called car sickness. Its cause is a mismatch between the visual sense of the eyes and the vestibular perception, i.e. the organs of balance. This symptom is even more pronounced if the passengers are engaged in other activities during the journey.

[0029] Therefore, in order to reduce symptoms resulting from this type of car sickness and / or to increase driving comfort, a method is proposed below for influencing the vehicle dynamics of the vehicle 10. According to the invention, here the calculation unit 26 is provided for carrying out the method and for this purpose has in particular a computer program with corresponding program code means.

[0030] According to the invention, in at least one driving operating state, the yaw movement of the vehicle 10 is adjusted by the combined drive control of the front axle steering unit 14 and the rear axle steering unit 16 in such a way that the yaw acceleration of the vehicle 10 and / or the yaw shock of the vehicle 10 are reduced, preferably minimized, without the yaw movement being at least partially dependent on the target vehicle trajectory 18. The yaw movement is here modified in such a way that the effects caused by the yaw movement of the vehicle 10 on at least one driver and / or passenger of the vehicle 10 are reduced, thereby increasing the driving comfort and reducing symptoms due to car sickness in the passengers. Furthermore, the driving operating state corresponds according to the invention to an automated driving operating state. In principle, however, the driving operating state can also correspond to a manual driving operating state, for example using a steer-by-wire steering system.

[0031] Furthermore, in accordance with the present invention, the yaw motion is adjusted such that the yaw motion of the vehicle 10 required for the target vehicle trajectory 18 is distributed over a longer distance, e.g., over several meters or even over several hundred meters, thereby reducing the time derivative of the required yaw angle and, as a result, reducing yaw acceleration and / or yaw shock can be achieved.

[0032] Furthermore, the yaw movement is adjusted in accordance with the invention so that a preset limit value for the yaw acceleration is not exceeded, in this connection limiting the maximum yaw acceleration of the vehicle 10, whereby the average perception threshold of the human vestibular system or the yaw acceleration is used as limit value.

[0033] For the adjustment of the yaw movement, in the present case, the sideslip angle 20 of the vehicle 10, i.e. the angle between the velocity vector of the vehicle 10 and the longitudinal axis 24 of the vehicle 10, is furthermore changed depending on the target vehicle trajectory 18.

[0034] Furthermore, the vehicle speed can be taken into account when adjusting the yaw movement, so that, for example, the travel time of the vehicle 10 can be determined and taken into account when adjusting the yaw movement.

[0035] 2a to 2c show the vehicle 10 in various exemplary driving operating conditions, in which the yaw motion of the vehicle 10 is regulated by combined drive control of the front axle steering unit 14 and the rear axle steering unit 16. FIG.

[0036] The driving operating states in this case include cornering. Furthermore, an adjustment of the yaw movement is performed before the entrance to the curve and / or after the exit from the curve. According to the invention, the yaw movement is adjusted here in such a way that the longitudinal axis 24 of the vehicle 10 always has a predefined angle 22 in the area of ​​the entrance to the curve and / or in the area of ​​the exit from the curve relative to the target vehicle trajectory 18. This angle 22 is in particular the sideslip angle 20.

[0037] According to a first exemplary application example, which is particularly shown in Fig. 2a, the yaw movement of the vehicle 10 is adjusted such that the longitudinal axis 24 of the vehicle 10 is oriented towards the inside of the curve in the region of the curve entry and is oriented parallel to the target vehicle trajectory 18 in the region of the curve exit. The sideslip angle 20 of the vehicle 10 is adjusted here such that the sideslip angle in the region of the curve entry corresponds to the overall curve angle for the curve to be traversed.

[0038] Before negotiating the curve, the vehicle 10 in this case is slowly rotated in a direction away from the target vehicle trajectory 18, in particular so that the longitudinal axis 24 of the vehicle 10 in the region of the curve entry is oriented at an angle to the target vehicle trajectory 18. The adjustment of the yaw movement can also start here well before the curve entry, for example several meters or even several hundred meters before the curve entry. No further rotation of the vehicle 10 takes place while negotiating the curve and after negotiating the curve. Since the side slip angle 20 of the vehicle 10 in this case is adjusted in the region of the curve entry to correspond to the overall curve angle for the curve to be negotiable, no further rotation of the vehicle 10 is required while negotiating the curve and / or after negotiating the curve. Alternatively, however, the vehicle 10 can also be slowly rotated relative to the target vehicle trajectory 18 while negotiating the curve, in particular if the side slip angle in the region of the curve entry deviates from the overall curve angle or if an angle different from the overall curve angle is selected.

[0039] According to the second exemplary application example, which is particularly shown in Fig. 2b, the yaw movement of the vehicle 10 is adjusted such that the longitudinal axis 24 of the vehicle 10 is oriented parallel to the target vehicle trajectory 18 in the region of the curve entry and toward the outside of the curve in the region of the curve exit. The sideslip angle 20 of the vehicle 10 is adjusted in this case such that the sideslip angle in the region of the curve exit corresponds to the overall curve angle for the traversed curve.

[0040] In this case, no rotation of the vehicle 10 takes place before and while negotiating the curve. After negotiating the curve, the vehicle 10 is then slowly rotated back in the direction of the target vehicle trajectory 18, in particular so that the longitudinal axis 24 of the vehicle 10 is oriented parallel to the target vehicle trajectory 18. The adjustment of the yaw movement can in this case also be completed long after the curve exit, for example several meters or even several hundred meters after the curve exit. Alternatively, however, the vehicle 10 can also be slowly rotated relative to the target vehicle trajectory 18 while negotiating the curve, especially if the sideslip angle in the region of the curve exit should deviate from the angle of the entire curve.

[0041] According to a third exemplary application example, which is particularly shown in Fig. 2c, the yaw movement of the vehicle 10 is adjusted in such a way that the longitudinal axis 24 of the vehicle 10 is oriented towards the inside of the curve in the region of the curve entry and towards the outside of the curve in the region of the curve exit. Preferably, the sideslip angle 20 of the vehicle 10 in this case is adjusted in such a way that the sideslip angles in the region of the curve entry and in the region of the curve exit correspond to half the overall curve angle for the curve to be traversed or for the curve that has been traversed.

[0042] Before negotiating the curve, the vehicle 10 is slowly rotated in this case in a direction away from the target vehicle trajectory 18, in particular in such a way that the longitudinal axis 24 of the vehicle 10 in the region of the curve entry is oriented at an angle to the target vehicle trajectory 18. The adjustment of the yaw movement can also start here well before the curve entry, for example several meters or even several hundred meters before the curve entry. No further rotation of the vehicle 10 takes place while negotiating the curve. Since the sideslip angle 20 of the vehicle 10 in this case is adjusted in such a way that the sideslip angle in the region of the curve entry corresponds to half the overall curve angle for the curve to be negotiable, the sideslip angle 20 in the region of the curve exit likewise corresponds to half the overall curve angle, but in this case the vehicle 10 is tilted towards the outside of the curve. After negotiating the curve, the vehicle 10 is therefore slowly rotated back in the direction of the target vehicle trajectory 18, in particular in such a way that the longitudinal axis 24 of the vehicle 10 is oriented parallel to the target vehicle trajectory 18. The adjustment of the yaw movement can here also be terminated long after the curve exit, for example several meters or even several hundred meters after the curve exit. Alternatively, however, the vehicle 10 can also be slowly rotated relative to the target vehicle trajectory 18 while negotiating the curve, in particular if the sideslip angle in the region of the curve entry and / or in the region of the curve exit is to deviate from half the angle of the entire curve.

[0043] Preferably, in the driving operating state, a dynamic optimization of the yaw movement is furthermore performed as a function of the target vehicle trajectory 18. In this connection, for example, the intended reduction of the yaw acceleration and / or the yaw shock, the maximum permissible yaw acceleration for the driving operating state, the vehicle speed and / or the length of the driving section can be taken into account. Furthermore, the aforementioned variables can preferably be correlated with each other in order to achieve the best possible compromise between the target vehicle trajectory 18 and the required yaw movement and the adjustment of the yaw movement associated therewith. Furthermore, this measure makes it possible, in particular, to optimally navigate a series of different curves as well.

[0044] Finally, FIG. 3 shows an exemplary flow chart with the main method steps of a method for influencing vehicle dynamics of a vehicle 10.

[0045] In method step 30, firstly, a current driving operation state is determined. For this purpose, the calculation unit 26 may be arranged, for example, to determine an automated driving operation and / or a previous and / or a future vehicle trajectory of the vehicle 10. According to the invention, for example, it can be determined whether the previous and / or the future vehicle trajectory of the vehicle 10 includes cornering.

[0046] In a subsequent method step 32, the vehicle movements are adjusted by the combined drive control of the front axle steering 14 and the rear axle steering 16 in such a way that the yaw acceleration of the vehicle 10 and / or the yaw shock of the vehicle 10 are reduced, preferably minimized, in a driving operating state or at least during cornering, without the yaw movement of the vehicle 10 being at least partially dependent on the target vehicle trajectory 18. In particular, the yaw movement is adjusted here in such a way that in a driving operating state, the effects caused by the yaw movement on at least one driver and / or passenger of the vehicle 10 are reduced, whereby the driving comfort is increased and / or the symptoms due to car sickness of the at least one passenger are reduced.

[0047] 3 is intended only as an example to illustrate a method for influencing the vehicle dynamics of the vehicle 10. In particular, individual method steps can be modified or additional method steps can be added. In this connection, it is conceivable, for example, to take the vehicle speed into account when adjusting the yaw motion and / or to perform a dynamic optimization of the yaw motion in a driving operating state as a function of the target vehicle trajectory 18.

Claims

1. A method for influencing the vehicle motion of a vehicle (10), particularly an automobile, The vehicle (10) includes a steering system (12) having a front axle steering section (14) and a rear axle steering section (16). In a method in which the vehicle motion in at least one driving state is affected by the drive control of the front axle steering unit (14) and / or the rear axle steering unit (16), A method characterized in that, in a driving state, the yaw motion of the vehicle (10) is adjusted by drive control combining the front axle steering unit (14) and the rear axle steering unit (16) so that the yaw motion does not depend at least partially on the target vehicle trajectory (18) and the yaw acceleration and / or yaw shock is reduced.

2. The method according to claim 1, wherein the yaw motion is adjusted so that the yaw motion of the vehicle (10) required for the target vehicle trajectory (18) is distributed over a longer travel distance.

3. The method according to claim 1, wherein the yaw motion is adjusted so as not to exceed a preset limit value for the yaw acceleration.

4. The method according to claim 1, wherein, in order to adjust the yaw motion, the sideslip angle (20) of the vehicle (10) changes depending on the target vehicle trajectory (18).

5. The method according to claim 1, wherein the aforementioned driving state includes cornering, and the adjustment of the yaw motion is performed before the entrance to the curve and / or after the exit to the curve.

6. The method according to claim 5, wherein the yaw motion is adjusted such that the longitudinal axis (24) of the vehicle (10) has a predetermined angle (22) with respect to the target vehicle trajectory (18) in the region of the curve entrance and / or the region of the curve exit.

7. The method according to claim 1, wherein the vehicle speed is taken into consideration when adjusting the yaw motion.

8. The method according to claim 1, wherein, in the aforementioned driving state, the dynamic optimization of the yaw motion is performed depending on the target vehicle trajectory (18), and in the dynamic optimization of the yaw motion, the intended reduction of the yaw acceleration and / or the yaw shock, the maximum permissible yaw acceleration for the aforementioned driving state, the vehicle speed, and the length of the driving section are taken into consideration and are related to each other.

9. A computing unit (26) for carrying out the method according to any one of claims 1 to 8.

10. A vehicle (10), more particularly an automobile, comprising a steering system (12) including a front axle steering section (14) and a rear axle steering section (16), and a calculation unit (26) according to claim 9.

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